FLIGHT CREW
OPERATING MANUAL
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security on its contents must be maintained. It must not be used for any purpose other than that for
which it is supplied, nor may information contained in it be disclosed to unauthorized persons. It must
not be reproduced in whole or in part without permission in writing from the owners of the copyright.
AIRBUS 2005. All rights reserved.
AIRBUS S.A.S
CUSTOMER SERVICES DIRECTORATE
31707 BLAGNAC CEDEX
FRANCE
REFERENCE: 2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
TRANSMITTAL LETTER
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This is the FLIGHT CREW OPERATING MANUAL at issue date 18 SEP 12 for the
A318/A319/A320/A321 and replacing last issue dated 30 MAY 12
TRL P 1/2
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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FLIGHT CREW
OPERATING MANUAL
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Subsection Title
DSC-35-30-20
Controls and Indicators
DSC-70-40-50
IDG Cooling System
PRO-ABN-24
Electrical
PRO-ABN-26
Fire Protection
PRO-ABN-27
Flight Controls
PRO-ABN-28
Fuel
PRO-ABN-34
Navigation
PRO-ABN-70
Power Plant
PRO-ABN-80
Miscellaneous
PRO-NOR-SOP-04
Preliminary Cockpit Preparation
PRO-NOR-SOP-05
Exterior Inspection
PRO-NOR-SOP-06
Cockpit Preparation
PRO-NOR-SOP-18
Precision Approach
PRO-NOR-SRP-01-70
Approach
PRO-SPO-30
High Altitude Operations
PRO-SPO-60
Operations on Narrow Runways
PRO-SUP-24
Electrical
PRO-SUP-80
Miscellaneous
PRO-SUP-91-20
Operations in Windshear or Downburst
PRO-SUP-91-40
Operations On Airports Covered With Ash, Sand or Dust
PRO-SUP-92-10
Less Paper in the Cockpit
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Subsection Title
LIM-11
Weight and Center of Gravity Limits
LIM-12
Environmental Envelope and Airport Operations
LIM-22-20
Automatic Approach, Landing and Roll Out
LIM-34
Navigation
PER-LOD-WBA-FIT-10
FUEL INDEX TABLE
PER-TOF-TOC-10-20
TAKEOFF CHART DESCRIPTION
PER-FPL-FLP-ALT-10
OPTIMUM AND MAXIMUM ALTITUDES
PER-FPL-FLP-ALT-20
OPTIMUM ALTITUDE ON SHORT STAGE
PER-LDG-DIS-MAT
Runway Condition Assessment Matrix for Landing
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18 SEP 12
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18 SEP 12
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OPERATING MANUAL
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18 SEP 12
PRELIMINARY PAGES
PRELIMINARY PAGES
LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Identification
(2)
(3)
Rev. Date
Title
18 MAR 11
18 MAR 11
Criteria: SA
Applicable to: ALL
OEB41 issue 1.0
18 MAR 11
21 MAY 12
21 MAY 12
PLP-LEOEB P 1/2
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PLP-LEOEB P 2/2
18 SEP 12
PRELIMINARY PAGES
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FLIGHT CREW
OPERATING MANUAL
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Localization
GEN
DSC-20-10
DSC-20-20
DSC-21-10-10
DSC-21-10-20
DSC-21-10-30
DSC-21-10-40
DSC-21-10-50
DSC-21-10-60
DSC-21-10-70
DSC-21-20-10
DSC-21-20-20
DSC-21-20-30
DSC-21-20-40
DSC-21-20-50
DSC-21-20-60
DSC-21-30-10
DSC-21-30-20
DSC-21-30-40
DSC-21-30-50
DSC-21-30-60
DSC-21-30-70
DSC-21-30-80
DSC-21-40-10
DSC-21-40-20
DSC-21-40-30
DSC-21-40-35
DSC-21-40-40
DSC-21-40-50
DSC-22_10-10
DSC-22_10-20
DSC-22_10-30
DSC-22_10-40-05
DSC-22_10-40-10
DSC-22_10-40-20
DSC-22_10-40-30
DSC-22_10-40-40
DSC-22_10-40-50
DSC-22_10-50
DSC-22_10-60
DSC-22_20-10
Subsection Title
General Information
Introduction
General Arrangement
General
Main Components
Temperature and Flow Regulation
System Operation under Failure Condition
Controls and Indicators
Warnings and Cautions
Electrical Supply
General
Main Components
System Operation
Controls and Indicators
Warnings and Cautions
Electrical Supply
General
Avionics Ventilation
Battery Ventilation
Lavatory and Galley Ventilation
Controls and Indicators
Warnings and Cautions
Electrical Supply
General
System Operation
Controls and Indicators
ECAM Cond Page
Warnings and Cautions
Electrical Supply
Description
System Interface Diagram
FMGS Modes of Operation
Management of the Displays
MCDU
FCU
Thrust Levers
Primary Flight Display
Navigation Display
Warnings and Cautions
ELECTRICAL SUPPLY
General
Rev. Date
18 SEP 12
29 JUL 11
30 MAY 12
30 MAY 12
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
25 NOV 11
25 NOV 11
25 NOV 11
18 SEP 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
30 MAY 12
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
03 APR 12
29 JUL 11
30 MAY 12
30 MAY 12
30 MAY 12
30 MAY 12
30 MAY 12
18 SEP 12
29 JUL 11
29 JUL 11
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18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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Localization
DSC-22_20-20-05
DSC-22_20-20-10
DSC-22_20-20-20
DSC-22_20-20-30
DSC-22_20-20-40
DSC-22_20-20-50
DSC-22_20-30-05
DSC-22_20-30-10-05
DSC-22_20-30-10-15
DSC-22_20-30-20-05
DSC-22_20-30-20-25
DSC-22_20-40-10
DSC-22_20-40-20
DSC-22_20-40-30
DSC-22_20-50-10-25
DSC-22_20-50-20-35
DSC-22_20-50-30
DSC-22_20-60-10
DSC-22_20-60-20
DSC-22_20-60-30
DSC-22_20-60-40
DSC-22_20-60-50
DSC-22_20-60-60
DSC-22_20-60-70
DSC-22_20-60-80
DSC-22_20-60-90
DSC-22_20-60-100
DSC-22_20-60-110
DSC-22_20-60-120
DSC-22_20-60-130
DSC-22_20-70
DSC-22_20-80
DSC-22_30-10
DSC-22_30-20
DSC-22_30-30
DSC-22_30-40
DSC-22_30-50
DSC-22_30-60
DSC-22_30-70-10
DSC-22_30-70-20
DSC-22_30-70-30
Subsection Title
General
Position Computation
Evaluation of Position Accuracy
Radio Navigation Tuning
Alignment of Inertial Reference System
Navigation Database
General
General
FMS2 HONEYWELL
General
FMS2 Honeywell
Optimization
Cost Index
Predictions
FMS2 Honeywell
FMS2 Honeywell
MCDU - Data Format List
Effect of Baro Reference Setting
Clear Key (Clearing Function)
How to Execute a Diversion
Engine Out
Secondary Flight Plan
Pilots/Stored Route Function
Report Page
Closest Airports
Time Marker
Step ALTS
Required Time of Arrival (RTA)
Equitime Point
MCDU Back Up Navigation
AOC Functions
Print Functions
General
Flight Director
Autopilot (AP)
Speed/Mach Control
AP/FD Modes General
AP/FD Lateral Modes
Principles
Climb Mode
Open Climb Mode
Rev. Date
29 JUL 11
30 MAY 12
30 MAY 12
03 APR 12
18 SEP 12
29 JUL 11
29 JUL 11
03 APR 12
30 MAY 12
03 APR 12
30 MAY 12
03 APR 12
29 JUL 11
30 MAY 12
18 SEP 12
30 MAY 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
30 MAY 12
30 MAY 12
03 APR 12
30 MAY 12
03 APR 12
30 MAY 12
03 APR 12
03 APR 12
03 APR 12
30 MAY 12
30 MAY 12
03 APR 12
03 APR 12
30 MAY 12
03 APR 12
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
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18 SEP 12
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DSC-22_30-70-50
DSC-22_30-70-60
DSC-22_30-70-65
DSC-22_30-70-70
DSC-22_30-70-80
DSC-22_30-75
DSC-22_30-80-10
DSC-22_30-80-20
DSC-22_30-80-30-05
DSC-22_30-80-30-10
DSC-22_30-80-30-20
DSC-22_30-80-40
DSC-22_30-90
DSC-22_30-100
DSC-22_40-10
DSC-22_40-20
DSC-22_40-30
DSC-22_40-40
DSC-22_40-50
DSC-22_45
DSC-22_46
DSC-23-10-10
DSC-23-10-20
DSC-23-10-30
DSC-23-10-50
DSC-23-20-10
DSC-23-20-20
DSC-23-20-30
DSC-23-20-40
DSC-23-20-50
DSC-23-20-60
DSC-23-20-70
DSC-23-30-10
DSC-23-30-20
DSC-23-30-30
DSC-23-40-40
DSC-23-40-50
DSC-23-46-10
DSC-23-46-20
DSC-23-46-30
DSC-23-50
Subsection Title
Descent Mode
Open Descent Mode
Altitude Acquire Mode
Altitude Hold Mode
Vertical Speed Mode - Flight Path Angle Mode (V/S - FPA)
Mode Reversions
General
Takeoff
General
Precision Approach
Non Precision Approach
Go Around (GA)
Autothrust
Flight Mode Annunciator (FMA)
General
Yaw Functions
Flight Envelope Function
Windshear Detection Function
Controls and Indicators
Auto Flight - AOC Functions
Auto Flight - Print Interface
General
VHF/HF/SELCAL
Radio Tuning
Electrical Supply
General
Controls
Interphone Systems
Call Systems
Passenger Address
EMER EVAC
Electrical Supply
DESCRIPTION
CONTROLS AND INDICATORS ON OVERHEAD PANEL
ELECTRICAL SUPPLY
ACARS Functions
Electrical Supply
General
Controls and Indicators
ELECTRICAL SUPPLY
Warnings and Cautions
Rev. Date
30 MAY 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
30 MAY 12
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
18 SEP 12
30 MAY 12
30 MAY 12
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
PLP-LESS P 3/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
R
R
R
Localization
DSC-24-10-10
DSC-24-10-20
DSC-24-10-30-10
DSC-24-10-30-20
DSC-24-10-30-30
DSC-24-10-30-40
DSC-24-20
DSC-24-30
DSC-25-10-10
DSC-25-10-20
DSC-25-10-30
DSC-25-10-40
DSC-25-10-50
DSC-25-10-60
DSC-25-10-70
DSC-25-10-80
DSC-25-10-100
DSC-25-11-10
DSC-25-11-20
DSC-25-11-40
DSC-25-15-30
DSC-25-40-10-10
DSC-26-10
DSC-26-20-10
DSC-26-20-20
DSC-26-20-30
DSC-26-30-10
DSC-26-30-20
DSC-26-30-30
DSC-26-40-10
DSC-26-40-20
DSC-26-50-10
DSC-26-50-20
DSC-26-50-30
DSC-26-50-40
DSC-26-60
DSC-27-10-10
DSC-27-10-20
DSC-27-20-10-10
DSC-27-20-10-20
DSC-27-20-10-30
Subsection Title
General
Generation Of Electrical Power
General
NORMAL CONFIGURATION
Abnormal Configurations
Distribution Table
Controls and Indicators
Warnings and Cautions
General
Cockpit Plan
Seats
Cockpit Window
Pilot's Instrument Panels
Pedestal
Overhead Panel
C/B Panels
Electrical Supply
Description
Cockpit Door Locking System (CDLS)
Electrical Supply
Electrical Supply
Description
GENERAL
Description
Controls and Indicators
Warnings and Cautions
Description
Controls and Indicators
Warnings and Cautions
Description
Warnings and Cautions
Smoke Detection
Fire Extinguishing
Controls and Indicators
Warnings and Cautions
Electrical Supply
GENERAL
Architecture
General
Pitch Control
Lateral Control
Rev. Date
30 MAY 12
18 SEP 12
29 JUL 11
18 SEP 12
18 SEP 12
29 JUL 11
30 MAY 12
18 SEP 12
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
25 NOV 11
29 JUL 11
03 APR 12
18 SEP 12
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
30 MAY 12
30 MAY 12
29 JUL 11
29 JUL 11
18 SEP 12
30 MAY 12
18 SEP 12
18 SEP 12
PLP-LESS P 4/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DSC-27-20-10-50
DSC-27-20-20
DSC-27-20-30
DSC-27-20-40
DSC-27-20-50
DSC-27-30-10
DSC-27-30-20
DSC-27-30-30
DSC-27-30-40
DSC-28-10-10
DSC-28-10-20
DSC-28-10-30
DSC-28-10-50
DSC-28-10-60
DSC-28-10-70
DSC-28-10-80
DSC-28-10-90
DSC-28-20
DSC-28-30
DSC-28-40
DSC-29-10-10
DSC-29-10-20
DSC-29-10-30
DSC-29-20
DSC-29-30
DSC-29-40
DSC-30-10-10
DSC-30-20-10
DSC-30-20-20
DSC-30-20-30
DSC-30-20-40
DSC-30-30-10
DSC-30-30-20
DSC-30-30-30
DSC-30-30-40
DSC-30-40-10
DSC-30-40-20
DSC-30-40-30
DSC-30-40-40
DSC-30-50-10
DSC-30-50-20
Subsection Title
Sideslip Target
Reconfiguration Control Laws
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
Controls and Indicators
Warnings and Cautions
Electrical Supply
General
Tanks
Engine Feed
APU Feed
Fuel Recirculation System
Refueling and Defueling
Fuel Quantity Indication and Level Sensing
Fuel Tank Inerting System
Controls and Indicators
Warnings and Cautions
ELECTRICAL SUPPLY
General
Generation
Distribution
CONTROLS AND INDICATORS
Warnings and Cautions
ELECTRICAL SUPPLY
Description
Description
Controls And Indicators
Warnings And Cautions
Electrical Supply
Description
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
CONTROLS AND INDICATORS
WARNINGS AND CAUTIONS
ELECTRICAL SUPPLY
Description
Controls and Indicators
Rev. Date
18 SEP 12
30 MAY 12
30 MAY 12
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
29 JUL 11
18 SEP 12
30 MAY 12
30 MAY 12
25 NOV 11
30 MAY 12
18 SEP 12
29 JUL 11
29 JUL 11
25 NOV 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
03 APR 12
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
PLP-LESS P 5/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
R
R
Localization
DSC-30-50-30
DSC-30-50-40
DSC-30-60-10
DSC-30-60-20
DSC-30-60-30
DSC-30-70-10
DSC-30-70-30
DSC-31-05-10
DSC-31-05-20
DSC-31-05-30
DSC-31-05-40
DSC-31-05-50
DSC-31-05-60
DSC-31-10
DSC-31-15
DSC-31-20
DSC-31-25-10
DSC-31-25-20
DSC-31-27
DSC-31-30
DSC-31-40
DSC-31-45
DSC-31-50
DSC-31-55-10
DSC-31-55-20
DSC-31-60-10
DSC-31-60-20
DSC-31-60-30
DSC-31-70
DSC-31-75
DSC-32-10-10
DSC-32-10-20
DSC-32-10-30
DSC-32-10-40
DSC-32-10-50
DSC-32-10-60
DSC-32-20-10
DSC-32-20-20
DSC-32-20-30
DSC-32-20-40
DSC-32-30-10
Subsection Title
Warnings and Cautions
Electrical Supply
DESCRIPTION
CONTROLS AND INDICATORS
ELECTRICAL SUPPLY
DESCRIPTION
ELECTRICAL SUPPLY
Introduction
Cockpit Arrangement
Architecture
Controls and Switching
Reconfiguring the DMC
Reconfiguring DUs
Ecam Description
Indications on E/WD
Indications on SD
General
Example
OEB Reminder
ECAM Controls
Indications on PFD
Indications on ND
EFIS Controls
GENERAL
CONTROLS AND INDICATORS
Flight Data Recording System
Controls and Indicators
Aircraft Integrated Data System
Warnings and Cautions
Electrical Supply
Description
Landing Gear System/Interface
Interactions between Landing Gear and Aircraft Systems
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
Rev. Date
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
03 APR 12
30 MAY 12
29 JUL 11
03 APR 12
30 MAY 12
29 JUL 11
18 SEP 12
18 SEP 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
30 MAY 12
25 NOV 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
PLP-LESS P 6/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DSC-32-30-20
DSC-32-30-30
DSC-32-30-40
DSC-32-40-10
DSC-32-40-20
DSC-32-40-40
DSC-33-10-10
DSC-33-10-20
DSC-33-10-30
DSC-33-10-40
DSC-33-20-10
DSC-33-20-20
DSC-33-20-30
DSC-33-30-10
DSC-33-30-20
DSC-33-30-30
DSC-33-40-10
DSC-34-10-10
DSC-34-10-20
DSC-34-10-30
DSC-34-10-40
DSC-34-15-10
DSC-34-15-20
DSC-34-15-30
DSC-34-15-40
DSC-34-15-50
DSC-34-20
DSC-34-25
DSC-34-30-10
DSC-34-30-20
DSC-34-30-30
DSC-34-30-40
DSC-34-40-10
DSC-34-40-20
DSC-34-40-30
DSC-34-50-10
DSC-34-50-20
DSC-34-50-50
DSC-34-60-10
DSC-34-60-20
DSC-34-60-30
Subsection Title
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
Controls and Indicators
Electrical Supply
General
Description
Controls and Indicators
Electrical Supply
General
Controls and Indicators
Electrical Supply
Description
Controls and Indicators
Electrical Supply
Controls and Indicators
Description
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
Normal Operation
Operation in Case of Failure
Warnings and Cautions
Electrical Supply
Standby Instruments
ISIS
Tuning
Navaids
Controls and Indicators
Electrical Supply
Description
Warnings and Cautions
Electrical Supply
Description
Controls and Indicators
Electrical Supply
Description
Controls and Indicators
Predictive Windshear System
Rev. Date
03 APR 12
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
18 SEP 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
PLP-LESS P 7/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
R
R
Localization
DSC-34-60-40
DSC-34-60-50
DSC-34-70-10
DSC-34-70-20
DSC-34-70-30
DSC-34-70-40
DSC-34-70-50
DSC-34-70-60
DSC-34-80-10
DSC-34-80-20
DSC-34-80-30
DSC-34-80-40
DSC-35-10
DSC-35-20-10
DSC-35-20-20
DSC-35-20-30
DSC-35-30-10
DSC-35-30-20
DSC-35-30-40
DSC-35-40-10
DSC-36-10-10
DSC-36-10-20
DSC-36-10-30
DSC-36-10-40
DSC-36-10-50
DSC-36-10-60
DSC-36-20
DSC-36-30
DSC-36-40
DSC-38-10
DSC-38-20
DSC-45-10
DSC-45-20
DSC-45-25
DSC-45-30
DSC-45-40
DSC-46-10
DSC-46-20
DSC-46-30
DSC-46-40
DSC-46-60
Subsection Title
Warnings and Cautions
ELECTRICAL SUPPLY
Description
GPWS Basics Modes
EGPWS Functions
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
Controls and Indicators
Warnings and Cautions
Electrical Supply
General
Description
Controls and Indicators
Electrical Supply
Description
Controls and Indicators
Electrical Supply
Description
General
Engine Bleed System
Apu Bleed Air Supply
Crossbleed
Leak Detection
Operation Following Failures
Controls and Indicators
Warnings and Cautions
Electrical Supply
Description
ELECTRICAL SUPPLY
Description
System Operation
Data Loading
PRINTER
ELECTRICAL SUPPLY
General
ATSU Communications Function
AOC Applications
CNS/ATM
Warnings and Cautions
Rev. Date
25 NOV 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
29 JUL 11
18 SEP 12
18 SEP 12
29 JUL 11
30 MAY 12
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
25 NOV 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
03 APR 12
25 NOV 11
03 APR 12
29 JUL 11
PLP-LESS P 8/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DSC-46-70
DSC-49-10-10
DSC-49-10-20
DSC-49-20
DSC-49-30
DSC-49-40
DSC-52-10-10
DSC-52-10-20
DSC-52-10-30
DSC-52-10-40
DSC-52-10-50
DSC-52-10-60
DSC-52-10-80
DSC-52-20
DSC-52-30
DSC-52-50
DSC-70-10
DSC-70-20
DSC-70-30-10
DSC-70-30-20
DSC-70-30-30
DSC-70-30-40
DSC-70-40-10
DSC-70-40-20
DSC-70-40-30
DSC-70-40-40
DSC-70-40-50
DSC-70-50
DSC-70-60
DSC-70-70
DSC-70-80-10
DSC-70-80-20
DSC-70-80-30
DSC-70-80-40
DSC-70-90
DSC-70-98
PRO-ABN-01
PRO-ABN-10
PRO-ABN-21
PRO-ABN-22
PRO-ABN-23
Subsection Title
Electrical Supply
General
Main Components
Controls and Indicators
Warnings and Cautions
Electrical Supply
General
Passenger Doors
Emergency Exits
Cargo Doors
Avionics Compartment Access Door
Cockpit Door
Escape Slides/Rafts
Controls and Indicators
Warnings and Cautions
ELECTRICAL SUPPLY
Engine
Fadec
General
Thrust Levers
Thrust Rating Limit
Thrust Control
General
Fuel Pump Unit
Shut-Off Valves
Hydromechanical Unit
IDG Cooling System
OIL SYSTEM
Airbleed System (CFM)
THRUST REVERSER SYSTEM
General
Architecture
Ignition System
Engine Starting System
Controls and Indicators (CFM)
ELECTRICAL SUPPLY
Introduction
Operating Techniques
Air Conditioning / Pressurization / Ventilation
Auto Flight
Communications
Rev. Date
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
30 MAY 12
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
30 MAY 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
18 SEP 12
03 APR 12
30 MAY 12
18 SEP 12
03 APR 12
29 JUL 11
30 MAY 12
30 MAY 12
30 MAY 12
29 JUL 11
30 MAY 12
30 MAY 12
30 MAY 12
30 MAY 12
30 MAY 12
PLP-LESS P 9/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
R
R
R
R
R
R
R
R
R
Localization
PRO-ABN-24
PRO-ABN-25
PRO-ABN-26
PRO-ABN-27
PRO-ABN-28
PRO-ABN-29
PRO-ABN-30
PRO-ABN-31
PRO-ABN-32
PRO-ABN-34
PRO-ABN-36
PRO-ABN-46
PRO-ABN-49
PRO-ABN-52
PRO-ABN-70
PRO-ABN-80
PRO-ABN-90
PRO-NOR-SOP-01
PRO-NOR-SOP-02
PRO-NOR-SOP-03
PRO-NOR-SOP-04
PRO-NOR-SOP-05
PRO-NOR-SOP-06
PRO-NOR-SOP-07
PRO-NOR-SOP-08
PRO-NOR-SOP-09
PRO-NOR-SOP-10
PRO-NOR-SOP-11
PRO-NOR-SOP-12
PRO-NOR-SOP-13
PRO-NOR-SOP-14
PRO-NOR-SOP-15
PRO-NOR-SOP-16
PRO-NOR-SOP-17
PRO-NOR-SOP-18
PRO-NOR-SOP-19
PRO-NOR-SOP-20
PRO-NOR-SOP-21
PRO-NOR-SOP-22
PRO-NOR-SOP-23
PRO-NOR-SOP-24
Subsection Title
Electrical
Equipment
Fire Protection
Flight Controls
Fuel
Hydraulic
Ice and Rain Protection
Indicating / Recording Systems
Landing Gear
Navigation
Pneumatic
Information Systems
APU
Doors
Power Plant
Miscellaneous
Detailed Cabin / Cockpit Evacuation Procedure
General Information
Flight Preparation
Safety Exterior Inspection
Preliminary Cockpit Preparation
Exterior Inspection
Cockpit Preparation
Before Pushback or Start
Engine Start
After Start
Taxi
Before Takeoff
Takeoff
After Takeoff
Climb
Cruise
Descent Preparation
Descent
Precision Approach
Non Precision Approach
Visual Approach
Landing
Go-Around
After Landing
Parking
Rev. Date
18 SEP 12
03 APR 12
18 SEP 12
18 SEP 12
18 SEP 12
30 MAY 12
30 MAY 12
30 MAY 12
30 MAY 12
18 SEP 12
30 MAY 12
25 NOV 11
29 JUL 11
29 JUL 11
18 SEP 12
18 SEP 12
03 APR 12
29 JUL 11
03 APR 12
29 JUL 11
18 SEP 12
18 SEP 12
18 SEP 12
03 APR 12
30 MAY 12
30 MAY 12
30 MAY 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
25 NOV 11
30 MAY 12
03 APR 12
18 SEP 12
03 APR 12
30 MAY 12
30 MAY 12
18 SEP 12
03 APR 12
30 MAY 12
PLP-LESS P 10/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
PRO-NOR-SOP-25
PRO-NOR-SOP-90
PRO-NOR-SRP-01-05
PRO-NOR-SRP-01-10
PRO-NOR-SRP-01-15
PRO-NOR-SRP-01-20
PRO-NOR-SRP-01-30
PRO-NOR-SRP-01-40
PRO-NOR-SRP-01-50
PRO-NOR-SRP-01-60
PRO-NOR-SRP-01-70
PRO-NOR-SRP-01-80
PRO-SPO-20
PRO-SPO-25-10
PRO-SPO-25-20
PRO-SPO-25-30
PRO-SPO-25-40
PRO-SPO-30
PRO-SPO-35
PRO-SPO-40-10
PRO-SPO-40-20
PRO-SPO-40-30
PRO-SPO-40-40
PRO-SPO-40-50
PRO-SPO-40-60
PRO-SPO-45
PRO-SPO-50
PRO-SPO-51
PRO-SPO-60
PRO-SPO-65
PRO-SPO-85
PRO-SUP-10
PRO-SUP-21
PRO-SUP-22-10
PRO-SUP-22-20-15
PRO-SUP-23
PRO-SUP-24
PRO-SUP-25
PRO-SUP-27-10
PRO-SUP-27-20
PRO-SUP-27-30
Subsection Title
Securing the Aircraft
Standard Callouts
Introduction
Cockpit Preparation
Before Pushback or Start
Taxi
Takeoff
Climb
Cruise
Descent
Approach
Go-Around
Flight Without Cabin Pressurization
General
Limitations
Procedures
Performance
High Altitude Operations
Flight Over Mountainous Area
General
Operational Limitations
Dispatch Consideration
Diversion During Extended Range Operations
Procedures
Performance
Engine Intermix Operations
Reduced Vertical Separation Minimum (RVSM)
Required Navigation Performance (RNP)
Operations on Narrow Runways
Operations at QNH Above 1050 hPa
ILS PRM Approach
Operating Speeds Definition
Air Conditioning / Pressurization / Ventilation
FMGS Reset and Other Abnormal Procedures
FMS2 Honeywell Specificities
Communications
Electrical
Equipment
General
Normal Operations
Abnormal Operations
Rev. Date
29 JUL 11
03 APR 12
18 SEP 12
18 SEP 12
30 MAY 12
30 MAY 12
30 MAY 12
03 APR 12
30 MAY 12
30 MAY 12
18 SEP 12
30 MAY 12
03 APR 12
29 JUL 11
25 NOV 11
03 APR 12
30 MAY 12
18 SEP 12
18 SEP 12
25 NOV 11
25 NOV 11
25 NOV 11
25 NOV 11
03 APR 12
03 APR 12
30 MAY 12
30 MAY 12
03 APR 12
18 SEP 12
03 APR 12
29 JUL 11
03 APR 12
29 JUL 11
30 MAY 12
30 MAY 12
03 APR 12
18 SEP 12
03 APR 12
29 JUL 11
25 NOV 11
25 NOV 11
PLP-LESS P 11/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
R
R
N
R
R
Localization
PRO-SUP-27-40
PRO-SUP-27-50
PRO-SUP-28
PRO-SUP-30
PRO-SUP-31
PRO-SUP-32
PRO-SUP-34
PRO-SUP-46
PRO-SUP-70
PRO-SUP-80
PRO-SUP-90
PRO-SUP-91-10
PRO-SUP-91-20
PRO-SUP-91-30
PRO-SUP-91-40
PRO-SUP-91-50
PRO-SUP-92-10
LIM-10
LIM-11
LIM-12
LIM-13
LIM-21-21_10
LIM-21-21_20
LIM-21-21_30
LIM-22-10
LIM-22-20
LIM-24
LIM-27
LIM-28
LIM-29
LIM-32
LIM-34
LIM-35
LIM-49-10
LIM-49-20
LIM-70
OEB-GEN
OEB-38
OEB-40
Subsection Title
Rev. Date
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
25 NOV 11
30 MAY 12
29 JUL 11
30 MAY 12
18 SEP 12
03 APR 12
30 MAY 12
18 SEP 12
25 NOV 11
18 SEP 12
30 MAY 12
18 SEP 12
29 JUL 11
18 SEP 12
18 SEP 12
30 MAY 12
29 JUL 11
30 MAY 12
29 JUL 11
18 SEP 12
18 SEP 12
30 MAY 12
29 JUL 11
25 NOV 11
29 JUL 11
25 NOV 11
18 SEP 12
25 NOV 11
29 JUL 11
30 MAY 12
03 APR 12
25 NOV 11
29 JUL 11
29 JUL 11
PLP-LESS P 12/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
OEB-41
OEB-43
OEB-44
FCB-10
FCB-FCB2
FCB-FCB5
FCB-FCB7
FCB-FCB8
FCB-FCB9
FCB-FCB11
FCB-FCB12
FCB-FCB13
FCB-FCB15
FCB-FCB16
FCB-FCB17
FCB-FCB18
FCB-FCB20
FCB-FCB22
FCB-FCB23
FCB-FCB24
FCB-FCB25
FCB-FCB26
FCB-FCB27
PER-LOD-GEN
PER-LOD-CGO
PER-LOD-FUL
PER-LOD-WBA-LTS
PER-LOD-WBA-FIT-10
PER-OPD-GEN
PER-OPD-CON-AEO
PER-OPD-CON-OEI
PER-THR-GEN
PER-THR-MTO
PER-THR-MGA
PER-THR-FLX
PER-THR-MCT
PER-THR-MCL
PER-THR-MCR
Subsection Title
Rev. Date
03 APR 12
30 MAY 12
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
25 NOV 11
29 JUL 11
29 JUL 11
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
29 JUL 11
30 MAY 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
18 SEP 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
PLP-LESS P 13/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
PER-TOF-THR-FLX-10
PER-TOF-THR-FLX-20
PER-TOF-THR-FLX-30
PER-TOF-THR-FLX-40
PER-TOF-TOC-05
PER-TOF-TOC-10-10
PER-TOF-TOC-10-20
PER-TOF-TOC-10-30
PER-TOF-TOC-12-10
PER-TOF-TOC-12-30
PER-TOF-TOC-12-40
PER-TOF-TOC-12-50
PER-TOF-TOC-14-10
PER-TOF-TOC-14-20
PER-TOF-TOC-14-30
PER-TOF-TOC-16-10
PER-TOF-TOC-16-20
PER-TOF-TOC-16-30
PER-TOF-TOC-18-10
PER-TOF-TOC-18-20
PER-TOF-TOC-18-30
PER-TOF-TOC-18-40
PER-TOF-TOC-20-10
PER-TOF-TOC-20-20
PER-TOF-TOC-20-30
PER-TOF-TOD-24
PER-TOF-TOD-25-10
PER-TOF-TOD-25-20
PER-TOF-TOD-40-10
PER-TOF-TOD-40-20
PER-TOF-TOD-40-30
PER-TOF-TOD-40-40
PER-TOF-TOD-50
PER-TOF-CTA-10
PER-TOF-CTA-20
PER-TOF-CTA-30
PER-TOF-CTA-40-10
PER-TOF-CTA-40-20
Subsection Title
DEFINITION OF FLEXIBLE TAKEOFF
USE OF FLEXIBLE TAKEOFF
REQUIREMENTS
RECOMMENDATION
INTRODUCTION
TAKEOFF PERFORMANCE
TAKEOFF CHART DESCRIPTION
ADDITIONAL INFORMATION
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND
SPEEDS
EXTRAPOLATION
MAXIMUM STRUCTURAL TAKEOFF WEIGHT
SUMMARY
DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE
AND SPEEDS
FLEXIBLE TAKEOFF NOT POSSIBLE
SUMMARY
TAKEOFF PERFORMANCE
TAKEOFF CHART DESCRIPTION
ADDITIONAL INFORMATION
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND
SPEEDS
EXTRAPOLATION
MAXIMUM STRUCTURAL TAKEOFF WEIGHT
SUMMARY
DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE
AND SPEEDS
FLEXIBLE TAKEOFF NOT POSSIBLE
SUMMARY
QNH/BLEEDS CORRECTION
SPEEDS LIMITED BY VMC
V2 LIMITED BY VMU/VMCA
INTRODUCTION
USE OF TABLES
HOW TO PROCEED
QUICK REFERENCE TABLES
NET TAKEOFF FLIGHT PATH
GENERAL
DEFINITIONS
OPERATIONAL CONDITIONS
TAKEOFF PERFORMANCE
TAKEOFF FROM A WET RUNWAY
Rev. Date
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
18 SEP 12
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
30 MAY 12
03 APR 12
29 JUL 11
29 JUL 11
03 APR 12
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
PLP-LESS P 14/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
R
R
Localization
PER-TOF-CTA-40-30
PER-TOF-CTA-40-40
PER-FPL-GEN-INT
PER-FPL-GEN-MFR
PER-FPL-GEN-FPL
PER-FPL-FLP-CAT
PER-FPL-FLP-ALT-10
PER-FPL-FLP-ALT-20
PER-FPL-FLP-ICR-10
PER-FPL-FLP-ICR-20
PER-FPL-FLP-ICR-30
PER-FPL-FLP-ICR-40
PER-FPL-FLP-ICR-50
PER-FPL-FLP-ICR-60
PER-FPL-FLP-QFP-10
PER-FPL-FLP-QFP-20
PER-FPL-FLP-QFP-30
PER-FPL-FLP-QFP-40
PER-FPL-FLP-QFP-50
PER-FPL-FLP-ALN-20
PER-FPL-FLP-FTK
PER-CLB-GEN
PER-CLB-CLT
PER-CRZ-ECI-10
PER-CRZ-ALT-10
PER-CRZ-ALT-20
PER-CRZ-ALT-30
PER-CRZ-CRT-10
PER-CRZ-CRT-20
PER-CRZ-CRT-30
PER-CRZ-ICQ-10
PER-CRZ-ICQ-20
PER-CRZ-ICQ-30
PER-CRZ-ICQ-40
PER-CRZ-ICQ-50
PER-HLD-GEN
PER-HLD-HLD
PER-DES-GEN
PER-DES-STD
PER-DES-EMG
Subsection Title
Rev. Date
03 APR 12
03 APR 12
29 JUL 11
29 JUL 11
29 JUL 11
03 APR 12
18 SEP 12
18 SEP 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
30 MAY 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
29 JUL 11
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
29 JUL 11
03 APR 12
03 APR 12
25 NOV 11
29 JUL 11
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
29 JUL 11
03 APR 12
03 APR 12
PLP-LESS P 15/16
18 SEP 12
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
PER-GOA-GEN
PER-GOA-ACG-NOR
PER-GOA-ACG-CAT
PER-LDG-GEN
PER-LDG-CTA-10
PER-LDG-CTA-20
PER-LDG-DIS-MAT
PER-LDG-DIS-RLD
PER-OEI-GEN-05
PER-OEI-GEN-10
PER-OEI-GEN-15
PER-OEI-GEN-20
PER-OEI-ALT-10
PER-OEI-CRT-10
PER-OEI-CRT-20
PER-OEI-ICQ-10
PER-OEI-ICQ-20
PER-OEI-HLD
PER-OEI-DES-10
PER-OEI-DES-15
PER-OEI-DES-20
PER-OEI-DES-30
Subsection Title
GENERAL
NORMAL
CAT II
GENERAL
GENERAL
DEFINITIONS
Runway Condition Assessment Matrix for Landing
REQUIRED LANDING DISTANCES / MANUAL LANDING
GENERAL
STANDARD STRATEGY
OBSTACLE STRATEGY
FIXED SPEED STRATEGIES
CEILINGS
STANDARD AND OBSTACLE STRATEGIES
FIXED SPEED STRATEGIES
STANDARD STRATEGIES
FIXED SPEED STRATEGIES
HOLDING
STANDARD STRATEGY
OBSTACLE STRATEGY
FIXED SPEED STRATEGIES
DESCENT TO LANDING
Rev. Date
30 MAY 12
03 APR 12
03 APR 12
30 MAY 12
29 JUL 11
30 MAY 12
18 SEP 12
30 MAY 12
25 NOV 11
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
03 APR 12
PLP-LESS P 16/16
18 SEP 12
PRELIMINARY PAGES
AIRCRAFT ALLOCATION TABLE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This table gives, for each delivered aircraft, the cross reference between:
-
MSN
FSN
9761
Registration Number
Model
18-CMHE
320-214
PLP-AAT P 1/2
18 SEP 12
PRELIMINARY PAGES
AIRCRAFT ALLOCATION TABLE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PLP-AAT P 2/2
18 SEP 12
PRELIMINARY PAGES
LIST OF MODIFICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
MODIFICATION
J0006
Applicable to: ALL
J0012
Linked SB
Incorp. Date
Title
29 JUL 11
29 JUL 11
29 JUL 11
25 NOV 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
LANDING GEAR-MLG-LGCIU-INTRODUCTION OF
STANDARD UNIT P/N A4C
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
29 JUL 11
PLP-LOM P 1/28
18 SEP 12
PRELIMINARY PAGES
LIST OF MODIFICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
MODIFICATION
J2527
Linked SB
Incorp. Date
Title
29 JUL 11
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INTRODUCTION
PURPOSE
The purpose of the MAIN FCOM CHANGES section is to provide operators with general
information about the most significant changes that are introduced in the current revision of the
manual.
The information provided in this section is the same for all Operators, and is not customized.
In addition to this section, every revised Documentary Unit (DU) has a revision highlight (HL)
that:
Indicates the change(s) made to the DU
Can be found in the associated Preliminary Pages Summary of Highlights subchapter.
In addition to this section, the Modification Operational Impact (MOI) documents available on
AirbusWorld web site (Flight Operations community) provide the operation impact linked to a
MOD number.
Ident.: GEN-A-00014467.0001001 / 22 MAY 12
MAY 2012
IN-FLIGHT LANDING DISTANCES
AIRBUS introduces a new reference for In-Flight Landing Distances assessment, both with and
without in-flight failures, to replace the former Actual Landing Distances. AIRBUS modified the
FCTM to reflect this new reference.
AIRBUS provides detailed information, as well as training packages that explain the concepts
and their implementation, on AirbusWorld in the "Safety & Operational Materials" section of the
"Flight Operations Community" menu.
ILLUSTRATIONS ENHANCEMENTS
Many illustrations are revised without technical change. The objective is to address format
standardization and enhance readability.
TABLE OF CONTENTS PRO-ABN SECTION
Procedures are classified in alphabetical order to ease their access from the table of contents.
GEN P 1/34
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NOVEMBER 2011
CHANGE OF PRO-SPO-40 EXTENDED RANGE OPERATIONS
FCOM section PRO-SPO-40 Extended Range Operations has been updated, in reference
with FAR 121.646 and EU-OPS1 (AMC 20-6 rev.2), and for which the operators must be in
compliance with.
The new requirements amend essentially ETOPS weather minima, ETOPS threshold definition
that corresponds now to a 60 min diversion distance and ETOPS fuel reserves.
Concerning the fuel reserves, the new regulations impact mainly:
the weather contingency taking into account the wind errors,
the icing protection during 100% of the forecasted icing time, which is the most penalizing
scenario,
the go-around and second approach that are no longer considered.
As a consequence the sections of PRO-SPO-40 Extended Range Operations have changed as
follows:
10 General
20 Operational Limitations
30 Dispatch Consideration
40 Diversion During Extended Range Operations
50 Procedures
60 Performance
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For additional information, it is possible to download a slide show which was presented during
session 6 of the 17th Performance and Operations conference held in 2011 in Dubai, from the
Flight Operations community at www.airbusworld.com.
FUEL PENALTY FACTORS
Following an in-flight failure, it is essential for the flight crew to understand and have a clear
view of all the operational consequences generated by this failure. In particular, when the failure
has an impact on the fuel consumption the flight crew should have the means to estimate this
impact. This is the purpose of the new Fuel Penalty Factor tables introduced in the QRH-FPE
In-Flight Performance. These Fuel Penalty Factors are given as a guideline in order to increase
the crew awareness on the consequences of such failures and to help the decision making.
On the other hand, the information is now grouped together in one part of the operational
documentation (easier access), takes into account more operational cases (multiple failures,
dispatch under MMEL) and the associated procedure is more formalized. It actually ensures a
standardized and common treatment of all failures impacting the fuel consumption, by giving the
same level of information to all flight crew.
CHAPTER MOVED
DSC ATA 56 (Windows) is moved to DSC ATA 25-40 (Equipment).
REMOVAL OF FLIGHT CREW BULLETINS FROM THE FCOM
Subsequent to suggestions received from numerous Airbus Operators, Airbus has decided to
remove all Flight Crew Bulletins from the FCOM.
The information in these Bulletins will either be deleted when the information becomes useless,
or incorporated in one or more of the following documents, if and as applicable:
In the Flight Crew Training Manual (FCTM), and/or
In a relevant and already-existent section of the Flight Crew Operating Manual (FCOM),
and/or
In a technical WISE article, published on the new World In Service Experience Knowledge
Management (WISE KM) page of the AirbusWorld website.
The removal of all Flight Crew Bulletins, and the corresponding update of above-listed
documents (as applicable), will be progressive. Therefore, as a first step, the following Bulletins
are deleted: Carbon Brakes Wear, Cabin Fans, "Avoid Disorder in the Cockpit", "Stowage of
Third Occupant Seat" and "Erroneous Airspeed/Altitude Indications".
REMOVAL OF FCOM REFERENCES FROM THE QRH
The Airbus aircraft are designed to be safely operated with the ECAM and QRH only. The
FCOM provides only supplementary information on top of the ECAM and QRH. The FCOM
GEN P 3/34
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references in the QRH do not contain significant information needed for the continuation of the
flight, but may contain information that is useful from an operational point of view.
Therefore, Airbus decided to review the QRH in order to:
Introduce in the QRH the FCOM information, when useful for operations,
Otherwise, remove the FCOM references.
Ident.: GEN-A-00014071.0001001 / 01 SEP 11
AUGUST 2011
OEB IDENTIFICATIONS
Following the entry into service of the new digital FCOM/QRH, the OEB/OEBPROC
identifications were changed. The Cross Reference Table (CRT), that provides the link between
former and new OEB/OEBPROC identifications, is included in the description of the List of
Effective Operations Engineering Bulletins (LEOEB).Refer to GEN List of Effective Operations
Engineering Bulletins (LEOEB)
Ident.: GEN-A-00013970.0001001 / 07 JUL 11
JULY 2011
CHANGE OF SOP STRUCTURE LINKED TO PRECISION APPROACH
The name of the Standard Operating Procedure section "18 ILS Approach" is changed into "18
Precision Approach" in order to deal with all Precision Approaches in the same section: ILS,
GLS (if installed), MLS (if installed).
As a consequence the following sections (if installed) are deleted :
PRO Procedures / NOR Normal Procedures / SOP Standard Operating Procedures / 18A
MLS Approach
PRO Procedures / NOR Normal Procedures / SOP Standard Operating Procedures / 18B
GLS Approach
The Standard Operating Procedure section "21 Precision Approach" has been deleted. The
content of this section (a link to the section SRP System Related Procedures/ 01 FMS/ 70
Approach) is part of the section "18 Precision Approach" (previous "18 ILS Approach").
As a consequence the number of the SOP sections after the removed section is changed as
follows:
PRO Procedures / NOR Normal Procedures / SOP Standard Operating Procedures / 21
Landing
PRO Procedures / NOR Normal Procedures / SOP Standard Operating Procedures / 22
Go-Around
PRO Procedures / NOR Normal Procedures / SOP Standard Operating Procedures / 23 After
Landing
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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FIRST RELEASE
WEATHER RADAR
The information related to the use of the weather radar is removed from the
FCOM/Procedures/Supplementary Procedures/34 Navigation as:
This information is already provided in the FCTM/Supplementary Information/Use of Radar
This information is training related.
DELETION OF THE "FPA CORRECTION CHART FOR COLD WEATHER"
Last winter, Airbus published on customer request the FPA correction chart for cold weather
operations in FCOM 3.05.05 page 7. This table provided a FPA to be set on the FCU when
flying in vertical selected mode FPA, depending on:
The deviation from ISA conditions and
The FPA published in the approach chart.
However, based on customers feedback, Airbus concluded that there was no satisfactory
solution to provide accurate FPA correction that would apply for all different cases. This is
because the altitude at which the final descent starts is not known. This altitude is indeed
variable: it depends not only on Airport Temperature, but also on ATC clearance and local
regulations. As a result, in all cases, the flight crew will need to fine tune the FPA during
descent, based on the usual checks Altitude (corrected in temperature) versus Distance.
Therefore, Airbus decided to describe the ADIRS behaviour with regards to FPA computation in
cold weather in the FCTM but to remove the FPA correction table from the FCOM.
Note:
GEN P 5/34
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pressure between outside and inside. However this procedure led to descents and diversions
that could have been avoided depending on the crack location.
Therefore the COCKPIT WINDSHIELD / WINDOW CRACKED procedure is changed. It now
requires checking the condition of the inner ply by touching the crack:
If the inner ply is not damaged, the flight may be continued at the intended flight level, as
the inner ply is capable to sustain the differential pressure at maximum flight level.
If the inner ply is cracked, the flight must be limited to FL 230 as the flight crew cannot
determine how many structural plies are affected.
FCOM DSC part
A descriptive of the cockpit windshield / Window is introduced to explain the cockpit
windshield/window structure and fail safe concept.
UNRELIABLE SPEED INDICATION
Airbus conducted an internal review of the Unreliable Speed Indication (USI) procedure based
on several operators feedback. Taking into account the training aspects and the procedure
handling, Airbus decided to modify the USI procedure for aircraft equipped with Back-Up Speed
Scale (BUSS).
The main modification consists in providing operators with the tables for initial level-off when
the aircraft is below FL 250. As a consequence the layout of the procedure has been modified:
The flight crew does not any longer refer to two different procedures if above or below FL 250.
However, FL 250 is kept as a reference after the affected ADR(s) identification: If the affected
ADR(s) cannot be identified or if all ADRs are affected:
Above FL 250, the flight crew must keep one ADR to ON and fly the pitch and thrust tables.
Below FL 250, the flight crew must switch off all the ADRs in order to activate the BUSS
function.
With this modification, the Unreliable Speed Indication procedure for aircraft equipped with
BUSS is similar to the procedure for aircraft that do not have the BUSS function. The subject
modification eases the handling of the procedure for operators that have mixed-fleet (aircraft
with BUSS function and aircraft without BUSS function).
The modification of the Unreliable Speed Indication for aircraft equipped with the BUSS will be
addressed at the 2011 Dubai Performance and Operational conference.
The Flight Crew Training Manual (FCTM) provides information and recommendations
associated to the use of the BUSS function.
GEN P 6/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCOM PURPOSE
Ident.: GEN-00012627.0001001 / 23 MAR 11
Applicable to: ALL
FCOM PURPOSE
The Flight Crew Operating Manual (FCOM) is the support documentation for flight crews. It
provides them with the necessary information about the operational, technical, procedural,
and performance characteristics of the Single Aisle aircraft family, to ensure safe and efficient
operations of the aircraft during normal and abnormal/emergency situations, that may occur on
ground, or in flight.
The manual is not designed to provide basic jet aircraft piloting techniques, or information, that are
considered as basic airmanship for trained flight crews that are familiar with that type of aircraft
and with its general handling characteristics.
The FCOM is intended to be used:
Directly as flight crew operating manual or to provide operators with a basis for their
development of a customized airline operations manual, in accordance with applicable
requirements
As a comprehensive reference guide during initial and refresher flight crew training.
Practical and training-oriented information is addressed in the Flight Crew Training Manual
(FCTM).Refer to FCTM/OP-10 Introduction . Moreover, the FCOM is not intended to be used for
teaching basic piloting skills.
The Flight Crew Operating Manua complements the approved Airplane Flight Manual (AFM).
If the data contained in this manual differs from the data in the AFM, the AFM remains the
reference.
Airbus encourages all manual holders and users to submit any FCOM question and suggestion to:
E.MAIL: fltops.fbwstd@airbus.com
AIRBUS S.A.S.
FLIGHT OPERATIONS SUPPORT AND SERVICES
1 ROND-POINT MAURICE BELLONTE
31707 BLAGNAC CEDEX, FRANCE
Fax: +33 5 61 93 29 68
GEN P 7/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCOM CONTENTS
The contents of the FCOM are organized in the following six parts:
System Descriptions (DSC, organized by ATA)
Procedures
PRO ABN
: Abnormal/Emergency
PRO NOR SOP : Normal
PRO NOR SRP : System Related
PRO SPO
: Special Operations
PRO SUP
: Supplementary
Limitations (LIM)
Performance (PER, organized by phase of flight)
Operations Engineering Bulletins (OEB)
Flight Crew Bulletins (FCB).
DOCUMENTARY UNITS
The FCOM is made of Documentary Units (DU). The DU is the smallest part of information with a
technical content.
The DUs are listed on a separate "List of Effective Documentary Units" (LEDU). Refer to the
General section.
Note:
IDENTIFICATION STRIP
Below the title of the DU, the identification strip provides:
The list of MSN the DU is applicable to
For TDU, the reference to the DU impacted by the TDU.
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS (LESS) - PAPER ONLY
Ident.: GEN-00013786.0001001 / 23 MAR 11
Applicable to: ALL
The List of Effective Sections/Subsections (LESS) summarizes all the sections and subsections
contained in the FCOM. For each revision, a new LESS is issued when at least one DU of the
section/subsection is changed.
GEN P 8/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The Localization field that allows localizing the section within the manual with the product
structure
The Subsection title field
The Rev. Date field that indicated the date at which the section was changed.
LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETINS (LEOEB)
Ident.: GEN-00013787.0001001 / 23 NOV 11
Applicable to: ALL
Refer to OEB-GEN Cross Reference Between the Former and New OEB Identifications
LIST OF EFFECTIVE DOCUMENTARY UNITS (LEDU) - PAPER ONLY
Ident.: GEN-00013789.0001001 / 23 MAR 11
Applicable to: ALL
For each revision, a new List of Effective Documentary Units (LEDU) is issued at the section level.
The LEDU provides information about the DU localization, applicability, identification and issue date.
The LEDU consists of:
The "M" field that may provide the following Evolution Code:
The "N" letter indicates a new DU introduced by the revision
The "R" letter indicates a revised DU: The content of the DU is updated by the revision. A
vertical line in the margin of the DU locates the modified part
The "E" letter indicates an aircraft validity change for the DU: The list of MSNs for which the DU
is effective has been changed compared to the previous LEDU, by addition or deletion of one or
several MSN
The Localization field that allows localizing the DU in the manual with the product structure of the
manual
The "T" field (Temporary Information) that contains a cross if the associated DU is a TDU
The "DU title" that provides the title of the DU
The DU identification that identifies the DU with its own unique identification number or the GDU
with its own unique code.
The DU date that indicates when the DU has been released
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to E
GEN P 9/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The DU criteria which lists the technical or operational criteria for which the DU and solution is
applicable to.
The Applicable to which provides the list of aircraft this DU and solution is applicable to
The Impacted by TDU which is the identification of the TDU superseding the DU
LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS (LETDU) - PAPER ONLY
Ident.: GEN-00013803.0001001 / 29 MAR 11
Applicable to: ALL
The List of Effective Temporary Documentary Units (LETDU) provides a summary of the Temporary
DU impacting the section.
The LETDU consists of:
The "M" field that may provide the following Evolution Code:
The "N" letter indicates a new TDU introduced by the revision
The "R" letter indicates a revised TDU: The content of the TDU is updated by the revision. A
vertical line in the margin of the TDU locates the modified part
The "E" letter indicates an aircraft validity change for the TDU: The list of MSNs the TDU is
applicable to has been changed compared to the previous LETDU, by addition or deletion of
one or several MSN
The Localization field that allows localizing the TDU in the manual with the product structure of
the manual
The TDU Title that provides the title of the TDU
The TDU identification that identifies the TDU with its identification number with its own unique
code
The TDU date that indicates when the TDU has been released
The TDU criteria which lists the technical or operational criteria, the it is applicable to
The Applicable to which provides the list of aircraft this TDU is applicable to
The Impacted DU which is the Identification of DU superseded by the TDU
The Reason for issue of the TDU
Note:
The Aircraft Allocation Table (AAT) provides a view of the fleet covered in the FCOM. For each
aircraft, the AAT provides its MSN, its registration number and the model.
E to G
GEN P 10/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The List of Modifications (LOM) lists the criteria (Modification Proposal (MP) or Service Bulletins
(SB)) which the installation on the aircraft affects the FCOM.
Note:
Each MP has one or more associated MODs. The MP/MOD correlation is available in
AirN@v / Engineering.
H to I
GEN P 11/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For paper only, the following examples show the visual characteristics of each kind of
layer
EXAMPLE
L2
EXAMPLE
L3
EXAMPLE
L1
EXAMPLE
Text in layer 1
Layer 1 is the default layer. No symbology when not following layer 2 or layer 3
information.
Text in layer 2
Text in layer 3
Text in layer 1 (as this text follows a text in layer 2 or 3, symbology "L1")
OPTIONAL EQUIPMENT
The legend
(if installed) indicates that a paragraph or a schematic is applicable only if the
related equipment is installed.
FCOM FORMAT AND STYLE INFORMATION - PAPER ONLY
Ident.: GEN-00013793.0001001 / 29 MAR 11
Applicable to: ALL
TABLE OF CONTENTS
Each TOC entry has an alphabetical index that identifies this TOC entry within its subsection. The
manual user can easily find a TOC entry content within the manual thanks to this alphabetical
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
I to J
GEN P 12/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
index and the subsection identification. Both are indicated in the TOC and both cross-refer to the
paper page footer (see the TOC indexing part below).
GEN P 13/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. Airline logo
2. Aircraft types and manual
3. Level 2 chapter (PSL level 2 : GEN, DSC, PRO, LIM, OEB, FCB, PER)
4. Level 3 chapter
5. Level 4 chapter
6. Revision mark
7. Key product (document identification and aircraft designation)
8. Key product (manual code)
9. Page index
10. Last evolution date
11. Identification strip (list of impacted aircraft)
12. PSL path
REVISION MARK
In the paper format, a vertical bar in the margin of the DU identifies the modified part. Each
vertical bar has a numerical index that refers to the associated reason of the change in the
Summary of Highlight.
This Summary of Highlight lists all the changes and associated reasons of the change (if
necessary) that the revision has introduced.
TOC INDEXING
In the paper page footer, the TOC indexing is of the following type:
A
: The paper page contains the whole "A" TOC entry content
A to B
: The paper page contains the whole "A" and "B" TOC entries contents
A
: The "A" TOC entry content starts on this paper page and continues on
the following paper page
A
: The "A" TOC entry content starts on a previous paper page and finishes
on this paper page
A
: The "A" TOC entry content starts on a previous paper page and
continues on the following paper page
A to C
: The paper page contains the whole "A" and "B" TOC entries contents
but the "C" TOC entry content starts on this paper page and continues
on the following paper page
A to C
: The paper page contains the whole "B" and "C" TOC entries contents
but the "A" TOC entry content starts on a previous paper page and
finishes on this paper page
A to C
: The paper page contains the whole "B" TOC entry content but the "A"
TOC entry content starts on a previous paper page and finishes on this
paper page and the "C" TOC entry content starts on this paper page and
continues on the following paper page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
GEN P 14/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. The indexes follow the alphabetical order: A, B, C, ..., Z, AA, AB, AC, ..., AZ, BA,
BB, BC, ...
2. For each subsection, the index starts again from A.
3. When a TOC entry content continues on the following paper page, the text
"Continued on the following page" is also indicated.
FCOM REVISIONS
FCOM REVISION
FCOM revisions are issued to add, update, or revise information. The Operator determines the
revision periodicity.
When necessary, a revision may be issued in between the defined periodicity (e.g. need for urgent
update).
A vertical bar appears to the left of all revised parts of the manual.
TEMPORARY INFORMATION
Some FCOM sections may need a temporary update (e.g. to explain a system behavior that will
be modified by a future standard). In such cases, the applicable FCOM section is updated with a
Temporary Documentary Unit (TDU).
Information contained in the TDU is highlighted in the manual and the initial content of the FCOM
remains available for consultation and comparison and is highlighted (identification strip) as being
impacted by the TDU.
A List of Effective Documentary Units (LEDU) is provided in the FCOM
OPERATING ENGINEERING BULLETINS
Operations Engineering Bulletins (OEB) are issued, when it is necessary, to rapidly transmit
technical and procedural information.
The OEB chapter provides a list of all applicable OEBs.
FLIGHT CREW BULLETINS
Flight Crew Bulletins (FCB) are issued, when it is necessary, to transmit complementary technical
or operational information.
The FCB chapter provides a list of all applicable FCBs.
J to K
GEN P 15/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ABBREVIATIONS
Ident.: GEN-00012598.0001001 / 20 AUG 12
Applicable to: ALL
A
Abbreviation
A>B
AB
A<B
AB
A/BRK
A/C
A/P
AP
A/S
A/SKID
A/THR
AA
AB
ABCU
ABN
ABV
AC
ACARS
ACAS
ACCEL
ACC
ACCU
ACP
ACSC
ACT
ADF
ADIRS
ADIRU
ADM
ADR
ADS-B
ADV
AEVC
AFM
AFS
AGL
Term
A is greater than B
A is greater than or equal to B
A is less than B
A is less than or equal to B
Autobrake
Aircraft
Autopilot
Autopilot
Airspeed
Anti-skid
Auto Thrust
Airworthiness Authorities
Abort
Alternate Braking Control Unit
Abnormal
Above
Alternating Current
ARINC Communication Addressing and Reporting System
Airbrone Collision Avoidance System
Acceleration
Active Clearance Control
Accumulator
Audio Control Panel
Air Conditioning System Controller
Additional Center Tank
Automatic Direction Finder
Air Data Inertial Reference System
Air Data Inertial Reference Unit
Air Data Module
Air Data Reference
Automatic Dependent Surveillance-Broadcast
Advisory
Avionic Equipment Ventilation Controller
Airplane Flight Manual
Auto Flight System
Above Ground Level
Continued on the following page
GEN P 16/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
AIDS
AIL
AIME
AIU
ALT
ALTN
AMI
AMU
ANT
AOA
AOC
APP
APPR
APPU
APU
AR
ARINC
ARN
ARP
ARPT
ASAP
ASI
ASP
ATC
ATM
ATN
ATE
ATIS
ATS
ATSAW
ATSU
ATT
AUTO
AVNCS
AWY
Term
Aircraft Integrated Data System
Aileron
Autonomous Integrity Monitoring Extrapolation
Audio Interface Unit
Altitude
Alternate
Airline Modifiable Information
Audio Management Unit
Antenna
Angle of Attack
Airline Operational Control
Approach
Approach
Assymetry Position Pick-off Unit
Auxiliary Power Unit
Authorization Required
Aeronautical Radio Incorporated
Aircraft Registration Number
Aerospace Recommended Practice
Airport
As Soon As Possible
Air Speed Indicator
Audio Selector Panel
Air Traffic Control
Air Traffic Management
Aeronautical Telecommunications Network
Automatic Test Equipment
Airbus Technical Information System
Auto Thrust System
Airbrone Traffic Situational Awareness
Air Traffic Service Unit
Attitude
Automatic
Avionics
Airway
B
Abbreviation
B/C
BARO
Term
Back Course
Barometric
Continued on the following page
GEN P 17/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
BAT
BCL
BCDS
BCU
BDDV
BITE
BIU
BFE
BFO
BMC
BNR
BRG
BRK
BRT
BSCU
BTC
BTL
BUS
Term
Battery
Battery Charge Limiter
Bite Centralized Data System
Backup Control Unit
Brake Dual Distribution Valve
Built-In Test Equipment
BITE Interface Unit
Buyer Furnished Equipment
Beat Frequency Oscillator
Bleed Monitoring Computer
Binary
Bearing
Brake
Bright
Braking Steering Control Unit
Bus Tie Contactor
Bottle
Busbar
C
Abbreviation
C/B
CB
C/L
CL
CAB
CAPT
CAS
CAT
CBMS
CDL
CDLS
CDSS
CDU
CF
CFDIU
CFDS
CG
CHAN
CHG
Term
Circuit Breaker
Circuit Breaker
Checklist
Checklist
Cabin
Captain, Capture
Calibrated Airspeed
Category
Circuit Breaker Monitoring System
Configuration Deviation List
Cockpit Door Locking System
Cockpit Door Surveillance System
Control Display Unit
Cost of Fuel
Centralized Fault Display Interface Unit
Centralized Fault Display System
Center of Gravity
Channel
Change
Continued on the following page
GEN P 18/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
CHK
CI
CIDS
CKPT
CLB
CLR
CLSD
CM1(2)
CM1
CM2
CMPTR
CMS
CMS
CNSU
CO
CO RTE
COND
CONF
CONT
CPCU
CPDLC
CRC
CRG
CRS
CRT
CRZ
CSAS
CSCU
CSD
CSM/G
CSTR
CT
CTL
CTL PNL
CTR
CVR
Term
Check
Cost Index
Cabin Intercommunication Data System
Cockpit
Climb
Clear
Closed
Crewmember 1 (left seat) or 2 (right seat)
Crewmember 1 (left seat)
Crewmember 2 (right seat)
Computer
Constant Mach Segment
Centralized Maintenance System
Cabin Network Server Unit
Company
Company Route
Conditioning
Configuration
Continuous
Cabin Pressure Controller Unit
Controller-Pilot Data Link Communication
Continuous Repetitive Chime
Cargo
Course
Cathode Ray Tube
Cruise
Conditioned Service Air System
Cargo Smoke Control Unit
Constant Speed Drive
Constant Speed Motor/Generator
Constraint
Cost of Time
Control
Control Panel
Center
Cockpit Voice Recorder
GEN P 19/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
D
Abbreviation
DA
DAC
DAR
DC
DCDU
DCL
DDRMI
DECEL
DES
DEST
DET
DFA
DFDR
DH
DIR
DIR TO
DISC
DISCH
DIST
DITS
DIV
DMC
DME
DMU
DN
DSDL
DTG
DTO
DU
DU
Term
Drift Angle
Digital to Analog Converter
Digital AIDS Recorder
Direct Current
Datalink Control and Display Unit
Digital Cabin Logbook
Digital Distance and Radio Magnetic Indicator
Deceleration
Descent
Destination
Detection, Detector
Delayed Flap Approach
Digital Flight Data Recorder
Decision Height
Direction
Direct To
Disconnect
Discharge
Distance
Digital Information Transfer System
Diverter
Display Management Computer
Distance Measuring Equipment
Data Management Unit (Aids)
Down
Dedicated Serial Data Link
Distance To Go
Derated Takeoff
Display Unit
Documentary Units
E
Abbreviation
EWD
ECAM
ECAS
ECB
ECM
ECON
Term
Engine/Warning Display
Electronic Centralized Aircraft Monitoring
Emergency Cockpit Alerting System
Electronic Control Box (APU)
Engine Condition Monitoring
Economic
Continued on the following page
GEN P 20/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
ECP
ECS
ECU
EDP
EEC
EFCS
EFIS
EFOB
EGPWS
EGT
EIS
EIU
ELAC
ELEC
ELT
ELEV
ELV
EMER
EMER GEN
ENG
EO
EOSID
EPR
EPU
EROPS
ESS
EST
ETA
ETE
ETOPS
ETP
EVMU
E/WD
EXP
EXT PWR
EXTN
Term
ECAM Control Panel
Environmental Control System
Engine Control Unit
Engine-Driven Pump
Electronic Engine Computer
Electronic Flight Control System
Electronic Flight Instruments System
Estimated Fuel On Board
Enhanced Ground Proximity Warning System
Exhaust Gas Temperature
Electronic Instruments System
Engine Interface Unit
Elevator Aileron Computer
Electrics
Emergency Locator Transmitter
Elevator
Elevation
Emergency
Emergency Generator
Engine
Engine-Out
Engine-Out Standard Instrument Departure
Engine Pressure Ratio
Emergency Power Unit
Extended Range Operation
Essential
Estimated
Estimated Time of Arrival
Estimated Time Enroute
Extended Twin Operations
Equal Time Point
Engine Vibration Monitoring Unit
Engine/Warning Display
Expedite
External Power
Extension
GEN P 21/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F
Abbreviation
F
FAA
FAP
F/C
F/O
FO
FAC
FADEC
FAF
FAP
FAR
FAV
FCDC
FCMS
FCOM
FCU
FD
FDIMU
FDIU
FDU
FF
FG
FGC
F-G/S
FIDS
FL
FLHV
F-LOC
FLP
FLS
FLT
F/CTL
FLT CTL
FLXTO
FM
FMA
FMGC
FMGS
FMS
Term
Fuel
Federal Aviation Administration
Forward Attendant Panel
Flight Crew
First Officer
First Officer
Flight Augmentation Computer
Full Authority Digital Engine Control System
Final Approach Fix
Forward Attendant Panel
Federal Aviation Regulations
Fan Air Valve
Flight Control Data Concentrator
Fuel Control and Monitoring System
Flight Crew Operating Manual
Flight Control Unit
Flight Director
Flight Data Interface and Management Unit
Flight Data Interface Unit
Fire Detection Unit
Fuel Flow
Flight Guidance
Flight Guidance Computer
FLS Glide Slope
Fault Isolation and Detection System
Flight Level
Fuel Lower Heating Value
FLS Localizer
Flap
FMS Landing System
Flight
Flight Control
Flight Control
Flexible Takeoff
Flight Management
Flight Mode Annunciator
Flight Management and Guidance Computer
Flight Management and Guidance System
Flight Management System
Continued on the following page
GEN P 22/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
FNL
FOB
FOM
FPA
F-PLN
FPD
FPPU
FPV
FQI
FQU
FREQ
FRT
FRV
FU
FWC
FWD
FWS
Term
Final
Fuel On Board
Figure Of Merit
Flight Path Angle
Flight Plan
Flight Path Director
Feedback Position Pick-off Unit
Flight Path Vector
Fuel Quantity Indication
Fuel Quantity Unit
Frequency
Front
Fuel Return Valve
Fuel Used
Flight Warning Computer
Forward
Flight Warning System
G
Abbreviation
G/S
GA
GAPCU
GBAS
GCU
GDU
GEN
GES
GLC
GLS
GLS
GMT
GND
GND TEMP
GPCU
GPIRS
GPS
GPWS
GRND
GRP
Term
Glideslope
Go-Around
Ground and Auxiliary Power Control Unit
Ground Based Augmentation System
Generator Control Unit
Group of Documentary Unit
Generator
Ground Earth Station
Generator Line Contactor
GBAS Landing System
GNSS Landing System
Greenwich Mean Time
Ground
Ground Temperature
Ground Power Control Unit
Global Positioning and Inertial Reference System
Global Positioning System
Ground Proximity Warning System
Ground
Geographic Reference Point
Continued on the following page
GEN P 23/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
GRVTY
GS
GW
Term
Gravity
Ground Speed
Gross Weight
H
Abbreviation
HC
HCU
HDG
HDG/S
HDL
HF
HI
HLD
HM
HMU
HMS
HP
HPA
HPV
HUD
HYD
Term
Harness Connector
Hydraulic Control Unit
Heading
Heading Selected
Handle
High Frequency
High
Hold
Holding Pattern with a Manual Termination
Hydrau-Mechanical Unit
Heat Management System
High Pressure
Hectopascal
High Pressure Valve
Head Up Display
Hydraulic
I
Abbreviation
I/O
I/P
IAF
IAS
ICAO
IDENT
IDG
IFE
IFR
IGGS
IGN
ILS
IM
IMM
INB
Term
Inputs/Outputs
Input or Intercept Profile
Initial Approach Fix
Indicated Airspeed
International Air Transport Organization
Identification
Integrated Drive Generator
In Flight Entertainment
Instrument Flight Rules
Inert Gas Generation System
Ignition
Instrument Landing System
Inner Marker
Immediate
Inbound
Continued on the following page
GEN P 24/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
INBO
INCREM
INIT
INOP
INR
INST
INTCP
INV
IP
IPC
IPPU
IR
IRS
ISA
ISDU
ISIS
ISOL
ISPSS
Term
Inboard
Increment
Initialization
Inoperative
Inner
Instrument
Intercept
Inverter
Intermediate Pressure
Intermediate Pressure Check valve
Instrumentation Position Pick-off Unit
Inertial Reference
Inertial Reference System
International Standard Atmosphere
Initial System Display Unit
Integrated Standby Instrument System
Isolation
In Seat Power Supply System
J
Abbreviation
Term
Abbreviation
Term
Abbreviation
L/G
LAF
LAT
LAT REV
LAV
LCD
LCN
LDG
LED
LEDU
LEFCB
LEOEB
LESS
Term
Landing Gear
Load Alleviation Function
Latitude
Lateral Revision
Lavatory
Liquid Crystal Display
Load Classification Number
Landing
Light Emiting Diode
List of Effective Documentary Units
List of Effective Flight Crew Bulletins
List of Effective Operations Engineering Bulletins
List of Effective Section/Subsections
K
L
GEN P 25/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
LF
LGCIU
LGPIU
LH
LIM
LIS
LK
LL
LLS
LO
LOC
LONG
LP
LRRA
LRU
LS
LSK
LVL
LVL/CH
LVR
LW
Term
Low Frequency
Landing Gear Control Interface Unit
Landing Gear Position Indicator Unit
Left-Hand
Limitation
Localizer Inertial Smoothing
Lock
Latitude/Longitude
Left-Line Select key
Low
Localizer
Longitude
Low Pressure
Low Range Radio Altimeter
Line Replaceable Unit
Loudspeaker
Line Select Key
Level
Level Change
Lever
Landing Weight
M
Abbreviation
MABH
MAC
MAG
MAG DEC
MAG VAR
MAINT
MAN
MAP
MAX
MAX CLB
MAX DES
MAX END
MC
MCDU
MCT
MCU
Term
Minimum Approach Break-off Height
Mean Aerodynamic Chord
Magnetic
Magnetic Declination
Magnetic Variation
Maintenance
Manual
Missed Approach Point
Maximum
Maximum Climb
Maximum Descent
Maximum Endurance
Master Caution
Multipurpose Control and Display Unit
Maximum Continuous Thrust
Modular Concept Unit
Continued on the following page
GEN P 26/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
MDA
MDDU
MDH
MECH
MEA
MED
MEL
MFA
MIN
MKR
MLA
MLS
MLW
MM
MMEL
MMO
MMR
MN
MORA
MRIU
MSA
MSG
MSL
MSU
MTBF
MTOW
MZFW
Term
Minimum Descent Altitude
Multifunction Disk Drive Unit
Minimum Descent Height
Mechanic
Minimum En Route Altitude
Medium
Minimum Equipment List
Memorized Fault Annunciator
Minimum
Marker
Maneuver Load Alleviation
Microwave Landing System
Maximum Landing Weight
Middle Marker
Master Minimum Equipment List
Maximum Operating Mach
Multi Mode Receiver
Mach number
Minimum Off Route Altitude
Maintenance and Recording Interface Unit
Minimum Safe Altitude
Message
Mean Sea Level
Mode Selector Unit
Mean Time Between Failure
Maximum Takeoff Weight
Maximum Zero Fuel Weight
N
Abbreviation
N/A
NA
N1
N2
NACA
NAV
NAVAID
NCD
ND
NDB
Term
Not Applicable
Not Applicable
Low Pressure Rotor Speed (in %)
High Pressure Rotor Speed (in %)
National Advisory Committee for Aeronautics
Navigation
Navigation Aid
Non Computed Data
Navigation Display
Non Directional Beacon
Continued on the following page
GEN P 27/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
NORM
NW
NWS
Term
Normal
Nosewheel
Nosewheel Steering
O
Abbreviation
O/P
OAT
OBRM
OEB
OFF/R
OFST
OIS
OIT
OM
OP
OPP
OPS
OPT
OUTB
OUTR
OVBD
OVHD
OVHT
OVRD
OVSPD
OXY
Term
Output
Outside Air Temperature
On Board Replaceable Module
Operations Engineering Bulletin
Off Reset
Offset
Onboard Information System
Onboard Information Terminal
Outer Marker
Open
Opposite
Operations
Optimum
Outbound
Outer
Overboard
Overhead
Overheat
Override
Overspeed
Oxygen
P
Abbreviation
P/N
PN
PA
P-ALT
PAX
PBE
P-CLB
PCU
P-DES
PDB
Term
Part Number
Part Number
Passenger Address
Profile Altitude
Passenger
Portable Breathing Equipment
Profile Climb
Power Control Unit
Profile Descent
Performance Data Base
Continued on the following page
GEN P 28/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
PDU
PERF
PES
PF
PFD
PHC
P-MACH
PNF
PNL
POB
POS
PPOS
PPU
PR
PRED
PRESS
PROC
PROC T
PROF
PROG
PROTEC
P-SPEED
PSL
PSU
PT
PTR
PTT
PTU
PVI
PWR
PWS
Term
Pilot Display Unit
Performance
Passenger Entertainment System
Pilot Flying
Primary Flight Display
Probes Heat Computer
Profile Mach
Pilot Non Flying
Panel
Pressure Off Brake
Position
Present Position
Position Pick-off Unit
Pressure
Prediction
Pressure, Pressurization
Procedure
Procedure Turn
Profile
Progress
Protection
Profile Speed
Product Structure Level
Passenger Service Unit
Point
Printer
Push To Talk
Power Transfer Unit (Hydraulic)
Paravisual Indicator
Power
Predictive Windshear System
Q
Abbreviation
QAR
QFE
QFU
QNE
QNH
QRH
Term
Quick Access Recorder
Field Elevation Atmosphere Pressure
Runway Heading
Sea Level Standard Atmosphere Pressure (1013 hPa)
Sea Level Atmosphere Pressure
Quick Reference Handbook
Continued on the following page
GEN P 29/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
QT
QTY
Term
Quart (US)
Quantity
R
Abbreviation
R/I
RA
RA
RACC
RAD
RAIM
RAT
RATC
RCDR
RCL
RCVR
REAC
REC
RED
REG
REL
REV
RH
RLSK
RMI
RMP
RNAV
RNG
RNP
RPM
RPTG
RQRD
RSV
RTE
RTL
RTO
RTOW
RUD
RVSM
RWY
Term
Radio/Inertial
Radio Altitude
Resolution Advisory
Rotor Active Clearance Control
Radio
Receiver Autonomous Integrity Monitoring
Ram Air Turbine
Remote ATC Box
Recorder
Recall
Receiver
Reactive
Recommended
Reduction
Regulation
Release
Reverse
Right-Hand
Right Line Select Key
Radio Magnetic Indicator
Radio Management Panel
Area Navigation
Range
Required Navigation Performance
Revolution Per Minute
Repeating
Required
Reserves
Route
Rudder Travel Limit
Rejected Takeoff
Regulatory Takeoff Weight
Rudder
Reduced Vertical Separation Minimum
Runway
GEN P 30/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
S
Abbreviation
S
S/C
S/D
S/D
S/F
S/N
SN
SAAAR
SAT
SATCOM
SC
SD
SDAC
SDCU
SEC
SEL
SFCC
SFE
SID
SIM
SLT
SPD
SPD LIM
SPLR
SRS
STAR
STAT
STAT INV
STBY
STD
STEER
STRG
STS
SWTG
SYNC
SYS
Term
South
Step Climb
Step Descent
Shut Down
Slats/Flaps
Serial Number
Serial Number
Special Aircrew and Aircraft Authorization Required
Static Air Temperature
Satellite Communication
Single Chime
System Display
System Data Acquisition Concentrator
Smoke Detection Control Unit
Spoiler Elevator Computer
Selector
Slat/Flap Control Computer
Seller-Furnished Equipment
Standard Instrument Departure
Simulation
Slat
Speed
Speed Limit
Spoiler
Speed Reference System
Standard Terminal Arrival Route
Static
Static Inverter
Standby
Standard
Steering
Steering
Status
Switching
Synchronize
System
GEN P 31/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
T
Abbreviation
T.O
T/O
TO
T/C
T/D
TA
TAC
TACAN
TACT
TAS
TAT
TAU
TBC
TBD
TCAS
TDU
TEMP
TFTS
TGT
THR
THS
TK
TK
TKE
TLA
TLU
TMR
TOGA
TOGW
TOW
T-P
TPIS
TR
T-R
TRANS
TRK
TROPO
TRU
TRV
Term
Takeoff
Takeoff
Takeoff
Top of Climb
Top of Descent
Traffic Advisory
Taxiing Aid Camera
Tactical Air Navigation
Tactical
True Air Speed
Total Air Temperature
Time to intercept
To Be Confirmed
To Be Determined
Traffic Collision Alert System or Threat-Analysis/Collision Avoidance System
Temporary Documentary Unit
Temperature
Terrestrial Flight Telephon System
Target
Thrust
Trimmable Horizontal Stabilizer
Tank
Track angle
Track Angle Error
Throttle Lever Angle
Travel Limitation Unit
Timer
Takeoff - Go-Around
Takeoff Gross Weight
Takeoff Weight
Turn Point
Tire Pressure Indicating System
Thrust Reverser
Transmitter-Receiver
Transition
Track
Tropopause
Transformer Rectifier Unit
Travel
Continued on the following page
GEN P 32/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
TSM
TTG
TVMC
Term
Trouble Shooting Manual
Time to Go
Minimum Control Speed Temperature
U
Abbreviation
UFD
ULB
UNLK
UP
UTC
Term
Unit Fault Data
Underwater Locator Beacon
Unlock
Up, Upper
Universal Coordinated Time
V
Abbreviation
V/S
V1
V2
VAPP
VBV
VC
VDEV
VEL
VERT
VERT REV
VFE
VFEN
VFTO
VHF
VHV
VIB
VLE
VLS
VLV
VM
VMAX
VMCA
VMCG
VMCL
VMIN
VMO
Term
Vertical Speed
Decision Speed
Takeoff Safety Speed
Approach Speed
Variable Bypass Valve
Calibrated airspeed
Vertical Deviation
Velocity
Vertical
Vertical Revisor
Maximum Speed for each Flap configuration
VFE Next
Final Takeoff Speed
Very High Frequency
Very High Voltage
Vibration
Maximum Landing Gear Extended Speed
Lowest Selectable Speed
Valve
Maneuvering Speed
Maximum Allowable Speed
Minimum Control Speed in the Air
Minimum Control Speed on Ground
Minimum Control Speed at Landing
Minimum Operating Speed
Maximum Operating Speed
Continued on the following page
GEN P 33/34
18 SEP 12
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Abbreviation
VMU
VOR
VOR-D
VR
VREF
VSI
VSV
VU
Term
Minimum Unstick Speed
VHF Omnidirectional Range
VOR-DME
Rotation Speed
Landing Reference Speed
Vertical Speed Indicator
Variable Stator Vane
Visual Unit
W
Abbreviation
WARN
WBC
WBS
WGD
WHC
WNDW
WPT
WSHLD
WT
WTB
WXR
Term
Warning
Weight and Balance Computer
Weight and Balance System
Windshield Guidance Display
Window Heat Computer
Window
Waypoint
Windshield
Weight
Wing Tip Brake
Weather Radar
X
Abbreviation
XBLD
XCVR
XFR
XMTR
XPDR
XTK
Term
Crossbleed
Transceiver
Transfer
Transmitter
Transponder
Crosstrack Error
Y
Abbreviation
Term
Z
Abbreviation
ZFCG
ZFW
ZFWCG
Term
Zero Fuel Center of Gravity
Zero Fuel Weight
Zero Fuel Weight Center of Gravity field
GEN P 34/34
18 SEP 12
AIRCRAFT SYSTEMS
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
DSC-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
DSC-34 Navigation
DSC-35 Oxygen
DSC-36 Pneumatic
DSC-38 Water / Waste
DSC-45 Maintenance System
DSC-46 Information Systems
DSC-49 APU
DSC-52 Doors
DSC-70 Power Plant
DSC-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
SUMMARY OF HIGHLIGHTS
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-PLP-TOC
Auto Flight - Flight Management
Toc
Index
ID
1
Reason
Documentation update: Deletion of the "00013372.0001001
General" documentary unit.
Documentation update: Deletion of the "00013373.0001001
Description - ADIRS" documentary unit.
Documentation update: Deletion of the "00013374.0001001
Description - FMGS" documentary unit.
Documentation update: Deletion of the "00013375.0003001
Description - EIS PFD/ND" documentary unit.
Documentation update: Deletion of the "00013377.0001001
Description - ADF and VOR Bearing Display" documentary unit.
Documentation update: Deletion of the "00013378.0001001
Description - DDRMI" documentary unit.
Documentation update: Deletion of the "00013429.0001001
Procedures - IRS Alignment" documentary unit.
Documentation update: Deletion of the "00013430.0003001
Procedures - Flight" documentary unit.
Documentation update: Deletion of the "NP02951 Polar
Navigation" table of content entry.
DSC-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
SUMMARY OF HIGHLIGHTS
FLIGHT CREW
OPERATING MANUAL
DSC-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-20-10 Introduction
General.....................................................................................................................................................................A
Engines.................................................................................................................................................................... B
Cockpit..................................................................................................................................................................... C
Cabin........................................................................................................................................................................D
Cargo........................................................................................................................................................................E
DSC-20-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-20-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-20-10-00000284.0001001 / 13 DEC 10
Applicable to: ALL
The aircraft has two high bypass turbofan engines mounted under the wings.
COCKPIT
Ident.: DSC-20-10-00000286.0002001 / 13 DEC 10
Applicable to: ALL
The cockpit is designed for a two-member crew. It also has a place for 2 observers.
CABIN
Ident.: DSC-20-10-00000287.0001001 / 13 DEC 10
Applicable to: ALL
The passenger seating layout may vary, depending on operating requirements. The certified
maximum is 180 seats.
CARGO
Ident.: DSC-20-10-00000289.0001001 / 13 DEC 10
Applicable to: ALL
A to E
DSC-20-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
DSC-20-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
GENERAL ARRANGEMENT
FLIGHT CREW
OPERATING MANUAL
GENERAL ARRANGEMENT
Ident.: DSC-20-20-00000290.0001001 / 09 DEC 09
Applicable to: ALL
This subchapter gives the principal aircraft dimensions, location of unpressurized areas, antennas,
ground service connections, and ground maneuvering characteristics.
DSC-20-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
GENERAL ARRANGEMENT
FLIGHT CREW
OPERATING MANUAL
PRINCIPAL DIMENSIONS
Ident.: DSC-20-20-00000291.0001001 / 22 MAY 12
Applicable to: ALL
DSC-20-20 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
GENERAL ARRANGEMENT
FLIGHT CREW
OPERATING MANUAL
UNPRESSURIZED COMPARTMENTS
Ident.: DSC-20-20-00000292.0001001 / 09 DEC 09
Applicable to: ALL
ANTENNA LOCATIONS
Ident.: DSC-20-20-00000293.0001001 / 22 MAY 12
Applicable to: ALL
C to D
DSC-20-20 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
GENERAL ARRANGEMENT
FLIGHT CREW
OPERATING MANUAL
GROUND MANEUVERING
Ident.: DSC-20-20-00000294.0002001 / 09 DEC 09
Applicable to: ALL
DSC-20-20 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL ARRANGEMENT
(1)
Toilet servicing
(2)
(3)
(4)
(5)
(6)
Hydraulic
(7)
(8)
(9)
Refueling/defueling
DSC-20-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL ARRANGEMENT
DSC-20-20 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION /
VENTILATION
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-PLP-TOC P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-20 Pressurization
DSC-21-20-10 General
GENERAL................................................................................................................................................................ A
AUTOMATIC OPERATION......................................................................................................................................B
MANUAL OPERATION............................................................................................................................................C
SCHEMATICS..........................................................................................................................................................D
DSC-21-30 Ventilation
DSC-21-30-10 General
General.....................................................................................................................................................................A
DSC-21-PLP-TOC P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-40 Cargo
DSC-21-40-10 General
General.....................................................................................................................................................................A
Schematic.................................................................................................................................................................B
DSC-21-PLP-TOC P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-PLP-TOC P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-21-PLP-TOC
Warnings and Cautions
DSC-21-20-50
Warnings and Cautions
Toc
Index
ID
1
Reason
Documentation update: Deletion of the "00000338.0006001
Warnings and Cautions" documentary unit.
Documentation update: Addition of "Warnings and Cautions"
documentary unit
DSC-21-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-10-10-00000296.0002001 / 15 FEB 11
Applicable to: ALL
DSC-21-10-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-21-10-10-00000297.0003001 / 22 MAY 12
Applicable to: ALL
DSC-21-10-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The two packs operate automatically and independently of each other. Pack operation is controlled
by air conditioning system controller signals.
Warm pre-conditioned bleed air enters the cooling path via the pack flow control valve, and is ducted
to the primary heat exchanger.
Then, the cooled bleed air enters the compressor section of the air-cycle machine and is compressed
to a higher pressure and temperature.
It is cooled again in the main heat exchanger and enters the turbine section, where it expands and, in
expanding, generates power to drive the compressor and cooling air fan.
The removal of energy during this process reduces air temperature, resulting in very low air
temperature at turbine discharge.
L3 A water separator system dries the air before it enters the turbine section.
DSC-21-10-20 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-10-20 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
An emergency ram air inlet ventilates the cockpit and cabin to remove smoke, or if both packs fail.
The emergency ram air inlet valve is controlled by the RAM AIR pushbutton on the AIR COND panel.
This pushbutton opens the ram air valve, provided that ditching is not selected.
When the RAM AIR pushbutton is ON : The outflow valve opens about 50 %, provided that it is under
automatic control and P is less than 1 PSI. The outflow valve does not automatically open if it is
under manual control, even if P is less than 1 PSI. If P is greater than 1 PSI, the check valve
located downstream the ram air door will not open, even if the ram air door has been selected open.
No airflow will then be supplied.
MIXER UNIT
Ident.: DSC-21-10-20-00000302.0001001 / 09 DEC 09
Applicable to: ALL
This unit mixes cold fresh air from the packs with the cabin air being recirculated through
recirculation fans. The mixer unit is also connected to the emergency ram air inlet and the low
pressure ground inlets.
HOT-AIR PRESSURE-REGULATING VALVE
Ident.: DSC-21-10-20-00000303.0003001 / 15 FEB 11
Applicable to: ALL
In the absence of air, a spring keeps the valve closed. This pneumatically-operated and
electrically-controlled valve regulates hot air pressure, which is tapped upstream of the packs. The
air conditioning system controller 1 regulates this valve. This valve closes upon pressing the HOT
AIR pushbutton on the AIR COND panel, or when both lanes of one air conditioning system controller
fail.
C to F
DSC-21-10-20 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
These valves are electrically-controlled by the air conditioning system controllers. The cockpit trim air
valve, controlled by the air conditioning system controller 1, and the cabin trim air valves, controlled
by the air conditioning system controller 2, adjust the temperature by adding hot air.
F to G
DSC-21-10-20 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-10-30-00000305.0002001 / 15 FEB 11
Applicable to: ALL
Temperature regulation is automatic and controlled by the air conditioning system controllers.
PACK CONTROLLER
Ident.: DSC-21-10-30-00000306.0002001 / 15 FEB 11
Applicable to: ALL
Each pack controller regulates the temperature of its associated pack, in accordance with a demand
signal from the zone controller, by modulating the bypass valve and the ram air inlet flaps.
The ram air inlet flaps close during takeoff and landing to avoid ingestion of foreign matter.
Note:
During takeoff, the ram air inlet flaps close when TO power is set and the main landing gear
struts are compressed.
During landing they close as soon as the main landing gear struts are compressed, as long
as speed is at or above 70 kt.
They open 20 s after the speed drops below 70 kt.
The pack controllers also regulate flow by modulating the associated pack flow control valve.
TEMPERATURE REGULATION
Ident.: DSC-21-10-30-00000308.0002001 / 15 FEB 11
Applicable to: ALL
The air conditioning system controller 2 regulates the temperature of the two cabin zones, and the air
conditioning system controller 1 regulates, the cockpit temperature.
BASIC TEMPERATURE REGULATION
The flight crew uses the temperature selectors on the cockpits air conditioning panel to select
the reference temperatures which are fine tuned through the Forward Attendant Panel (FAP) for
the cabin zones. The air conditioning system controllers compute a temperature demand from the
selected temperature and the actual temperature.
The actual temperature is measured by sensors:
In the cockpit, for the cockpit zone;
In the lavatory extraction circuit and galley ventilation system, for the cabin.
A signal corresponding to the lowest demanded zone temperature goes to the air conditioning
system controllers, which then make both packs produce the required outlet temperature.
OPTIMIZED TEMPERATURE REGULATION
The air conditioning system controllers optimize temperature by acting on the trim air valves.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
DSC-21-10-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Each air conditioning system controller regulates the temperature of its associated pack, by
modulating the bypass valve and the ram air inlet flap.
The ram air inlet flap closes during takeoff and landing to avoid the ingestion of foreign matter.
Note:
During takeoff, the ram air inlet flap closes when takeoff power is set, and the main landing
gear struts are compressed.
During landing, it closes as soon as the main landing gear struts are compressed, as long
as speed is at or above 70 kt.
It opens 20 s after the speed drops below 70 kt.
The air conditioning system controllers also regulate flow by modulating the associated pack flow
control valve.
PACK FLOW CONTROL
The crew can use the PACK FLOW selector to adjust the pack flow for the number of passengers
and for external conditions.
Whatever the crew selects, the system delivers higher flow for any of the following circumstances:
In single-pack operation,
When the APU is supplying bleed air.
The system delivers normal flow if the crew selects LO flow and the temperature demand cannot
be satisfied.
ENGINE PRESSURE DEMAND
When the cooling demand in one zone cannot be satisfied, if the bleed pressure is too low, the
air conditioning system controller sends a pressure demand signal to both Engine Interface
Units (EIU) to increase the minimum idle and to raise the bleed pressure.
APU FLOW DEMAND
When the APU bleed valve is open, the air conditioning system controller signals the APU's
Electronic Control Box (ECB) to increase the APU flow output when any zone temperature
demand cannot be satisfied.
C to D
DSC-21-10-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-10-40-00000309.0002001 / 15 FEB 11
Applicable to: ALL
Each controller is comprised of two lanes. One lane controls the system, the other takes over full
control, in case of an active lane failure.
AIR CONDITIONING SYSTEM CONTROLLER
Ident.: DSC-21-10-40-00005349.0001001 / 15 FEB 11
Applicable to: ALL
If the Air Cycle Machine (ACM) fails (compressor/turbine seizure), the affected pack may be operated
in heat exchanger cooling mode.
Warm pre-conditioned bleed air enters the cooling path via the pack valve and goes to the primary
heat exchanger. Then, the main part of the cooled air goes directly downstream of ACM turbine
through the bypass valve, and the rest goes through the failed ACM.
The ACM seizure reduces the pack flow.
As for normal pack operation :
The air conditioning system controller regulates temperature by modulating the bypass valve and
the ram air inlet flap.
The air conditioning system controller regulates the hot air flow through the trim air valves to
optimize cockpit/cabin temperature regulation. Hot air flow is lower than in normal pack operation,
because pack flow is reduced.
HOT AIR PRESSURE REGULATING VALVE FAILURE
Ident.: DSC-21-10-40-00000313.0001001 / 15 FEB 11
Applicable to: ALL
Failed open
No effect.
A to D
DSC-21-10-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Failed closed :
Optimized regulation is lost. Trim air valves are driven to the fully closed position.
Pack 1 controls the cockpit temperature to the selected value and pack 2
controls the cabin temperature (FWD and AFT) to the mean value of the selected
temperatures.
TRIM AIR VALVE FAILURE
D to E
DSC-21-10-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-21-10-50 P 1/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
PACK pb-sw
ON
: The pack flow control valve is automatically-controlled.
It opens, except in the following cases:
Upstream pressure below minimum.
Compressor outlet overheat.
Engine start sequence:
1. If the crossbleed valve is closed, the valve located on the starting engine
side immediately closes, when the MODE selector is set to IGN (or CRK).
2. It remains closed on the starting engine side (provided the crossbleed valve
is closed) when:
the MASTER switch is set to ON (or MAN START pushbutton is set to
ON) and,
the start valve is open and,
N2 < 50 %.
Note:
(4)
DSC-21-10-50 P 2/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(5)
(1)
CAB FAN pb
ON : The two cabin fans are on.
OFF: The two cabin fans are off.
DSC-21-10-50 P 3/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
DSC-21-10-50 P 4/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(4)
(5)
Pack flow
It appears in green. It becomes amber, if the pack flow control valve is closed.
Note:
(6)
(7)
The pack flow indication can be up to 30 % below the actual flow rate.
:
:
:
:
Open.
Open, and disagrees with the control position.
Fully closed.
Fully closed, and disagrees with the control position.
User Indication
It appears in green.
It becomes amber:
On ground, when both pack flow control valves are closed, or
In flight, when RAM AIR flap is not fully open, and both pack flow control valves are closed.
DSC-21-10-50 P 5/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Zone temperature
It is in green.
(3)
(4)
(5)
DSC-21-10-50 P 6/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In line - Amber
Crossline - Green
Crossline - Amber
(6)
:
:
:
TEMP
Unit of measure (C or F) is indicated in cyan.
ECAM CAB PRESS PAGE
DSC-21-10-50 P 7/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
PACK indication
Triangle normally green, PACK 1(2) indication normally white. Both become amber when pack
flow control valve is closed with associated engine running.
ECAM CRUISE PAGE
(1)
Zone indication
This field also displays the temperature scale in use (C or F).
(2)
Zone temperature
D to E
DSC-21-10-50 P 8/8
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
BLEED
SINGLE
CHIME
MASTER
CAUT
COND
LOCAL
WARNING
FLT
PHASE
INHIB
PACK
FAULT lt
3, 4, 5, 7, 8
NIL
1, 2, 3, 4, 5,
7, 8, 9, 10
HOT AIR
FAULT lt
3, 4, 5, 7, 8
BLEED
NIL
NIL
NIL
NIL
3, 4, 5,
7, 8, 9
3, 4, 5, 7, 8
3, 4, 5, 7, 8
DSC-21-10-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MEMO DISPLAY
RAM AIR ON appears in green if the ram air pushbutton switch is ON.
DSC-21-10-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AIR
COND
1 lane 1
2
2 lane 1
2
PACK 1 VALVE CLOSURE
PACK 2 VALVE CLOSURE
RAM AIR INLET
AIR COND
SYS CONT
AC
DC
AC1
DC1
AC2
AC1
AC2
AC
ESS
EMER ELEC
DC
ESS
HOT
X
DC1
DC2
SHED
DC2
X
DSC-21-10-70 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-10-70 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
PRESSURIZATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-20-10-00000322.0002001 / 16 MAR 11
Applicable to: ALL
The flight crew monitors the operation of the system, but does nothing to control it. Air pressure in
the cabin follows external schedules that the system receives as signals from the Flight Management
and Guidance System (FMGS).
When FMGS data is not available for automatic pressurization, the crew only needs to select the
landing field elevation.
The pressurization system then uses the manually-selected landing field elevation for internal
schedules.
A to B
DSC-21-20-10 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
PRESSURIZATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
MANUAL OPERATION
Ident.: DSC-21-20-10-00000324.0001001 / 09 DEC 09
Applicable to: ALL
In manual mode, the flight crew controls the cabin altitude via the manual motor of the outflow valves,
by operating controls on the pressurization control panel.
DSC-21-20-10 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
PRESSURIZATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
SCHEMATICS
Ident.: DSC-21-20-10-00000325.0002001 / 18 MAR 11
Applicable to: ALL
DSC-21-20-10 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRESSURIZATION - GENERAL
DSC-21-20-10 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Two identical, independent, digital controllers automatically control the system, by maintaining the
proper cabin pressure. They receive signals from the Air Data Inertial Reference System (ADIRS),
the Flight Management and Guidance Computer (FMGC), the Engine Interface Unit (EIU), and the
Landing Gear Control Interface Unit (LGCIU).
When the system is in automatic or semi-automatic mode, one controller is active, the other is on
standby.
The controllers also generate signals for the Electronic Centralized Aircraft Monitoring (ECAM).
For operation in manual mode, each controller has a backup section, which is powered by an
independent power supply in the controller N1 position. This section also has a pressure sensor that
generates the cabin altitude and pressure signal for the ECAM, when MAN mode is selected.
The controllers communicate with each other via a cross-channel link.
OUTFLOW VALVE
Ident.: DSC-21-20-20-00000327.0001001 / 14 NOV 11
Applicable to: ALL
The outflow valve is on the right-hand side of fuselage, behind the aft cargo compartment and below
the flotation line.
The outflow valve assembly consists of a flush, skin-mounted, rectangular frame, carrying inward and
outward opening flaps linked to the actuator. The actuator contains the drives of the two automatic
motors and the manual motor. Either of two automatic motors operates the valve in automatic mode,
and the manual motor operates it in manual mode.
In automatic mode, the operating controller signals the position of the valve to the ECAM.
In manual mode, the backup section of the N 1 controller signals the position of the valve to the
ECAM.
Note:
When the RAM AIR pushbutton is ON, and p is below 1 PSI, the system drives the outflow
valve about 50 % open if it is under automatic control. If the system is under manual
control, the outflow valve does not automatically open, even if p is below 1 PSI.
SAFETY VALVES
Two independent pneumatic safety valves prevent cabin pressure from going too high (8.6 PSI
above ambient) or too low (1 PSI below ambient).
They are located on the rear pressure bulkhead, above the flotation line.
A to C
DSC-21-20-20 P 1/2
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The Residual Pressure Control Unit (RPCU) automatically depressurizes the aircraft in case of
abnormal residual pressure on ground. It automatically opens the outflow valve, when:
The outflow valve is not fully open, and
Both CPCs are failed, or manual mode is selected, and
The aircraft is on ground, and
All engines are shutdown, or all ADIRS indicate an airspeed below 100 kt.
DSC-21-20-20 P 2/2
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Two identical, independent, automatic systems (each consisting of a controller and its
associated motors) control cabin pressure.
Either system controls the single outflow valve.
Only one controller operates at a time.
An automatic transfer occurs:
70 s after each landing.
If the operating system fails.
The controller automatically controls the cabin pressure. It limits the cabin pressure to 8 000 ft
maximum and optimizes it during climb and descent phases.
The controller normally uses the landing elevation and the QNH from the FMGC, and the
pressure altitude from ADIRS.
If FMGC data are not available, the controller uses the captain BARO Reference from the
ADIRS and the LDG ELEV selection.
Pressurization is assumed through the following modes:
GROUND (GN)
Before takeoff, and 55 s after landing, the outflow valve fully opens to ensure that there is no
residual cabin pressure. At touchdown, any remaining cabin pressure is released at a cabin
vertical speed of 500 ft/min.
TAKEOFF (TO)
To avoid a pressure surge at rotation, the controller pre-pressurizes the aircraft at a rate of
400 ft/min, until the P reaches 0.1 PSI. At liftoff, the controller initiates the climb phase.
CLIMB (CL)
During climb, the cabin altitude varies according to a fixed pre-programmed law that takes into
account the aircrafts actual rate of climb.
CRUISE (CR)
During cruise, the controller maintains cabin altitude at the level-off value, or at the landing field
elevation, whichever is higher.
DSC-21-20-30 P 1/4
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT (DE)
During descent, the controller maintains a cabin rate of descent, such that the cabin pressure is
equal to the landing field pressure +0.1 PSI, shortly before landing.
The maximum descent rate is 750 ft/min.
ABORT (AB)
If the aircraft does not climb after takeoff, the abort mode prevents the cabin altitude from
climbing.
Cabin pressure is set back to the takeoff altitude +0.1 PSI.
PRESSURIZATION MODES SWITCHING
Ident.: DSC-21-20-30-00000330.0001001 / 09 FEB 11
Applicable to: ALL
L3
C
O
N
D
I
T
I
O
N
S
(1)
FROM GN TO GN CL AB TO CL CR CR DE DE AB
TO TO CL CL AB GN GN CR CL DE CL GN CL
1
0
ENG 1 and ENG 2 TLA MCT (1)
L/G SYS1 or SYS 2 COMPRESSED
1
1
One L/G SYS UNLOADED and A/C speed above
1
1
100 kt
One L/G SYS COMPRESSED and A/C speed
1
1
below 100 kt
A/C ALT. < 8 000 ft
1A
A/C ALT. 8 000 ft
1
A/C ALT. CHANGE SINCE T/O 5 075 SLFT
1A
A/C ALT. CHANGE SINCE T/O 5 075 SLFT
1
A/C RATE OF CLIMB 21 SL FPM FOR 60 s.
1
1
A/C RATE OF CLIMB 100 SL FPM FOR 30 s.
0 1
A/C RATE OF DESCENT 200 SL FPM FOR
1
30 s.
A/C RATE OF DESCENT 250 SL FPM FOR
1
30 s.
Engine running
0 :
1 :
1A :
DSC-21-20-30 P 2/4
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
The cabin pressure controller switches from Climb mode (CL) to Abort mode (AB)
when:
The aircraft is below 8 000 ft, or the aircraft has changed altitude less than
5 075 ft since takeoff and,
The aircraft rate of descent is greater than 200 ft/min for 30 s.
PRESSURIZATION FLIGHT PROFILE
If both automatic systems fail, the flight crew may use the CABIN PRESS control panel to take over
manual control of cabin pressurization.
Release the MODE SEL pushbutton to select MAN, and
Push the MAN V/S CTL switch UP or DN to increase or decrease cabin altitude.
The first of these actions cuts off power to the AUTO motors, and enables the MAN motor to control
the outflow valve.
Note:
1. Due to the slow operation of the outflow valves in manual mode, and the limited
resolution of the outflow valves' position on the ECAM, the visual ECAM indication of a
change in the outflow valves' position can take up to 5 s.
2. As the pressurization system is manually-controlled, the outflow valve does not open
automatically at touchdown.
B to D
DSC-21-20-30 P 3/4
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DITCHING
Ident.: DSC-21-20-30-00000333.0001001 / 09 DEC 09
Applicable to: ALL
To prepare for ditching, the flight crew must press the DITCHING pushbutton on the CABIN PRESS
control panel to close the outflow valve, the emergency ram air inlet, the avionics ventilation inlet and
extract valves, and the pack flow control valves.
DSC-21-20-30 P 4/4
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-21-20-40-00000334.0003001 / 09 FEB 11
Applicable to: ALL
(1)
(2)
MODE SEL pb
AUTO
: Automatic mode is operating. One of the two systems controls the outflow
valve.
MAN
: This legend appears in white, and FAULT does not come on. The flight crew
then uses the MAN V/S CTL selector to control the outflow valve.
Note:
Switching the MODE SEL pb to MAN, for at least 10 s, then returning it to AUTO will
select the other system.
FAULT lt :
This legend appears in amber and the ECAM caution light comes on only when
both automatic systems are faulty.
Note:
The pilot may notice a variation in the CAB ALT indication on the
ECAM PRESS page, when the system switches from the cabin
pressure control AUTO mode to MAN mode, due to the reduced
resolution of the backup pressure sensor.
DSC-21-20-40 P 1/6
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
The outflow valve operates slowly, so the pilot must hold the toggle switch in the UP
or DN position until reaching the target V/S.
CAUTION
DSC-21-20-40 P 2/6
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Landing elevation
The landing elevation selected either automatically by the FMGS or manually by the pilot
appears in green (but not when the MODE SEL pushbutton switch is in MAN).
DSC-21-20-40 P 3/6
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
(5)
(6)
(7)
(8)
The safety valve opens when the cabin differential pressure is between 8.2 and
8.9 PSI. The range is due to the reduced accuracy of P measurements (in MAN
mode), combined with the decrease in cabin differential pressure that occurs
immediately after the safety valves open.
DSC-21-20-40 P 4/6
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-21-20-40 P 5/6
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
P indication
It is normally green. Pulses green when CAB P 1.5 PSI before landing.
It becomes amber, when out of normal range p -0.4 PSI or 8.5 PSI.
ECAM DOOR PAGE
(1)
C to D
DSC-21-20-40 P 6/6
25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT PHASE
INHIB
CRC
MASTER
WARN
CAB PRESS
NIL
2, 3, 4, 5,
7, 8, 9, 10
MODE SEL
FAULT lt
4, 5, 7, 8
SYS 1 + 2 FAULT
LO DIFF PR
2, 3, 4, 5,
7, 8, 9, 10
SINGLE
CHIME
MASTER
CAUT
NIL
3, 4, 5, 7,
8, 9, 10
3, 4, 5,
6, 7, 8
4, 5, 7,
8, 9, 10
CAB PRESS
NIL
NIL
3, 4, 5, 7, 8
DSC-21-20-50 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MEMO DISPLAY
The MAN LDG ELEV message is displayed in green, if the LDG ELEV knob is not in the AUTO
position.
DSC-21-20-50 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
PRESS
1
2
MANUAL CTL
DC
AC
ESS
EMER ELEC
DC
ESS
X
HOT
DC2
DC BAT
DSC-21-20-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-20-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
VENTILATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-30-10-00000340.0002001 / 24 FEB 11
Applicable to: ALL
DSC-21-30-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
VENTILATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-21-30-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-30-20-00000341.0001001 / 24 FEB 11
Applicable to: ALL
FANS
Two electric fans operate continuously, as long as the aircrafts electrical system is supplied. They
make the air circulate around the avionics equipment.
SKIN AIR INLET AND EXTRACT VALVES
These valves admit air from outside the aircraft and evacuate hot air from the avionics equipment.
SKIN EXCHANGE INLET AND OUTLET BYPASS VALVES
These valves enable air to circulate between the avionics bay and the space under the cargo
compartment floor.
AIR CONDITIONING INLET VALVE
This valve opens to enable the air conditioning circuit to supply fresh air to the avionics bay.
SKIN EXCHANGE ISOLATION VALVE
This valve connects or isolates the skin heat exchanger.
AVIONICS EQUIPMENT VENTILATION COMPUTER (AEVC)
The AEVC controls the operation of all fans and valves in the avionics ventilation system.
NORMAL OPERATION, OPEN-CIRCUIT CONFIGURATION
Ident.: DSC-21-30-20-00000343.0001001 / 24 FEB 11
Applicable to: ALL
GROUND OPERATIONS
The open-circuit configuration operates when skin temperature is above the on-ground threshold.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
DSC-21-30-20 P 1/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
On-ground threshold =
DSC-21-30-20 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT OPERATIONS
The close-circuit configuration operates when skin temperature is beneath the in-flight threshold.
In flight threshold
= +35 C (95 F), temperature increasing, or
+32 C (90 F), temperature decreasing.
GROUND OPERATIONS
The close-circuit configuration operates when skin temperature is beneath the on-ground
threshold.
On ground threshold = +12 C (53 F), temperature increasing, or
+9 C (48 F), temperature decreasing.
DSC-21-30-20 P 3/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT OPERATIONS
The intermediate configuration operates when skin temperature is above the in-flight threshold.
In flight threshold
= +35 C (95 F), temperature increasing, or
+32 C (90 F), temperature decreasing.
DSC-21-30-20 P 4/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
The measuring range of the skin temperature sensed is between -50 C and 80 C.
Outside of this range, the AEVC sets the avionics ventilation configuration to the
intermediate configuration (partially open) until the temperature is within the operation
range again.
DSC-21-30-20 P 5/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ABNORMAL OPERATION
Ident.: DSC-21-30-20-A-NG00042
Applicable to: ALL
Ident.: DSC-21-30-20-A-00000346.0001001 / 24 FEB 11
When the BLOWER pushbutton switch is set at OVRD, the blower fan is stopped and the extract
fan continues to run.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-21-30-20 P 6/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the EXTRACT pushbutton switch is set at OVRD, the extract fan is controlled directly from
the pushbutton. Both fans continue to run.
Ident.: DSC-21-30-20-A-00000347.0001001 / 24 FEB 11
SMOKE CONFIGURATION
When the smoke detector detects smoke in the avionics ventilation air the BLOWER and the
EXTRACT FAULT lights come on.
When both the BLOWER and the EXTRACT pushbuttons are set to the OVRD position, the air
conditioning system supplies cooling air, which is then exhausted overboard. The blower fan
stops.
DSC-21-30-20 P 7/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONTROLLER FAILURE
The system goes to the same configuration as above, except that the skin exchange isolation
valve stays open.
The inlet valve and the skin exchange inlet bypass valve remain in the position they were in before
the failure occurred.
The extract fan keeps running.
DSC-21-30-20 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BATTERY VENTILATION
Ident.: DSC-21-30-40-00000350.0001001 / 09 DEC 09
Applicable to: ALL
A venturi in the skin of the aircraft draws air from the space around the batteries and vents it
overboard. The resulting airflow ventilates the batteries.
DSC-21-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
An extraction fan draws ambient cabin air through the lavatories and galleys and exhausts it near the
outflow valve.
The extraction fan runs continually when electric power is available.
DSC-21-30-50 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-30-50 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-21-30-60-00000352.0001001 / 24 FEB 11
Applicable to: ALL
(1)
(2)
DSC-21-30-60 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-21-30-60 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
DSC-21-30-60 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-30-60 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
BLOWER FAULT
BLOWER(1)
FAULT lt
EXTRACT FAULT
Extract pressure low
EXTRACT
(1) FAULT lt
SINGLE
CHIME
MASTER
CAUT
CAB
PRESS
FLT
PHASE
INHIB
3, 4, 5, 7, 8
NIL
4, 5, 7, 8
BLOWER and
EXTRACT
FAULT lts (2)
3, 4, 5,
6, 7, 8, 9
DSC-21-30-70 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-30-70 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
1
2
AC1
AC2
FAN BLOWER
EXTRACT
AC1
AC2
AC2
AC1
DC1
DC2
DC1
DC1
CABIN FANS
AEVC
VENT
AVIONIC FANS
GND COOL
UNIT
AC
ESS
EMER ELEC
DC
ESS
HOT
SHED
SHED
DSC-21-30-80 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-30-80 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
CARGO - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-21-40-10-00000356.0003001 / 14 FEB 11
Applicable to: ALL
DSC-21-40-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
CARGO - GENERAL
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-21-40-10-00000357.0004001 / 22 MAY 12
Applicable to: ALL
DSC-21-40-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Air from the cabin goes via the inlet isolation valve to the aft cargo compartment, driven by an
extraction fan. Air is controlled by the outlet isolation valve and then goes outboard through the
outflow valve.
The cargo ventilation controller controls the operation of the inlet and outlet isolation valves and the
extraction fan.
When the isolation valves are fully open, the extraction fan operates continuously when the aircraft is
on the ground and during flight.
The controller closes the isolation valves and stops the extraction fan when :
the flight crew turns the AFT ISOL VALVE pushbutton switch OFF, or
the aft cargo smoke detection unit detects smoke.
AFT CARGO COMPARTMENT HEATING
Ident.: DSC-21-40-20-00005989.0001001 / 09 DEC 09
Applicable to: ALL
The ventilation system for the aft cargo compartment uses hot engine bleed air (upstream of the
packs), mixing it with the ambient cabin air that flows through the cargo compartment.
The cargo regulating valve regulates the pressure of this hot air supply, and the trim air valve, which
is modulated electrically by the controller, controls the flow.
The cargo pressure regulating valve is pneumatically operated and electrically controlled from the
HOT AIR pushbutton on the CARGO HEAT panel.
The hot air is controlled by the cargo trim air valve which is modulated electrically by the controller.
The hot air is then mixed with air from the cabin and supplied to the cargo compartment through the
ventilation inlet isolation valve.
According to the temperature selector demand, the controller regulates the amount of hot air added
by the trim air valve, until the desired temperature is reached.
If the inlet temperature exceeds 70 C, the controller closes the trim air valve.
If the inlet temperature exceeds 88 C, the controller interprets this as a duct overheat and closes the
pressure regulating valve. This valve then remains closed until the flight crew resets the system by
pressing the HOT AIR pushbutton which it cannot do until the temperature drops below 70 C.
A to B
DSC-21-40-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-40-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-21-40-30-00000359.0005001 / 14 FEB 11
Applicable to: ALL
(1)
(2)
HOT AIR pb
Auto
: The pressure regulating valve regulates the hot air pressure.
OFF
: The presure regulating valves. The fault circuit is reset.
FAULT lt : The amber light and ECAM caution come on, when a duct overheat is detected
(88 C 190 F).
The light goes out, when the temperature drops below 70 C (158 F), and OFF is
selected. Then, if the pushbutton is set to on, the system resets.
DSC-21-40-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
Temperature sel
COLD :
position
HOT
:
position
Middle :
position
Note:
Approximately 5 C (41 F)
Approximately 26 C (79 F)
Approximately 15 C (59 F)
DSC-21-40-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Zone indication
It is white.
(3)
(4)
(5)
:
:
Valve is open.
Valve is closed.
Valve is open.
Valve is closed.
DSC-21-40-35 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
(7)
:
:
Valve is open.
Valve is closed.
DSC-21-40-35 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
SD PAGE
CALLED
COND
LOCAL
FLT PHASE
WARNING
INHIB
HOT AIR
FAULT lt
NIL
NIL
NIL
NIL
3, 4, 5, 7, 8
ISOL VALVE
FAULT It
DSC-21-40-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-40-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
FWD/AFT
CARGO
EMER ELEC
DC
ESS
HOT
DC BAT
DC BAT
VENT CONT
HEAT CONT
VENT/HEAT FANS(S)
DC
AC
ESS
AC 1
DSC-21-40-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-21-40-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-10 Description
Preamble.................................................................................................................................................................. A
Description............................................................................................................................................................... B
General Philosophy................................................................................................................................................. C
Flight Management Guidance Computer (FMGC).................................................................................................. D
Multipurpose Control and Display Unit (MCDU)..................................................................................................... E
Flight Control Unit (FCU).........................................................................................................................................F
Flight Augmentation Computer (FAC).....................................................................................................................G
Other Flight Crew Interfaces................................................................................................................................... H
Flight Crew Interface with FMGC............................................................................................................................. I
DSC-22_10-40-10 MCDU
MCDU.......................................................................................................................................................................A
DSC-22_10-40-20 FCU
FCU.......................................................................................................................................................................... A
FCU Philosophy....................................................................................................................................................... B
Speed/Mach Control Area....................................................................................................................................... C
Lateral Control Area................................................................................................................................................ D
AP-A/THR Control Area...........................................................................................................................................E
Vertical Control Area................................................................................................................................................F
DSC-22_10-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
Reason
DSC-22_10-PLP-SOH P 1/2
18 SEP 12
DSC-22_10-50
Warnings and Cautions
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
PREAMBLE
Ident.: DSC-22_10-10-00010067.0001001 / 17 AUG 10
Applicable to: ALL
This section gives a general description of the Auto Flight System and its functions:
Architecture
Function description
Basic principle of systems:
Reversion
Protection
Managed and selected guidance modes.
Mode information
Display characteristics
Operational principles
Flight crew interface (MCDU pages)
Degraded modes of operations.
DESCRIPTION
Ident.: DSC-22_10-10-00010068.0001001 / 17 AUG 10
Applicable to: ALL
The Flight Management Guidance System (FMGS) contains the following units:
Two Flight Management Guidance Computers (FMGC)
Two Multipurpose Control and Display Units (MCDU) (third MCDU optional)
One Flight Control Unit (FCU)
Two Flight Augmentation Computers (FAC).
GENERAL PHILOSOPHY
Ident.: DSC-22_10-10-00010069.0001001 / 17 AUG 10
Applicable to: ALL
The Flight Management and Guidance System (FMGS) provides predictions of flight time, mileage,
speed, economy profiles and altitude.
It reduces cockpit workload, improves efficiency, and eliminates many routine operations generally
performed by the flight crew.
A to C
DSC-22_10-10 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
DSC-22_10-10 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
Two MCDUs are installed on the pedestal for flight crew loading and display of data. The use of
the MCDU allows the flight crew to interface with the FMGC by selection of a flight plan for lateral
and vertical trajectories and speed profiles. The flight crew may also modify selected navigation
or performance data and specific functions of Flight Management (revised flight plan, engine-out,
secondary flight plan, etc.). Additional data from peripherals (Centralized Fault Display System
(CFDS), ARINC Communication Addressing and Reporting System (ACARS), Air Traffic Service Unit
(ATSU)...) can also be displayed. Data that is entered into the MCDU that is illogical or beyond the
aircraft capabilities will either be disregarded or will generate an advisory message.
The MCDUs allow the activation of the backup navigation in the case of a dual FM Failure.
FLIGHT CONTROL UNIT (FCU)
Ident.: DSC-22_10-10-00010075.0001001 / 17 AUG 10
Applicable to: ALL
The FCU located on the glareshield, is the short-term interface between the flight crew and the
FMGC. It is used to select any flight parameters or modify those selected in the MCDU. The
autopilots and autothrust functions may be engaged or disengaged. Different guidance modes can
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
D to F
DSC-22_10-10 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
be selected to change various targets (speed, heading, track, altitude, flight path angle, vertical
speed).
FLIGHT AUGMENTATION COMPUTER (FAC)
Ident.: DSC-22_10-10-00010076.0001001 / 17 AUG 10
Applicable to: ALL
The FAC controls rudder, rudder trim and yaw damper inputs. It computes data for the flight envelope
and speed functions. The FAC also provides warning for low-energy and windshear detection if these
functions are installed.
THRUST LEVERS
The thrust levers are the main interface between the Flight Management Guidance Computer
(FMGC), the Full Authority Digital Engine Control System (FADEC), and the flight crew.
The thrust levers:
Arm the autothrust at takeoff, when FLX or TOGA is selected
Limit the maximum thrust by their position when autothrust is active
Disconnect the autothrust system when the flight crew sets them to IDLE
Command the thrust manually when autothrust is not active
Engage the common modes (takeoff or go-around) when TOGA (or FLX for takeoff) is set
Set the autothrust to the active mode when they are between IDLE and CL detent (MCT in
engine out).
Ident.: DSC-22_10-10-A-00010078.0001001 / 17 AUG 10
DSC-22_10-10 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
NAVIGATION DISPLAYS
Five different color navigation compass displays can be selected:
ARC (map mode)
ROSE NAV (map mode)
ROSE VOR
ROSE LS
PLAN.
Information displayed on these modes uses the aircrafts position as a reference point for the flight
plan navigation data (lateral and vertical information).
DSC-22_10-10 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-10 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_10-30-00010085.0002001 / 17 AUG 10
Applicable to: ALL
This is the normal mode. The two FMGCs are synchronized: each performs its own computations
and exchanges data with the other through a crosstalk bus.
One FMGC is the master, the other the slave, so that some data in the slave FMGC comes from the
master.
All data inserted into any MCDU is transferred to both FMGCs and to all peripherals.
A to B
DSC-22_10-30 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If no AP is engaged, and
The FD1 pb is on, then FMGC1 is master
The FD1 pb is off, and FD2 pb on then FMGC2 is master.
If no AP/FD is engaged, A/THR is controlled by FMGC1.
INDEPENDENT MODE
Ident.: DSC-22_10-30-00010087.0001001 / 17 AUG 10
Applicable to: ALL
The system automatically selects this degraded mode under specific abnormal conditions (e.g.
different database validity on both FMGCs).
Both FMGCs work independently and are linked only to peripherals on their own sides of the flight
deck (onside peripherals).
When this occurs, the INDEPENDENT OPERATION message is displayed on both MCDU
scratchpads.
Each MCDU transmits data it receives from its onside FMGC. It affects only the onside EFIS
(Electronic Flight Instrument System) and RMP (Radio Management Panel).
On the POS MONITOR page (and GPS MONITOR page
), FMGS position (and GPS position
) from the opposite FMGC is not displayed.
On the RAD NAV page (and PROG page, if the FMGS GPS is not installed), navaids tuned on the
opposite MCDU are not displayed. Corresponding fields are blank.
PROCEDURES ON GROUND
If each FMGC is loaded with a different database, the FMGS will only operate in
independent mode.
CHECK the database number and validity.
DSC-22_10-30 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CROSSLOAD
the database to restore the dual operation.
Crossload function is available on ground only (in preflight or done phase), when an
independent operation is detected.
PROCEDURES IN FLIGHT
DO NOT SWITCH the navigation databases.
MAKE the same entries on both MCDUs to have both AP/FDs similar orders.
Both FGs being valid, 2 APs may be engaged for CAT II or CAT III operations.
In the event of a go-around and when the second AP is disconnected:
ENSURE that the FMGC in command has correct flight plan orders and an updated nav
database.
Airbus does not recommend pulling one FMGC circuit breaker to force the system to operate
in SINGLE mode.
SINGLE MODE
Ident.: DSC-22_10-30-00010088.0004001 / 18 AUG 10
Applicable to: ALL
The system automatically selects this degraded mode when one FMGC fails.
When this occurs, the failed FMGC displays OPP FMGC IN PROCESS in white on the MCDU
scratchpad.
On the ND usually associated with the failed FM:
If the NDs are not both in the same mode or range, the associated ND displays "MAP NOT AVAIL"
and "SET OFFSIDE RNG/MODE".
If the NDs are in the same mode and range, the associated ND displays the "OFFSIDE FM
CONTROL" amber message.
Both POS MONITOR pages display the same position (operative FMGC position).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to D
DSC-22_10-30 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Both FDs are driven by the same FMGC. Any entry on either MCDU is sent to the operative FMGC.
PROCEDURES
If a transient failure triggers a single mode of operation:
DO NOT USE the MCDU(s) until the PLEASE WAIT message is suppressed.
SET both NDs on the same range and mode to display the same information from the
operative FMGC.
When convenient, RESET the failed FMGC. (Refer to PRO-SUP-22-10-B Manual FMGS
Reset - General).
BACK UP NAVIGATION MODE
Ident.: DSC-22_10-30-00010089.0001001 / 17 AUG 10
Applicable to: ALL
The flight crew selects on the MCDU MENU page this degraded mode when both FMGCs fail. They
recover the navigation function through the MCDU and IRS/GPS
.
The MCDU continuously memorizes the active flight plan in its memory.
If both FMGCs fail, the back up navigation provides the following functions:
Flight Planning
Aircraft position using onside IRS, IRS3, or GPIRS position (if GPS
)
F-PLN display on ND
No AP/FD NAV mode
Limited lateral revision
F-PLN automatic sequencing.
D to E
DSC-22_10-30 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_10-40-05-00010083.0001001 / 17 AUG 10
Applicable to: ALL
The flight management system displays navigation, performance and guidance information on the:
Multipurpose Control and Display Unit (MCDU)
Navigation Display (ND) of the Electronic Flight Instrument System (EFIS)
Primary Flight Display (PFD) of the EFIS.
DSC-22_10-40-05 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-40-05 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MCDU
Ident.: DSC-22_10-40-10-A-NG00781
Applicable to: ALL
Ident.: DSC-22_10-40-10-A-00010090.0003001 / 14 MAY 12
MCDU INTERFACE
DSC-22_10-40-10 P 1/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The Multipurpose Control and Display Unit (MCDU) has a Liquid Crystal Display (LCD) with 14
lines of 24 characters each, including:
A title line that gives the name of the current page in large letters
Six label lines, each of which nhames the data displayed just below it (on the data field line)
Six data field lines that display computed data or data inserted by the flight crew
The scratchpad line that displays:
Specific messages
Information the flight crew has entered by means of the number and letter keys and which
can then be moved to one of the data fields.
Ident.: DSC-22_10-40-10-A-00010092.0001001 / 17 AUG 10
DSC-22_10-40-10 P 2/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
KEYBOARD
The keyboard includes:
Function and Page
keys
(or SLEW) keys
keys
Call up functions and pages the flight crew uses for flight management
functions and computations.
Move a page up or down to display portions that are off the screen.
Moves to the next page of a multi-page element. An arrow in the top right
corner indicates that another page is available.
AIRPORT key
Calls up the flight plan page that contains the next airport along the
current flight plan. Successive pushes on the key show the alternate
airport, the origin airport (before takeoff), and the next airport again.
Number and letter keys allow the flight crew to insert data in the scratchpad so that they can use
a line select key to enter it in the main display.
Three keys have special functions:
CLR (clear) key
Erases material (messages or inserted data) from the scratchpad or from
certain areas of displayed pages.
OVFY (overfly) key Allows the aircraft to overfly a selected waypoint.
SP (space) key
Allows to insert a space in specific message.
Ident.: DSC-22_10-40-10-A-00010094.0002001 / 17 AUG 10
Indicates that the Multipurpose Control and Display Unit (MCDU) has
failed.
Indicates that the flight crew should call up a peripheral linked to the
MCDU (such as ACARS, ATSU or CFDS).
Comes on while the flight crew is using the MCDU to display peripherals.
This light tells the flight crew that the FMGC has an important message
to deliver. The flight crew accesses the message by pressing the MCDU
MENU key and the line select key adjacent to the FMGC prompt.
DSC-22_10-40-10 P 3/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA ENTRY
The flight crew enters data by typing it into the scratchpad on the MCDU. Next, pressing the line
select key (LSK) will load the data from the scratchpad into the desired field. An error message
displays if the data is out of range or not formatted correctly. To correct data, the flight crew may
clear the message with the clear (CLR) key and then retype the message into the scratchpad.
Pressing the CLR key when the scratchpad is empty displays CLR. To clear data from a field,
select CLR from the scratchpad to the data field to be cleared.
Ident.: DSC-22_10-40-10-A-00010098.0001001 / 17 AUG 10
MESSAGES
The scratchpad displays various messages for flight crew information. Theses messages are
prioritized by importance to the flight crew as either amber or white.
Amber messages are:
Navigation messages
Data entry messages
EFIS repeat messages.
DSC-22_10-40-10 P 4/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CHARACTERS
Small and large fonts are displayed according to the following rules:
The title line and the scratchpad are displayed in large font
Datafields are usually displayed in large font
Label lines are displayed in small font
Flight crew entries and modifiable data are displayed in large font
Defaulted/computed and non modifiable data are displayed in small font.
Ident.: DSC-22_10-40-10-A-00010102.0001001 / 17 AUG 10
COLORS
DATA
TITLES, COMMENTS, <, >, ,
, DASHES, MINOR MESSAGES
MODIFIABLE DATA
SELECTABLE DATA
BRACKETS
NON MODIFIABLE DATA
ACTIVE DATA
CONSTRAINTS
MAX ALTITUDE
PRIMARY F-PLN
TEMPORARY F-PLN
MCDU COLOR
WHITE
BLUE
GREEN
AMBER
MAGENTA
GREEN WAYPOINTS, WHITE LEGS
YELLOW WAYPOINTS, WHITE LEGS
Continued on the following page
DSC-22_10-40-10 P 5/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA
SECONDARY F-PLN
MISSED APPROACH (not active)
ALTERNATE F-PLN (not active)
OFFSET
TUNED NAVAID
"TO" WAYPOINT AND DESTINATION
DSC-22_10-40-10 P 6/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCREEN PROMPTS
DSC-22_10-40-10 P 7/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DIR
PROG
PERF
INIT
DATA
F-PLN
RAD NAV
Calls up the DIR TO page, and enables the flight crew to proceed directly from
the present position to any waypoint, entered manually or selected in the active
flight plan.
Calls up the progress page corresponding to the phase of the active flight plan
that is in progress.
This page displays navigation information and active data such as the optimum
and maximum recommended cruise flight levels. It enables the flight crew to
update the FMGS position and to obtain a bearing and distance to any location.
Calls up the performance pages, that display the optimum speed or Mach number
for each phase. The flight crew can amend these pages. The first page to be
displayed is the one corresponding to the current flight phase (except for preflight
and done phases).
The flight crew can then use the appropriate 6L or 6R LSK to call up pages
corresponding to future flight phases.
Calls up the flight plan initialization A page, which also gives the flight crew
access to the B page. The flight crew uses the INIT pages to initialize Flight
Management for the flight.
The flight crew uses the INIT A page primarily to insert his flight plan and to align
the inertial reference system.
The flight crew uses the INIT B page to insert aircraft weight, fuel on board, CG
and various fuel requirements. The FMGS uses this data to compute predictions
and fuel planning parameters.
The flight crew has access to the INIT A page only in the preflight phase.
INIT B page (not accessible after engine start) is called up by pressing the "NEXT
PAGE" key.
Calls up the data index page. This gives the flight crew access to various
reference pages that show aircraft position, aircraft status, runways, waypoints,
navaids, routes, and data stored by the flight crew.
Calls up the flight plan A and B pages, which contain a leg-by-leg description of
the active primary flight plan.
The flight crew can use the slewing keys to review the entire active flight plan.
They can make all lateral and vertical revisions to the flight plan through these
pages, using the left LSKs for lateral revision and the right keys for vertical
revision.
Calls up the radio navigation page. This page displays the Radio Navaids tuned
automatically or manually through the FMGC.
DSC-22_10-40-10 P 8/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FUEL PRED
SEC F-PLN
ATC COMM
MCDU MENU
Calls up the fuel prediction page. Once the engines are started, this page
displays the fuel predicted to be remaining at the destination and the alternate, as
well as fuel management data.
Calls up the index page for the secondary flight plan. The flight crew can use
this page to call up the secondary flight plan and all the functions related to it
(copying, deleting, reviewing, activating, and the INIT and PERF pages).
Calls up the ATC applications (not activated).
Calls up the MCDU MENU page, which displays the subsystems currently
addressed via the MCDU. The key next to the name of a subsystem enables the
flight crew to select that subsystem.
When the MCDU MENU annunciator lights up, the flight crew should press the
MCDU MENU key. The menu will have [REQ] displayed next to the name of the
subsystem that requires attention.
MCDU DISPLAY
The MCDUs display:
Position and accuracy information
Tuned navaids
Lateral and vertical flight plans (waypoints, pseudo waypoints, constraints)
Predictions (SPD, TIME, ALT, WIND)
Fuel predictions and fuel management information (estimated fuel on board, extra fuel)
Performance data.
DSC-22_10-40-10 P 9/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-40-10 P 10/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCU
Ident.: DSC-22_10-40-20-00010112.0003001 / 14 MAY 12
Applicable to: ALL
The Flight Control Unit (FCU) is located on the glareshield and is constituted of three control panels:
One for the automatic flight controls and two for the Electronic Flight Instrument System (EFIS). The
FCU has two channels, each of which can independently command the central control panel. If one
channel fails, the other channel can control all the functions.
FCU PHILOSOPHY
Ident.: DSC-22_10-40-20-00010113.0002001 / 14 MAY 12
Applicable to: ALL
The flight crew can use two types of guidance to control the aircraft in auto flight. One type is
managed by the Flight Management Guidance System (FMGS). The other uses target quantities
which are manually entered by the flight crew.
When the aircraft uses target quantities from the FMGS (managed guidance), the FCU windows
display dashes and the white dots next to those windows light up. When the aircraft uses target
quantities, entered by the flight crew (selected guidance), the windows display the selected numbers
and the white dots do not light up.
A to B
DSC-22_10-40-20 P 1/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
The altitude window always displays an altitude selected by the flight crew (never dashes).
DSC-22_10-40-20 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SPD/MACH knob
Display range: between 100 and 399 kt for speed, between 0.10 and 0.99 for Mach number.
One rotation of the knob corresponds to approximately 32 kt or M 0.32.
SPD/MACH pb
Pushing this pushbutton changes the SPD target to the corresponding MACH target and vice
versa.
DSC-22_10-40-20 P 3/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HDG/TRK knob
Display range: between 0 and 359 .
One rotation of the knob corresponds to 32 (1 per click).
LOC pb
Pushing this pushbutton arms, engages, or disengages the LOC mode.
HDG V/S TRK FPA pb
The flight crew uses this pushbutton to select HDG (associated with V/S) or TRK (associated with
FPA). Pushing it:
Displays the Flight Path Vector (FPV) on the Primary Flight Display (PFD) or deletes it.
On the PFD, changes the FD crossbar display (with the aircraft attitude as its reference) to the
aircraft Flight Path Director (with the flight path vector as its reference) and vice versa.
Changes heading reference into track reference in the HDG/TRK window and vice versa.
Changes vertical speed reference target into flight path angle reference target in the V/S-FPA
window and vice versa.
DSC-22_10-40-20 P 4/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-40-20 P 5/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FCU altitude window always displays a target value selected by the flight crew. It never displays
dashes.
DSC-22_10-40-20 P 6/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-40-20 P 7/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-40-20 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
THRUST LEVERS
Ident.: DSC-22_10-40-30-00010119.0001001 / 14 MAY 12
Applicable to: ALL
DSC-22_10-40-30 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-40-30 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PFD
Ident.: DSC-22_10-40-40-00010677.0001001 / 17 AUG 10
Applicable to: ALL
The Flight Management and Guidance System generates the following information to the EFIS
Primary Flight Display:
Armed and engaged modes on the Flight Mode Annunciator (FMA)
FMGS guidance targets (SPD, ALT, HDG)
Vertical deviation from descent profile
Messages
Navigation information.
CLIMB PHASE
Ident.: DSC-22_10-40-40-00010121.0001001 / 14 MAY 12
Applicable to: ALL
A to B
DSC-22_10-40-40 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APPROACH PHASE
Ident.: DSC-22_10-40-40-00010122.0013001 / 14 MAY 12
Applicable to: ALL
DSC-22_10-40-40 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ND
Ident.: DSC-22_10-40-50-00010123.0001001 / 17 AUG 10
Applicable to: ALL
The FMGS generates the following information, displayed on the EFIS Navigation Displays:
Flight plan (active secondary, temporary, dashed)
Aircraft position and lateral deviation from the flight plan
Pseudo-waypoints along the flight plan
Raw data from tuned Navaids and type of selected approach
Various display options (waypoints, Navaids, NDBs, airports, constraints)
Wind information and various messages.
ARC MODE
Ident.: DSC-22_10-40-50-00010124.0001001 / 14 MAY 12
Applicable to: ALL
A to B
DSC-22_10-40-50 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PLAN MODE
Ident.: DSC-22_10-40-50-00010125.0001001 / 17 AUG 10
Applicable to: ALL
DSC-22_10-40-50 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ROSE MODES
Ident.: DSC-22_10-40-50-00010126.0022001 / 16 MAR 11
Applicable to: ALL
DSC-22_10-40-50 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F-PLN
Primary Flight Plan
Color
Track line
Alternate flight plan
Missed approach
Offset flight plan
Temporary flight plan
Engine-out SID (not inserted)
Secondary flight plan
Abeam/Radial
Steady green
Dashed blue
Steady blue
Steady green (Original flight plan: Dashed green)
Dashed yellow
Steady yellow
Steady dimmed white
Dashed blue
DSC-22_10-40-50 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-50 P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MASTER CAUT
NIL
NIL
SD PAGE
CALLED
LOCAL WARNING
FAC FAULT lt
NIL
NIL
FLT PHASE
INHIB
3, 4, 5, 7, 8
3, 4, 5,
7, 8, 10
3, 4, 5, 7, 8
4, 5, 7, 8
4, 5, 7, 8, 10
F/CTL
SINGLE CHIME
4, 5, 7, 8
4, 5
MASTER CAUT
A/THR disconnection
(Refer to DSC-22_30-90-B
A/THR Disconnection General).
4, 8, 10
A/THR LIMITED
FCU 1 + 2 FAULT
AP OFF
SINGLE CHIME
every 5 s
MASTER
CAUT every 5 s
1, 2, 3, 4,
8, 9, 10
SINGLE CHIME
MASTER CAUT
3, 4, 5, 7, 8
NIL
NIL
(ILS) CAPABILITY
DOWNGRADE
Condition(s) required
for CAT3/CAT2 are no
longer fulfilled. (Refer to
PRO-NOR-SRP-01-70
Failures and Associated
Actions Above 1 000 ft
for CAT II or CAT III).
Mode reversions Refer
to DSC-22_30-10 Mode
Reversions
TRIPLE CLICK
NIL
2, 3, 4, 5,
8, 9, 10
DSC-22_10-50 P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WINDSHEAR
No ECAM message.
WINDSHEAR DET
FAULT or REAC W/S
DET FAULT
LOW ENERGY
WARNING
"WINDSHEAR"
on PFDs
SINGLE CHIME
MASTER CAUT
SYNTHETIC
VOICE "SPEED"
3 times every 5 s
NIL
AUTOLAND
SD PAGE
CALLED
2, 3, 4, 8, 9
3, 4, 5, 8
NIL
AUTOLAND (red)
on glareshield
1, 2, 3, 4,
8, 9, 10
2, 3, 4, 5,
8, 9, 10
NIL
NIL
ND/MCDU message
MASTER CAUT
NIL
SINGLE CHIME
1, 3, 4, 10
Above 70 of latitude, a
longitude difference does
not trigger the alarm.
3, 4, 5, 7
Continued on the following page
DSC-22_10-50 P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SD PAGE
CALLED
DSC-22_10-50 P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
1
2
1
2
FMGC
MCDU
3
FCU
EMER ELEC
DC
ESS
SHED
HOT
DC2
SHED
AC2
AC1
1
2
DC
AC
ESS
X
DC2
DSC-22_10-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-22_10-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-10 General
General.....................................................................................................................................................................A
DSC-22_20-20 Navigation
DSC-22_20-20-05 General
Navigation................................................................................................................................................................ A
DSC-22_20-PLP-TOC P 1/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-PLP-TOC P 2/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-40 Performance
DSC-22_20-40-10 Optimization
General.....................................................................................................................................................................A
Optimization............................................................................................................................................................. B
DSC-22_20-40-30 Predictions
General.....................................................................................................................................................................A
Predictions for the Primary Flight Plan................................................................................................................... B
Computation of Predictions..................................................................................................................................... C
Predictions Displayed on the Navigation Display................................................................................................... D
Predictions Displayed on the MCDU.......................................................................................................................E
Type of Predictions.................................................................................................................................................. F
Examples of MCDU Predictions..............................................................................................................................G
Constraint Symbols (Star)....................................................................................................................................... H
Vertical Deviation...................................................................................................................................................... I
Operation Rules Concerning Predictions.................................................................................................................J
Other Computations.................................................................................................................................................K
Return-to-Trajectory Assumptions............................................................................................................................L
IDLE Factor............................................................................................................................................................. M
Energy Circle........................................................................................................................................................... N
PERF Factor............................................................................................................................................................O
DSC-22_20-PLP-TOC P 3/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-PLP-TOC P 4/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-PLP-TOC P 5/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Engine-Out SID........................................................................................................................................................ F
Engine-Out in CLB Phase (above acceleration altitude)........................................................................................ G
Engine-Out in Cruise Phase....................................................................................................................................H
Engine-Out in Descent Phase.................................................................................................................................. I
Engine-Out In Approach Phase............................................................................................................................... J
Engine-Out in Go-Around Phase.............................................................................................................................K
DSC-22_20-PLP-TOC P 6/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-PLP-TOC P 7/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-PLP-TOC P 8/8
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
Reason
DSC-22_20-PLP-TOC
Auto Flight - Flight Management
DSC-22_20-PLP-TOC
Alignment of Inertial Reference
System
DSC-22_20-PLP-TOC
Other Functions
DSC-22_20-50-10-25
Back Up NAV Pages
BF
DSC-22_20-50-10-25
Back Up NAV Pages
BF
DSC-22_20-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-10-00010128.0001001 / 17 AUG 10
Applicable to: ALL
The flight management and guidance system (FMGS) performs navigation functions and lateral and
vertical flight planning functions. It also computes performance parameters and guides the aircraft
along a preplanned route.
The Flight Management (FM) part controls the following functions:
Navigation
Management of flight planning
Prediction and optimization of performance
Management of navigation radios
Management of displays
DSC-22_20-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
NAVIGATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
NAVIGATION
Ident.: DSC-22_20-20-05-00010129.0001001 / 17 AUG 10
Applicable to: ALL
DSC-22_20-20-05 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
NAVIGATION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-20-05 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-20-10-00010130.0002001 / 16 MAR 11
Applicable to: ALL
Each FMGC computes its own aircraft position (called the "FM position") from a MIX IRS position and
a computed radio position, or a GPS position.
The FMGS selects the most accurate position, considering the estimated accuracy and integrity of
each positioning equipment.
GPS/INERTIAL is the basic navigation mode, provided GPS data is valid and successfully tested.
Otherwise, navaids plus inertial or inertial only are used. (Refer to DSC-22_20-20-10 Navigation
Modes).
MIX IRS POSITION
Ident.: DSC-22_20-20-10-00010131.0002001 / 17 AUG 10
Applicable to: ALL
Each FMGC receives a position from each of the three IRSs, and computes a mean-weighted
average called the MIX IRS position:
A to B
DSC-22_20-20-10 P 1/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If one of the IRSs drifts abnormally, the MIX IRS position uses an algorithm that decreases the
influence of the drifting IRS within the MIX IRS position.
If one of the IRSs fails, each FMGC uses only one IRS (onside IRS or IRS3). Each IRS position
and inertial speed are continuously tested. If the test fails, the corresponding IRS is rejected.
When the "CHECK IRS (1, 2 or 3)/FM POSITION" message appears on the MCDU.
GPS POSITION
Ident.: DSC-22_20-20-10-00010132.0002001 / 14 MAY 12
Applicable to: ALL
Each IRS computes a mixed IRS/GPS position called the GPIRS position. For this, each IRS can
independently select their GPS source in order to maximize the availability of GPS data.
Of the three GPIRS positions that each FMGC receives, the FMS selects one GPIRS position based
on a figure of merit and priority.
The FMS uses the following hierarchy to perform the selection:
Onside GPIRS position
GPIRS 3
Opposite GPIRS position.
If the GPIRS data does not comply with an integrity criterion that is based on a Horizontal Integrity
Limit (HIL) and on the automatic detection of failed satellites, the FMS rejects the GPS mode and
uses the radio position update.
The flight crew can deselect/select the GPS position on the SELECTED NAVAIDS page, if
necessary.
DSC-22_20-20-10 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Information about the GPS position is displayed on the GPS MONITOR page.
Note:
In normal operations, all ADIRUs may select the same GPS source. As a result, the data
of the GPS that is not selected may be dashed on the GPS MONITOR page, without any
detected GPS failure or triggered GPS PRIMARY LOST message.
RADIO POSITION
Each FMGC uses onside navaids to compute its own radio position. These navaids are displayed on
the SELECTED NAVAIDS page.
The available navaids are:
DME/DME
VOR/DME
LOC
DSC-22_20-20-10 P 3/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DME/DME-LOC
VOR/DME-LOC.
It uses LOC to update the lateral position, using LOC beam during ILS approach.
LOC is also used for quick update, when in GPS/IRS mode.
If one or more navaids fail, each FMGC can use offside navaids to compute the VOR/DME, or the
DME/DME radio position.
The radio navaid selection is displayed on the DATA SELECTED NAVAIDS page.
(1)
(2)
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
At flight initialization, each FMGC displays an FM position that is a MIX IRS/GPS position (GPIRS):
At takeoff, when the FM position is updated to the runway threshold position as stored in the
database, possibly corrected by the takeoff shift entered on PERF TO page.
In flight, the FM position approaches the radio position or the GPS position at a rate depending
upon the aircraft altitude.
Note:
BIAS
Each FMGC computes a vector from its MIX IRS position to the radio position or GPIRS position.
This vector is called the bias.
Each FMGC updates its bias continuously as long as a radio position or a GPIRS position is
available.
If an FMGC loses its radio/GPIRS position, it memorizes the bias and uses it to compute the FM
position, which equals the MIX IRS position plus the bias. Until the radio or the GPIRS position is
restored, the bias does not change.
The flight crew can update the FM position manually. This also updates the bias.
POSITION MONITOR
Ident.: DSC-22_20-20-10-00010136.0016001 / 17 AUG 10
Applicable to: ALL
The flight crew may check the position computation using the GPS MONITOR or POSITION
MONITOR page.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A takeoff update requires that the takeoff runway be part of the flight plan. This provides the most
accurate position update.
If the takeoff run starts at an intersection, enter a takeoff shift on the PERF TO page to refine the
takeoff update.
An accurate takeoff update ensures a precise aircraft position during departure.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NAVIGATION MODES
Ident.: DSC-22_20-20-10-00010138.0001001 / 19 JUL 11
Applicable to: ALL
The FMGS updates the FM position via the use of radio navaids or GPS, if available. It can use four
different FM navigation modes to make this update.
The decreasing order of priority is:
IRS-GPS
IRS-DME/DME
IRS-VOR/DME
IRS only.
During ILS approaches, the system performs a temporary lateral update, via one of the following
modes:
IRS-GPS/LOC
IRS-DME/DME-LOC
IRS-VOR/DME-LOC
IRS-LOC.
G to H
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-20-10 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-20-20-00010448.0023001 / 17 AUG 10
Applicable to: ALL
EPU
(RATE or THRESHOLD)
IRS/GPS
IRS/DME/DME
IRS/VOR/DME
IRS ONLY
Note:
(in meters).
Moves toward 0.28 nm.
0.1 nm + 0.05 X DME DIST.
Minimum : 0.28 nm.
+8 kt for the first 30 min.
0 kt for the following 60 min.
+4 kt for the following 30 min.
0 kt for the following 60 min.
+2 kt after.
REMARK
FOM = Figure of Merit of GPS.
If above 0.28 nm, the FMS rejects the
GPS position.
EPU decreases from initial value to
0.28 nm.
Dependent on the distance between the
aircraft and the VOR/DME.
EPU increases continuously.
The FMS displays the EPU to the flight crew and compares it with the Required Navigation
Performance (RNP):
If the EPU does not exceed the RNP, accuracy is HIGH
If the EPU exceeds the RNP, accuracy is LOW.
The RNP is displayed in the REQUIRED field of the PROG page. The displayed RNP is (in a
decreasing order of priority):
The value that the flight crew entered
The navigation database procedure value
The systems default value.
When a flight crew enters an RNP that is higher than the published value, one of the following
messages is displayed : "PROCEDURE RNP IS XX.XX", or "AREA RNP IS XX.XX". When this
occurs, the flight crew should verify the RNP value that was manually entered in the REQUIRED field
of the PROG page, and clear or modify it if necessary.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-22_20-20-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The "AREA RNP IS XX.XX" message is also displayed at the change of flight area if the new RNP
(default value) is smaller than the displayed RNP (manually entered).
DEFAULT AREA RNP VALUES
EN ROUTE
TERMINAL
APPROACH
2.0 nm
1.0 nm
GPS 0.3 nm
OTHER CASES 0.5 nm
When one FMGC changes the NAV accuracy from LOW to HIGH (or HIGH to LOW), the MCDU and
the ND display the "NAV ACCUR UPGRAD" (or DOWNGRAD) message.
These messages are inhibited when the navigation mode is IRS/GPS.
When in IRS/GPS mode, the GPS PRIMARY status combines two different criteria:
The accuracy criterion previously described (HIGH/LOW accuracy)
An integrity criterion: This is the capability to detect a failure and provide appropriate warning of it.
This criterion indicates the confidence that the flight crew can have in the FMS position.
If the GPS PRIMARY status complies with both criteria, "GPS PRIMARY" is displayed on the MCDU
(PROG page, [5R] field and scratchpad) and temporarily on the ND.
If the GPS PRIMARY status no longer complies with one of these criteria (Navigation downgraded
or integrity lost), the GPS PRIMARY status is lost and the MCDU and the ND display the "GPS
PRIMARY LOST" message. It is possible to clear the scratchpad message on the MCDU, but not on
the ND.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION
"HIGH" or "LOW" on the PROG page indicates the FM position accuracy, based
on estimated uncertainty. When GPS PRIMARY mode is lost, the flight crew must
periodically check this position accuracy. In GPS PRIMARY mode, the position
accuracy is always at HIGH.
When the GPS is manually deselected, the "GPS IS DESELECTED" message is displayed on the
MCDU, 80 nm before the T/D or at approach phase transition.
FM/GPS POSITION DISAGREEMENT
Ident.: DSC-22_20-20-20-00010500.0011001 / 17 AUG 10
Applicable to: ALL
When the GPS PRIMARY function is active, and either of the FM positions deviate from the GPS
positions 1 or 2 by more than:
A longitude threshold that depends on the latitude:
0.5' for latitudes below 55
0.9' for latitudes at or above 55, and below 70.
A latitude threshold of 0.5', regardless of the latitude,
then, the lower ECAM displays the NAV FM/GPS POS DISAGREE amber caution. The master
caution light comes on and the single chime sounds.
This amber caution is inhibited during the takeoff phase.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The predictive GPS page is only operative with the Honeywell ADIRS equipment. All fields are blank
with Litton ADIRS equipment.
The predictive GPS function predicts the availability of the GPS within 15 min of ETA at
destination, or at any waypoint entered by the flight crew.
Predictions are displayed on the predictive GPS page at time intervals of 5 min (+15 and 15 min of
ETA).
To access this page, press the 5L key of the PROG page. This page also enables the deselection of
up to 4 satellites at a time.
NAVIGATION ACCURACY CHECK
Ident.: DSC-22_20-20-20-00010625.0015001 / 14 MAY 12
Applicable to: ALL
When GPS PRIMARY is available, the navigation accuracy check is not required.
When GPS PRIMARY is not available, the flight crew must perform this essential check:
Periodically in cruise
At 10 000 ft in descent.
When entering a terminal/approach area, the flight crew must monitor navigation accuracy only.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This check verifies and quantifies the FM accuracy. It confirms the reliability of FMGS data itself and
navigation display presentation. It also validates the use of the NAV mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-22_20-20-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
By comparing the bearing, the flight crew may evaluate the validity of the overall check. In area with
high magnetic variation change, the comparison of bearings may not be adequate.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-20-30-00010478.0001001 / 17 AUG 10
Applicable to: ALL
Radio navaids are tuned for two different purposes: Display and computation.
It is possible to perform tuning for display in three different ways:
Automatic tuning via FMGC software
Manual tuning via the MCDU RAD NAV page
Manual tuning via the Radio Management Panel (RMP) if both FMGCs or both MCDUs fail.
The FMGS automatically tunes the radio navaids for computation of the radio position.
Note:
The manual selection of a VOR or VOR/DME may prevent the FMGS from automatically
tuning a VOR/DME to compute position. In this case, the related MCDU displays TUNE
BBB FFF.FF (BBB = ident, FFF.FF = frequency).
ARCHITECTURE
In dual mode and independent mode, each FMGC simultaneously tunes the navaids on its
own side (one VOR, one DME, one ILS and one ADF). In these modes, the flight crew can also
manually tune the VOR (and associated DME), ILS, and ADF.
In single mode, the valid FMGC tunes navaids on both sides. The flight crew can also use the
RAD NAV page to manually tune both VORs, both ADFs and the ILS.
Manual tuning has priority over automatic tuning.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-22_20-20-30 P 1/6
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If one radio receiver fails, both FMGCs use the operative radio receiver to compute the
position of the aircraft.
VOR
The FMGC automatically tunes one ADF, when the flight plan specifies a Non Directional Beacon
(NDB) approach and a fix in the approach is the TO waypoint.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The scratchpad displays SPECIFIC NDB UNAVAIL, if the NDB that the flight crew requires for
autotuning is deselected.
ILS
Ident.: DSC-22_20-20-30-00010483.0001001 / 17 AUG 10
Applicable to: ALL
The MCDU displays the navaids tuned by the FMGC on two pages:
RADIO NAV Page
SELECTED NAVAIDS Page.
RADIO NAV PAGE
This page shows which navaids have been tuned automatically or manually for display purposes.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MANUAL TUNING
Ident.: DSC-22_20-20-30-00010486.0052001 / 29 MAR 12
Applicable to: ALL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CHECK the ILS identifier decoding on the PFD, and the VOR or ADF identifier on the ND.
When the navaid identifier is decoded in agreement with that published, no audio check is necessary.
When the decoding is different from the published one, check the audio. Due to morse coding
inaccuracy, wrong decoding may sometimes occur.
Note:
When a DME or a TACAN only is selected using either its identifier or its frequency, the
NDs do not display the decoded indication.
H to I
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-20-30 P 6/6
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FMGS uses the reference point coordinates of the departure airport to align the IRS.
It calls these up from the database automatically after the flight crew has entered a company route
or an origin-destination city pair and pressed the ALIGN IRS key on the MCDU. The flight crew can
adjust these coordinates manually to the gate position. A normal alignment takes 10 min, a fast
alignment 30 s.
Fast alignment is used to refine a position when time is limited.
Note:
If the IRS IN ALIGN memo flashes on the E/WD during the alignment process, it indicates
one of the following:
It has detected excessive motion. (It automatically restarts the alignment)
It has detected a disagreement between the position the MCDU has sent to the IRS,
and the last memorized IRS position. The flight crew must enter new coordinates in the
MCDU, and realign the IRS
It has detected a disagreement between the latitude the MCDU has sent to the IRS, and
the latitude the IRS has computed during the alignment
The IRS has not received a position from the MCDU .
DSC-22_20-20-40 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-20-40 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-20-50-00010410.0001001 / 17 AUG 10
Applicable to: ALL
Flying with an outdated database, in an airspace that was recently restructured with
numerous new waypoints, should be avoided.
Check SID, STAR, and approach procedures of departure, destination and required alternates for
recent changes.
Do not attempt to modify or manually construct terminal instrument procedures or approaches.
Fly terminal instrument procedures and approaches with managed guidance, that are in the
navigation database and that have been checked for accuracy. Otherwise, fly the procedure, or
the approach, in selected guidance with conventional radio navaid raw data.
A to B
DSC-22_20-20-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-20-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING
Ident.: DSC-22_20-30-05-00010492.0002001 / 17 AUG 10
Applicable to: ALL
The flight crew uses the MCDU to insert flight plans into the FMGS:
A lateral flight plan that defines the intended horizontal flight path
A vertical flight plan that defines the intended speed and altitude profile for the aircraft to follow
while flying the lateral flight plan.
Note:
The flight planning function is available for both the primary and secondary flight plans.
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-30-05 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
General
GENERAL
Ident.: DSC-22_20-30-10-05-00011075.0002001 / 16 MAR 11
Applicable to: ALL
To insert the lateral flight plan, the flight crew can use either a company route number or an ICAO
four-letter city pair.
The lateral flight plan includes the following elements:
Departure
Takeoff runway
SID
En route transition.
En route
En route waypoints and airways.
Arrival
En route transition
STARs/VIAs
Landing runway with selected approach
Missed approach.
Alternate flight plan.
These elements are defined by waypoints and legs between the waypoints.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. When the aircraft overflies a flight plan discontinuity, the NAV mode automatically reverts
to the HDG (TRK) mode.
2. In HDG/TRK mode, a waypoint is sequenced when it passes behind the aircraft, and the
aircraft is less than 7 nm from it, and also when the difference between the track of the
aircraft and the track of the leg is less than 90 .
If the aircraft is flying a discontinuity towards a waypoint, this waypoint is sequenced
when the aircraft is less than 5 nm from it.
The same conditions apply in NAV mode, except that no distance to the waypoint is
taken into account.
The FMGS automatically strings additional types of legs, when departure or arrival procedures (SID STAR - TRANS) are defined.
Those strings correspond to specific patterns that are heading or track referenced and are defined in
the database, such as:
DME arc leg
Holding pattern to a fix, or reverse turn
Course-to-fix leg
Radius-to-fix leg
Heading leg
MANUAL leg.
The flight crew cannot create these types of legs: They are part of the stored departure/arrival
procedures they have selected.
The flight crew can only create direct legs between manually defined geographic points (navaids,
airports, waypoints).
DSC-22_20-30-10-05 P 3/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
The departure and arrival procedures are defined in the database to minimize the amount
of memory required.
They are divided, as follows:
DEPARTURE = SID + EN ROUTE TRANSITION
ARRIVAL = APPR VIA + STAR + EN ROUTE TRANSITION
The SID is the central common part of the departure procedure, as the STAR is of the
arrival procedure. Enroute transitions (TRANS) are the various possible trajectories defined
between the last SID point and the first enroute waypoints, and between the last enroute
waypoint and the first fix of the STAR . APPR VIAs are the possible trajectories, defined
between the last STAR point and the first point of the approach.
MANUAL LEGS
A MANUAL leg stays on a constant TRK or HDG and has no termination point. The flight crew
cannot insert it into a flight plan manually: it is part of a given procedure such as a SID or a STAR.
When the aircraft is flying a MANUAL leg, the NAV mode remains engaged and predictions assume
that the aircraft will fly a direct leg from its present position to the next waypoint (DIR TO). When the
aircraft is cleared to fly to the next waypoint of the flight plan, the flight crew performs a DIR TO.
Note:
A to B
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
2. A company route, that is in the database, but the flight crew does not know it is there.
The flight crew enters a city pair in the [1R] field. The ROUTE SELECTION page automatically
appears and enables the flight crew to review all stored routes between the two cities before
selecting one of them.
DSC-22_20-30-10-05 P 5/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In terms of flight plan capacity, the FMS takes into account 3 flight plans:
The active flight plan
The secondary flight plan
The temporary flight plan.
Each flight plan can contain up to 200 legs. If a flight plan contains 200 legs, and if the flight crew
attempts to perform a lateral revision that increases the number of legs of this flight plan, the
FMS rejects the revision and the MCDU displays the F-PLN FULL message. For the active and
secondary flight plans, the primary parts must contain less than 135 legs, and the alternate parts
must contain lesgs than 65 legs.
C to D
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LATERAL REVISIONS
Ident.: DSC-22_20-30-10-05-00010632.0002001 / 17 AUG 10
Applicable to: ALL
The flight crew can revise the lateral flight plan following two types of revisions:
1. Lateral revisions that have an immediate effect on the active flight plan:
The flight crew inserts a new waypoint directly on the F-PLN page, deletes, or changes a
waypoint from it:
When the flight crew enters a new waypoint, which does not exist in the flight plan, the following
waypoint moves down the flight plan, with a discontinuity shown after the new waypoint.
The flight crew adds a direct leg (DIR TO) from his present position to a selected waypoint:
The flight crew can change the TO waypoint of the active leg. The DIR TO function gives
access to DIR TO, DIR TO ABEAM, or DIR TO/INTERCEPT. The active leg then goes from the
present position (T/P) to the waypoint selected or inserted as the new TO waypoint.
DSC-22_20-30-10-05 P 7/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
2. Lateral revisions that lead to a temporary flight plan (TMPY) before they take effect:
The flight crew creates a temporary flight plan, then inserts it as a revision to the active flight plan.
The flight crew does this when selecting, deleting, or modifying several waypoints of an airway or
procedure at once (SID, STAR, HOLD, TAKEOFF or LANDING RWY). This modification is made
on specific LAT REV pages from the flight plan page.
Possible revisions are:
Insert or modify the departure procedure
Insert or modify the arrival procedure
Insert a waypoint
Change the destination
Insert an airway
Insert an offset
Insert a holding pattern
Select or enable an alternate flight plan
Fix information.
The purpose of the temporary flight plan is to allow the flight crew to check a revision on the
MCDU and on the ND before inserting the changes into the active flight plan. It is a copy of the
active flight plan that has been changed according to the flight crew revision. While it is displayed,
the aircraft will continue to follow the original active flight plan.
No predictions are computed or displayed on the pages of the temporary flight plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-22_20-30-10-05 P 8/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A temporary flight plan is displayed for a check and/or new modification. Inserting the temporary
revision will modify the active flight plan.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMS2 HONEYWELL
GENERAL
Ident.: DSC-22_20-30-10-15-00005067.0001001 / 09 FEB 11
Applicable to: ALL
The lateral revision function allows the pilot to create or modify the following parts of the flight plan:
Airway
Waypoint
New destination
Holding pattern
Offset
Alternate
Fix information
Each time the pilot activates one of the above-listed revisions, he accesses a temporary flight plan
that enables the modification to be checked before inserting it in the active flight plan. The crew
selects these functions by pressing the left keys on F-PLN A or B.
Direct to and overfly functions are accessed via the MCDU keys. No temporary flight plan is
created with these functions.
Update at capability is a specific function that manually updates the FM position. It does not .use
a temporary flight plan, but the pilot must confirm its insertion before it is activated.
TEMPORARY F-PLN (TMPY)
Ident.: DSC-22_20-30-10-15-00000460.0001001 / 09 FEB 11
Applicable to: ALL
When a pilot makes a lateral revision to the F-PLN, the FMGS creates a temporary flight plan. This is
a copy of the active F-PLN, but is corrected by the lateral revision in progress.
The aircraft continues to follow the active F-PLN, until the temporary revision is inserted.
The revision appears in yellow font on both MCDUs and NDs.
A to B
DSC-22_20-30-10-15 P 1/54
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Temporary data is displayed in yellow (ND and MCDU). Once inserted, it becomes active and is
displayed in green.
GENERAL
In the active flight plan, the pilot can insert up to 5 successive airway segments, going from a
revised waypoint or ending at a given waypoint of the flight plan.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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30 MAY 12
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If two waypoints with the same IDENT belong to the same airway, the DUPLICATE
NAMES page will not be called up, and the system selects the first one in the database.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the revise waypoint, or the ending waypoint, does not belong to the entered airway,
the system displays AWY/WPT MISMATCH in the scratchpad.
If two waypoints with the same IDENT belong to the same airway, the DUPLICATE
NAMES page will not be called up and the system selects the first one in the database.
INSERTING A WAYPOINT
Ident.: DSC-22_20-30-10-15-F-NG01128
Applicable to: ALL
Ident.: DSC-22_20-30-10-15-F-00012832.0001001 / 09 FEB 11
GENERAL
Waypoints can be inserted in two ways:
Directly into the flight plan. All modifications go directly into the active flight plan. No temporary
flight plan is created.
By means of a lateral revision at the NEXT WAYPOINT, a process that creates a temporary
flight plan.
The second method enables the temporary flight plan to be checked before it is inserted.
Ident.: DSC-22_20-30-10-15-F-00012833.0001001 / 09 FEB 11
WAYPOINT IDENTIFICATION
The pilot can identify a waypoint by:
Its identifier (if it is in the navigation database).
A Latitude/Longitude (LL).
A Place/Bearing/Distance (PBD). The waypoint is defined by its bearing and distance from a
place.
A Place-Bearing/Place-Bearing (PBX). The waypoint is defined by the interception of 2 radials
from 2 places.
A Place/Distance (PD). The waypoint is defined by a distance from a place, along the F-PLN.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If a slash or a dash is not entered properly, the MCDU displays a FORMAT ERROR
message.
When the Flight Management Guidance System receives a waypoint that is not in the database,
it identifies it as LLxx or PBD xx or PBX xx or PD xx (xx is a two-digit number between 01 and 20)
and stores it in the stored waypoints file of the database.
Note:
When NAV mode is engaged, the crew cannot modify the TO waypoint (active leg)
using the waypoint insertion function. If the crew wants to modify it, the DIR TO function
will be used.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WRITE the latitude (NXX, XXN, SXX or XXS), the required increment in degrees between the
successive waypoints, and the number of required waypoints.
(Example: The pilot wants to obtain 3 points, every degree from latitude N46: He enters N46/1/3).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FIX INFO
Ident.: DSC-22_20-30-10-15-G-NG01129
Applicable to: ALL
Ident.: DSC-22_20-30-10-15-G-00012838.0008001 / 09 FEB 11
GENERAL
When using the FIX INFO function, the flight crew defines waypoint intersections of the flight plan
with radials, circle or abeam associated to a fix.
When the flight crew inserts the intersection points, the system automatically identifies these
points, but does not store them in the navigation database.
Ident.: DSC-22_20-30-10-15-G-00012839.0008001 / 09 FEB 11
WRITE the reference fix identifier into the scratchpad (here POI), and ENTER it [1L].
It may be any database or pilot-defined fix.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WRITE the radial into the scratchpad (here 120 ) and ENTER it [ 2L ].
The defined radial appears as a blue dashed line on the ND.
If the radial line intersects the active flight plan, the system computes the time, distance to go, and
the altitude at the intersection point.
Up to two radials can be entered.
SELECT the required radial to insert the associated waypoint into the flight plan (if needed):
The system automatically assigns its IDENT as the three first characters of the reference fix
IDENT, followed by the radial. (Example: ABC 140). The blue dashed line disappears from the ND.
WRITE the reference fix identifier into the scratchpad (here POI), and ENTER it [1L].
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WRITE the circle radius in the scratchpad (here 20 nm), and ENTER it [ 4L ]:
The defined circle appears as a blue dashed circle on the ND. If the circle intersects the active
flight plan, the system computes the time, along path distance to go and altitude at the first
intersection point from the current aircraft position.
SELECT the required radius to insert the associated waypoint into the flight plan (if needed).
The system automatically assigns its IDENT as a D, followed by the radius, and followed by the
three first characters of the reference fix IDENT (example D020 POI). The blue dashed circle
disappears from the ND.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WRITE the reference fix identifier into the scratchpad (here POI), and ENTER it [1L]
SELECT the ABEAM prompt [ 5L ]:
A blue dashed line from the reference fix and perpendicular to the flight plan appears on the
ND. The system computes the radial, time, distance to go, altitude and predictions related to the
waypoint abeam the reference fix.
SELECT [ 5L ] to insert the abeam intercept waypoint into the flight plan (if needed):
The system automatically assigns its identifier as AB, followed by the first five characters of the
reference fix identifier (Example ABXYZ). The blue dashed line disappears from the ND.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot may define a new destination and insert it via the lateral revision page. The pilot may then
call up the new destination from any waypoint along the flight plan, except the FROM waypoint, the
destination, and the missed-approach waypoint. When the new destination has been inserted, a flight
plan discontinuity appears between the revision waypoint and the new destination. All waypoints
beyond the revision waypoint (including the previous destination and associated missed approach)
are deleted.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HOLDING PATTERN
Ident.: DSC-22_20-30-10-15-A-NG00586
Applicable to: ALL
Ident.: DSC-22_20-30-10-15-A-00007222.0001001 / 09 FEB 11
GENERAL
This section describes holding patterns, associated guidance and flight crew procedures.
The Flight Management and Guidance Computer (FMGC) has three types of holding patterns that
the pilot can use in a flight plan.
Ident.: DSC-22_20-30-10-15-A-00007163.0001001 / 09 FEB 11
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATABASE HOLD
If the holding pattern is part of the database, it is named DATABASE HOLD and all its
associated data (inbound course, turn direction, time/distance) are defined in the database. The
flight crew can modify this data.
COMPUTED HOLD AT...
If the holding pattern is not in the database, the FMGC designs a holding pattern and proposes
it to the pilot. The associated data consists of default values that the pilot can modify.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HOLD AT...
If the pilot inserts into the active flight plan a holding pattern that is manually-corrected from
a hold defined by the FMGS, the screen displays a HOLD AT... page. The 2R field displays
REVERT TO DATABASE or REVERT TO COMPUTED to restore the database data, if
necessary.
PREDICTIONS AND GUIDANCE ASSOCIATED WITH A HM HOLDING PATTERN (HOLD WITH
MANUAL TERMINATION)
Before deceleration
If an altitude constraint is defined at the hold entry fix, then the FMS duplicates this constraint
on the hold exit.
However, different constraints may be inserted at entry and exit fixes.
Although the hold is inserted into the flight plan, the FMGS does not take it into account for
predictions until the aircraft enters the hold.
However, if the hold is not deleted by the crew, the FMGS schedules a deceleration point and
displays it on the ND.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FMGS predicts the estimated time and amount of fuel remaining at which the aircraft
must exit holding, so as to comply with the fuel policy specified on the fuel prediction page.
When the aircraft enters the holding pattern, the FMGS revises all predictions and assumes
the aircraft will fly one turn of the holding pattern.
All predictions are revised for one more holding circuit at holding fix overfly.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Deceleration receives priority, so that when the aircraft is in descent with the descent mode
engaged, it will deviate above the descent path to decelerate. (VDEV becomes positive on
the progress page).
The flight plan page displays an immediate exit prompt.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the flight crew presses the key next to IMM EXIT before arriving at the holding fix, the
aircraft will not enter the holding pattern, but will resume its phase-related managed-speed
profile.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the leg the aircraft is flying toward the holding fix is on a limit between a teardrop
entry and a parallel entry, the FMGC may compute and display either of the two
entries. The pilot should keep this in mind and should not assume that the FMGC is
malfunctioning.
If the flight plan leg toward the hold entry fix is on a course that is the reciprocal of
the inbound course of the holding pattern, the aircraft will fly a parallel entry.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OFFSET
Ident.: DSC-22_20-30-10-15-B-NG00587
Applicable to: ALL
Ident.: DSC-22_20-30-10-15-B-00007230.0009001 / 14 MAY 12
GENERAL
Offset allows the flight crew to define on offset of the active flight plan. The offset can be
immediate or deferred to start on a downstream leg. The offset will end by default or at a
pre-planned end waypoint. Additionally, the flight crew can specify the intercept angle used for the
transitions to and from the offset path.
In most cases, the pilot will use it enroute because of an ATC clearance, or to avoid bad weather
expected along the flight plan route.
This page is accessed from LAT REV page at the FROM waypoint or at any waypoint downpath
the flight plan, except the destination airport.
After inserting the offset in the flight plan, the flight plan page shows OFST in its title, left or right
arrows are displayed on every label line between the start and end waypoints of the offset, and the
navigation display shows the offset flight plan with a solid green line and the original flight plan with
a dashed green line.
The offset is cleared:
Automatically (holding pattern, approach), or
Manually with the clear (CLR) key, or by entering o in the offset value field [ 1L ] or by using
the delete prompt in the OFFSET page.
Note:
If the pilot enters an OFFSET when the aircraft is too close to the TO waypoint, the
FMGS may refuse to accept it, in which case the MCDU displays the ENTRY OUT OF
RANGE message.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INSERTING AN OFFSET
SELECT LAT REV page at a waypoint.
SELECT OFFSET function by pressing [ 2L ].
WRITE the required offset value and direction (for example, L5 or 5L), and enter it into [ 1L ] field.
CHECK or INSERT the START WPT from the list in [ 3L ] - [ 5L ] fields or manually enter it.
CHECK or ENTER the INTCP ANGLE in [ 1R ] field.
CHECK OR INSERT the END WPT from the list in [ 3R ] - [ 5R ] fields or manually enter it.
PRESS INSERT in [ 6R ] field to activate the OFFSET.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALTERNATE FUNCTION
Ident.: DSC-22_20-30-10-15-C-NG00588
Applicable to: ALL
Ident.: DSC-22_20-30-10-15-C-00007240.0001001 / 09 FEB 11
GENERAL
The ALTERNATE FUNCTION performs two actions:
It reviews and defines alternate airports and inserts them into the flight plan.
It allows a diversion to be activated through the ENABLE ALTN command.
Ident.: DSC-22_20-30-10-15-C-00007217.0009001 / 09 FEB 11
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot may review the alternate airports on the ALTN page and, if the one selected is not
suitable because of weather or fuel considerations, another alternate may be strung into the active
flight plan.
The pilot may define an additional alternate airport into the list, if necessary.
The ALTERNATE page shows the track and distance (airway or direct) between destination and
alternate, as well as fuel management data (EXTRA fuel, assuming the associated airfield is the
alternate airport). This data will help the pilot change the preferred alternate, if necessary.
Access the ALTERNATE page through the ALTN prompt on the LAT REV page at destination.
Alternate airfields are attached to the destination.
ENTERING NEW ALTERNATE INTO THE F-PLN
If the preferred alternate is unsuitable, proceed as follows:
SELECT F-PLN key on MCDU.
SELECT LAT REV at destination.
SELECT ALTN [5L].
SELECT an AIRFIELD IDENTIFIER.
INSERT the temporary flight plan.
Note:
If weather and destination airfield conditions permit, you may select NO ALTN.
Fuel predictions will be computed without alternate fuel.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot can always overwrite the OTHER ALTN. The new OTHER ALTN then
replaces the previous one, which is lost.
The pilot can select OTHER ALTN as a primary alternate (active flight plan), to
replace any alternate on the initial list.
If the pilot selects the other alternate as a primary alternate, and overwrites the
OTHER ALTN field by entering a new airport, the first one will remain a primary
alternate and the system will memorize a second OTHER ALTN.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot may enter a distance in the OTHER ALTN field. The system will compute the extra fuel
and the track for this distance.
PREDICTED DATA FOR ALTERNATE
Data predictions are based on:
Aircraft weight being equal to landing weight at primary destination.
Flight at FL 100 if the alternate F-PLN length is less than 100 nm , at FL 220 if the alternate
F-PLN length is comprised between 100 and 200 nm , or else at FL 310.
Cost index 0.
Constant wind (as entered in the alternate field of the DES WIND page).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This enables the pilot to initiate a diversion by entering the alternate flight plan just after the revision
waypoint (with a discontinuity).
The pilot may have to adjust the resulting flight plan (use direct to, or add or suppress waypoints),
depending on the circumstances.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ADJUST the cost index on the PERF page and the defaulted cruise flight level (CRZ FL) on the
PROG page, as required.
When ENABLE ALT is pressed at ABE, a flight plan discontinuity is created from ABE down to
destination and the alternate route is linked to the active flight plan.
GENERAL
The pilot uses the Direct To function to define a direct leg from the present position to any
waypoint on the active flight plan or to any waypoint.
The designated waypoint may be entered by its identifier (if it is stored in the database) or by a
latitude/longitude, place/bearing/distance, or a place-bearing/place-bearing.
Note:
If the autopilot or flight director is in the heading/track or localizer mode, the DIR TO
function engages the NAV mode.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Clear the discontinuity and the waypoints that are not included in the new flight plan.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the pilot encounters a flight plan discontinuity, or if a major reset occurs, the flight plan
page displays PPOS - F-PLAN DISCONTINUITY, and the pilot looses managed guidance in
both the lateral and vertical plans.
The autopilot or flight director reverts to the basic HDG V/S (or TRK FPA) modes. Predictions
remain available and are based on the assumption that the aircraft will fly a direct leg from its
present position to the next waypoint.
In both of these cases, the only way to get back to a standard flight plan is to perform a
DIR TO to a designated waypoint.
Following a DIR TO, the message MAP PARTLY DISPLAYED may appear on the NDs, if the
new flight plan includes a very long leg (Refer to DSC-31-45 Flags and Messages Displayed on
ND). When this message comes up, enter an intermediate waypoint to shorten the leg.
Note:
During cruise, the DIR TO function is not available as long as uplink wind data, received
through ACARS
, is not inserted or cancelled on the CRUISE WIND page.
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. If, between two waypoints projected on the direct leg, there was a discontinuity in the
original flight plan, this discontinuity disappears between the corresponding abeam
points on the direct leg.
2. . Abeam waypoints computed from latitude/longitude-type waypoints are renamed by
the system as AB XXXXX, where xxxxx is an abbreviation in 5 characters, of the
latitude and longitude of the initial waypoints.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. If the waypoint does not belong to the flight plan, the system strings the
DIR TO/INTERCEPT leg to this waypoint, and inserts a discontinuity following the
waypoint.
2. A DIR TO/INTERCEPT cancels any active offset.
3. If the current AP/FD lateral mode is HDG or TRK, NAV becomes armed.
If the NAV mode was engaged, NAV becomes armed. FCU HDG or TRK must be
used to guide the aircraft.
The ND displays an intercept point, if the intercept angle is less than 120 . The
system constantly updates it to reflect the current aircraft track and position with
respect to the intercept radial. The NAV mode engages when reaching the intercept
point.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The overfly key programs the Flight Management Guidance Computer to fly over a specific waypoint
or NAVAID. To use it:
PRESS the OVFY key.
A appears in the scratchpad.
INSERT it by pressing the key adjacent to the waypoint to be overflown. [3L] in this example.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot cannot cancel the overfly program. If you do not want to fly over the point you have entered,
use DIR TO (direct to) the next waypoint or engage the heading mode, whichever is more suitable.
The overfly function allows you to fly over a specific waypoint, and return the aircraft to the great
circle track.
"UPDATE AT"
Ident.: DSC-22_20-30-10-15-00000470.0001001 / 09 FEB 11
Applicable to: ALL
To manually change the position computed by the FMGC (FM position and bias), the pilot uses
UPDATE AT on the progress page.
Use this facility with extreme caution: It is apt to be inaccurate, because it relies on the pilot's
estimation of when a designated position has been reached.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WRITE the ident for the NAVAID (or waypoint or airport), or the coordinates, or the PBD or PBX
(Place/Bearing-Place/Bearing) at which the update is intended.
PRESS [3L] to enter the ident in the UPDATE AT field. The coordinates of the point, along with its
identifier (or ENTRY, if the identifier is not in the database), appear in that field.
PRESS [3R] to activate the update, when you estimate that you are at the position.
Note:
The system reinitializes the Estimated Position Error computation when a position update
is performed. This may lead to the appearance of a NAV ACCUR DOWNGRAD or NAV
ACCUR UPGRAD message.
If the UPDATE AT does not properly take effect, it corrupts the FM position.
In an area with good radio NAVAID coverage:
If the update error is small, subsequent radio position updating will correct the FM position.
If the update error is large, the system will reject any radio updating because its internal
reasonableness test will reject the various NAVAIDs. Thus, the FM position will only be the
MIX IRS position corrected by the position bias, determined at the time of the update, and the
error will be maintained.
In an area without proper NAVAID coverage, radio position updating will not be available and the
FM position, if incorrect, will remain incorrect until a new manual update is performed.
Therefore, the pilot should only use UPDATE AT in case of a major position problem, such as:
On the ground, no flight plan appears on the navigation display and ARC/ROSE NAV mode is
selected.
A CHECK IRS/FM POSITION message appears on the MCDU.
A FM/IR POSITION DISAGREE message appears on the ECAM.
When GPS PRIMARY is operative, the FM position will always converge towards the GPS position at
a rate depending on the aircraft altitude. Therefore, when GPS PRIMARY is operative, an inaccurate
update at will have a temporary effect on the FM position.
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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30 MAY 12
AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
General
GENERAL
Ident.: DSC-22_20-30-20-05-00010939.0001001 / 17 AUG 10
Applicable to: ALL
The vertical flight plan is divided into the following flight phases:
Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Done.
All but Preflight and Done phases are associated with speed and altitude profiles.
Each phase has an assigned profile of target speeds. For each phase the FMGS computes an
optimum (ECON) speed as a function of the strategic parameters (CI, CRZ FL, ZFW, ZFWCG, block
FUEL) and performance criteria.
ECON speed is the basis of the managed speed profile.
The ECON speed can be modified by:
Presetting a speed or Mach number on the MCDU (PERF page) for the next phase
Selecting on the FCU a speed or a Mach number for the active phase
Inserting speed constraints or speed limits on the MCDU vertical revision (VERT REV) page.
The vertical flight plan includes vertical constraints (altitude, speed, time) that may be stored in the
data base or entered manually by the flight crew through vertical revision pages.
The flight crew may also define step climbs or step descents for cruise purposes. If the flight crew
plans to climb to a higher flight level or descend to a lower level, they can use a vertical revision at
any waypoint to insert the new level.
When all the vertical data has been defined, the FMGC computes the vertical profile and the
managed speed/Mach profile from takeoff to landing.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA ENTRY
The vertical flight plan provides the FMGS with all the data required to calculate performance and
predictions. This data is either entered by the flight crew or calculated by the FMS.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT PHASES
Ident.: DSC-22_20-30-20-05-00011024.0007001 / 18 MAR 11
Applicable to: ALL
The vertical flight plan is divided into flight phases. For each phase, the FMGS computes the
optimum speed or Mach Profile. These flight phases are:
Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Done.
FLIGHT PHASES
PREFLIGHT
TAKEOFF
CLIMB
CRUISE
V2
(V2 + 10)
ECON CLB SPD / MACH
ECON CRZ MACH
DESCENT
APPROACH
VAPP
(GS Min)
GO-AROUND
DONE
Note:
SWITCHING CONDITIONS
TO NEXT PHASE
SRS takeoff mode engaged and N1 >
85 %(EPR 1.25) or Ground Speed >90 kt
At acceleration altitude or by engagement of
another vertical mode.
Reaching cruise FL
No step descent, and distance to destination
< 200 nm, or all engines operative and
selected altitude below Max [FL 200,
highest DES ALT CSTR]
Overflying (DECEL) pseudo waypoint
with NAV (or LOC*/LOC) mode engaged
and altitude <9 500 ft AGL
Manual activation of the approach phase.
1. To Go-Around: When thrust levers at
TOGA detent, or
2. To Done: 30 s after landing, or
3. To Climb: When inserting a new CRZ FL.
1. To Approach: Manual activation of the
approach phase, or
2. To Climb: Above acceleration altitude by
Selecting ALTN, or
inserting NEW DEST
To preflight: When INIT or PERF key
depressed.
During the preflight phase, the flight crew inserts the flight plan, which includes all data
needed for the flight.
During the Done phase, the FMGC erases the data entered for the flight. If the descent
or the approach phase is inadvertently activated (manual approach phase activation, for
example), the flight crew may reselect a CRZ FL on the PROG page to reactivate the CRZ
phase.
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03 APR 12
AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
VERTICAL REVISION
Ident.: DSC-22_20-30-20-05-00011025.0002001 / 17 AUG 10
Applicable to: ALL
The flight crew enters speed, altitude and time constraint, either to comply with ATC requests and
specified procedures, or at the discretion of the flight crew, in response to operational variables.
SPEED LIMIT
A speed limit is associated with altitude as a maximum speed below a specified altitude (only one
in climb and one in descent).
D to E
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALTITUDE CONSTRAINT
Altitude constraints may be attached to specific waypoints in the climb, descent, or approach
phases.
To meet the altitude constraint, the aircraft must fly over the waypoint at an altitude equal, above
or below the altitude constraint as specified by the flight crew or the database.
An altitude constraint is considered as missed if the system predicts more than 250 ft of difference
between the constraint value and the predicted aircraft altitude.
Altitude constraints are observed in CLB or DES or APP NAV-FINAL modes.
Note:
The database may contain an altitude constraint window (two altitudes between which
the aircraft must fly passing over a given waypoint), but the flight crew cannot enter such
a constraint manually.
SPEED CONSTRAINT
Speed constraints may be attached to specific waypoints in the climb, descent or approach
phases. To meet the speed constraint, the aircraft must fly over the waypoint with a speed equal or
less than the speed constraint.
A speed constraint is considered as missed if the system predicts an aircraft speed 10 kt greater
than the speed constraint.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-22_20-30-20-05 P 6/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Speed constraints are observed when NAV mode is engaged and speed target is managed.
Otherwise speed constraints are disregarded.
TIME CONSTRAINT
Time constraint may be attached to any waypoint except the "from" waypoint.
Note:
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A318/A319/A320/A321
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMS2 Honeywell
GENERAL
Ident.: DSC-22_20-30-20-25-00009323.0008001 / 14 MAY 12
Applicable to: ALL
The vertical revision function allows the pilot to modify the following parts of the flight plan:
Speed limit
Speed and altitude constraints
Time constraints
Wind
Step climb or step descent
Constant Mach Segment
The pilot selects these functions by pressing the right key on flight plan A or B.
DSC-22_20-30-20-25 P 1/14
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
This vertical functions section only describes the following three functions: Wind and time
constraints, and Constant Mach Segment.
For other vertical revision functions: Refer to the Systems Related Procedures section.
GENERAL
A Required Time of Arrival (RTA) is a time requirement to be met over a specified waypoint of the
lateral flight plan, including destination but excluding the origin and FROM waypoints. When the
predictions are available, the time constraint value is replaced by the predicted time at the related
waypoint, highlighted by a star (*):
If the RTA is predicted as matched, the star (*) is in magenta.
If the RTA is predicted as missed, the star (*) is in amber.
No specific symbol is provided on the ND.
A time constraint is cleared in the same way as any other constraints. If a time constraint is
automatically deleted. The MCDU displays an RTA DELETED message.
Ident.: DSC-22_20-30-20-25-A-00000489.0008001 / 14 MAY 12
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A318/A319/A320/A321
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OPERATING MANUAL
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
In order to receive the best predictions, the pilot must enter wind and temperature values for the
different phases and for the various waypoints of the cruise phase.
The system uses the temperature value at a given altitude, associated with the tropopause
entered on the INIT A page, to optimize the temperature profile.
Ident.: DSC-22_20-30-20-25-B-00009327.0001001 / 24 JAN 11
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Wind can be automatically received (and inserted) through the ACARS system (Refer to
DSC-22_20-70-B Wind Data - Request for Wind Data).
Once a CLIMB, CRZ, or DESCENT WIND is entered, the system ignores the TRIP WIND.
Once temperature and winds are inserted, the FMGS computes the ISA profile, and the F-PLN B
page displays the forescast wind profile (by linear interpolation and propagation).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If convenient, PRESS the (6R) prompt to insert. After insertion, the [6R] prompt is suppressed,
but the page still displays the wind values for information.
ENTERING THE CLIMB WIND (F-PLN INITIALIZATION)
If history winds are not convenient:
SELECT CLIMB WIND page from INIT A page or VERT REV page.
WRITE new winds into the scratchpad and ENTER.
Winds entered on the CLIMB, CRZ, and DESCENT WIND pages are always true north
referenced.
Tower wind, entered on PERF APPR page is magnetic-referenced.
The pilot can enter GRND in the altitude field for wind at destination.
CLIMB WIND cannot be modified when the climb phase is active.
At climb phase transition, wind data switches from blue to green, and any attempted
modification will trigger the NOT ALLOWED message.
The system extrapolates the highest wind entry to all higher levels.
The system interpolates winds between 2 entered levels.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The crew will modify the entered winds and temperatures in flight, if a significant difference is
expected (greater than 30 kt or 30 for the wind data and greater than 5 C for the temperature).
The system propagates the pilots (or ACARS) wind and temperature entries downpath, until a
waypoint for which a different temperature or wind has been entered (for the same flight level), or
until the last cruise waypoint.
The forecast winds at a waypoint are determined as follows:
If the predicted altitude at the waypoint matches an altitude defined in the CRZ WIND page, the
forecast wind, is the corresponding entered or propagated wind, displayed at that waypoint on
the CRZ WIND page.
If the predicted altitude lies between two altitudes entered on the CRZ WIND page, the wind
direction and velocity are linearly interpolated.
If the predicted altitude is above or below the set of cruise altitudes, the forecast wind is a
constant value extrapolated from the entered or propagated wind at the highest (or lowest)
altitude displayed on the CRZ WIND page for that point.
Once in flight, the FMGS considers the actual measured wind up to 200 nm ahead of the aircraft to
permanently update the wind profile. This updated wind profile is used to compute the predictions
and the performance data, but is not displayed to the crew.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-22_20-30-20-25 P 8/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The CRZ WIND pages display the propagated values in small blue font, and the pilot (or ACARS)
entries in large blue font.
Note:
The CRZ WIND page displays ACARS or crew-entered or propagated data. It never
displays computed data (F-PLN B page only).
Example:
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A318/A319/A320/A321
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OPERATING MANUAL
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the winds have been entered, the F-PLN B page displays the forecasted wind profile at all
descent waypoints, using values it has interpolated from manual entries. Descent winds are not
modifiable when the descent, approach, or go-around phase is active. At descent phase transition,
wind data switches from blue to green, and any attempted modification will trigger the NOT
ALLOWED message.
Ident.: DSC-22_20-30-20-25-B-00009332.0001001 / 24 JAN 11
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The pilot can enter the start and end points of a constant Mach segment, and its associated Mach
number, from the VERT REV page.
Only one constant Mach segment may be defined in the active flight plan, and only one in the
secondary flight plan. No constant Mach segment can be defined in the alternate flight plan.
Ident.: DSC-22_20-30-20-25-C-00000491.0008001 / 14 MAY 12
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-30-20-25 P 14/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - OPTIMIZATION
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-40-10-00011077.0001001 / 17 AUG 10
Applicable to: ALL
A to B
DSC-22_20-40-10 P 1/6
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - OPTIMIZATION
The forecast wind profile will be used to compute fuel and time predictions, as well as ECON
speed/Mach targets.
OPTIMUM TAKEOFF, APPROACH AND GO-AROUND SPEEDS
The FMGC computes takeoff speeds (F, S, Green Dot) during the preflight and takeoff phases,
using the performance model in the database and the takeoff weight.
The flight crew has to insert V1, VR, and V2 in the PERF TO page manually.
The FMGC uses the performance model and either the predicted landing weight or the current
gross weight at transition to the approach phase to compute approach speeds (VLS, VAPP, F, S,
Green Dot).
On the PERF APPR page, the selected LDG CONF determines the applicable VLS and VAPP,
the latter being updated by the WIND correction that the flight crew enters on the same page. The
FMGC uses the performance model and gross weight to compute go-around speeds (F, S, Green
Dot).
OPTIMUM TARGET SPEED FOR CLIMB, CRUISE AND DESCENT (ECON SPD/MACH)
The FMGS computes the optimum target speed (ECON SPD/MACH) as a function of:
Cost index (CI)
Cruise flight level (CRZ FL)
Gross weight (GW)
Wind and temperature models
Performance factor.
The computer processes the ECON SPDs for the climb and descent phases before the initiation of
the flight phase, and freezes the values once the flight phase becomes active.
When there is no time or speed constraint/limit, ECON SPEED is the optimum speed for the
selected cost index. It refers to fuel and time cost and not directly to fuel saving.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-22_20-40-10 P 2/6
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - OPTIMIZATION
The FM calculates ECON CLB, ECON DES and the associated top of climb and top of descent as
a function of cost index, cruise FL, and meteo data.
The computer continually updates ECON CRUISE MACH (SPD), taking into account current
weather conditions and modifications to the flight plan.
Note:
The active mode field changes from MANAGED to SELECTED, and the FM will use the entered
speed for climb predictions computation.
The flight crew can revert to managed mode by pressing the 3L key.
PRESET TARGET SPEED/MACH FOR DES PHASE
The flight crew can change the speed and/or Mach displayed in the MANAGED field by inserting
a speed and/or Mach in the MANAGED field.
Although the entered speed is chosen by the flight crew, the FMGS uses it to compute the
descent flight path and top of descent. It is therefore part of the managed descent profile.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - OPTIMIZATION
The flight crew can revert to the optimum speed/Mach by clearing the 3L field.
OPTIMUM FLIGHT LEVEL
The optimum flight level (OPT FL) indicates the most economic flight level for a given cost index,
weight, weather data. It is continuously updated in flight. It requires a 5 min minimum cruise time,
at a minimum cruise flight level of FL 100.
The OPT FL is a compromise between fuel and time saving. As a result, the flight crew may
observe jumps in OPT FL due to GW, ISA, or wind changes. The computation of the OPT FL
considers the wind entries made at the different altitudes (normally at the different CRZ FL).
When flying the subsequent CRZ FL, the OPT FL proposed by the PROG page may be affected
by the wind entries made at the previous CRZ FL; these winds are automatically propagated and
may be significantly different from the actual winds.
Note:
For simplification purposes, the FCOM/QRH gives the OPT FL at a given Mach number.
It does not consider the cost index, therefore the FMGS and the FCOM/QRH values are
different.
FM displays OPT FL on the PROG page. The PROG page displays dashes for this quantity when
the system detects an engine-out condition.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - OPTIMIZATION
DSC-22_20-40-10 P 5/6
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - OPTIMIZATION
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-40-10 P 6/6
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The cost index is a fundamental input for the ECON SPEED or ECON MACH computation. ECON
SPEED and ECON MACH reduce the total flight cost in terms of flight time and fuel consumption
(and not only in terms of fuel saving).
CI is the ratio of flight time cost (CT) to fuel cost (CF).
CI = CT/CF (kg/min or 100 lb/h).
CI = 0 corresponds to minimum fuel consumption (Max Range).
CI = 999 corresponds to minimum time.
CI = Long Range Cruise (Refer to PRO-NOR-SRP-01-50-B Preparation for Descent and Approach Cost Index for Long-Range Cruise).
Note:
The airline's operations department usually defines the cost index, to optimize each
company route. The flight crew does not ordinarily modify the cost index during a flight.
DSC-22_20-40-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-40-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-40-30-00011080.0002001 / 17 AUG 10
Applicable to: ALL
The FMGC computes predictions for the primary and secondary flight plans and displays them on
the Multipurpose Control and Display Units (MCDUs), and on the navigation display (ND) of the
Electronic Flight Instrument System (EFIS).
The computations use the current state of the aircraft (GW, CG, position, altitude, speed, engaged
mode of the autopilot or flight director, time, wind, temperature) for the active flight plan.
The computations use data entered by the flight crew for the secondary flight plan when it is not a
copy of the active flight plan. When the secondary flight plan is a copy of the active flight plan, it uses
the same data.
PREDICTIONS FOR THE PRIMARY FLIGHT PLAN
Ident.: DSC-22_20-40-30-00011085.0001001 / 17 AUG 10
Applicable to: ALL
The predictions displayed on the MCDU assume that the FMGS will guide the aircraft along the
preplanned lateral and vertical flight plans.
The predictions displayed on the ND assume that the aircraft will continue to operate in the modes
(selected or managed) that are currently active.
As long as the aircraft is flying the flight plan under managed guidance, the predictions on the MCDU
will match those on the ND.
If the flight crew does not fly the flight plan, the MCDU predictions assume that:
The flight crew will fly back towards the flight-planned route
The flight crew will immediately resume flying the FMGC managed modes.
If the flight crew does not fly the managed speed profile, the MCDU predictions assume that they will
maintain the selected speed until they reach:
In the climb or descent phase, the next speed limit or speed constraint if any, or next phase
In cruise, the top of descent.
Then, the predictions assume that the flight crew will revert to managed speed.
COMPUTATION OF PREDICTIONS
Ident.: DSC-22_20-40-30-00011086.0001001 / 17 AUG 10
Applicable to: ALL
The system calculates various predictions for the active flight plan and updates them continually
during flight as functions of:
Revisions to the lateral and vertical flight plans
Cost index
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
The MCDU and the ND show these predictions, each of which is based on specific assumptions.
Note:
These predictions consist of symbols positioned along the lateral flight plan (NAV mode engaged)
or the track line (NAV mode not engaged). These symbols (named as pseudo waypoints) and their
meanings are:
Pseudo waypoint
Definition
Level symbol at the position (top of climb or level-off) where the aircraft will reach:
The FCU selected altitude (blue) or
The constrained altitude, if it is more restrictive than the FCU altitude and if appropriate modes
are engaged (magenta).
Top of descent or continue descent symbol:
Top of descent (always white)
Continue descent symbol (white if DES is not armed, blue if it is).
Start of CLIMB symbol:
White if CLB is not armed
Blue if CLB is armed.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
Continued from the previous page
Pseudo waypoint
Definition
ALT CSTR symbol set around the constrained waypoint:
Magenta, when the ALT CSTR is predicted to be met
Amber, when the ALT CSTR is predicted to be missed
White, when the ALT CSTR is not taken into account by the FMGS, and the NAV mode is
engaged.
(10 45)
(ETP)
Crosstrack error
XX.XR or XX.XL
(X is a number)
INTCPT
Time marker and equitime point symbols appear in green to indicate where the aircraft reaches
the time marker or equitime point.
Energy circle symbol (green arc) centered on the aircraft position and oriented to the current track
line. Represents the Required Distance to Land.
Only displayed if the lateral guidance mode is heading or track, and the current FMS flight phase
is in cruise, descent or approach, and the aircraft is within 180 nm of the destination.
The crosstrack error displays the lateral deviation between the aircraft position and the track of
the F-PLN active leg.
The value is limited to 99.9 nm left or right.
Intercept waypoint is displayed on the ND at the point at which the present track intercepts the
F-PLN.
The predicted time of arrival at the TO WPT is located in the upper right-hand corner of the ND. It
assumes direct distance from the aircraft position to the TO WPT and assumes current ground speed
will be constant.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
As a general rule, the ND indicates what the aircraft will fly, with the current active FG modes.
For example:
The continuous green line on the ND represents the track the aircraft is currently flying:
If HDG/TRK is engaged, the track line is green and the flight plan is dashed
If NAV mode is engaged, the green line is the flight plan.
If the speed target is manually selected, the speed-change symbol is no longer displayed because
it will not be taken into account.
When the aircraft is not following the vertical flight plan (OP CLB, OP DES, V/S) but the NAV
mode is engaged, the system disregards any altitude constraints and puts white circles around the
waypoints that have these constraints and positions level symbols accordingly.
Pseudo waypoints are adjusted each time predictions are updated.
PREDICTIONS DISPLAYED ON THE MCDU
Ident.: DSC-22_20-40-30-00011093.0001001 / 14 MAY 12
Applicable to: ALL
The predictions displayed on the MCDU assume that AP (or FD order) is controlling the aircraft and
flying it along the preplanned lateral and vertical flight plan.
DSC-22_20-40-30 P 4/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
Therefore:
If the aircraft is guided along the flight plan (managed guidance), the MCDU predictions
correspond exactly to what the aircraft is doing
If the aircraft is not guided along the flight plan (selected guidance), the MCDU predictions assume
that it will return immediately to the flight plan, intercepting at a predetermined angle, and will then
proceed under managed guidance
If the aircraft does not fly the managed speed profile (ECON, SPD CSTR...), the MCDU
predictions assume that it will remain at the present selected speed/Mach until it reaches the next
SPD CSTR or SPD LIM or enters the next flight phase.
Note:
For secondary flight plan predictions, Refer to DSC-22_20-60-50 Secondary Flight Plan.
DSC-22_20-40-30 P 5/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
TYPE OF PREDICTIONS
Ident.: DSC-22_20-40-30-00011113.0002001 / 18 MAR 11
Applicable to: ALL
Pseudo waypoints: T/C, T/D, S/C, S/D, I/P, SPD LIM, DECEL
TIME/SPD/ALT at each WPT and pseudo-WPT
ETA/DIST TO DEST along F-PLN/EFOB at destination
EFOB/T-WIND at each WPT and pseudo-WPT
Constraint symbol * at each constrained WPT (TIME/SPD/ALT)
Altitude error in case of missed ALT constraint
EFOB/EXTRA FUEL at each WPT
TIME/EFOB at destination
TIME/DIST to a selected altitude
Fuel prediction prior engine start
REC MAX FL
TIME/EFOB at Alternate
XTRA FUEL for various Alternates
VDEV vertical deviation from vertical flight path
MCDU PAGE
F-PLN A and B
F-PLN A
F-PLN A and B
F-PLN B
F-PLN A and B
VERT REV
VERT REV
FUEL PRED/PERF
CLB/CRZ/DES
PERF CLB or DES
INIT B
PROG
FUEL PRED
ALTN
PROG
F to G
DSC-22_20-40-30 P 6/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
DSC-22_20-40-30 P 7/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
When a time speed or an altitude constraint is part of the vertical flight plan, it appears on the F-PLN
A page only at the time of insertion, or when predictions are not yet available.
Once available, the time speed and altitude predictions are displayed for all F-PLN waypoints: when
a speed or an altitude constraint is at a waypoint, a star symbol appears adjacent to the speed or
altitude prediction. If the star is magenta, the constraint is predicted to be matched. If the star is
amber, the constraint is predicted to be missed.
DSC-22_20-40-30 P 8/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
Note:
If an altitude constraint is predicted as missed, the system tells you what will be the error at
the specific waypoint.
VERTICAL DEVIATION
During descent, the system indicates to the flight crew the vertical deviation from the computed
descent profile (PFD and MCDU) and predicts where the flight crew can rejoin it.
VDEV on the PFD and PROG page, predictions on the MCDU F-PLN page, symbols on the ND,
enable assess to the vertical position versus the computed flight profile.
OPERATION RULES CONCERNING PREDICTIONS
Ident.: DSC-22_20-40-30-00011140.0001001 / 17 AUG 10
Applicable to: ALL
The flight crew must properly update the flight plan data during the flight, in order to obtain accurate
and meaningful predictions.
DSC-22_20-40-30 P 9/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
The flight crew should rely on the ND for short-term predictions. It indicates what the aircraft will do
under the currently engaged modes (selected or managed).
The flight crew should rely on the MCDU for long-term predictions, when managed guidance is active
or about to be reengaged.
OTHER COMPUTATIONS
Ident.: DSC-22_20-40-30-A-NG00897
Applicable to: ALL
Ident.: DSC-22_20-40-30-A-00011141.0002001 / 17 AUG 10
ENGINE-OUT CASE
The FMGS computes an engine-out target speed for each flight phase. It computes an engine-out
maximum altitude at long-range cruise speed, and displays it on the PROG page.
The new speed target becomes Green Dot in climb, and EO CRZ SPD in cruise.
The system computes the flight plan predictions down to the primary destination. If the aircraft
is above EO MAX ALT, the predictions are computed, assuming that a drift down descent will
immediately be performed to reach EO MAX ALT.
Ident.: DSC-22_20-40-30-A-00011142.0001001 / 17 AUG 10
DSC-22_20-40-30 P 10/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
If the aircraft is not on the lateral flight plan, predictions assume an immediate return to the active
lateral leg with a 45 convergence angle, or that it will fly directly to the TO waypoint, when the
required convergence angle is greater than 45 .
DSC-22_20-40-30 P 11/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
IDLE FACTOR
Ident.: DSC-22_20-40-30-00011259.0001001 / 16 MAR 11
Applicable to: ALL
DSC-22_20-40-30 P 12/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
The energy circle is a green arc, centered on the aircrafts position and oriented towards the
current track line. It is displayed on the NDs during descent, when HDG or TRK mode is selected. It
represents the required distance to land from the aircrafts position down to airport elevation at VAPP
speed, considering all speed constraints on the vertical profile.
PERF FACTOR
Ident.: DSC-22_20-40-30-B-NG00898
Applicable to: ALL
Ident.: DSC-22_20-40-30-B-00011145.0001001 / 17 AUG 10
GENERAL
The PERF factor is a positive or negative percentage that is used to correct the predicted fuel
flow, used for fuel prediction computation within the FMGS. It is necessary when the aircrafts
performance differs from the performance model stored in the FMGS database.
This difference can be due to one or both of the following cases:
1. The FMS contains a performance database, used to compute the predictions and the
performance data. Due to the numerous possible aircraft configurations, the same performance
database is sometimes used for aircraft with slightly different behaviors. In these cases, a PERF
factor is entered to correct the computations performed with a database not exactly tailored for
the given configuration. As a result, the aircraft or engine type identification on the MCDUs A/C
STATUS page may not correspond to that of the actual aircraft.
2. Since the actual aircraft drag and engine performance deviate from the nominal model, due to
the aircrafts age, airline Flight Operations will periodically apply a correction factor to adapt fuel
predictions to actual fuel consumption.
The PERF factor modifies the predicted fuel flow, according to the following formula:
FFpred is the FF used for prediction.
FFmodel is the FF from the aero-engine model.
This correction is applied throughout the flight, and modifies the performance predictions and the
ECON speed or Mach.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
M to O
DSC-22_20-40-30 P 13/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
For example: Entering a PERF factor of +1.5 means that Flight Operations have evaluated the
aircraft fuel deviation as 1.5 %, compared to the basic performance model (0.0).
Ident.: DSC-22_20-40-30-B-00011146.0002001 / 17 AUG 10
Only authorized personnel should take the responsibility to update the PERF factor
value.
DSC-22_20-40-30 P 14/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PERFORMANCE - PREDICTIONS
FLIGHT CREW
OPERATING MANUAL
NON/P
DAC
2
2
A321-111
CFM56-5B1
2
2
A321-112
CFM56-5B2
2
2
A321-211
CFM56-5B3
2
2
A321-212
CFM56-5B1
2
2
A321-213
CFM56-5B2
A321-214
CFM56-5B4
3
3
A320-214
CFM56-5B4
A320-215
CFM56-5B5
A320-216
CFM56-5B6
4.5
4.5
A319-111
CFM56-5B5
4.5
4.5
A319-112
CFM56-5B6
4.5
4.5
A319-115
CFM56-5B7
A318-111
CFM56-5B8
A318-112
CFM56-5B9
For other engines:
A318 PW": 0.0 %
A319/A320 CFM Family fitted with CFM 56-5A engines: 0.0 %
A319/A320/A321 IAE Family: 0.0 %
SAC
/P
DAC
DSC-22_20-40-30 P 15/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE - PREDICTIONS
consumption from the nominal model. Generally, the FLHV that is used during fuel factor
monitoring is higher than the FMS value.
In order not to penalize FMS predictions, it is necessary to correct the monitored fuel factor.
For example, add -1 % to the monitored fuel factor, when an FLHV of 18590 btu/lb is used.
Once this factor is established by the airline, it should be arithmetically added to the above-noted
performance factor.
Note:
1. At delivery, ENTER the PERF factor (given in the table above) directly in the MCDU
(no correction factor is needed).
2. When replacing an FMS1 Legacy by an FMS2, on any given aircraft model, the
performance model that is stored in the FMS2 may be different from the one that was
previously stored in the FMS1 Legacy.
As a result, DISREGARD the PERF factor previously entered in the MCDU.
ADD the monitored fuel factor (when available) to the PERF factor (given above),
and ENTER the resulting factor in the MCDU.
DSC-22_20-40-30 P 16/16
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMS2 Honeywell
GENERAL
Ident.: DSC-22_20-50-10-25-00000556.0001001 / 17 MAR 11
Applicable to: ALL
The Flight Management and Guidance System (FMGS) displays information on various pages.
When a page cannot display all of the assigned information, it cues the pilot to call up additional
information. There are three types of pages, and each type has its particular way of cuing the pilot to
call up additional information.
FIRST TYPE
When this page cannot simultaneously display all the information on the screen (more information
than the six pairs of lines can hold), the pilot can scroll the page up or down.
In this case, the screen displays a symbol in the bottom righthand corner (F-PLN pages,
secondary F-PLN page, departure/arrival pages,...).
SECOND TYPE
When the information is on successive pages, the pilot presses the NEXT PAGE key to
sequentially call up these pages.
In this case, an arrow is displayed in the top righthand corner of the screen (INIT pages).
THIRD TYPE
When different types of information are on successive pages, the pilot calls up these pages by
pressing the key adjacent to the prompts >, < or *.
DSC-22_20-50-10-25 P 1/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This page lists the various systems which the pilot can access via the MCDU.
The flight crew selects a system by pressing the key adjacent to the name of that system.
The name of the selected system is displayed in green, all others in white.
If the MCDU cannot establish communication with the selected system, it displays OUT.
When a system calls for the flight crew attention, the MCDU displays REQ next to the systems
name, and the MCDU MENU annunciator lights up.
When the flight crew presses the key next to the name of the system requiring attention, the MCDU
MENU annunciator light goes out.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-22_20-50-10-25 P 2/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SELECT
Pressing the [1R] key selects the NAV B/UP function and DESELECT
NAV B/UP NAV B/UP appears in the [1R] field.
If the NAV B/UP is inoperative, the field is blank.
RETURN This field is displayed when a function is active
When the MCDU communicated with a system other than the FMGC, the flight crew should use the
MCDU MENU page to revert to the FMGC system.
INIT A PAGE
Ident.: DSC-22_20-50-10-25-00000558.0009001 / 14 MAY 12
Applicable to: ALL
The flight crew uses the INIT A page to initialize the flight plan and align the inertial reference
system.
The flight crew accesses to this page by pressing the INIT key on the MCDU. The INIT A page can
be accessed on ground or in flight.
The flight crew may also call up this page by:
Pressing the NEXT PAGE key on the MCDU console, while on the INIT B page, or
Pressing the key next to RETURN or INSERT on the route selection page, or
Pressing the key next to INSERT on the wind page.
When in the done phase, the pilot may press the INIT key to switch to the next preflight phase.
DSC-22_20-50-10-25 P 3/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1L ] CO RTE
[ 2L ] ALTN/CO RTE
(blue)
If the flight crew enters a company route number, the screen displays all
data associated with that route (8 or 10 characters, depending on the pin
program).
Inserting the CO RTE into the RTE selection page also enters the CO RTE
number in this field.
This field is dashed, until a primary destination is entered in the 1R field.
If a preferred alternate is associated with the primary destination, it is
displayed in this field with the company route identification. The crew may
manually enter an alternate and company route.
If preferred alternate is not associated with the primary destination, NONE
is displayed in this field.
When the alternate route and the primary destination do not match, the
MCDU scratchpad displays DEST/ALTN MISMATCH.
If the primary destination is changed, this field is modified accordingly.
DSC-22_20-50-10-25 P 4/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 3L ] FLIGHT NUMBER The flight number automatically appears in this field, if it is stored with the
company route. The flight crew may modify it, or enter a new number here.
[ 5L ] COST INDEX
This is usually stored in the database along with the company route.
The flight crew may modify it, or enter a new value here. It defaults to the
last entered value, if a value is not stored in the database.
[ 6L ] CRZ FL/TEMP
The cruise flight level is usually stored in the database along with the
(cruise flight level and
company route. If not, it has to be entered manually.
temperature)
If no cruise flight level is entered, the system will not furnish predictions,
while the aircraft is on the ground.
The flight crew has to enter the temperature at cruise flight level in order to
refine the predictions. Otherwise, these are computed for ISA conditions.
(If no sign is entered, the system uses a plus).
[ 1R ] FROM/TO
This field allows the pilot to enter a city pair (ICAO codes for city of origin
and destination).
This entry automatically deletes any previously entered company route
and calls up the route selection page. If one airfield of the pair is not in the
database, the display changes to the NEW RWY page.
[ 2R ] INIT REQUEST
This prompt is displayed if the pilot did not enter an active flight plan
or entered a flight number or a company route that is not in the aircraft
database. Selecting this prompt sends the ground a request for active
flight plan initialization (downlink message). When the star is not
displayed, a downlink message cannot be sent.
The uplink flight plan is automatically inserted in the active flight plan, prior
to engine start, provided an active flight plan does not exist.
After engine start, the uplink flight plan is sent to the secondary flight plan
and manually inserted or rejected. (Refer to DSC-22_20-70 Flight Plan
Initialization Through ACARS).
[ 3R ] IRS INIT
The flight crew presses this key to access the IRS INIT page.
[ 5R ] WIND
The pilot presses this key in order to gain access to the climb wind page,
unless a temporary flight plan exists. In this case, the scratchpad displays
TEMPORARY F-PLN EXISTS.
[ 6R ] TROPO
The default tropopause altitude is 36 090 ft. The pilot can use this field to
modify it (60 000 ft maximum).
DSC-22_20-50-10-25 P 5/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This page displays all the company routes, stored in the database, that are associated with the
inserted city pair. They can be called up manually, or displayed automatically.
Manually : The pilot presses the FROM/TO or ALTN key on the INIT A page when a city pair is
displayed.
Automatically : The system displays it, when the pilot enters a city pair, or defines an alternate on
the INIT A page of the active or secondary flight plan.
TITLE
[ 1L ]
Line 2 to Line 5
[ 6L ] RETURN
[ 6R ] INSERT
Note:
The pilot can slew the display to show the rest of the route, if one page does not show it all,
or to display other company routes for this city pair.
DSC-22_20-50-10-25 P 6/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight crew uses the IRS INIT page to align the inertial reference system. The crew accesses this
page, by pressing the IRS INIT key on the INIT A page.
Line 1
LAT-REFERENCE-LONG
Line 2 LAT-GPS
POSITION-LONG
Line 3 to 5
[ 6L] RETURN
DSC-22_20-50-10-25 P 7/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 6R]
Winds in climb, cruise, descent and approach are necessary to provide the pilot with reliable
predictions and performance. Wind pages enable the pilot to enter and/or review the winds
propagated by the FMGS or sent by ACARS for the various flight phases.
Note:
TITLE
DSC-22_20-50-10-25 P 8/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1L ] to [ 5L ] TRU
WIND/ALT
[ 1R ] HISTORY WIND Displayed in preflight phase only. This key calls up the history wind
page. This page is not modifiable (small green font), but can be
inserted into the CLIMB WIND page by using the 6R key and modified
accordingly.
[ 2R ] WIND REQUEST Pressing this key sends a request for ACARS winds. (Refer to
DSC-22_20-70-B Wind Data - Request for Wind Data).
[ 5R ] NEXT PHASE
Pressing this key calls up the CRUISE WIND page, or the DESCENT
WIND page, if no cruise waypoint exists.
HISTORY WIND PAGE
[ 6L ] CLIMB WIND
[ 6R ] INSERT
DSC-22_20-50-10-25 P 9/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The cruise wind page enables the definition of a temperature at a given altitude, and is accessed
as follows:
TITLE
[ 1L ] to [ 4L ] TRU
WIND/ALT
DSC-22_20-50-10-25 P 10/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot calls it up by selecting NEXT PHASE on the CRUISE WIND page, or the WIND prompt
on the VERT REV page.
[ 1L ] to [ 5L ]
This displays inserted winds or uplinked winds, in large blue fonts, prior
to activating the descent phase (modifiable values), and in green after
descent phase activation (not modifiable values).
An entry of GRND in the ALT field is seen as the wind at ground level.
This wind is copied on the PERF APPR page (and corrected for the
magnetic variation).
A clear action on one key reverts the line to blue brackets.
[ 6L ] ALTERNATE
This field is only displayed when an alternate is defined.
The pilot-entered value or uplinked value is displayed in large blue font.
It is always modifiable by the pilot.
[ 2R ] WIND REQUEST* Pressing this key sends a request for ACARS winds. (Refer to
DSC-22_20-70-B Wind Data - Request for Wind Data).
[ 4R ] PREV PHASE
Pressing this key calls up the CRUISE WIND page. The field is erased
after the top of descent has sequenced.
Note:
Descent winds and alternate wind are deleted, if the destination airport is changed.
INIT B PAGE
The pilot uses this page to initialize the gross weight and center of gravity, before starting the
engines.
The pilot can call it up from the INIT A page during preflight phase prior to engine start, by pressing
the NEXT PAGE key on the MCDU console, as long as engines have not been started.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
F to G
DSC-22_20-50-10-25 P 11/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This page automatically reverts to the FUEL PRED page after the first engine is started.
The FMGC will stop using the pilot-entered block fuel and will compute its predictions based on the
FOB indicated by the FQI computer (or the FAC as a back up) from that moment on.
[ 1L ] TAXI
This is the taxi fuel, which defaults to a preset value, (usually 200 kg or
400 lb in the AMI file). The crew can change the value through this field.
[ 2L ] TRIP/TIME (green) This field displays trip fuel and time when predictions become available.
The pilot cannot modify this data.
[ 3L ] RTE RSV/% (blue) This field displays the contingency fuel for the route and the corresponding
percentage of trip fuel. It may be equal to 0.0, if such is the policy of the
operator. The flight crew can either enter a fuel quantity, or a percentage.
DSC-22_20-50-10-25 P 12/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 4L ] ALTN/TIME
(blue/green)
Displays alternate trip fuel and time, assuming that the Cost Index =
0 and that the aircraft flies at the default cruise flight level. (Refer to
DSC-22_20-30-10-15-C Alternate Function - Review and Selection of
Alternate Airport). The flight crew can modify the alternate fuel as required.
In this case, alternate time will be dashed.
[ 5L ] FINAL/TIME (blue) Displays the final reserve fuel and time calculated at the alternate airport
(or destination airport, if selected in the airline fuel policy section of the
AMI). Before any crew entry, the FINAL field is dashed and FINAL TIME
field is defaulted to the value specified in the AMI file (typically 30 min).
The flight crew may enter a final fuel or time, and the system will compute
associated holding time/fuel available.
The system assumes a holding pattern at 1 500 ft AGL, with the aircraft
in CONF 1 at maximum endurance speed (racetrack pattern, altitude and
selected airport can be modified through the airline fuel policy section of
the AMI).
[ 6L ] MIN DEST FOB
Displays the expected minimum fuel at destination. It is equal by default
(blue)
to the ALTN + FINAL fuel. This field can be modified directly by the flight
crew, and is also impacted by the modification of ALTN and/or FINAL fuel.
Note:
[ 1R ] ZFW/ZFWCG (blue)Displays the Zero Fuel Weight (ZFW) and Zero Fuel Weight CG (ZFWCG).
The flight crew must enter the ZFW/ZFWCG values (as appropriate) to
obtain a speed profile and predictions.
Note:
[ 2R ] BLOCK
If the flight crew enters a ZFW value that exceeds the acceptable
range (as defined in the OPC or in the performance database),
the ENTRY OUT OF RANGE message appears and the value
is rejected.
DSC-22_20-50-10-25 P 13/130
18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 3R ] FUEL PLANNING Initiates an FMGC block fuel computation using current hypothesis and
(amber)
extra = 0. When the pilot selects this function, FUEL PLANNING becomes
green, and the BLOCK field is dashed during FMGC computation. The title
of the page changes to INIT FUEL PLANNING, and BLOCK CONFIRM*
replaces the FUEL PLANNING prompt, when the block fuel is computed
by the FMGC. If the pilot modifies the parameters used to compute
prediction before confirmation, the computation automatically restarts and
FUEL PLANNING is displayed in green.
[ 4R ] TOW/LW (green) Displays the computed Takeoff Weight (TOW) and Landing Weight (LW)
at the primary destination. This cannot be modified.
[ 5R ] TRIP WIND (blue) This field allows the entry of a mean wind component for the trip from the
origin to the destination. Upon entry of a CO RTE or FROM/TO pair, this
field defaults to HD 000 in small font.
An entry preceeded by , H, HD is considered to be headwind, +, T, TL to
be tailwind. The entered speed is displayed in large blue font.
When the flight crew inserts a wind on the CLIMB, CRUISE or DESCENT
WIND page, or on the PERF APP page, the system no longer considers
the trip wind, and the corresponding field is dashed.
[ 6R ] EXTRA/TIME
Displays the amount of extra fuel, and the resulting time available for
(green)
holding over the primary destination.
EXTRA FUEL = BLOCK (TAXI + TRIP + RSV + MIN DEST FOB).
The field displays its information in small font, and it cannot be modified by
the flight crew.
FUEL PREDICTION PAGE
Ident.: DSC-22_20-50-10-25-00000562.0009001 / 14 MAY 12
Applicable to: ALL
The pilot presses the FUEL PRED key on the MCDU console to display fuel prediction information at
destination and alternate, as well as fuel management data after the engines are started.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1L ] - [ 1R ]
AT-UTC/TIME-EFOB
(green)
[ 2L ] - [ 2R ]
AT-UTC/TIME-EFOB
(green)
[ 3L ] RTE RSV% (blue) Before departure, this field displays the route reserve fuel and the
corresponding percentage of trip fuel. It may be equal to 0.0, if such is
the policy of the operator. The crew can either enter a fuel quantity or a
percentage. After takeoff, it becomes green 0.0/0.0, and the corresponding
fuel is added to the EXTRA fuel.
[ 4L ] ALTN/TIME
Displays alternate trip fuel and time, assuming that the Cost Index = 0 and
(blue/green)
that the aircraft flies at the default cruise flight level.
(Refer to DSC-22_20-30-10-15-C Alternate Function - Review and Selection
of Alternate Airport).
The flight crew can modify the alternate fuel as required.
In this case, alternate time will be dashed.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 5L ] FINAL/TIME
(blue)
Displays the final reserve fuel and time calculated at the alternate airport (or
destination airport, if selected in the airline fuel policy section of the AMI).
The flight crew may enter a final fuel or time, and the system will compute
associated holding time/fuel available.
The system assumes a holding pattern at 1 500 ft AGL, with the aircraft
in CONF 1 at maximum endurance speed (racetrack pattern, altitude and
selected airport can be modified through the airline fuel policy section of
the AMI).
[ 6L ] MIN DEST FOB Displays the expected Minimum Fuel at Destination. It is equal to the FINAL
(blue)
+ ALTN fuel. The field can be modified directly by the flight crew, and is also
impacted by the modification of the ALTN and/or the FINAL fuel.
[ 3R ] ZFW/ZFWCG
Displays the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of
(blue)
Gravity (ZFWCG) values, as entered before engine start on the INIT B page.
The flight crew can re-enter or modify these values after engine start on
the FUEL PRED page. If at engine start, no ZFW or ZFWCG values have
been entered, amber boxes are displayed in the corresponding field. The
flight crew must enter the ZFW/ZFWCG values to obtain a speed profile and
predictions.
[ 4R ] FOB (blue)
Displays the Fuel On Board (FOB) calculated by the FMGS and the following
fuel sensors:
Fuel flow and fuel quantity sensors (/FF+FQ)
Fuel flow sensors only (/FF).
Fuel quantity sensors only (/FQ).
The flight crew can modify the FOB value in flight, or modify the sensors
used by entering /FF, /FQ or /FF+FQ, as required.
[ 5R ] GW/CG (green) The FMS continuously updates the GrossWeight (GW) and Center of Gravity
(CG) during the flight. The field displays dashes, as long as the system is not
calculating the Fuel On Board, or the ZFW has not been entered by the flight
crew.
The field cannot be modified.
[ 6R ] EXTRA/TIME
Displays the amount of extra fuel, and the resulting time available for holding
(green)
over the primary destination.
EXTRA FUEL = FOB (TAXI + TRIP + RSV + MIN DEST FOB).
This field displays its information in small green font, and it cannot be
modified by the flight crew.
Note:
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
These pages display all waypoints of the active and alternate flight plans, along with associated
predictions.
The pilot can make all revisions to the lateral and vertical flight plans from these pages:
He presses the left key to revise the lateral flight plan, and the right key to revise the vertical flight
plan.
He presses the F-PLN key on the MCDU console to access the page A of the active flight plan.
FLIGHT PLAN A PAGE
Page A displays time, speed, and altitude predictions for each waypoint of the active flight plan.
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TITLE
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1R ] SPD/ALT
When the HOLD marker is slewed, the HOLD SPD Label will
overwrite the TIME/UTC title.
Line 6, DEST UTC/TIME DIST is the distance to destination along the displayed flight plan.
DIST, EFOB
EFOB is the estimated fuel on board at destination. The EFOB at
destination will turn to amber, if it becomes less than the MIN DEST FOB
value.
The sixth line is permanent and is displayed in white font once
predictions are available, except when a TMPY F-PLN is displayed or
in some cases when an ALT CSTR is entered (*CLB or DES* prompt
appears).
Note:
The predicted altitude at a waypoint is related to the QNH below the transition altitude,
and is given as a flight level above the transition altitude.
The generic flight plan page displays the FROM waypoint (last waypoint to be overflown) on the
first line, and the TO waypoint (in white) on the second line. The FROM/TO flight plan leg is called
the active leg.
The flight crew can use the scroll keys to review all flight plan legs down to the last point of the
alternate flight plan. The AIRPORT key serves as a fast slew key. The pilot can press it to call up
the next airport (DEST, ALTN, ORIGIN) to be displayed on the flight plan page.
In order to return to the beginning of the flight plan page, the pilot presses the F-PLN key on the
MCDU console.
The display shows the name of the leg between two waypoints, and the distance between them on
a line between the lines that identify them. During an approach, this in-between line also defines
the angle of the final descent path. For example, 2-3 indicates that the leg is two nautical miles
long, and the flight path angle is -3 .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The display shows the bearing between FROM and TO waypoints as the bearing from the aircraft
position to the TO waypoint. It shows track (TRK) between the waypoints shown in lines 2 and 3.
This is the outbound track of the next leg.
If the database contains a published missed approach procedure, or if someone has inserted one
manually, the display shows it in blue after the destination runway identification. It turns green
when the go-around phase becomes active.
After the last waypoint of the missed approach, the display shows the alternate flight plan in NAV
mode.
When NAV mode is engaged, the flight crew can only clear or modify the TO waypoint by using
the DIR key on the MCDU console.
PREDICTIONS
The system calculates and displays predictions for all waypoints.
It uses the current wind to compute TO waypoint predictions, and uses predicted winds to
compute all others.
CONSTRAINTS
The database may define an altitude and speed constraint for each waypoint of the climb,
descent, and approach phases, or the pilot may manually insert such constraints (except at
origin, destination, FROM, and pseudo-waypoints).
The constraints are displayed in magenta, as long as predictions are not completed.
Once predictions are available, constraints are replaced by speed and altitude predictions,
preceded by stars. If the star is in magenta, the system predicts that the aircraft will match the
constraint (altitude within 250 ft, speed not more than 10 kt above the constraints). If the star is
in amber, the system predicts that the aircraft will miss the constraint and the MCDU displays:
SPD ERROR AT WPT.
Note:
SPD and ALT CSTR may either be entered on the VERT REV page or directly on the
F-PLN A page, whereas TIME CSTR may only be entered from the RTA page.
PSEUDO-WAYPOINTS
Pseudo-waypoints are geographical positions corresponding to an event in the vertical flight
plan: T/C (top of climb), T/D (top of descent), SPD/LIM (speed limit), DECEL (deceleration for
approach), etc. The display shows them as waypoints in parentheses.
APPROACH DISPLAY
The flight crew cannot enter an altitude constraint at destination or Missed Approach Point
(MAP).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Line 1 to Line 5
WPT-EFOB-WIND
Line 6
DEST-UTC/DIST-EFOB
These pages give the pilot a list of the lateral flight plan revisions, which can be used to change the
flight plan beyond a selected waypoint.
The pilot calls up these pages from the flight plan pages (A or B) by pressing the left key adjacent to
the selected waypoint.
Different lateral flight plan revisions are available for different waypoints.
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[ 1L ] DEPARTURE
[ 2L ] OFFSET
[ 3L ] HOLD
[ 4L ] ENABLE ALTN
[ 5L ] ALTN
[ 6L ] RETURN
[ 1R ] ARRIVAL
The ident of the waypoint or airport selected for revision, along with its
latitude and longitude.
If the selected waypoint is the FROM waypoint, the title omits the aircraft
latitude and longitude, and displays the PPOS (present position) instead.
This prompt gives the pilot access to the departure pages, where he can
select and insert runways, SIDs, and TRANSs.
This prompt gives the flight crew access to the OFFSET page.
This prompt gives access to the hold pages.
This prompt allows the pilot to switch to the alternate flight plan at the
selected revision waypoint, and use it as a new active flight plan.
The system never displays this prompt at the FROM waypoint.
This prompt gives access to the alternate airport page. The system
displays it only at the destination.
This prompt returns the display to the flight plan page.
This prompt calls up the arrival pages, where RWY, APPR, STAR TRANS
and VIA can be selected and inserted.
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1R ] FIX INFO
FIX INFO is only displayed on the lateral revision page at the origin or
FROM waypoint. It gives access to the FIX INFO page.
[ 2R ] LLXING/INCR/NO This prompt allows the pilot to create the latitude/longitude crossing point.
The increment (INCR) ranges from 1 to 20 , and the number of crossing
points from 1 to 99. This prompt is not displayed for waypoints belonging
to the descent procedure.
[ 3R ] NEXT WPT
The pilot uses this prompt to enter the next waypoint. If this waypoint is
a latitude/longitude, or is neither in the database nor in the pilot-defined
elements, the display reverts to the NEW WAYPOINT PAGE.
[ 4R ] NEW DEST
The pilot uses this prompt to enter a new destination.
[ 5R ] AIRWAYS
The pilot uses this prompt to access the AIRWAYS page.
[ 6R ] INSERT
This prompt is displayed when the pilot has created a temporary flight
plan. It can be used to activate the temporary flight plan.
TEMPORARY REVISION
When the pilot selects a lateral revision, the system creates a Temporary F-PLN and displays
it in yellow on the MCDU, and as a dashed yellow line on the ND, enabling the pilot to review the
data before inserting it. As long as the temporary flight plan is not inserted, the previous flight plan
remains active and the system guides the aircraft along it.
This page provides access to the RADIAL, CIRCLE, and ABEAM intercept functions.
The reference may be a given database fix or a pilot-defined element.
If the radial, circle or abeam intercepts the active flight plan, the intersection point can be converted
to a waypoint and inserted into the flight plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
J to K
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FIX INFO page may be accessed from the LAT REV page at the origin airport, or at FROM.
Allows entries of the REF FIX. This reference may be any database element
(navaid, waypoint, NDB, airport, runway) or a pilot-defined element. Prior to
entry, amber boxes are displayed.
Enables entry of a radial from the REF FIX.
[ 2L ] - [ 2R ] RADIAL
(blue) and [ 3L ] - [ 3R ]
If the radial line intersects the active flight plan, the FMGS will compute
(blue)
the time, the along path DTG (Distance To Go), and the altitude at the
intersection point (small green font). A large blue star is then displayed to
insert the intersection waypoint into the flight plan. This waypoint is not part
of the pilot-stored elements. Format of the created waypoint is:
XXXNNN
XXX = First 3 letters of REF FIX ident.
NNN = Value of the radial
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 4L ] - [ 4R ] RADIUS This function enables the flight crew to enter a radius that defines a circle
(blue)
around the REF FIX.
When the circle intercepts the current flight path, the FMGS will compute the
time, the along path distance and the altitude at the first intersection point,
from the current aircraft position (small green front).
A large blue star is then displayed to insert the intersection waypoint into the
flight plan. This waypoint is not part of the pilot stored element.
The waypoint is automatically labelled:
DNNNXXX NNN = Value of the radius
XXX = First 3 letters of the REF FIX ident.
[ 5L ] - [ 5R ] ABEAM
Note:
This function enables the pilot to create waypoints on a flight plan (primary
or secondary) that are abeam a reference fix.
Once computed, the page displays the radial number in large green font.
Time, distance and altitude predictions are displayed in small green font.
Selecting the key adjacent to the star creates the waypoint and inserts it into
the flight plan.
The waypoint is identified by AB + the REF FIX ident e.g. AB TLS.
Abeam waypoints are not stored in the pilot-stored waypoint database.
Four FIX INFO pages, providing the capability to define four different REF FIX elements,
are available.
OFFSET PAGE
This page allows the flight crew to insert a preplanned offset into the flight plan by entering:
A start waypoint
An end waypoint
An offset distance to the left or to the right
The intercept angle value.
The flight crew calls up this page from the LATERAL REVISION page, by pressing [2L] key.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[ 1L ] OFFSET
[ 2L ] START WPT
[ 3L ] to [ 5L ]
[ 6L ] RETURN ERASE
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1R ] INTCPT ANGLE
This field displays the intercept angle. The angle may be between 10 and
50 . The intercept angle in the AMI is the default value, and is shown in
blue. When the flight crew enters an intercept angle, or modifies another
element in the OFFSET page, the field becomes yellow. One time the
temporary flight plan is inserted, the field becomes blue.
[ 2R ] END WPT
The END WPT ident for the offset is displayed in yellow if a temporary
flight plan exists, or in blue if already inserted. The default END WPT
shall be the waypoint terminating the last consecutive offsettable leg from
default or currently selected START WPT.
This waypoint can also be selected from the list of waypoints in the fields
3R to 5R, or can be manually entered by the flight crew.
[ 3R] to [ 5R ]
Display the end waypoints available for selection. Two scrolling lists are
available. The active end waypoint is displayed in green in the lists. Other
waypoints are displayed in blue. The currently selected end waypoint does
not have selection arrow associated.
[ 6R ] INSERT OFFSET INSERT: This field allows the flight crew to activate the temporary flight
DELETE
plan and reverts the display to the active flight plan. This field is displayed
when the offset segment is completely defined on OFFSET page.
OFFSET DELETE: This prompt enables the flight crew to create a
temporary flight plan where the predefined offset is canceled. This field is
displayed when an offset exists in the active flight plan.
Note:
If the waypoint lists in lines 3 to 5 do not fit in one page, the flight crew can scroll in an open
loop, two lines by two lines. To keep the initial order of the list, two markers appear:
- START OF LIST - : This marker is displayed at the beginning of the list
- END OF LIST : This marker is displayed at the end of the list.
AIRWAYS PAGE
This page allows the pilot to select up to five airways for stringing into the flight plan, after the revise
waypoint.
The pilot calls up this page by pressing the lateral revision page [ 5R ] key.
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[ 1L ] to [ 5L ] VIA
[ 6L ] ERASE or
RETURN
1. If the entered airway contains at least one fixed radius transition waypoint as defined in
the navigation database, and the TO waypoint is defined and, the fixed radius transition
waypoint is in the flight plan, then, FIXED TURN RADIUS AWY is displayed between
the VIA and TO fields.
2. If the condition for display FIXED TURN RADIUS AWY is satisfied for two consecutives
airways lines, the second line displays () instead of the whole message.
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DEPARTURE PAGES
Ident.: DSC-22_20-50-10-25-00000567.0001001 / 17 MAR 11
Applicable to: ALL
These pages allow the pilot to review departure procedures (RWY, SID, TRANS) and enter them into
the active flight plan.
When the display shows the lateral revision page for the origin, the pilot calls them up by pressing
the 1L key.
Three pages are available: RWY, and SIDS and TRANS (if any).
The pilot sequentially calls up each page by selecting a data item (such as RWY), or by pressing the
NEXT PAGE key on the MCDU console.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This line displays the RWY, SID, and TRANS in green after they have been
inserted into the active flight plan, or in yellow if selected but not yet inserted.
If nothing has been selected or inserted, the line displays dashes.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 2L ] to [ 5L ]
RWY/SIDs
These pages allow the pilot to review and modify the holding pattern parameters at the selected
revise waypoint.
The flight crew calls up these pages by pressing the HOLD key on the LAT REV page for the
waypoint. The flight crew can insert database hold, holds computed by the FMS or holds that they
manually define.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COMPUTED HOLD
If a default hold is computed by the FMS and can be inserted, the parameters in [ 1L ], [ 2L ] and
[ 3L ] appear in yellow.
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1L ] INB CRS
This field displays the inbound course of the holding pattern. The data may
be manually or automatically modified.
[ 2L ] TURN
This field shows the direction to turn in the hold (L or R). The data may be
modified.
[ 3L ] TIME/DIST
This field shows the time and distance for the outbound leg. The data may
be modified, but time and distance cannot be entered simultaneously.
Time and distance are dependent values that the system calculates from
the predicted true airspeed, which in turn depends upon the holding speed
(speed for maximum endurance, ICAO speed limit, or constraint speed,
whichever is lower).
[ 6L ] ERASE or
The pilot presses this key when the field shows ERASE, to erase the
RETURN
holding pattern.
The pilot presses this key when the field shows RETURN, to return to the
LAT REV page, if the hold is already inserted in the flight plan.
[ 2R ] REVERT TO... The pilot presses this key to delete manual modifications to the database
hold (or computed hold), and to revert to the database (or computed)
holding data.
[ 6R ] INSERT
The pilot presses this key to insert the hold into the active flight plan.
LAST EXIT UTC FUEL This field displays the time at which the aircraft must leave the holding
pattern in order to meet fuel policy criteria (extra fuel = 0). The system
also displays the estimated fuel on board at that time. Always displayed in
thousand of kilograms or pounds.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DIRECT TO PAGE
Ident.: DSC-22_20-50-10-25-00000569.0001001 / 17 MAR 11
Applicable to: ALL
Pressing the DIR key under the MCDU screen brings up the DIR TO page. On this page, the [ 1L ]
key is the DIR TO key. The pilot presses it to modify the flight plan by creating a direct leg from the
aircraft's present position to any selected waypoint. When in NAV mode, the pilot must use this key
to modify the active leg or the TO waypoint. The pilot cannot call up this page when the aircraft's
present position is not valid.
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18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1L ] DIR TO
Line 3 to Line 6
[ 2L ] ABEAM PTS
If the pilot does not select the RADIAL IN (1R) or RADIAL OUT (2R) or
ABEAM PTS (2L), the DIR TO function routes the aircraft from the present
position to the waypoint inserted in the DIR TO field.
These lines display the active flight plan with time/speed/distance
predictions. The display may be slewed .
Pressing any key activates the DIRECT TO function from the present
position to the waypoint adjacent to that key.
The flight crew presses this key to activate the DIR TO/ABEAM function
which projects the flight plan waypoints perpendiculary on the DIR TO leg:
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1R ] RADIAL IN and The pilot fills in these fields to define a radial, associated to the waypoint
[ 2R ] RADIAL OUT
defined in 1L. These keys respectively activate the DIR TO/INTERCEPT
TO and DIR TO/INTERCEPT FROM functions. The pilot enters the radial
in, or radial out, as : XXX, XXX being the radial.
The aircraft intercepts from its current position and tracks the selected
waypoint and radial to (or from) this waypoint.
EXAMPLE: RADIAL INBND - DIR TO BEROK - RADIAL 270 INBOUND
If the DIR TO/INTCPT WPT entry is to a waypoint already in the flight plan, a default RADIAL IN is
displayed in small font. However, no radial is displayed on the ND for this default radial. No default
radial is provided for the RADIAL OUT field.
Selecting the INTCPT TO (RADIAL IN [ 1R ]) function:
Activates the intercept radial INTO the WPT.
Sets the course = radial IN + 180 .
Reverts the display to the F-PLN A page.
Selecting the INTCPT FROM (RADIAL OUT [ 2R ]) function:
Activates the intercept radial FROM the WPT.
Sets the course = radial OUT.
Reverts the display to F-PLN A page.
For details, DSC_22_20_30 Flight Planning.
ARRIVAL PAGES
Ident.: DSC-22_20-50-10-25-00000570.0009001 / 14 MAY 12
Applicable to: ALL
These pages enable the pilot to review arrival procedures (approaches, VIAs, STARs, TRANS) and
enter them into the active flight plan.
The pilot calls them up from the LAT REV page for the destination by the pressing the 1R key.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
P to Q
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Three pages, APPR, STAR, and VIA, are available, along with a fourth,TRANS, if there are any
transitions.
The pilot calls up each page sequentially, either by selecting a data item (such as APPR), or by
pressing the NEXT PAGE key on the MCDU console.
Line [ 1L ] - [ 1R ] [ 2R ] This line displays the APPR, VIA, STAR, and TRANS in green, if they have
been inserted in the flight plan, and in yellow, as a temporary flight plan, if
they have been selected but not yet inserted.
It displays dashes or NONE, if nothing has been selected or inserted.
[ 2L ] APPR VIAS
The pilot presses this key to call up transitions from the last point of the
STAR to the first point of the approach.
[ 3L ] to [ 5L ]
These fields list selectable and selected APPRs, STARs, and VIAs. The
flight crew can slew the pages, when necessary. Selectable APPRs, STARs,
and VIAs are displayed in blue with an arrow.
Once the pilot has selected an APPR, STAR, or VIA, the arrow disappears.
After the APPR, STAR, or VIA is inserted into the flight plan, it is displayed in
green.
For each approach, the display shows runway length, heading, and the
frequency and identifier of the ILS when ILS is available.
In case there are multiple approaches for the same runway, the approach is
identified with the runway plus the multiple indicator (i.e. ILS 33L-S).
[ 6L ] ERASE or
The pilot presses this key to erase selected data and to revert to the
RETURN
previous selection. The page reverts to the LAT REV page.
The field displays RETURN, instead of ERASE, when the flight crew has
not created a temporary flight plan.
[ 3R ] TRANS to [ 5R ] These fields display selectable and selected enroute transitions (if any).
They are blue when selected, and become green when inserted into the
active flight plan.
[ 6R ] INSERT
The pilot presses this key to insert the temporary procedure into the active
flight plan. The page reverts to the active flight plan page when this occurs.
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ALTERNATE PAGE
Ident.: DSC-22_20-50-10-25-00000571.0001001 / 17 MAR 11
Applicable to: ALL
This page enables the pilot to review, in the NAV database, the alternate airports that are paired
with the destination, and define additional alternates, if needed. (Alternate airports are linked to the
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destination). The pilot calls up this page with the ALTN prompt, from the lateral revision page for the
destination.
TITLE
[ 1L ] ALTN
Line 2 to line 5
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[ 4L ] OTHER ALTN
NO ALTN
[ 6L ] RETURN or
ERASE
[ 1R ] CO RTE
[ 6R ] INSERT
The pilot can enter an airport identifier in the brackets (Line 3). If that airport
is not stored in the database , the NEW RUNWAY page appears for the pilot
to use in defining it.
If it is stored in the database, the ROUTE SELECTION page appears, and
the pilot can use it to select the best route.
The pilot may enter a distance in the DIST field of the OTHER ALTN prompt,
in order to get preliminary fuel predictions. However, once he has selected
the alternate airfield as a temporary alternate and then inserted it, the ALTN
distance reverts either to the airway distance, if he has selected a company
route, or otherwise to the direct distance to the alternate.
The pilot can use OTHER ALTN to overwrite and replace the previous
OTHER ALTN.
The pilot uses this key to select the NO ALTN option.
The pilot presses this key to make the display revert to the LAT REV page.
Pressing this key erases the temporary selection.
Pressing this key displays the active company route between the destination
and the selected alternate.
Pressing this key activates the temporary selection.
ROUTE SELECTION PAGE FOR ALTERNATE
This page enables the pilot to review the company route between the destination and the alternate,
and to select a different route, if that seems appropriate.
This page comes up automatically, when the flight crew enters an ident in the OTHER ALTN field.
See the Route Selection page Refer to DSC-22_20-50-10-25 Route Selection Pagefor a description
of this page.
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[ 6R ] SELECT
Pressing this key reverts the display to the alternate page. (The distance
between the destination and the alternate is then the airway distance).
VERTICAL REVISION PAGES
These pages contain the menu of available vertical flight plan revisions that can be applied at a
selected waypoint.
The pilot calls up these pages from the flight plan A or B pages by pressing the right hand key next to
the selected revised waypoint.
The pilot may make several different vertical revisions (although some may not be available at all
waypoints): Speed limit, speed constraint, altitude constraint, time constraint, wind page and STEP
ALTS page.
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TITLE (white)
[ 1L ] TOO
STEEP PATH
BEYOND (amber)
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[ 2L ] CLB/DES SPD
LIM (magenta)
This field displays the speed limit applicable to the climb or descent phase. It
displays it in large font when data has been inserted manually, and in small
font when data comes from the database.
[ 3L ] SPD CSTR
This field displays any speed constraint assigned to the revised waypoint. It
(magenta)
is in large font when inserted manually, and in small font when it comes from
the database.
It is not displayed at the origin airport, at a FROM waypoint, a speed limit
pseudo waypoint, or the destination airport.
[ 4L ] QNH
This field only functions when the revised waypoint is the primary
destination.
It allows the pilot to enter the atmospheric pressure at sea level.
This field is identical to the QNH field of the PERF APPR page.
[ 4L ] MACH/START This prompt allows the pilot to enter or modify the start point of a
WPT (blue)
constant Mach segment, and its associated Mach. It is not displayed
at primary destination and alternate flight plan waypoints. (Refer to
DSC-22_20-30-20-25-C Constant Mach Segment - Entering a Constant
Mach Segment).
[ 5L ] WIND (blue)
The pilot presses this key to access the wind pages.
The first wind displayed page, corresponds to the selected waypoint (e.g.
climb page), if the selected waypoint is a climb phase waypoint.
A CLR action reverts it to brackets.
[ 6L ] RETURN or CLB The pilot presses this key to return to the last displayed flight plan page.
When displayed, pressing this key assigns the constraint to CLB phase and
inserts it into the vertical flight plan. The page reverts to the flight plan page.
[ 2R ] RTA prompt
This prompt gives access to the RTA page. It is not displayed when the
VERT REV page is accessed from the alternate F-PLN.
[ 3R ] ALT CSTR
This field displays the altitude constraint assigned to this revised waypoint.
(magenta)
It uses large font when the constraint is manually-entered, and small font
when it is from the database.
A CLR action reverts it to brackets.
The constraint may be:
At, entered as XXXXX (Example: FL 180).
At or above, entered as + XXXXX or XXXXX + (Example: FL + 310).
At or below, entered as XXXXX or XXXXX (Example: -5 000).
A window constraint.
The altitude window consists of two altitudes between which the aircraft
should fly. The crew cannot manually enter a window constraint.
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FCOM
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This field displays the glide intercept altitude for an ILS approach on the
vertical revision page at destination.
[ 4R ] ALT ERROR
When the aircraft misses a predicted altitude constraint, this field displays
(green)
the difference between the altitude constraint and the predicted altitude.
If, for example, - 500 appears in this field in green, the aircraft will reach
the waypoint at an altitude 500 ft below the constraint altitude.
This only applies to waypoints in the climb and descent phases.
[4R] END WPT (blue) This prompt allows the pilot to enter or modify the endpoint of a constant
Mach segment. It is displayed when a pair Mach/start exists in 4L field.
This prompt is not displayed on the destination VERT REV page. (Refer
to DSC-22_20-30-20-25-C Constant Mach Segment - Entering a Constant
Mach Segment).
[ 5R ] STEP ALTS
This legend appears for any waypoint, once a cruise altitude has been
(white)
entered. It is not available in engine-out, descent, approach, and go-around
phases.
This gives the pilot access to the STEP ALTS page.
[ 6R ] DES
When this field displays DES, pressing this key assigns the constraints to
the descent phase and inserts them into the vertical flight plan. The page
reverts to the F-PLN page. (See note below).
Note:
Altitude and speed constraints may apply to the climb, descent, or approach phase, but
never to the cruise phase. Fields 6L/6R display CLB/DES when the revised waypoint is a
cruise phase waypoint and the FMGS needs to know if the new constraint is to be applied
in climb or descent phase. The FMGS will modify the cruise phase accordingly. These 2
prompts also display CLB/DES when the predictions are not computed. (Top of climb and
top of descent not yet defined).
STEP ALTS PAGE
This page allows the pilot to insert up to four geographic step points and one optimal step point into
the flight plan. This page also displays the fuel/time savings associated with the optional step.
The flight crew calls it up either from the vertical revision page.
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TITLE [1L] - [1R] [4L] - STEP ALTS in white followed by the current cruise altitude in green.
[4R]
ALT/WPT {blue} : The waypoint identifier, as well as the altitude to step, can be entered in this
field. Both are displayed in large font. The waypoint may either be an active
(or secondary) flight plan waypoint, or an inserted optimal point (OPT).
When an entry is made, a temporary F-PLN is created.
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Displays the distance to go, and time from the present aircraft position along
the flight plan to the step point.
Note:
Note:
If no optimal step point exists for the altitude displayed in [ 1L ], the NO OPTIMAL
message is displayed in the FUEL/TIME field. This message is also displayed, if the optimal
step falls into a discontinuity.
[ 5L ] OPT STEP:
ENTER ONLY ALT
(white) TO OPT S/C
(green small front)
This field displays the distance and time to an uninserted optimal step point,
if one exists. It is displayed to guide the flight crew for the entry format of an
optional step.
[ 6L ] RETURN
[ 5R ] SAVINGS
The flight crew presses this key to return to the previous page.
This field displays the fuel and time savings prior to the insertion of the
optimal step point.
Note:
Fuel savings are displayed in thousand of kilograms (or pounds) (maxi 99.9).
The value is preceded by:
in case of fuel saving,
+ in case of additional fuel cost.
Time savings are displayed in hours and minutes. The value is preceded by
in case of time saving,
+ in case of additional time cost.
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[ 6R ] INSERT* (amber) This field displays INSERT*, when an optimal step point exists but is not yet
inserted. When INSERT is selected:
The optimal step point is inserted into the flight plan.
OPT is displayed in line 1L.
Optimal step distance and time are deleted in line 5L.
The UPDATE* blue prompt replaces the INSERT* prompt.
UPDATE*
This prompt enables the computation of another optimal step point.
The UPDATE* prompt is then replaced by the INSERT* prompt.
RTA PAGE
Ident.: DSC-22_20-50-10-25-00000575.0009001 / 14 MAY 12
Applicable to: ALL
The Required Time of Arrival (RTA) page allows the entry and display of a waypoint identifier, with
associated time constraints. The page also displays the entered or computed Estimated Takeoff
Time (ETT), as well as the following data:
Predicted ETA at the time-constrained waypoint;
Performance adjusted SPD target;
Time error;
Distance to time constrained waypoint;
Active speed mode;
The flight crew calls up this page with the RTA prompt from the vertical revision page.
TITLE
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line 1
[2L] MANAGED
[3L] ACT MODE
[6L] RETURN
[2R] ETA
[3R] RTA ERROR
[6R] ETT
UTC
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When the flight crew presses these keys, the display shows all essential
navigation data.
This key calls up the GPS MONITOR page.
This key calls up the aircraft status page.
This key calls up the closest airports page.
This key calls up the equitime point page.
This key calls up the PRINT function pages and the ACARS function
pages.
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WAYPOINT PAGE
The pilot can call up this page by pressing the 1L key on the DATA INDEX page. The display
then shows waypoint information associated with the identifier the flight crew inserts it in the
[ 1L ] field.
With this page it is possible to call any waypoint not stored in the stored waypoint list, if they
belong to the active, temporary, or secondary flight plan.
STORED WAYPOINT PAGE
The pilot calls up this page by pressing the 1R key on the DATA INDEX page.
This page displays waypoints, defined and stored by the pilot. It lists each stored waypoint, along
with a number that shows the relative order in which it was inserted in the database. This number
is displayed in the upper righthand corner of the page. For example, 1/20 indicates that the
waypoint was the first of 20 stored.
Note:
Latitude/Longitude crossing points and Abeam/Radial Intercept points are never included
in the stored waypoint list.
[ 1L ] IDENT
[ 2L ] LAT/LONG
[ 3L ]
[ 5R ] NEW
WAYPOINT
[ 6R ] DELETE ALL
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NAVAID PAGE
The pilot calls up this page by pressing the 2L key on the DATA INDEX page 2.
This page displays NAVAID information associated with the identifier the pilot inserts in the [ 1L ]
field.
[ 2L ] CLASS
This field identifies the NAVAID as VOR, DME, VOR DME, VORTAC,
NDB, LOC, ILS, MLS, ILS/DME, MLS/DME, ILS/TAC or TACAN. It
displays NON COLLOCATED, if the NAVAID is uncollocated.
[ 4L ] FREQ or CHAN CHAN is displayed, if the class of NAVAID is an MLS or an MLS DME.
[ 5L ] ELV
This field gives the NAVAID elevation in feet above sea level. It is not
displayed for VOR or NDB.
[ 6L ] FIG OF MERIT This field shows how far out the FMGS can autotune a VOR, VOR/DME,
VORTAC, or DME for display or for computing position.
0 : up to 40 nm
1 : up to 70 nm
2 : up to 130 nm
3 : up to 250 nm
[ 1R ] STATION DEC This is the magnetic declination in the NAVAID area (used only for VOR,
or RWY IDENT
VOR/DME, and VORTAC).
The field displays RWY IDENT, if the NAVAID is a LOC, ILS, MLS,
ILS/DME, MLS/DME or ILS/TAC.
[ 2R ] CATEGORY
This field shows the NAVAID's category, if it is an ILS, ILS/DME, MLS,
MLS/DME or ILS/TAC. A LOC DME has a category = 0.
[ 3R ] COURSE
This is the localizer course, if the NAVAID is an ILS or a LOC.
[ 6R ] RETURN
This prompt is displayed, if the page has been accessed from the
SELECTED NAVAID page. The pilot presses this key to return to the
SELECTED NAVAID page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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A number in the upper righthand corner of the screen shows the relative order in which the
NAVAIDs were stored. (For example, 3/7 means the third out of the seven stored).
Slew keys give the pilot access to the different stored NAVAIDs.
[ 1L ] IDENT
The pilot deletes a stored NAVAID by entering its ident in this field, then by
pressing the CLR key at the bottom of the MCDU control panel.
[ 6R ] DELETE ALL
The pilot presses this key to erase all the stored NAVAIDs, except those
and CONFIRM
currently used in the active or secondary flight plan. (The MCDU displays
DELETE ALL
F-PLN ELEMENT RETAINED.).
NEW NAVAID PAGE
The pilot calls up this page by pressing the 5R key on the STORED NAVAID page.
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It can be used to define and store up to 20 NAVAIDs. Entering an additional waypoint deletes the
first one. The NAVAID elements must be entered in two steps:
1. Enter the data in the lines of amber boxes.
2. Enter frequency, elevation, figure of merit, and station declination or ILS category and course, if
applicable.
Note:
[ 1R ] STATION DEC The pilot must enter the magnetic declination, if the prompt is displayed.
This prompt is displayed only for VOR, VORTAC or VOR/DME.
[ 3R ] COURSE
If the NAVAID is an ILS, LOC, enter the course.
[ 6R ] STORE
This prompt appears when all the amber boxes are filled in. The pilot
presses the key to store the NAVAID.
A stored NAVAID is never used for position computation.
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RUNWAY PAGE
This page displays the following information:
[ 1L ] IDENT
The runway IDENT, which comprises the airport identification and the
runway direction, uses six or seven digits (Example: CYYZ 24L and LFRJ
08).
[ 2L ] LAT/LONG
The latitude and longitude of the runway threshold.
[ 4L ] LENGTH
The runway length in meters (M) or feet (ft), in five digits (9 999 ft).
[ 5L ] ELV
The elevation of the threshold in feet above sea level.
[ 6L ] CRS
The runway course (degrees magnetic).
[ 1R ] LS IDENT
The LOC or ILS identifier.
STORED RUNWAY PAGE
The pilot uses this page to display or delete the defined and stored runways. The stored runways
are listed and numbered in the order in which they were inserted. The number is displayed in the
upper righthand corner of the page. (For example, 2/4 means the runway is the second of the four
stored runways).
The pilot can delete any stored runway from the database by displaying its IDENT in the 1L field,
then by pressing the CLR key on the MCDU control panel.
[ 6R ] DELETE ALL
The pilot presses this key to erase all the stored runways, except those
and CONFIRM
used in the active or secondary flight plan. (The MCDU displays F-PLN
DELETE ALL
ELEMENT RETAINED).
[ 1L ] to [ 6L ]
These fields are similar to the RUNWAY page fields.
NEW RUNWAY PAGE
The pilot can use this page to define and store up to 10 runways.
When the pilot enters an ILS/LOC IDENT in the [ 1R ] field the new NAVAID page comes
up. When the pilot has entered and stored the necessary data in the new NAVAID page,
the new runway page reappears.
The new runway page and the new NAVAID page (ILS/LOC) are not independent:
When the flight crew first defines the ILS/LOC (on the new NAVAID page) the new
runway page, when called up, already displays the RWY course, RWY IDENT, and ILS
IDENT (copied from the new NAVAID page).
When the flight crew first defines the runway (on the new runway page) the new
NAVAID page, when called up, already displays the ILS course, ILS IDENT, and runway
IDENT.
The pilot must enter the two runway directions on two different new runway pages (Example: LFRJ
08 and LFRJ 26) to allow the flight plan to select either one.
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FCOM
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Note:
When 10 runways are stored, entering a new stored runway deletes the first one of the
list (1/10).
[ 1L ] to [ 6L ]
[ 1R ] LS IDENT
[ 5R ] RETURN
[ 6R ] STORE
Note:
The NEW RUNWAY may be used for departure or destination, but no SID or STAR
can be associated or stored with this runway. Therefore, the pilot will use it as an
independent airport.
A new runway is identified by the 4letter ICAO airport identifier, although all six or seven
digits must be entered.
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ROUTE PAGES
(Not-modifiable)
[ 1L ] CO RTE
Any company route IDENT, entered in this field, causes all the elements of
the route to be displayed.
AA
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Line 2 to Line 6
[ 1R ] FROM/TO
These lines display the various route elements, including waypoints and
airways.
This field is automatically filled in, when the pilot enters the IDENT for
a company route. When the pilot manually enters a city pair, the MCDU
displays NOT IN DATA BASE if the city pair is not in the navigation
database. If the city pair is in the database, the CO RTE field displays the
first route stored (small blue font). If more than one route is stored, the
pilot can slew to see the different routes.
This page displays up to 5 routes, stored by the pilot. The stored routes are listed and numbered in
the order of insertion. The number is displayed in the upper right-hand corner of the page.
[ 1L ] CO RTE
This field identifies the stored route. Clearing this field deletes the stored
route.
Line 2 to Line 5
The fields in these lines are identical to the corresponding fields in the
route page.
[ 6L ] DELETE ALL
Pressing this key changes the label to amber CONFIRM DELETE ALL.
Pressing this key a second time deletes all previously-stored routes.
[ 1R ] FROM/TO
This identifies the city pair of the stored route.
[ 6R ] NEW ROUTE Pressing this key calls up the new route page.
NEW ROUTE PAGE
The pilot calls up this page by pressing the NEW ROUTE key on the stored route page. It can be
used to store up to five new routes that have already been defined in the active or secondary flight
plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
AA
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[ 1L ] CO RTE
This field enables the pilot to enter a new company route IDENT. If that
IDENT has already been assigned, the entry is rejected.
[ 2L ] STORE ACTIVE Pressing this key stores parameters of the active flight plan as new route.
F-PLN (blue)
The display shows this prompt when the system contains a FROM/TO, but
only during preflight.
[ 3L ] STORE
Pressing this key stores parameters of the secondary flight plan as
SECONDARY F-PLN new route. The display shows this prompt when the system contains a
(blue)
FROM/TO and the secondary flight plan has not yet been sequenced.
Note:
If it has not already been named, a stored route is automatically named when stored:
SRTE 1 to SRTE 5.
When 5 routes are already stored, the pilot cannot insert a new stored route. The
STORED ROUTE FULL message is displayed, and the pilot must manually delete a
route in order to store a new one.
Several flight plan elements are not retained when the route is stored:
Pilot-entered holds
Offset
Pilot-entered constraints
Modifications to terminal procedures
Pseudo-waypoints
Step at optimum.
Pilot-entered constant Mach segment.
The MCDU then displays REVISIONS NOT STORED.
AIRCRAFT STATUS PAGE
The system automatically displays this page at power up, but the pilot may also call it up by pressing
the DATA key on the MCDU console.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
AA to AB
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TITLE
[ 1L ] ENGINE TYPE
Note:
AIRCRAFT TYPE
The system uses this to calculate predictions.
When the same performance database is used for various aircraft configurations, the
aircraft type displayed may differ from the actual aircraft.
[ 2L ] ACTIVE
DATABASE
[ 3L ] SECOND
DATABASE
CAUTION
The validity period and part number are displayed in large font.
The validity period is displayed in small font. The pilot can press the 3L key
to switch to the second database as the active database.
Cycling the database erases the primary and secondary flight plans, as well as the
stored data. The flight crew must never do this in flight.
[ 5L ] CHG CODE
This field allows the entry of a code to change the IDLE and/or PERF factor,
displayed in 6L. It is displayed in the PREFLIGHT and DONE phases. The
label is displayed in small white font. The brackets, or the entered value, is
displayed in large blue font.
AB
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 6L ] IDLE/PERF
[4R] STORED
This field displays pilot-stored data in a large green font. The field is blank,
if no data is stored. (The airline can choose to have this data automatically
erased at the done phase).
[5R] DELETE ALL
Pressing this key changes the label to amber CONFIRM DELETE ALL.
Pressing this key a second time deletes all pilot-stored data, except data that
is part of the active and secondary flight plans.
[6R] STATUS/XLOAD This prompt gives access to the P/N STATUS and P/N XLOAD pages.
P/N XLOAD PAGE
Ident.: DSC-22_20-50-10-25-00000582.0001001 / 17 MAR 11
Applicable to: ALL
This page allows the crossloading of all databases or configuration files part numbers which are
different between both sides. Crossloading from this page avoids reviewing each individual P/N
STATUS page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[1L]
[4L]
Line 5
[5L]
P/N XLOAD
FMS 1 UPDATE: FMS 1 can be loaded on the right side MCDU.
FMS 2 UPDATE: FMS 2 can be loaded on the left side MCDU
START XLOAD: This blue prompt is displayed, only if the system detects a
difference between both sides' part numbers.
FMS 1/FMS 2 IDENTICAL: Displayed in green, when there is no difference
between both sides' part numbers.
FM 1 TO FM 2 or FM 2 TO FM 1: Indicates the crossloading direction. This
line is not displayed when there is no difference between both side part
numbers.
A/C STATUS: This white prompt is displayed, when there is no crossloading
in process. It gives access to the A/C STATUS page.
MM: SS MIN REMAINING: Indicates the time remaining for crossload
completion, when a crossload is in process.
The pilot presses this key to return to the A/C STATUS page.
Pressing this key calls up the next P/N XLOAD page.
P/N STATUS PAGES
These pages allow reviewing and crossloading the following databases and configuration files
between both FMS:
FMS SOFTWARE part numbers
Page 2
NAV DATA BASE part numbers
Page 3
FM AIRLINE CONFIG part numbers
Page 4
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
AC to AD
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18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Page 5
Page 6
Page 7
TITLE
Line 1 ELEMENT
P/N STATUS
Indicates the name of the database or configuration file that can be
crossloaded:
FMS SOFTWARE on Page 2
NAV DATA BASE on Page 3
FM AIRLINE CONFIG on Page 4
FM OPTIONS CONFIG on Page 5
PERF DATA BASE on Page 6
FLIGHT TEST DATABASE on Page 7.
Line 2 FMS1 P/N Line 3 These fields display the part numbers of the database or configuration file
FMS2 P/N
(stated on line 1), that are installed on the FMS 1 and 2.
Identical part numbers are displayed in green, different ones in amber.
During crossload, the updated part number is replaced by the amber
ACCEPTING XLOAD message.
AD
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Line 4
This line is empty when the active flight phase is not Preflight or Done.
XLOAD FMx TO FMy or START XLOAD FMx TO FMy: This blue prompt is
displayed when the database or configuration file (stated on line 1) can be
crossloaded.
XLOAD ARMED: Displayed in blue on the receiving FM when the crossload
has been requested, but not yet confirmed.
XLOAD IN PROCESS: Displayed in white when the crossload is ongoing.
XLOAD NOT SUPPORTED: Crossloading is unavailable for this element.
NO P/N TO XLOAD: The element is missing.
NEED FG 1/FG 2 IDENTICAL TO XLOAD: The receiving side's FG software
is incompatible with the FG software to be crossloaded.
NEED FM 1/FM 2 SOFTWARE IDENTICAL TO XLOAD: The crossloaded
element is incompatible with the receiving side's FM software.
This prompt is available, when no crossload is in process. This gives the
pilot access to the aircraft status page.
MM: SS MIN REMAINING: Displays the time remaining to complete the
crossload, when a crossload is in process.
This key calls up the previous P/N STATUS page.
This amber prompt is displayed when a crossload is in process. The pilot
uses it to stop the crossload.
This key calls up the next P/N STATUS page.
This amber prompt is displayed when a crossload has been armed. The pilot
presses it to start the crossload.
DUPLICATE NAMES PAGE
This page, which automatically appears, allows the pilot to select a specific waypoint, airport, or
NAVAID when the database holds more than one under the same identifier.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot presses the key adjacent to a waypoint, NAVAID, or airport to select it as the one to be
entered. When the pilot has finished, the page automatically reverts to the previously displayed page.
DISTANCE
The direct distance to the aircraft is displayed in green above each name. If this distance is greater
than 9 999 nm, 9 999 nm is displayed.
LAT/LONG COLUMN
This column lists the rounded off latitudes and longitudes of the different points, using the same
identifier.
FREQ/CHAN COLUMN
This column lists the NAVAIDs frequencies, if any. It displays CHAN for a MLS.
Note:
The DUPLICATE NAMES page is not displayed when 2 waypoints with the same
IDENT belong to the same airway. The system selects the first waypoint found in the
database.
The waypoints or NAVAIDs are ranked by their distance from the aircraft position.
When a waypoint is named using ICAO phonetic alpha characters, a minus sign and
the ICAO code of the country where the waypoint is located, are displayed. e.g. Alpha
in France becomes A-LF; Bravo in England becomes B-EG.
POSITION MONITOR PAGE
This page displays all the different positions that the FMGC has computed with the various available
methods of navigation. It also shows which method obtained each position. (The positions should be
almost identical).
The pilot calls up this page by pressing the 1L key on the data index page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Line 1 FMGC 1
This line shows the latitude and longitude, as calculated by the FMGC 1, and
the navigation method used by the FMGC for that calculation (Example: 3
IRS/DME/DME).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Line 2 FMGC 2
This line shows the latitude and longitude, as calculated by the FMGC 2, and
the navigation method used.
Line 3 RADIO or GPS This line shows the latitude and longitude, calculated by the onside FMGC
or GPIRS
from selected radio NAVAIDs (Example: DME/DME, VOR/DME, or LOC) or
from GPS or GPIRS.
Line 4 MIX IRS
This line shows the latitude and longitude of the weighted mean inertial
reference system (IRS) calculated by the onside FMGC from the available
IRSs.
Line 5 IRS 1,2,3
This line shows the deviation in nautical miles of each IRS position from the
onside FMGC position. It also displays the IRS mode, which can be INVAL,
ALIGN, NAV or ATT.
Note:
[ 6L ]
The pilot presses this key to freeze (or unfreeze) all the data displayed on
FREEZE/UNFREEZE the page. When the data is frozen, the title of the page specifies the time at
which it was frozen.
[ 6R ] SEL NAVAIDS The pilot presses this key to access the selected NAVAIDs page.
SELECTED NAVAIDS PAGE
Ident.: DSC-22_20-50-10-25-00000586.0001001 / 17 MAR 11
Applicable to: ALL
This field displays the NAVAID tuned for display purposes, and the tuning
mode (AUTO, MAN, or RMP).
Line 2 and 3
These fields display the NAVAIDs, if any, tuned for the calculation of radio
position by the FMGC.
[ 4L ]
This field displays the tuned ILS, if any.
[ 5L ]
The crew presses this key to manually select or deselect the GPS for
DESELECT/SELECT position computation. Upon transition to the DONE phase, the prompt
GPS
returns to DESELECT status.
If the pilot deselects the GPS, GPS IS DESELECTED is displayed when
the aircraft is less than 80 nm from the top of descent, or in approach
phase.
[ 6L ] RETURN
The pilot presses this key to return to the POSITION MONITOR page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 1R ] DESELECT to
[ 6R ]
This page displays the IRS data. The crew calls up this page by pressing the IRS monitor prompt of
the DATA INDEX page.
TITLE DRIFT AT XXXX Displays DRIFT AT runway identifier, if at least one IRS average drift is
(amber)
displayed.
[1L] to [3L] IRS 1(2) (3) These prompts allow access to the associated IRS pages. Each label line
(white)
displays the mode (NAV, ALIGN, ATT or INVAL), the average drift (upon
transition to DONE phase), and the Time To NAV (if IRS in align) for each
IRS.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[1R] to [3R]
Displays the status message of the associated IRS in small green font.
List of available messages:
IR FAULT
CHECK C/B
DELAYED MAINT
CDU FAULT
ENTER PPOS
ENTER HEADING
SELECT ATT
REENTER PPOS
EXCESS MOTION
SYS BELOW -15
SWITCH ADR
[5R] SET HDG (white) This field is displayed, if at least one IRS is in ATT mode.
This function allows initialization of a heading for IRS in ATT mode:
If a heading has been entered in this field, or on the ADIRS panel, the
value is displayed in blue.
If not, amber boxes are displayed.
IRS 1 (2)(3) PAGE
This page displays the IRS parameters and GPS/IRS hybrid parameters. The pilot calls up this
page by pressing either the 1L key from the IRS MONITOR page, or the NEXT IRS prompt on
another IRS page (closed loop).
TITLE
[1L] POSITION
[2L] TTRK
AI
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[3L] THDG
[4L] WIND
[5L] GPIRS
[6L]
FREEZE/UNFREEZE
[2R] GS
[3R] MHDG
[4R] GPIRS ACCUR
[6R] NEXT IRS
True heading
True wind direction/velocity
GPS/IRS hybrid position of the IRS
Allows the crew to freeze or unfreeze all data displayed on all three IRS
pages. When the data is frozen, the title of the page specifies the time at
which it was frozen. It is automatically unfrozen when exiting the page.
Ground speed
Magnetic heading
GPS/IRS Figure of Merit (meters or feet)
This prompt enables another IRS page (closed loop IRS 1 2 3 1)
to be displayed.
GPS MONITOR PAGE
This page displays the GPS data. The pilot calls up this page by pressing the GPS MONITOR
prompt of the DATA INDEX page.
POSITION
GPS 1, 2 true track
GPS 1, 2 figure of merit (meters or feet)
GPS 1, 2 ground speed
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 3R ] and [ 6R ]
MODE/SAT
[ 2 ] and [ 5 ] UTC :
[ 3 ] and [ 6 ] GPS :
ALT
GPS 1, 2 mode (INIT, ACQ, NAV, TEST, FAULT, AIDED or ALTAID) and
Number of satellites tracked.
INIT
: System initialization
ACQ
: Satellite acquisition
NAV
: Normal mode
TEST
: System test
FAULT
: Invalid system
ALTAID/AIDED : Degraded modes. GPS uses aircraft inputs for
computation purposes.
GPS 1, 2 UTC
GPS altitude is displayed for information purposes. It is not used by the
FMGS.
CLOSEST AIRPORTS PAGES
The system automatically selects the closest 4 airports from the current aircraft position, and displays
them on these pages. A fifth one can be selected by the pilot.
Page 1 displays the bearing, distance, and time to go to each airport; page 2 displays the EFOB and
allows the crew to enter an effective wind to be flown to each airport.
The flight crew accesses the CLOSEST AIRPORTS page 1 by pressing the 5L key from the DATA
INDEX A page. They access the CLOSEST AIRPORTS page 2 by pressing the EFOB/WIND prompt
(6R key) on page 1.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[1L] - [1R] to [4L] - [4R] The closest four airports are extracted from the database, and ranked by
distance from the aircraft position.
BRG
Displays the current bearing from the aircraft's position
to the airport.
DIST
Displays the current great-circle distance from the
aircraft's position to the airport.
TIME or UTC
Displays the predicted time to the airport, computed
using the current wind or a wind vector entered on
page 2, and the speed according to the current mode
(managed or selected).
The time is only computed in cruise phase.
[5L]
The crew may enter a fifth airport here, using the 4-letter code. The entry
may be modified at any time, even when LIST FROZEN is displayed.
If the pilot enters an airport that is not in the database, then NOT IN DATABASE appears in the
scratchpad.
[1L] - [1R] EFOB to [5L] Displays the EFOB at each airport. EFOB is only computed in cruise phase.
- [5R] EFF WIND
Used to enter an anticipated headwind or tailwind along the bearing to the
airport. If the entry is preceded by +, T, or TL, a tailwind is assumed.
If the entry is preceded by -, H, or HD, a headwind is assumed.
Before pilot entry, a default value may be displayed, based on the current
wind.
The effective wind is used to compute the EFOB and time to the airport.
[6L]
This prompt enables the pilot to freeze and unfreeze the list of four airports.
FREEZE/UNFREEZE The list is automatically frozen when accessing page 2. It will remain frozen
upon returning to page 1.
The LIST FROZEN message is always displayed on page 2.
RETURN
Returns to page 1.
[6R] EFOB/WIND
Gives access to page 2.
Pressing this prompt automatically freezes the list of the four closest
airports.
AK
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the aircraft position becomes invalid, all fields are dashed, FREEZE/UNFREEZE and
EFOB/WIND prompts are removed, LIST FROZEN is displayed, and the A/C POSITION
INVALID message is displayed in the scratchpad. Page 2 cannot be accessed.
Predictions (EFOB, TIME) displayed on the page assume:
ECON CRZ speed (managed) or current selected speed (selected)
CI (for managed speed only) and CRZ FL from primary F-PLN are kept
constant wind value
In case of engine out, the aircraft altitude is the minimum of (CRZ FL, EO MAX ALT)
Downpath steps are not considered
Descent fuel burn is a conservative value which only depends on the difference
between current CRZ ALT and destination altitude.
EQUI-TIME POINT PAGE
The pilot uses this page to require an equitime point computation between two different points
(airport, NAVAID, runway, NDB or waypoint). This pseudo-waypoint (ETP) is displayed on the
navigation display along the F-PLN. The EQUI-TIME POINT page is accessed by pressing the 6L
key from the DATA INDEX page:
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18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Origin and destination airports are used by default for respective reference points 1 and 2,
until a pilot entry is made.
[1R] BRG/DIST/UTC
and (TIME)
This field displays the bearing, distance, time, from the aircraft's current
position to the reference waypoint 1.
Idem for the reference waypoint 2.
[3R] (green)
BRG: Displays the current great-circle bearing from the aircraft's position to
the reference waypoint.
DIST: Displays the current great-circle distance from the aircraft's position to
the reference waypoint.
TIME: Displays the predicted time to the reference waypoint (computed
using the current wind or a wind vector, entered by the crew).
Time is only computed in the cruise phase. In other cases, it is dashed.
[2L] and [4L] TRU
The pilot may enter the wind (direction/velocity) at the reference waypoint
WIND and (blue)
and the CRZ FL:
This wind is used to compute the time from the aircraft's position to the
reference waypoint, and to locate the equitime point.
If no entry is made, the wind/velocity field will read zero.
[2R] and [4R] EPT TO This field displays the bearing distance and the time from the equitime point
XXX and (green)
position (ETP) to the reference waypoint.
[5R] ETP LOCATION This field displays the ident of the next waypoint following the equitime point.
It provides the distance along the flight plan from the equitime point to the
indicated waypoint.
[6L] - [6R] A/C TO
This field displays the distance and time from the aircraft's current position to
(ETP) DIST/UTC
the equitime point along the flight plan.
(green)
If at least one reference waypoint exists, but no equitime point exists, the
field is blank and NO ETP is displayed in 6L.
Note:
The assumptions for the equitime point computation include the cost index, speed managed
(with SPD LIM), and winds.
In case of engine-out, the EO LRC speed is considered.
PRINT FUNCTION PAGES
The PRINT FUNCTION pages enable the crew to print the data relative to the current flight.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
* NO (blue)
NO (without a star)
Blank
Line 1:
RIGHT COLUMN
MANUAL
PRINT * (amber)
Displays the status of the manual printing capability of the active data (and not of
the ACARS uplink data).
Pressing the right keys prints the following active data:
Line 1:
Active flight plan INIT data
Line 2:
Active takeoff data
Line 3:
Active wind data
AM
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Pressing this key reverts the display to the DATA INDEX page.
Pressing this key reverts the display to the ACARS FUNCTION
page.
* NO (blue)
NO (without a star)
Line 1:
Line 2:
Line 3:
RIGHT COLUMN
MANUAL
PRINT *
The ACARS FUNCTION pages display the functions enabling the crew to send manual requests or
reports to the ground.
All functions, displayed on pages 1 and 2, may be inhibited through a pin program.
The ACARS/PRINT FUNCTION prompt is displayed on the DATA INDEX page 1/2. Pressing this key
displays the PRINT FUNCTION page from which the ACARS FUNCTION page can be accessed.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
ACARS FUNCTION 1/2 in white
Line 1 F-PLN INIT REQ* Pressing this key sends a request for flight plan to the ground (downlink
message)
The INIT REQUEST prompt of the INIT A page provides the same
function.
Line 2 TO DATA REQ* Pressing this key sends a request for takeoff data.
Displayed in the DONE and PREFLIGHT phases.
The TO DATA REQUEST prompt of the UPLINK TO DATA REQ page
provides the same function.
Line 3 WIND DATA REQ* Pressing this key sends a request for wind data.
The WIND REQUEST prompt of the CLIMB, CRUISE, and DESCENT
WIND pages provides the same function.
Note:
If REQ is not followed by a star, the request cannot be sent (downlink message).
When a function (line 1 or 2 or 3) is deactivated internally, the corresponding line is blank.
[6L] RETURN
The pilot presses this key to make the display revert to the DATA INDEX
page.
[6R] PRINT FUNCTION The pilot presses this key to access the PRINT FUNCTION page. (Refer to
DSC-22_20-50-10-25 Print Function Pages).
UPLINK TO DATA REQ PAGES
Ident.: DSC-22_20-50-10-25-00000594.0009001 / 14 MAY 12
Applicable to: ALL
This page allows the flight crew to send a request for takeoff data for up to 2 runways. There is one
page for each runway. The page is accessed from the PERF TAKEOFF page, or from the UPLINK
XXX (MAX or DRT or FLX) TO DATA page, by pressing the UPLINK TO DATA prompt.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[ 1L ] TOW/TOCG
(green)
White.
This field is dashed, until a runway is defined in the [ 1R ] field.
The TOW/TOCG is defaulted to the values of the INIT B and FUEL PRED
pages. If not available, dashes are displayed.
It cannot be modified by the pilot.
[ 2L ] TEMP/QNH or This field is dashed, until a runway is defined in the [ 1R ] field. It displays
QFE (green/blue)
the temperature at origin and baro setting.
TEMP = If the temperature is not defined, blue brackets are displayed, and
the flight crew can modify this field according to the weather information.
BARO = Defaulted to FCU selection and can be modified by the pilot.
[ 3L ] MAG WIND (blue) This field is dashed, until a runway is defined in the [ 1R ] field. It displays
the wind at the origin.
If the wind is not defined, blue brackets are displayed.
The pilot can modify this field.
AP
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[ 4L ] CONTAM (blue) This field is dashed, until a runway is defined in the [ 1R ] field. The display
is defaulted to DRY.
The scroll keys allow the crew to modify the runway contamination.
DRY, WET, 1/4 WATER, 1/2 WATER, 1/4 SLUSH, 1/2 SLUSH, COMP
SNOW.
[ 6L ] RECEIVED TO This field calls up the UPLINK MAX (or FLX or DRT) TO DATA page that
DATA
displays the data received by AOC.
[ 1R ] SHIFT/RWY
(blue)
AP
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the UPLINK TO DATA REQ Page 2 is accessed (Page 1 being filled), the fields of this
page are filled with default values after entry of a runway in [ 1R ]. QNH or QFE and wind
are common with Page 1.
UPLINK MAX TO DATA PAGES
This page is accessed from the UPLINK TO DATA REQ page by pressing the RECEIVED TO DATA
key.
There is a set of 2 pages (MAX TO DATA and FLEX TO DATA) for each of the 4 uplinked runway
data. Uplinked data is displayed in green. (It cannot be modified by the flight crew).
[1L] TOW/TOCG
Uplinked reference Takeoff Gross Weight and Takeoff Center of Gravity.
[2L] TEMP/QNH (or
Uplinked assumed temperature and BARO setting.
QFE)
[3L] MAG WIND
Uplinked takeoff runway wind.
[4L] CONTAM
Uplinked takeoff runway contamination.
[5L] THR RED/ACC
Uplinked Thrust Reduction and Acceleration altitudes.
[6L] UPLINK TO DATA Pressing the key calls up the UPLINK TO DATA REQ page.
V1, VR, V2
Uplinked takeoff speeds.
[1R] SHIFT/RWY
Uplinked TO runway IDENT, runway intersection and position shift.
[2R] TO LIMIT
Uplinked runway length remaining.
[3R] FLAPS/THS
Uplinked FLAPS/SLATS CONF and TRIM position.
[4R] FLEX TO
Pressing this key calls up the UPLINK FLEX TO DATA pages.
[5R] ENG OUT ACC Uplinked engine-out acceleration altitude.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[2L]
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[4R] MAX TO
[6L] RETURN
The pilot presses this key to revert to the DATA INDEX page.
[6R] PRINT FUNCTION The pilot presses this key to access the PRINT FUNCTION page.
PERF PAGE
Ident.: DSC-22_20-50-10-25-00000598.0001001 / 17 MAR 11
Applicable to: ALL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Each phase, except for the preflight and done phases, has a performance (PERF) page. The PERF
pages display performance data, speeds related to the various phases, and predictions.
Pressing the PERF key on the MCDU console calls up the performance page for the current active
phase. Performance pages, relating to phases already flown, are not available.
In the preflight and done phases, pressing the PERF key brings up the takeoff performance page.
Pressing the PERF key in the done phase makes the phase transition to the preflight phase.
The FMGS flight phases are not related to the FWC flight phases.
Line 6
Fields may display two different prompts, depending upon whether the
phase is active or not.
[6L] PREV PHASE
To review the performance page for the previous phase.
The prompt is unavailable on the takeoff performance page. It is also
unavailable for phases already flown.
[6L] ACTIVATE APPR To activate, then confirm, the APPR phase. Available only on the page
PHASE
corresponding to the active phase.
[6R] NEXT PHASE
To review the performance page for the next phase.
AT
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OPERATING MANUAL
Note:
Engine-out condition
When the FMGS detects an engine-out condition, the system automatically calls up
the performance page for the current flight phase (except when this occurs before the
diversion point during takeoff or no EOSID exists in the flight plan) and displays EO
CLR* in the [1R] field and EO LRC (engine-out long range cruise) in the [2L] field. On
the CLB, CRZ and DES (when the descent phase is not active) PERF pages, the pilot
can enter a cost index value and overwrite to EO LRC. Clearing the cost index reverts
to EO LRC.
If the pilot presses the [1R] key, the system reverts to the normal processing (with no
engine failed) and suppresses the EO information. (Refer to DSC-22_20-30-10-15
General).
If the engine-out condition is detected before the diversion point at takeoff, a temporary
flight plan is created.
During the preflight phase, the pilot presses the PERF key to call up the takeoff performance page.
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FLIGHT CREW
OPERATING MANUAL
TITLE
TAKE OFF RWY is in large green font when the takeoff phase is active, and
in large white font when it is inactive. The active flight plan selected runway
is displayed in large green font.
Note:
AU
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[1L] V1 [2L] VR [3L] V2 The boxes remain amber, as long as the pilot does not make entries in them.
The pilot can modify any entry, as long as the takeoff phase is not active.
Note:
ACC (Acceleration
altitude)
1. If the flight crew does not enter V2, the SRS mode will be
unavailable at takeoff.
2. The MCDU V1/VR/V2 DISAGREE amber message appears if
the inserted V1, VR, V2 speeds do not satisfy the condition: V1
VR V2.
3. The MCDU TO SPEED TOO LOW amber message appears
if the inserted V1, VR, V2 speeds do not satisfy the existing
regulatory conditions regarding VMC and VS1G speeds.
This field displays the navigation database default altitude (if defined) once
the origin airport is entered. The pilot can modify it.
This is the altitude at which the pilot should reduce the thrust from
TOGA/FLX to MAX CLIMB (CL detent) with all engines operative (CLB or
LVR CLB flashing on the FMA).
The thrust reduction altitude defaults to 1 500 ft above the runway
elevation, or to the altitude set by the airline
The pilot can modify this altitude: The minimum is 400 ft above the runway
elevation.
This is the altitude at which the climb phase is triggered.
The target speed jumps to the initial climb speed
The default value is 1 500 ft above runway elevation
The flight crew can modify the value. The minimum value is 400 ft above
runway elevation, and it can be higher than, or equal to, or lower than
THR RED.
Note:
[6L] UPLINK TO DATA This key calls up the UPLINK TO DATA REQ page.
It is only displayed in the preflight and done phases.
[1R] EO CLR
EO CLR is displayed when an engine-out is detected and when active flight
phase is takeoff.
AU
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[2R] TO SHIFT
The takeoff shift is the distance in meters or feet between the beginning
of the runway and the aircraft's takeoff position. When taking off from an
intersection, the flight crew should insert this value to ensure a correct
update of the FM position. The takeoff shift value must be positive, and
cannot be greater than the runway length.
[3R] FLAPS/THS
This is a flight crew entry for the positions of the flaps and the trimmable
horizontal stabilizer (THS) at takeoff.
The flight crew can modify it until takeoff, by entering UP X.X or X.X UP,
or DN X.X or X.X DN for the THS.
[4R] FLX TO TEMP
The flight crew inserts the FLX TO temperature for FLX takeoff setting
purposes. The flight crew can only enter it during preflight.
The system sends it to the FADEC and displays the entered data on the
upper ECAM display. The TEMP value is always entered in degrees Celsius.
[5R] ENG OUT ACC This field displays the engine-out acceleration altitude, as defined in the
database, or is manually entered by the flight crew. This is for display only,
as a reminder. It cannot be cleared. The above ACC altitude rules of [5L]
apply to this field.
[6R] NEXT PAGE or This key calls up the climb performance page, or allows the flight crew to
CONFIRM TO DATA* revert to the previously-entered T.O. parameters, in case of runway change
with the same origin airport.
AU
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[1L] ACT MODE
[3L] MANAGED
CLB is displayed in large white fonts when the climb phase is inactive, and in
large green fonts if it is active.
This field displays the preselected or active speed mode: SELECTED or
MANAGED.
The pilot cannot modify it from this field.
This field displays the cost index, as initialized on the INIT A or defaulted
from the database, or inserted in this field by the pilot. EO LRC automatically
replaces the cost index value in case of engine-out.
This field displays the FMGS computed ECON speed/Mach (Refer to
DSC-22_20-40-10 Optimization).
Before CLIMB phase is active, if the preselected speed mode is SELECTED,
a star is displayed next to the MANAGED speed. Pressing the 3L key in this
case preselects MANAGED speed, and 4L reverts to brackets.
AV
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FLIGHT CREW
OPERATING MANUAL
[4L] PRESEL or
SELECTED
[5L] Blank or
EXPEDITE
AV
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FLIGHT CREW
OPERATING MANUAL
TITLE
[1L] ACT MODE
[2L] CI
CRZ in white large font, when cruise phase is not active, in green large font,
when it is.
This field shows the preselected or active speed mode: SELECTED or
MANAGED.
The pilot cannot modify it through this field.
This field shows the cost index as initialized on the INIT A page or defaulted
from the database, or as inserted in this field by the crew.
EO LRC replaces automatically the cost index value in case of engine out.
AW
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[3L] MANAGED
[ 1R ] TIME/UTC DES Before takeoff this field displays the flight time to destination and the
EFOB
predicted remaining fuel on board. If the crew enters an estimated takeoff
time, the field displays automatically the predicted arrival time (UTC) at
destination. After takeoff it displays the predicted arrival time at destination
(UTC) and the remaining fuel on board (DEST EFOB) at destination,
in green font. The DEST EFOB field will turn to amber, if the EFOB at
destination becomes less than the MIN DEST FOB value displayed on the
FUEL PRED page. EO CLR is displayed when an engine-out is detected.
[2R] STEP TO FL XX, The field, in combination with 3R, displays the predictions for the step point
DRIFT DOWN TO FL and the step altitude, the drift down altitude, or the Top of Descent.
XX, or TO T/D
[3R] TIME/UTC and
This field displays the time and distance to go to the various points identified
DIST
in 2R.
[4R] DES CABIN RATE This field displays MAX [computed DES cabin rate, maximum descent cabin
rate]. The pilot may modify the value: the FM recomputes then the top of
descent in order to match this value. If the FM cannot match the pilot entry,
the FM computed value overwrites the pilot entry.
A clear action reverts to the default value (- 350 ft/min). DES CAB RATE
being a negative value, 'minus is not a necessary entry.
AW
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This key calls up the STEP ALTS page (vertical revision Refer to
DSC-22_20-50-10-25 VERTICAL REVISION Pages).
This key calls up the DES page.
PERF DESCENT PAGE
TITLE
[1L] ACT MODE
[2L] CI
[3L] MANAGED
DES is in large white font if the descent phase is not active; it is in large
green font, if it is.
This field displays the preselected or active speed mode (MANAGED or
SELECTED). The flight crew cannot modify it through this field.
This field displays the cost index, as initialized on the INIT A page or
defaulted from the database, or inserted in this field by the flight crew. The
flight crew cannot modify it when the descent phase is active.
If the descent phase is not active:
Before the flight crew makes any entry. This field displays MANAGED
in white, with the associated ECON descent Mach or speed in blue. The
crew may overwrite the ECON descent Mach or speed by entering a
Mach number or a speed in this field. The system uses the pilot entry to
compute the descent profile. The descent may be flown in managed using
this new pilot entry.
The entry is modifiable. It can be cleared to revert to ECON speed/Mach.
If the descent phase is active:
The flight crew cannot make an entry in this field.
The field displays the ECON speed/Mach or the speed/Mach value
previously entered by the pilot.
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[4L] blank or
SELECTED
If the descent phase is not active, or the descent phase is active but the
active speed mode is MANAGED:
This field is blank.
If the descent phase is active and the active speed mode is SELECTED:
The field displays the speed or Mach target manually selected by the pilot.
SELECTED is displayed in the [1L] field.
To modify the field value, the pilot will use the SPD/MACH selector knob
of the FCU. [4L] field and FCU window will display the same value.
Pushing in the FCU speed selector knob activates the managed
SPD/MACH target displayed in the [3L] field.
[5L] Blank or
If the descent phase is not active this field is blank.
EXPEDITE
Displays this legend if the descent phase is active.
It indicates the time and distance required to reach the altitude displayed
in the 2R field at MMO/VMO speed. The pilot cannot select the EXPEDITE
mode through this field.
[6L] PREV PHASE
This key calls up the cruise phase page if the descent phase is not yet
or ACTIVATE APPR active.
PHASE
Displayed if the descent phase is active. First press causes CONFIRM
APPR PHASE to be displayed. Second press activates the approach
phase.
[ 1R ] TIME/UTC DEST Before takeoff, this field displays the flight time to destination and the
EFOB
predicted remaining fuel on board. If the crew enters an estimated takeoff
time, the field displays automatically the predicted arrival time (UTC).
After takeoff, it displays the predicted arrival time at destination (UTC) and
the remaining fuel on board (DEST EFOB) at destination in green font. The
DEST EFOB field will turn to amber, if the EFOB at destination becomes
less than the MIN DEST FOB value displayed on the FUEL PRED page. EO
CLR is displayed when an engine-out is detected.
[2R] PRED TO...
This field displays the target altitude for the predictions in [3R] [4R], or [5R].
The display defaults to the altitude selected on the FCU. The flight crew can
modify it to any altitude lower than present altitude.
[3R] [4R] [5R]
These fields display time and distance predictions down to the target altitude
selected in [2R], computed for the current vertical mode (DES or OP DES)
and the indicated speed mode (MANAGED, SELECTED).
[6R] NEXT PHASE
The pilot presses this key to call up the PERF APPR page.
AX
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
APPR is in large white font, if the approach phase is not active; it is in large
green font, if it is.
AY
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[1L] QNH
This field displays brackets, when the aircraft is more than 180 nm from the
destination. Inside 180 nm, a mandatory amber box appears. The flight crew
must enter the QNH in hPa or in inches of mercury.
For hPa, enter three or four digits
For inches of mercury:
Enter two digits, or
Enter two digits followed by a decimal point and two additional digits.
The system interprets:
1 003 as 1 003 hPa;
29 as 29.00 in.
29.92 as 29.92 in.
Note:
[2L] TEMP
[5L] VAPP
This field displays this legend if the approach phase is not active.
Pressing this key calls up the descent performance page.
AY
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FLIGHT CREW
OPERATING MANUAL
[1R] FINAL
TITLE
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This field displays the thrust reduction altitude and the acceleration altitude.
Thrust reduction altitude:
Altitude at which thrust must be reduced from takeoff/go-around thrust to
maximum climb thrust
CLB or LVR CLB flashing on flight mode annunciator
Defaults to 1 500 ft above destination runway elevation, or to the altitude
set by the airline
Can be modified by the crew (minimum 400 ft above destination runway
elevation).
Acceleration altitude:
Altitude at which target speed jumps to green-dot speed (see the note
below)
Defaults to 1 500 ft above destination runway elevation, or to the altitude
set by the airline.
Can be modified by the crew, but is always equal to (or higher than) the
thrust reduction altitude.
[6L] PREV PHASE or This field displays this legend if the go-around phase is not active.
Pressing the key calls up the PERF APPR page.
ACTIVATE APPR
This field displays this legend if the go-around phase is active.
PHASE
Pressing it once makes CONFIRM APPR appear.
A second press activates the approach phase.
[5R] ENG OUT ACC This display has the same characteristics as the display beside the 5R key
on the takeoff page. It is for display only, and the pilot can modify it.
[6R] NEXT PHASE
Pressing this key calls up the PERF APPR page.
[IR] Blank or EO CLR* This field is normally blank.
EO CLR* is displayed when GO AROUND is the active phase and an
engine-out condition is detected.
Note:
When the go-around phase is active, if the pilot enables ALTN or if the pilot inserts a new
destination in the active flight plan and a new cruise flight level on the progress page, the
go-around phase shifts automatically into the climb phase. (The target speed jumps from
green dot speed to initial climb speed).
AZ
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FLIGHT CREW
OPERATING MANUAL
PROG PAGES
Ident.: DSC-22_20-50-10-25-00000605.0051001 / 17 MAR 11
Applicable to: ALL
The progress page is a multifunction page that enables the pilot to:
Select a new cruise flight level
Crosscheck the navigation accuracy of the Flight Management (FM) system and validate it
Update the FM position
Monitor the descent.
TITLE
Different for each flight phase (see above). The vertical phase is in large
green font. The flight number is in large white font. EO is large amber font, if
the engine-out condition is detected.
This line displays the cruise flight level, inserted on the INIT A page or
directly in this field in blue. If the flight crew uses the FCU to select an
altitude that is higher than the one displayed in this field, the system
changes the number displayed to agree. In this line, the flight crew cannot
insert a flight level that is lower than the FCU-selected altitude.
This field shows dashes when the descent or approach phase is active.
BA
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPT
REC MAX
[2L] REPORT
[2R] VDEV
Line 3 POSITION
UPDATE AT
Note:
This field displays the optimum flight level (in green), that is computed based
on the current gross weight, cost index, temperature and wind. This flight
level requires a 5 min minimum cruise at a minimum cruise flight level of
FL 100.
It displays dashes if an engine-out is detected.
This field displays the recommended maximum altitude (in magenta),
that is computed based on the current gross weight and temperature,
and assuming that the anti-ice is off (Refer to QRH/FPE-AEO Optimum &
Maximum Altitudes, if icing conditions are expected). It provides the aircraft
with a 0.3 g buffet margin, a minimum rate of climb at MAX CL thrust, and
level flight at MAX CRZ thrust. This field is limited to FL 398.
If one engine is out, this field displays the recommended maximum
engine-out altitude, that is computed based on the long-range cruise speed
and assuming that anti-ice is off.
This key calls up the REPORT PAGE.
This field is displayed during the descent and approach phases, when NAV
mode is engaged, or in HDG mode, provided that the crosstrack error (XTK)
is less than 5 nm. It displays the vertical deviation between the aircraft's
current altitude and the FMS-computed vertical profile.
The flight crew can update the FMS position via this field by entering either
the IDENT of a waypoint, a NAVAID, an airport, a latitude and longitude (LL),
a place/bearing/distance, or a place-bearing/place-bearing (PBX).
When the flight crew has entered this data, this field changes its format to:
CONFIRM UPDATE AT, followed by the latitude/longitude and IDENT of
the inserted position with an asterisk.
The flight crew presses the right-hand key adjacent to the asterisk to confirm
the update, when the aircraft overflies the inserted position.
If no IDENT has been inserted, the field displays ENTRY instead of an IDENT.
BA
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Line 4 BRG/DIST
[5L] PREDICTIVE GPS This prompt gives access to the PREDICTIVE GPS page.
[5R] GPS PRIMARY This prompt is displayed, when the FMS navigation mode is GPS PRIMARY.
When GPS PRIMARY is not available, or navigation mode is not GPS/IRS,
this field is blank.
The scratchpad displays the relevant GPS PRIMARY message when this
prompt appears; and GPS PRIMARY LOST, when the field turns to blank.
[6L] REQUIRED
This field displays the default value for the required navigation accuracy
level. The pilot can modify it. Provided no pilot entry has been made, the
default value changes according to the actual flight area (En route, terminal,
approach Refer to DSC-22_20-20-20 Navigation Accuracy Check).
BA
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACCUR HIGH/LOW
[6R] ESTIMATED
This field shows the flight management system's estimate of the navigational
accuracy. HIGH indicates that the FMS estimates that the navigational
accuracy matches the accuracy criteria of the area currently flown. LOW
indicates that the criteria are not matched.
This field displays the current estimated navigation accuracy value (EPE) as
computed by the FMS.
PREDICTIVE GPS PAGES
Note:
This page is only operative with Honeywell ADIRS. All fields are blank with Litton ADIRS.
The pilot accesses this page by pressing the PREDICTIVE GPS prompt of the PROG page. This
page displays information relative to predictive availability of GPS PRIMARY at destination, and at
any waypoint selected by the crew.
[1L] DEST
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OPERATING MANUAL
[1R] ETA
BB
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REPORT PAGE
Ident.: DSC-22_20-50-10-25-00000606.0009001 / 14 MAY 12
Applicable to: ALL
The pilot calls this page by pressing the [2L] key on the PROG page:
This page displays information related to the FROM, TO, NEXT and DEST waypoints, as well as the
current wind, temperature, distance and time to the next cruise profile change.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
BC
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE (White)
[1L] OVHD (green)
Time and altitude values are identical to those values on the F-PLN
pages.
This field displays the estimated time, and the distance to go to the next
change of the cruise profile (T/D, S/C, S/D). These data are only displayed
when the cruise phase is active.
[5R] SEND* (blue)
The crew uses this prompt to downlink a position report.
This field may be blank, depending on airline policy.
Line 6
This field displays the estimated time of arrival, the distance along the
DEST/UTC/DIST/EFOB F-PLN, and the estimated fuel on board (DEST EFOB) at destination.
The DEST EFOB field will turn to amber, if the EFOB at destination becomes
less than the MIN DEST FOB value displayed on the FUEL PRED page..
This display is identical to the information on the F-PLN pages.
Note:
This page enables the pilot to select or verify the radio NAVAIDs, tuned for display purposes only.
These NAVAIDs include: VOR, VOR/DME, TAC, VORTAC, ILS, and ADF.
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Line 1 VOR1/FREQ
FREQ/VOR2
Line 2 CRS
[3L] LS/FREQ
This line displays the identifiers and frequencies of VORs 1 and 2, whether
they are automatically or manually tuned.
To manually tune a VOR, the pilot inserts the IDENT or frequency. If the
IDENT is not in the database, the new NAVAID page comes up. A clear
action reverts the selection to the autotuned NAVAID.
This line displays courses for the NAVAIDs in Line 1.
The pilot can manually enter the courses through these fields.
This field displays the IDENT of an ILS and its frequency (for ILS). It is
autotuned, if the ILS is associated to the departure runway, or if the flight
plan contains an ILS approach. The flight crew may also enter an ILS
manually. When the manually entered ILS differs from the ILS that the FMS
would autotune, RWY-LS MISMATCH appears.
BD
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CRS: This field displays the course associated with the LS displayed in
Line 3. It comes up automatically if an LS is autotuned, or if an LS has
been manually tuned via its IDENT. Otherwise, the course must be entered
manually. The course may be backbeam (Bxxx) or frontbeam (Fxxx)..
SLOPE: This field displays the slope associated with the LS displayed in
Line 3. It comes up automatically if an LS is autotuned for approach, or if an
LS has been manually tuned via its IDENT.
Note:
Line 5 ADF1/FREQ
FREQ/ADF2
Line 6 ADF1/BFO
BFO/ADF2
Note:
1. The slope does not apply to LOC only, LDA, SDF or Backbeam
approaches.
2. If the flight crew intends to manually tune an ILS that is not in the
navigation database or to manually tune an ILS by its frequency
(ident not entered), and if they do not enter the course, the flight
crew will to arm approach modes.
The autotune function only works for NAVAIDs stored in the database.
When tuning manually, the operator should use the IDENT, rather than the frequency,
unless the NAVAID is not in the database.
Manually-tuned frequencies are displayed in large font.
SECONDARY PAGES
The SEC F-PLN key on the MCDU console allows the flight crew to call up the secondary index
page and the secondary flight plan page. The secondary flight plan is generally for a diversion, for
predictable runway changes for takeoff or landing, or for training.
There are two types of secondary index pages. The type selected depends on the presence of a
secondary flight plan.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight crew presses this key to copy the active flight plan into the
secondary flight plan and delete the previous secondary plan.
The flight crew presses this key to call up the secondary flight plan
pages.
The flight crew presses this key to delete the current secondary flight
plan.
The flight crew presses this key to activate the secondary flight plan as
the active flight plan.
ACTIVATE SEC routinely appears if the HDG/TRK mode is active. If the NAV mode
is active, ACTIVATE SEC appears only if the active and secondary flight plans have
a common active leg.
[ 1R ] INIT (white)
[2R] PERF (white)
The flight crew presses this key to call up the SEC INIT A page.
The flight crew presses this key to call up the performance pages for the
secondary flight plan.
BE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot presses this key to copy the primary active flight plan into the
secondary flight plan.
The pilot presses this key to call up the secondary flight plan pages.
The pilot presses this key to call up the secondary INIT page.
It is similar to the active INIT page, but blue brackets replace all the
amber boxes.
BE
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[2R] INIT REQUEST* Enable to request init data from the ground or,
[2R] INSERT UPLINK* A downlink message has been received following a request.
The message can be cleared or entered in the SEC INIT page.
BE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The MCDU features a back up navigation function which provides simplified point-to-point GPIRS
and IRS based navigation in case of a dual FM failure.
The backup Navigation mode allows limited lateral flight planning within the MCDU, that can be used
to drive the Navigation Display and provides relative path position information and auto-sequencing
of the Backup Navigation flight plan. The Backup Navigation flight plan reflects, as much as possible,
the active primary FM flight plan upon its initial activation.
During FM normal operation, the F-PLN is continuously downloaded in the MCDU memory: the
BACK UP NAV function links the MCDU of the failed FM to its onside IRS. All navigation data related
to the MCDU F-PLN are displayed on the associated ND.
BACK UP NAV function is activated on the MCDU MENU page by pressing the NAV B/UP prompt.
The MCDU back-up F-PLN may accept a maximum of 165 legs, including information such as
waypoint position/identification, leg type, discontinuity, overfly and turn direction information (radial,
pattern, heading leg... cannot be part of the MCDU F-PLN). No secondary or temporary F-PLN
exists.
pages available while BACK UP NAV is active:
B/UP F-PLN
B/UP F-PLN for DIRECT TO
B/UP PROG
B/UP IRS for onside IRS (1+2)
B/UP IRS 3
B/UP GPS (if the GPS is installed)
1
BF
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BF
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
line 6 DEST
BF
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BF
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BF
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
line 2 BRG/DIST/TTG/TOAllows the flight crew to enter an existing MCDU F-PLN waypoint
identifier or LAT/LONG or IDENT/LAT/LONG.
MCDU then computes bearing, distance and time to go to that waypoint
from the present position.
The pilot may modify or clear this entry (2R field).
BRG True or magnetic outbound track of the great circle joining
aircraft present position to the entered waypoint: dependent on
the TRUE pb-sw
position.
DIST limited to 9 999.
TTG HHMM limited to 9 959. time to go to the entered position
computed assuming current ground speed.
These fields are displayed in a green small font.
They are dashed if present position is unavailable.
[3L]
Means of navigation used by the Back-Up Navigation. If GPS is fitted
and is the navigation source, GPS NAV is displayed, otherwise IRS
ONLY NAV is displayed.
If the GPS is not installed, this field is blank.
[4L] IRS 1 (2 or 3)
Current aircraft position provided by the selected IRS GPIRS
BASED POS GPIRS 1 (2 IRS 1 (or 3 if IRS 1 failed) on MCDU 1
or 3) (green)
IRS 2 (or 3 if IRS 2 failed) on MCDU 2
GPIRS 1 (or GPIRS 3) or MCDU 1
GPIRS 2 (or GPIRS 3) or MCDU 2
[4R] GS (green)
Current ground speed from the selected IRS or GPS
.
[5L] DTRK/TRK (green) Desired track of the MCDU F-PLN active leg and current aircraft track
from the selected IRS/GPS (True or Mag).
These tracks are true or magnetic depending on TRUE pb-sw
position.
[6L] IRS 1 (2)
Gives access to onside B/UP IRS (1 or 2) page
[6R] GPS
Gives access to B/UP GPS page.
This prompt only appears when the GPS is installed.
B/UP IRS 1 OR 2 OR 3 PAGE
Display IRS 1, 2, 3 navigation data.
The pilot calls up this page from B/UP PROG page, by pressing the corresponding prompt.
BF
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18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TITLE
[1L] POSITION
[2L] T TRK
[2R] GS
[3L] T HDG
[3R] M HDG
BF
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18 SEP 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The fields [4R] and [5L] are blanked when the GPS is not installed.
B/UP GPS
Display GPS navigation data.
The flight crew calls up this page from B/UP PROG page, by pressing the corresponding prompt.
TITLE
[1L]
Line 2:
Line 3:
BF
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
[5R]
DESELECT/SELECT GPS: The flight crew may select and deselect the
GPS for navigation Backup function. The default configuration is GPS
selected.
BF
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMS2 Honeywell
MCDU MESSAGE LIST
Ident.: DSC-22_20-50-20-35-00000918.0020001 / 14 MAY 12
Applicable to: ALL
Messages displayed on the MCDU are of two types and displayed in two colors.
Type I : A direct result of a pilot action;
Type II : Information about a situation, or a call for pilot action;
Type II messages are stored in a first-in/first-out message queue (5 messages max)
They are suppressed, if correct data is entered or when they no longer apply
The flight crew can clear all messages by pressing the CLEAR key on the MCDU console.
Amber (A) : Important
White (W) : Less important
MESSAGE
A/C POSITION INVALID
TYPE/COLOR
II/A
II/W
II/A
AWY/WPT MISMATCH
I/W
II/W
II/W
II/W
II/A
CONDITIONS
The aircraft position has become invalid. If the message has been
cleared and the flight crew attempts to call up the HOLD at PPOS
or DIR TO page while the aircraft position is still invalid, then the
message is displayed again.
A flight plan is stored in the active flight plan.
Appears when the IRS are ready for alignment, but the INIT A
page is not displayed on either side of the flight deck. The ALIGN
IRS message requires that one of the flight crew call up the IRS
INIT page, to align the IRS.
Displayed when the RNP value, manually-entered on the PROG
page, is larger than the default RNP value associated to the
current flight area and when there is no RNP value defined in the
navigation database for the active leg or route.
The pilot entered VIA on the AIRWAYS page does not contain the
revised point. If you enter a second airway IDENT, it must contain
the first airway ending point.
A time constraint existing at initiation of flight planning, or an entry
of a time constraint made after initiation of flight planning, are
ignored by the fuel planning function.
This message appears when the aircraft gets within 200 nm of the
destination and the computed rate of descent makes it impossible
for the cabin to be repressurized at the maximum rate.
The uplinked alternate cruise flight level differs from the defaulted
alternate cruise flight level.
Continued on the following page
DSC-22_20-50-20-35 P 1/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
CHECK APPR SELECTION
*EFIS PFD (FMA)
TYPE/COLOR
II/W
CHECK CO RTE
(ACARS msg)
CHECK DATA BASE CYCLE
II/W
II/A
II/A
II/A
II/W
I/A
II/W
II/A
CHECK QFE
II/A
II/A
CHECK WEIGHT
II/A
DSC-22_20-50-20-35 P 2/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
CLK IS TAKEOFF TIME
TYPE/COLOR
II/W
II/A
II/W
CROSSLOAD COMPLETE
II/W
II/W
II/W
II/W
DECELERATE
Also displayed on PFD
DELETING OFFSET
II/W
DEST/ALTN MISMATCH
I/W
II/A
DIR TO IN PROCESS
I/W
II/A
I/W
II/W
II/W
I/W
DSC-22_20-50-20-35 P 3/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
F-PLN FULL
TYPE/COLOR
II/W
II/W
II/W
II/W
II/A
II/W
FORMAT ERROR
I/W
II/A
II/W
II/A
INDEPENDENT OPERATION
INITIALIZE WEIGHT/CG
II/A
II/A
II/W
LIST OF 10 IN USE
I/W
II/W
II/W
II/W
II/W
II/A
DSC-22_20-50-20-35 P 4/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
LIST OF 20 IN USE
TYPE/COLOR
I/W
II/W
MCDU OVERHEATED
MORE DRAG
(EFIS PFD)
II/A
II/W
II/A
II/W
II/W
II/W
II/W
I/W
I/W
I/W
NOT ALLOWED
I/W
I/W
NO NAV INTERCEPT
II/A
I/W
II/W
I/W
DSC-22_20-50-20-35 P 5/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
OPP FMGC IN PROCESS
TYPE/COLOR
II/W
I/W
II/W
PLEASE WAIT
PROCEDURE RNP IS XX.XX
I/W
II/A
II/W
I/A
I/A
II/W
I/W
II/A
DSC-22_20-50-20-35 P 6/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
RTA DELETED
TYPE/COLOR
II/W
RTA EXISTS
I/W
I/W
RWY/LS MISMATCH
II/A
II/W
I/W
II/A
I/W
DSC-22_20-50-20-35 P 7/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
SET GREEN DOT SPEED
("SET GREEN DOT" displayed
on PFD)
TYPE/COLOR
II/W
(W)
II/W
(W)
II/W
(W)
SETTING SPD/RTA
II/W
II/A
II/A
II/W
II/A
II/W
STEP AHEAD
STEP DELETED
STORED ROUTES FULL
II/W
II/W
I/W
II/W
This message appears when the following conditions are all met:
Engine-out condition
Aircraft in selected speed mode
FCU-selected speed equal to or greater than green-dot speed
+10 kt, and ALT* or ALT not active, or FCU-selected speed
equal to or less than green-dot speed -10 kt.
This instruction appears when the aircraft is in selected speed,
the pilot has inserted a hold in the flight plan, the aircraft is 30 s
or less from the point where it must start decelerating towards
hold speed, and the selected speed differs from the hold speed by
more than 5 kt.
The target speed is selected for the current phase, but there is no
preselected speed for the next flight phase. When this is so, this
message is displayed at transitions from climb to cruise, and from
climb or cruise to descent. The message is always displayed at
the transition to descent from climb or cruise if selected speed is
active. It is not displayed if managed speed is active.
Displayed when the system recomputes its managed speed target
to satisfy the RTA constraints.
The NDB to be autotuned (specified for a NDB approach) is not
available.
The VOR, VOR-DME, or VORTAC to be autotuned (specified
for an RNAV or VOR approach) has previously been
deselected by the flight crew, or
The bearing, the frequency, or the IDENT of the VOR (or
VORDME or VORTAC) to be autotuned is invalid.
In lateral managed flight, the system predicts that the aircraft will
miss a speed constraint by more than 10 kt. When the prediction
changes to bring the miss within 5 kt, the message is cleared.
The aircraft is more that 150 ft below the speed limit altitude and
more than 10 kt over green dot or the speed limit (which ever is
smaller).
The pilot has entered a step altitude that is above the predicted
maximum altitude.
Indicates that the aircraft is within 20 nm of the active step point.
A step has been automatically deleted.
The system already contains five pilot-defined routes. (Only five
are allowed.)
A takeoff data message is received.
Continued on the following page
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
TEMPORARY F-PLN EXISTS
TYPE/COLOR
I/W
II/W
I/W
TIME TO EXIT
II/A
II/A
II/A
II/A
II/A
II/W
II/W
V1/VR/V2 DISAGREE
II/A
I/W
II/W
I/W
I/W
DSC-22_20-50-20-35 P 9/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
WIND UPLINK PENDING
(ACARS msg)
XXXX IS DESELECTED
TYPE/COLOR
II/A
I/W
DSC-22_20-50-20-35 P 10/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The following chart lists all the data the pilot may enter on the MCDU.
It also shows the acceptable format for the various data items, the acceptable range, the units of
entry, and the MCDU pages on which the data can be entered.
The following codes are used to indicate various data formats:
A : letters
N : numbers
X : letters and numbers
DATA NAME
FORMAT
RANGE
(X is input)
UNITS
ACCEL ALT
See ALT
ALT
ft (MSL)
ALT CSTR
NNNN or NNNNN
(leading zeros must
be included)
See ALT
AIRWAYS (VIA)
XXXX
N/A
ARPT
AAAA
1 character
minimum.
4 maximum.
BARO
Same as ALT
BLOCK FUEL
CG
CHANNEL
NNN
CABIN RATE
DISPLAY PAGE
ft (MSL)
TAKEOFF (ACT/SEC(2))
GO AROUND (ACT/SEC
(2))
PERF CLB
PERF DES
ft (MSL)
VERT REV
F-PLN A
SEC F-PLN A
LAT REV
AIRWAYS
INIT A (ACT/SEC(2) )
LAT REV
ALTN
F-PLN A-B (ACT/SEC(2) )
WAYPOINT
DIR TO
PERF APPR (ACT/SEC)
ft (MSL)
100 - 999
Thousands of Kg
or thousands of Lb
ft/min
8.0 - 45.0
% MAC
500 - 699
DES FORECAST or
CRUISE PERF. PAGE
INIT B. (ACT/SEC (2))
FUEL PRED
NEW NAVAID
RAD NAV
Continued on the following page
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
FORMAT
CO RTE
COST INDEX
CRS
CRZ FL
RANGE
(X is input)
VOR
(refer to RANGE for DME
exact inputs allowed) VORDME
VORTAC
LOC, ILS
NDB
ILSDME
MLS
TACAN
XXXXXXX
If not in the
7 or 10 characters
NAVdatabase, a
(pin program)
message will be
displayed
NNN
0 to 999
may be entered as
1-3 digits; leading
zeros lay be omitted
See INB CRS
See INB CRS
CRZ TEMP
Must be entered as
FLIGHT LEVEL
See TEMP
CRZ WIND
DIST
DRT TO
EFF WIND
Maximum FL
(See FLIGHT LEVEL)
0 - 99.9
or
0 - 999 (or 9999
)
Eight possible values
NNN
0 - 500
+ may be entered
as T or TL
"- may be entered
as H or HD
Leading zeros may
be omitted
If no sign is input, +
is taken
UNITS
N/A
NEW NAVAID
N/A
INIT A
ROUTE SELECTION
NEW ROUTE
ALTERNATE
Kg/Min or
INIT A (ACT/SEC(2))
100 lb/Hr
PERF CLB (ACT/SEC(2))
PERF CRZ (ACT/SEC(2))
PERF DES (ALT/SEC(2))
degrees
RADIO NAV
NEW NAVAID
NEW RUNWAY
Hundred of ft
INIT A (ACT/SEC (2))
PROG
See TEMP
INIT A (ACT/SEC(2))
FUEL PREDICTION
See WIND DIR/MAG INIT A (ACT/SEC (2))
FUEL PREDICTION
NM
HOLD
NM
ALTN
kts
PERF
TAKEOFF
CLOSEST
AIRPORT
EQUI-TIME
INIT A
SEC INT A
DSC-22_20-50-30 P 2/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
ELV
FORMAT
NNNN
if no sign,
+ assumed
Leading 0's may be
omitted
RANGE
(X is input)
Entry displayed to
nearest 10 ft
- 400 to 20 470 ft
(RWY)
(or - 1000 to 20 470 ft
)
-2 000 to 20 470
(NAVAID)
00:00:00 to 23:59:59
ETT/RTA
HH:MM:SS
FF/FQ Sensors
FIG OF MERIT
FINAL/TIME
FLAPS
FLEX TO TEMP
FLIGHT LEVEL
UNITS
ft (MSL)
NEW RUNWAY
NEW NAVAID
Hour HH
Min MM
Sec SS
N/A
RTA
FUEL PREDICTION
N/A
NEW NAVAID
FINAL 0 - 10.0
(or 0 - 100
)
or
0 - 22.0
0 - 90
TIME
0, 1, 2, or 3
Thousand of kg
or Thousand
of lb minutes
FUEL PRED
INIT B
1. If Derated TO
option not
implemented:
same as TEMP
2. If Derated TO
option is
implemented:
F NN
FLNNN or NNN
Max FL = 390
Leading zeros on
(or Max FL = 410
NNN may be omitted )
NN in degrees
centigrade
TAKEOFF
TAKEOFF
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
FORMAT
LAT
LAT/LONG
RANGE
(X is input)
N/A
The 8 alphanumeric
are not mandatory
NN.N (leading zeros See BLOCK
may be omitted)
NNN.NN ILS/VOR
108.00 - 117.95
NNN.N NDB
190.0 - 1 750.0
AAAA /AAAA
UNITS
N/A
INIT A
F-PLN A-B
Thousands of kg or
Thousands of Lb
MHz
KHz
N/A
Thousands of kg
or
Thousands of Lb
%
Degrees
Degree minutes
tenths of minutes
FUEL PREDICTION
PROG.
NEW NAVAID
RADIO NAV
INIT A (ACT/SEC (2))
FUEL PREDICTION
A/C STATUS
HOLD
DSC-22_20-50-30 P 4/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
LENGTH
LONG
MACH
MACH/SPD
NAVAID
OFST
PERF FACTOR
FORMAT
NNNN
Leading zeros may
be omitted
DDDMM.MB or
BDDDMM.M
DDD - degrees
MM.M - minutes
B - direction.
Leading zeros may
be omitted but the
direction (B) is
necessary
.NN
The decimal point is
necessary.
Trailing zeros are not
necessary
MACH and SPD
must be entered with
"/" between (See
MACH and See SPD
formats )
XXXX
NNB or BNN
NN offset distance
B direction
NN.N leading or
trailing zeros may be
omitted ( N.N)
RANGE
(X is input)
1 000 - 8 000 m
3 282 - 9 999 ft
UNITS
Meters or feet
B: E or W
0 DDD 180
0 MM.M 59
Degree minutes
tenths of minutes
NEW RUNWAY
INIT A
MAX = .82
MIN = .15
Mach Number
See MACH
and See SPD
Any alphanumeric
N/A
B: L or R
1 < NN < 50
NM
PROG
NEW NAVAID
NAVAID
F-PLN A-B (ACT/SEC (2))
LAT REV
DIR TO
RADIO NAV
SELECTED NAVAIDS
LAT REV
N/A
A/C STATUS
-10.0 to +10.0
(or -9.9 - +9.9
)
Continued on the following page
DSC-22_20-50-30 P 5/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
FORMAT
PLACE-BRG/
PLACE-BRG
PLACE/DIST
QNH
RADIAL
RADIAL IN
RADIAL OUT
RADIO
RANGE
(X is input)
PLACE - If not in data
base, a message
"NOT IN DATA BASE"
is displayed
BRG - 000 - 360
UNITS
N/A
any data base
degrees
ARPT, NAVAID or
WAYPOINT - BRG
must be a 3 digit
entry without decimal
digit.
An entry of BRG =
360 is displayed as
0.
DIST is NNN.N
DIST - 0 - 999.9
NM
where leading zeros
may be omitted ; all
3 parameters must
be entered with "/"
between
See PLACE/BRG/DISTSee PLACE/BRG/DIST See PLACE/BRG/DIST
A couple PLACEBRG is entered with
a dash in the middle.
2 couples have to
be entered with "/"
between
PLACE:
PLACE:
N/A NM
See PLACE/BRG/DISTSee PLACE/BRG/DIST
DIST:See PLACE/BRG/DIST
DIST: 0-999-9
950 - 1 050
(or 745 - 1050
28.06 - 31.01
(or 22.00 - 31.00
See PLACE/BRG/DIST
F-PLN A and B
SEC F-PLN A and B
LAT REV
NEW WAYPOINT
DIR TO
STEP ALTS
Hecto-Pascals (hPa) PERF APPR (ACT/SEC (2))
)
In.Hg
)
000 - 360
Degrees
FIX INFO 1 to 4
Degrees
DIR TO
Degrees
DIR TO
FIX INFO 1 to 4
PERF APPR (ACT/SEC)
NNN
0700 No is accepted
if an ILS/GLS
;
APPR is selected
ft
DSC-22_20-50-30 P 6/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
RADIUS
REF FIX
RTE RSV
RWY
SAT/ALT
SET HDG
SLOPE
SPD
FORMAT
RANGE
(X is input)
DNNN 3 digits entry 000 - 256
D is the identifiant of
the circle radius
See waypoint
may be entered as
fuel or percentage of
trip fuel
AAAANND
Where AAAA is See
ARPT.
NN is runway
number (2 digits)
must be entered
D is L or R to be
included only when
there is more than
one runway with the
same number at
ARPT.
TEMP/ALT
Fuel 0 - (0.0)
0 - 21.7
% : 0 - 15
UNITS
NM
FIX INFO 1 to 4
FIX INFO 1 to 4
thousands of kg
thousands of lb
N/A
CRUISE WIND
Degrees
IRS MONITOR
Degrees
NEW NAVAID
NNN
MAX = 350 kt
(leading zero may be MIN = 90 kt
omitted)
kt (CAS)
SPD CSTR
See SPD
kt (CAS)
SPD LIM
SSS/NNNNN
SSS: See SPD
SSS is a speed
NNNNN is an ALT
or FLIGHT LEVEL
(See ALT and
See FLIGHT LEVEL)
See MACH/SPD
See MACH and
See SPD
SEC F.PLN A
PERF CLB
PERF CRZ (ACT, SEC(2))
PERF DES
F-PLN A (ACT/SEC (2))
VERT REV (ACT/SEC (2))
VERT REV (ACT/SEC3 (2))
SPD/MACH
See SPD
kt/ft (MSL)
See MACH
and See SPD
DSC-22_20-50-30 P 7/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
STATION DEC
STEP ALT
TAXI
TEMP
THR RED ALT
THS
TRANS ALT
TIME
TIME MARK.
FORMAT
NND
Where NN is the
declination and D is
the direction.
Leading zeros may
be omitted.
D is not required
for an entry of zero
declination.
SNNN or NNNS
(where NNN is
in Flight Level)
or SNNNNN or
NNNNNS (where
NNNNN is in ALT)
Leading zeros may
be omitted
N.N
Leading or trailing
zeros may be omitted
NN
If no sign,
+ assumed
See ALT
RANGE
(X is input)
NN: 01 - 99
D: E or W
UNITS
Degrees
NEW NAVAID
See FLIGHT
LEVEL or See ALT
F-PLN A
0 - 9.9
Thousands of kg
99
Degrees celsius
ft (MSL)
AAN.N or N.NAA
where AA is UP or
DN
See ALT
max UP 7.0
max DN 5.0
increment .1
degrees
PERF TAKEOFF
N.N
0 - 9.9
Minutes
HHMM
HH: 0 - 23
MM: 0 - 59
1-Length of origin
runway
T.O. SHIFT
NNNN
TRIP WIND
TROPO
See ALT
PERF GO AROUND
Hours Minutes
m or ft
kts
See ALT
(or 60 000
ft
)
HOLD
F-PLN A and B
PERF TAKEOFF
INIT A
SET INIT A
INIT A
FUEL PREDICTION
SEC FUEL PREDICTION
Continued on the following page
DSC-22_20-50-30 P 8/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
UTC CSTR
V1
V2
VR
WIND
WAYPOINT
WIND DIR/WIND
MAG
FORMAT
RANGE
(X is input)
HH MM
HH: 0 - 23
Where HH are hours MM: 0 - 59
and MM are minutes.
Leading zeros
may be omitted 1
or 2 digit entry is
interpretated as
minutes
See SPD
UNITS
VERT REV
PERF TAKEOFF
(ACT/SEC (2))
See SPD
kt (CAS)
PERF TAKEOFF
(ACT/SEC (2))
See SPD
kt (CAS)
PERF TAKEOFF
(ACT/SEC (2))
See WIND DIR /VELOCITY
See WIND DIR/VELOCITY
See WIND DIR/VELOCITY
F-PLN B (ACT/SEC (2))
FUEL PREDICTION
XXXXX - may be
WAYPOINT
NEW WAYPOINT
from . 1-5 (1-7
F-PLN A and B (ACT/SEC
) characters for
(2))
waypoint. Acceptable
LAT REV
as waypoint IDENT:
PROG
ARPT
DIR TO
NAVAID
FIX INFO
1 AND 2
WAYPOINT
LAT/LONG,
EQUI-TIME POINT
PLACE BRG/ PLACE
STEP ALTS
BRG
PREDICTIVE GPS
and PLACE/BRG/
DIST PLACE / DIST
may be entered
to define a waypoint
NNN/NNN
WIND DIRECTION
Degrees
INIT A
Both must be
0 - 360
PERF APPR (ACT/SEC (2))
entered ; leading
STEP PRED
zeros may be
WIND MAG
Kt
WIND
omitted.
0 - 200
F-PLN B
An entry of WIND
VERT REV
(or 0 - 500
)
DIR = 360 is
displayed as 0.
Continued on the following page
kt (CAS)
DSC-22_20-50-30 P 9/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA NAME
WIND
DIRECTION/
MAG/ALT
ZFW
(1)
(2)
FORMAT
NNN/NNN/FL NNN
or
NNN/NNN/NN NNN
RANGE
(X is input)
Direction and Velocity
as above
Minimum ALT 1 000
NN.N OR NNN.N
MIN ZFW See Max
Leading and trailing ZFW See
zeros may be omitted
As defined in the Performance Data Base.
ACT/SEC = Active or Secondary
UNITS
FL in hundred
of ft, ALT in ft
Thousands of kg
or
thousands of Lb
DES FORECAST
WIND PAGES
INIT B (ACT/SEC (2))
DSC-22_20-50-30 P 10/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-60-10-00000921.0001001 / 10 DEC 09
Applicable to: ALL
The baro reference selector of the EIS (Electronic Instrument System) allows the pilot to use the
standard barometric reference (STD), sea level atmospheric pressure (QNH), or atmospheric
pressure at airfield elevation (QFE option) for the barometer setting.
The selected value is displayed in the baro reference display window of the EFIS control panel and
on the Primary Flight Display (PFD) below the altitude scale.
The barometer setting is used as a reference for the altimeter of the PFD and for the PFD target
altitude. In flight, it affects the predicted altitudes on the MCDU and the descent path computation.
GENERAL
The FMGS predicts at each waypoint of the flight plan an altitude that is a function of all data in the
lateral and vertical flight plans.
Ident.: DSC-22_20-60-10-A-00000927.0001001 / 10 DEC 09
ON THE GROUND
The altitude predicted at each waypoint is displayed as altitude in feet above mean sea level
(AMSL) when it is below the transition altitude and as flight level when it is above the transition
altitude. The altitude constraints are also displayed, and they follow the same rule (feet or flight
level).
The predicted altitude is equal to the airport elevation plus the height you must attain in order to
reach the waypoint in the applicable mode (climb or descent).
A to B
DSC-22_20-60-10 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
IN FLIGHT
The predicted altitude is equal to the aircraft altitude (as a function of the barometer setting),
plus or minus the height you must attain to reach the waypoint in the applicable mode (climb or
descent).
In climb:
Altitude predictions and constraints are displayed as altitude in feet above mean sea level
(AMSL) at, or below, the transition altitude, and as the flight level above it.
For example : If the transition altitude is 5 000 ft and you insert an altitude constraint as 8 000 ft,
the MCDU F-PLN A page displays it as FL 80
In descent:
If STD is selected on the EIS control panel, altitude predictions and constraints above the
transition level are displayed as flight levels, and those below the transition level are displayed
as altitude AMSL.
If sea level standard pressure (QNH), or field elevation pressure (QFE option), is selected on
the EIS control panel, altitude predictions and constraints are displayed as altitudes AMSL,
regardless of the transition altitude.
For example: If the transition level is FL 50 and you insert an altitude constraint of 8 000 ft into
the MCDU, the MCDU F-PLNS A page will display it as FL 80, if STD is selected, and as
8 000 ft, if QNH (or QFE option) F-PLN A page is selected.
DSC-22_20-60-10 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the pilot changes the barometer setting during ALT* or ALT CST*, the aircraft may
overshoot the target altitude, because the current value has been changed. However,
the ALT* and ALT CST* modes allow the aircraft to regain the FCU altitude. As a general
rule, avoid changing the barometer setting when in ALT* or ALT CST*
In aircraft equipped to use field elevation pressure (QFE option), switching from STD
to QFE (or vice versa) in ALT CST* green changes the target value and may revert the
vertical mode into V/S mode.
NOTE FOR AIRCRAFT WITH QFE (FIELD ELEVATION PRESSURE) PIN PROGRAM
If you select QFE on the EFIS control panel:
The MCDU predictions follow the basic rules (altitudes are AMSL below the transition level,
flight levels above it)
The altitude constraints on the MCDU follow the basic rules
The target altitude on the PFD is QFE related:
If the target altitude has been selected by the FCU, the aircraft will level off there.
If the target altitude is an altitude constraint, the PFD automatically shows that constraint as
corrected by the airport elevation.
DSC-22_20-60-10 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURES
Ident.: DSC-22_20-60-10-00000928.0001001 / 16 FEB 11
Applicable to: ALL
a. The altitude constraints in departure and arrival procedures should be defined in the navigation
database or by the pilot on the MCDU:
in terms of altitude AMSL below the transition altitude
in terms of flight level above the transition altitude
If a departure procedure defines an altitude constraint as an AMSL altitude above the transition
altitude, you must convert it to STD, because the system and guidance will treat it as a flight level
whenever you select the standard barometer setting.
b. In climb you should switch from QNH (or QFE) to STD on both EFIS control panels simultaneously
when you reach the transition altitude.
All MCDU altitude predictions and altitude constraints and all PFD altitude targets will be displayed
as flight levels.
c. In descent, when ATC clears you to an altitude below the transition altitude, you can select QNH
(or QFE) on both EFIS control panels simultaneously.
All MCDU altitude predictions and contraints and PFD targets are now altitude AMSL.
C to D
DSC-22_20-60-10 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Press the CLR key with a single brief touch to erase the last alphanumeric character inserted in the
scratchpad.
Press the key for more than three seconds to erase all the data inserted in the scratchpad. If the
scratchpad is empty, it displays CLR.
CLEARING DATA FIELDS
Ident.: DSC-22_20-60-20-00000930.0001001 / 16 FEB 11
Applicable to: ALL
Clear a data field by pressing the CLR key, the scratchpad displays CLR, then select the prompt for
the field you want to clear (3L for example).
You cannot clear all data fields:
If the field contains data that has a default value or a value computed by the FMGC, the data
reverts to this value.
Any attempt to clear the defaulted value has no effect.
Clearing a constraint on the F-PLN page deletes both the speed constraint and the altitude
constraint associated with the waypoint
If you clear a data field that is a waypoint in the flight plan (primary or secondary), you delete this
waypoint from the flight plan and create a discontinuity. The discontinuity can also be cleared in a
similar way.
A to B
DSC-22_20-60-20 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-60-20 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-60-30-00000932.0002001 / 16 FEB 11
Applicable to: ALL
Fuel/time predictions on the CLOSEST AIRPORTS page assume managed speed profile.
A to B
DSC-22_20-60-30 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The diversion airports are usually determined before departure or using the CLOSEST AIRPORTS
data.
SELECT the EQUI-TIME POINT page.
The following procedure shall be applied for all diversion cases, once the diversion airport has been
selected, as well as the most probable diversion point of the F-PLN:
PRESS the SEC F-PLN key
PRESS the COPY ACTIVE prompt
SELECT a lateral revision at diversion waypoint
ENTER the ident of the diversion airport in the NEW DEST field.
Then finalize the flight plan between the diversion point and the diversion airport. When the diversion
airport is no longer applicable or ETP is sequenced, repeat the same procedure for the next diversion
airport.
C to D
DSC-22_20-60-30 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MISCELLANEOUS
Ident.: DSC-22_20-60-30-00009531.0002001 / 16 FEB 11
Applicable to: ALL
In some cases, the diversion airport may be simply chosen using the airports displayed on ND when
AIRPORT is selected on the EIS control panel.
During oceanic or desertic area flights, the flight crew may use the PROG page, as follows:
ENTER the ident of the diversion airport in the 4R field of MCDU 1
ENTER the next diversion airport in the 4R field of MCDU 2
Then, the FMS continuously calculated the BRG/DIST to the selected diversion airports.
UPDATE the PROG pages when sequencing the ETP.
EXECUTION OF THE DIVERSION
Ident.: DSC-22_20-60-30-00009532.0001001 / 16 FEB 11
Applicable to: ALL
E to F
DSC-22_20-60-30 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The primary F-PLN includes an alternate flight plan from destination to the preferred alternate airport.
All fuel prediction and management (EXTRA fuel) take the alternate flight plan into consideration.
If the crew decides to divert at the end of the cruise, or beyond the last ETP, or in the descent or
go-around phases, this will most probably be to the alternate airport.
When the crew decides to divert:
SELECT a lateral revision at suitable waypoint
SELECT ENABLE ALTN prompt
CHECK the temporary flight plan and INSERT
SELECT DIR TO required waypoint
Note:
In most cases, the LAT REV shall be selected at the TO WPT. This will facilitate the
subsequent selection of the DIR TO waypoint.
The ALTN flight plan shall be finalized, whenever the landing runway is known by the
crew (before approach briefing).
In most cases, this will ensure that the most probable flight plan is displayed on the
MCDU once ENABLE ALTN is selected.
DSC-22_20-60-30 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_20-60-40-00000937.0001001 / 16 FEB 11
Applicable to: ALL
The managed target speeds is immediately set to a value that depends upon the flight phase
All preselected speeds entered in the MCDU are deleted
Step climb (or step descent), if entered, is deleted
The time constraint is deleted
The PROG page shows the engine-out maximum recommended (EO MAX REC) altitude
The system automatically calls up the current performance page, which has the EO CLR
(engine-out clear) prompt displayed in the 1R field (except during takeoff, before the diversion
point is reached).
If the crew presses the EO CLR, the 2 engine predictions and performance will be restored.
Reverting back to one engine-out performance is not possible, unless the system detects a new
EO condition. Therefore, the pilot should not press the EO CLR key, if an actual engine-out is
detected
FLIGHT GUIDANCE PART
All selected modes remain available (the HDG/TRK, V/S, and OPEN modes, for example)
In the speed reference system (SRS) mode, the takeoff speed target is V2, or the current speed
if it is higher but no more than V2 +15. The magenta triangle indicates V2 in all cases. The GO
Around speed target is VAPP, or the current speed if higher, limited to VLS +15 kt
The system limits autopilot (AP) and flight director (FD) bank angles during takeoff and approach
phases as follows:
15 when the aircraft speed is below the maneuvering speeds (F, S, or Green Dot speed) -10 kt
Then linear increase to 25 up to maneuvering speeds (F, S, or Green Dot speed) -3 kt
25 above maneuvering speeds (F, S, or Green Dot speed) -3 kt.
Note:
The engine-out bank angle limits apply, when the FG part of the FMGS has detected
an engine-out. It cannot be cleared by the crew through the MCDU EO CLEAR
prompt.
A to C
DSC-22_20-60-40 P 1/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AUTOTHRUST
Ident.: DSC-22_20-60-40-00000940.0001001 / 16 FEB 11
Applicable to: ALL
The system extends the active range of the active engine from idle to maximum continuous thrust
(MCT instead of CL thrust).
The Flight Mode Annunciator requests maximum continuous thrust on the live engine at a time that
depends on when the engine-out occurs.
ENGINE-OUT CONDITIONS
Ident.: DSC-22_20-60-40-00000941.0001001 / 16 FEB 11
Applicable to: ALL
The FMGS considers the aircraft to be in an engine-out condition, when one of the following
conditions is present and the aircraft has commenced takeoff or is in flight:
One engine master switch off, or
N2 below idle, or
One thrust lever angle is below 5 with the other above 22 , or
The FADEC shows an engine fault.
ENGINE-OUT SID
Ident.: DSC-22_20-60-40-A-NG00074
Applicable to: ALL
Ident.: DSC-22_20-60-40-A-00000942.0001001 / 14 MAY 12
GENERAL
An engine-out standard instrument departure (EOSID), when defined in the database, is always for
a specific runway. It is indicated on the bottom line of the SID page for that runway, and you can
select it manually.
The pilot can review the SID either by selecting the PLAN mode on the navigation display (solid
yellow line), or by selecting it on the SID page. In the latter case, the navigation display shows the
SID as a temporary flight plan.
The last point, if any, that is common to both the SID and engine-out SID is called the diversion
point (DP).
D to F
DSC-22_20-60-40 P 2/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The EOSID Diversion Point is the waypoint at which the EOSID diverges from the active
SID.
If there is no common leg between the SID and the EOSID in the navigation database,
the diversion point is by default the runway threshold. Therefore the SID and EOSID
common leg(s) before the flight paths separation must be the same type and nature.
DSC-22_20-60-40 P 3/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The navigation display shows the engine-out SID as a yellow line for your information.
Directing the aircraft to the EOSID should not be performed unless it allows obstacle
clearance and the flight crew considers it is the best strategy for a particular case.
DSC-22_20-60-40 P 4/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-60-40 P 5/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The PERF TO page comes up on the display automatically with the EO CLR prompt in the 1R
field
The MCDU and the navigation display show the engine-out SID as a temporary flight plan, or
the navigation display shows it for information only, depending upon the diversion point location.
PROCEDURE
When the aircraft reaches the engine-out acceleration altitude
PUSH in the V/S knob to level off.
CLEAN up your configuration as the speed increases toward target speed.
When the aircraft is clean and has reached Green Dot speed, MCT flashes on the FMA,
PULL out the altitude selector knob to resume the climb.
The OP CLB. mode engages.
MOVE the thrust lever for the live engine to MCT detent.
Ident.: DSC-22_20-60-40-A-00000946.0004001 / 16 FEB 11
DSC-22_20-60-40 P 6/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
MOVE the thrust lever of the active engine to the MCT detent.
When the aircraft reaches the engine-out acceleration altitude:
PUSH the V/S knob to level off.
CLEAN UP configuration as the speed increases.
When the aircraft reaches Green Dot speed:
PULL the ALT knob to resume the climb.
Note:
If necessary, move the thrust lever of the active engine to the TOGA detent. The
Flight Mode Annunciator will display MCT, flashing in amber, when the aircraft
reaches Green Dot speed.
F to G
DSC-22_20-60-40 P 7/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The system sets the managed target speed to the higher of engine-out cruise Mach number or
speed, or current speed.
LVR MCT (or MCT) flashes on the Flight Mode Annunciator.
The PERF CRZ page appears with the EO CLR* (clear engine-out) prompt.
The PROG page displays the engine-out maximum recommended altitude (EO MAX REC ALT).
PROCEDURE
Perform engine out abnormal procedure.
Refer to PER-OEI-GEN-05 INTRODUCTION SINGLE ENGINE OPERATIONS
For standard strategy,Refer to PER-OEI-GEN-10 PROCEDURE
For obstacle strategy,Refer to PER-OEI-GEN-15 PROCEDURE
For fixed strategy, Refer to PER-OEI-GEN-20 PROCEDURE
Initiate a diversion if necessary.
Note:
The engine-out descent strategy requires disconnection of the autothrust, and descent in
OPEN DES mode.
Disconnecting the autothrust prevents an automatic setting of THR IDLE; therefore, the
autopilot will fly the target speed in OP DES mode, with a thrust manually selected by the
crew.
When reaching the FCU-selected altitude, or whenever normal descent is resumed to a
lower altitude, reengage the autothrust.
ENGINE-OUT IN DESCENT PHASE
The managed target speed remains unchanged (ECON DES Mach number or speed, with any
speed limitations).
LVR MCT (or MCT) flashes on the Flight Mode Annunciator.
The PERF DES page appears, showing the EO CLR* prompt.
The PROG page displays the engine-out maximum recommended altitude (EO MAX REC ALT).
The descent mode (if engaged) reverts to V/S, if the aircraft is above the EO REC MAX. If not, the
descent mode is maintained.
H to I
DSC-22_20-60-40 P 8/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
MOVE the thrust lever for the live engine to the MCT detent.
If necessary, SELECT a suitable flight mode for descent.
DISCONNECT the autothrust and ADJUST thrust if necessary.
ENGINE-OUT IN APPROACH PHASE
Ident.: DSC-22_20-60-40-00000952.0001001 / 16 FEB 11
Applicable to: ALL
PROCEDURE
MOVE the thrust lever for the live engine to the MCT detent.
CAUTION
Below maneuvering speed (F, S, Green Dot) 10 kt, the autopilot or flight director
(AP/FD) cannot order a bank angle greater than 15 .
Above maneuvering speed 10 kt, this limit linerarly increases until it reaches
25 at maneuvering speed 3 kt. The limit is then 25 for all speeds above
maneuvering speed 3 kt.
ENGINE-OUT IN GO-AROUND PHASE
The results and procedures for takeoff phase apply, except that the displays do not show the
engine-out SID.
I to K
DSC-22_20-60-40 P 9/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-60-40 P 10/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The secondary flight plan (SEC F-PLN) is an alternative flight plan which can be activated when
required.
It may include all the vertical elements except history wind data.
The flight crew can:
Create a secondary flight independently from the active flight plan (a secondary flight plan can be
created while a temporary flight plan exists).
Copy it from the active flight plan.
Delete it completely.
DSC-22_20-60-50 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Activate it, when the ACTIVATE SEC prompt is displayed: The secondary flight plan becomes
the active flight plan.
DSC-22_20-60-50 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the flight crew initializes the secondary flight plan with the SEC INIT function:
The FMGS computes the secondary flight plan predictions as if the aircraft were on ground
before engine start. The FMGS computes these predictions one time and does not update them
to indicate the progress of the flight (aircraft position, fuel consumption, etc.).
When the flight crew initializes the secondary flight plan with the COPY ACTIVE function:
The FMGS computes the secondary flight plan predictions as for the active flight plan. However:
The FMGS stops the update of the predictions if the first leg of the active flight plan is no
longer the same as the active leg (i.e. if both flight plans diverge). The flight phase is the
same as the flight phase at the time of the divergence.
Note:
This does not apply to the preflight phase, when the FMGS computes the
predictions if the departure airports are the same, even if the takeoff runways are
different.
The flight crew may use the secondary flight plan in the following cases:
At takeoff when an alternate takeoff runway is probable
On ground to initialize the FMGS again if the flight that the flight crew initially prepared is
replaced by another flight (Refer to PRO-NOR-SRP-01-05 Introduction)
In flight to prepare a diversion
In flight when an alternate landing runway is probable
To prepare the next flight.
DSC-22_20-60-50 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-60-50 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The stored route function allows the pilot to store or review as many as five different routes defined in
an active or secondary flight plan.
This also allows the pilot to store a company route that is not yet in the database, but is expected to
be flown several times (a charter route, for example).
Access the STORED ROUTES page from the DATA INDEX page.
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Note:
1. In either case, you may only store a company route if the active or secondary flight
plan is complete from origin to destination.
2. If you do not enter a name, the FMGS automatically names the stored route as SRTE
1 (or 2 ...) when it is stored.
3. The system does not retain several elements of the flight plans, when they are stored:
Pilot-entered holds
Offsets
Pilot-entered constraints
Modifications to a terminal procedure
Pseudo waypoints
When this happens, it displays REVISIONS NOT STORED.
4. If five routes are already stored the system will reject a new entry and display
STORED ROUTES FULL on the MCDU. Delete one stored route by clearing the
CO RTE name before inserting a new one.
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GENERAL
Ident.: DSC-22_20-60-70-00006017.0001001 / 16 FEB 11
Applicable to: ALL
The REPORT page allows the crew to achieve the position reporting.
REPORT PAGE ACCES
Ident.: DSC-22_20-60-70-00009524.0008001 / 14 MAY 12
Applicable to: ALL
A to B
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Note:
In case a DIR TO with ABEAM WPTs is achieved, or in case a FIX INFO with ABEAM
or RADIAL/CIRCLE intersection is inserted in the F-PLN, the TO WPT (provided on the
REPORT page) will be the ABEAM WPT or the RADIAL/CIRCLE intersect waypoint, if any,
as on the F-PLN page.
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CLOSEST AIRPORTS
Ident.: DSC-22_20-60-80-00006018.0001001 / 07 APR 11
Applicable to: ALL
The CLOSEST AIRPORTS page displays the four closest airports, from the position of the aircraft,
found in the navigation database (Refer to DSC-22_20-50-10-25 Closest Airports Pagesfor the page
description), and the 5th airport, as selected by the crew.
For each airport, the FM computes:
The BRG/DIST/ESTIMATED UTC from the position of the aircraft to the corresponding airport.
The EFOB at the airport, assuming an EFFECTIVE WIND (defaulted or entered by the pilot).
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Note:
When the CLOSEST AIRPORTS page 2 is selected, the list of airports is automatically
frozen, as indicated on the page.
In case SELECTED SPD is used, the CLOSEST AIRPORTS page still provides good use
to choose the applicable closest airport for diversion purposes. However, when SELECTED
SPD is significantly different from MANAGED SPD, the predictions in terms of time and fuel
must be disregarded since they are misleading.
The predictions may then be checked on the SEC F-PLN.
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GENERAL
Ident.: DSC-22_20-60-90-00006019.0001001 / 16 FEB 11
Applicable to: ALL
The crew can enter a time marker in the F-PLN A or B page. Once entered, the FMGS displays a
pseudo waypoint along the flight plan on the MCDU and on the Navigation Display. This pseudo
waypoint shows the predicted location of the aircraft at the entered time.
HOW TO INSERT A TIME MARKER
Ident.: DSC-22_20-60-90-00009522.0001001 / 14 MAY 12
Applicable to: ALL
WRITE the time marker in the scratchpad. The entry format is HHMM.
SELECT any left key of the F-PLN A or B page, to insert the time marker in the active flight plan.
The time marker is inserted in the flight plan according to time criteria, irrespective of the key chosen
for entry.
Up to four time markers may exist at a time. An attempt to enter a fifth time marker will cause the
TIME MARKER LIST FULL message to appear on the scratchpad.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
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The FMGS updates the time marker position with the predictions.
When the current clock time equals or exceeds the time marker entry, the FMGS sequences the time
marker (even in preflight).
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OPERATING MANUAL
The STEP ALTS function enables to define the successive cruise Flight Levels. The optimum
position to initiate a climb, from the initial (or current) cruise Flight Level to the next one, can also be
determined.
PRINCIPLE
GEOGRAPHIC STEPS
Up to four geographic steps may be defined on the STEP ALTS page. These steps are initiated
at the geographical position, along the F-PLN.
Rules
The minimum step size is 1 000 ft.
A Step Climb (S/C) cannot follow a Step Descent (S/D).
A STEP is automatically cleared, if:
The S/C (S/D) is sequenced without any level change done by the crew.
The crew achieves a LAT REV, which deletes the associated waypoint from the F-PLN
By EO condition.
A STEP is manually cleared:
On the STEP ALTS page, by CLEARING the corresponding field.
On the F-PLN page, by CLEARING the (S/C) or (S/D) pseudo-waypoints.
A STEP entry is IGNORED, if the remaining CRZ distance is less than about 50 nm.
Once the steps are inserted in the F-PLN, they are displayed:
On the MCDU, as (S/C), (S/D), (T/C), (T/D) pseudo waypoints.
On the ND, by associated , , , white symbols.
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OPTIMUM STEP
Once geographic steps are inserted or an altitude is entered, the FM proposes an OPTIMUM
STEP start of climb position for the first step climb altitude ahead: Fuel/time savings are
displayed, if above 100 kg/min. If no savings are found, no optimum step is proposed.
The OPT STEP is not automatically inserted. The crew must insert it, if appropriate. Once
inserted, the OPT STEP point (OPT) becomes a fixed geographical point.
If some F-PLN parameters are subsequently changed (e.g. winds, new waypoints), an update
of the optimum position relative to the previous one may be proposed. If savings exist, this new
optimum may be inserted to replace the previous optimum step point.
Once an OPT STEP is inserted in the F-PLN, and the crew achieves a lateral F-PLN revision,
the FM keeps the (OPT) along the new F-PLN, at the same distance from the aircrafts position,
as previously determined.
Rules
The OPT STEP is only computed by the FM, if data required for the prediction computation
are inserted : F-PLN, CRZ FL, CI, GW, CG at least.
The search of the OPT STEP begins 20 nm beyond (T/C) before Cruise, or ahead of the
aircrafts position.
The search of the OPT STEP ends 20 nm before the next STEP POINT, or 300 nm before
the (T/D).
Only one OPT STEP is computed at a time.
Guidance
When reaching the step point, the steps must be initiated by the crew by selecting the new
CRZ FL, and pressing the FCU ALT selector knob. If sequenced without any crew action, the
step is automatically deleted.
If the crew initiates the step:
The CRZ FL is automatically reassigned to its new value.
The guidance is
THR CLB/CLB for a step climb.
THR IDLE/DES with V/S = -1 000 ft/min for a step descent.
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STEP ENTRY
The STEP ALTS page is either accessed from
the
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The computed (OPT) step replaces the initially inserted step position, and is then considered
at a fixed geographic position. Savings are no longer displayed, and the UPDATE* prompt
replaces the INSERT* prompt. This prompt allows the crew to update the (OPT) step position,
considering possible F-PLN or inserted wind changes.
If pressed, a new OPT point is proposed, with the associated SAVINGS and INSERT prompt, or
NO OPTIMAL.
UPDATE prompt has been pressed, the new OPT STEP point gives additional savings:
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Note:
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MESSAGES
Messages may be displayed in the DIST/TIME field:
ABOVE MAX, if the inserted step altitude exceeds the REC MAX ALT.
The STEP ABOVE MAX FL scratchpad message is associated to the ABOVE MAX
message.
IGNORED
This message is displayed in the following cases:
Step climb is located prior to the top of climb, or after the top of descent.
Step end is at less than 50 nm from the top of descent. An optimum step point, < 200 nm
from top of descent, cannot be inserted
STEP AHEAD, when the distance to the step point is less than 20 nm . A STEP AHEAD
scratchpad message is also displayed.
The following message may be displayed in the scratchpad:
NOT ALLOWED, if:
Four steps already exist in the F-PLN, and an additionnal entry is attempted.
Any attempt to enter a step at the FROM waypoint, or at a pseudo waypoint is done.
Two consecutive steps are entered at the same waypoint (e.g. step climb after step
descent).
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GENERAL
Ident.: DSC-22_20-60-110-00006021.0001001 / 16 MAR 11
Applicable to: ALL
A time constraint (RTA) may be assigned at any waypoint of the F-PLN, downpath of the origin and
the FROM waypoint. It can be an AT, AT OR BEFORE, or AT OR AFTER constraint.
The FMS computes a new managed speed profile from the aircraft position to the constrained
waypoint, in order to match the 30 s difference (T) between the time predicted at the constrained
waypoint and the RTA. This modified managed speed profile can be checked using the speed
prediction, displayed for each waypoint of the F-PLN page.
The RTA function uses a speed range between Green Dot speed and VMO - 10 (or MMO - 0.02).
When the constrained waypoint is sequenced, the ECON SPD/MACH is resumed unless the
constrained waypoint is located in a descent segment.
Note:
The FM does not compute a new managed speed profile when a RTA is entered in the
descent profile while the aircraft is in cruise within 40 nm from the top of descent.
The time constraint is inserted on the RTA page. A time constraint may be inserted at any waypoint
of the primary or secondary flight plan.
If an engine-out condition is detected, the time constraint is automatically deleted and RTA
DELETED message on scratchpad.
If the aircraft enters a holding pattern, the downpath time constraint is deleted.
Once inserted in the F-PLN, the RTA is displayed in magenta on the F-PLN page, as long as no
predictions are available.
Once the predictions are available, the time constraint is replaced by the new predicted time at the
associated waypoint, and highlighted by a star: (*)
The (*) is magenta, if the time constraint is matched with the 30 s criteria.
The (*) is amber, if the time constraint is missed.
Time constraint matching criteria:
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Note:
T is the time difference between the time predicted at the constrained waypoint and the
RTA.
Note:
The TIME CSTR can be directly cleared on the F-PLN A page, using the CLR key.
The time constraint is automatically deleted in the following cases:
Engine out, or
When entering a holding pattern, or
In case of Go-Around, or
A time constraint is entered at another waypoint, while another time constraint
already exists.
A scratchpad RTA DELETED message is displayed.
ESTIMATED TAKEOFF TIME (ETT)
The Estimated Takeoff Time (ETT) may be entered by the pilot during the preflight phase at the
origin airport. This time is used as the initialization time for predictions.
The entry is accepted in the preflight phase, if the ETT is greater than the clock time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
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A318/A319/A320/A321
FLIGHT CREW
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PROCEDURE
PRESS the F-PLN key
SELECT a vertical revision at origin
SELECT the RTA page
WRITE the ETT into the scratchpad, and ENTER in the ETT field.
The display automatically reverts to the F-PLN A page.
Note:
If the current time exceeds the ETT entry, the CLK IS TAKE OFF TIME message is
displayed ; the ETT is replaced by the clock time.
At takeoff, the takeoff time is automatically updated using the actual clock time.
An ETT entry is automatically deleted, if the origin airport is modified, or if the clock is
inoperative.
If a time constraint is entered at a waypoint in the F-PLN, the takeoff time required to
match the constraint is automatically computed by the FM. This result is displayed in
magenta as ETT at the origin.
After Takeoff
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EQUITIME POINT
Ident.: DSC-22_20-60-120-00006015.0001001 / 16 MAR 11
Applicable to: ALL
The equitime point page displays the ETP, computed along the F-PLN route between two referenced
positions (airports, waypoints or navaids), defined by the pilot (Refer to DSC-22_20-50-10-25 Equi Time Point Pagefor the page description).
When first accessing the page, the FMS proposes origin and destination airfields, as defaulted
positions.
The pilot may overwrite these two positions and insert the wind in their vicinity at the applicable CRZ
FL.
The FMS then computes the resulting ETP, using the managed or selected speed, and blending the
forecasted winds along the F-PLN route with the inserted winds.
The FMS provides:
TIME and DIST from the aircraft position (or origin on ground) to the ETP
The BRG/DIST from the ETP to the defined positions
TIME overhead each position, assuming the aircraft flies from the present position to the defined
position via the ETP
(ETP) pseudo waypoint is displayed on the ND along the F-PLN
ETP location in relation to the subsequent waypoint.
A to B
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Note:
The ETP pseudo-waypoint is not displayed on the MCDU F-PLN page. In order to easily
locate it, or when closing the applicable ETP, the TIME MARKER may be used; this
allows the crew to visualize it in advance on the F-PLN page or, to prepare the next
applicable ETP on the Equi-time Point page
The ETP is computed using speed according to the current mode (managed or selected).
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GENERAL
Ident.: DSC-22_20-60-130-00012906.0011001 / 14 NOV 11
Applicable to: ALL
The MCDU NAV B/UP allows to link a MCDU to its associated IRS in order to allow the flight crew to
monitor the navigation and to be provided with some basic flight planning functions in case of FM 1 +
2 failure.
CAUTION
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In that procedure, all the legs are coded as CF (Course to Fix) legs. This explains all the
discontinuities resulting in the B/UP F-PLN.
These discontinuities may be cleared.
When the second FM fails
REENGAGE and SELECT the required AP and A/THR modes (if disconnected).
SELECT the NAV B/UP prompt on both MCDU.
SELECT NAV on both RMP
Tune the required navaids
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AP AND A/THR
One FG at least must be available to allow the engagement of AP/FD and A/THR. All FM
managed modes are lost as well as managed speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
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As a consequence:
LAT F-PLN is flown in HDG/TRK modes
VERT F-PLN is flown in OPEN/V/S/FPA modes
SPD TARGET is manually SELECTED on the FCU
SPD/MACH crossover is manually SELECTED on the FCU.
It is recommended to use the TRK/FPA modes:
SELECT the required TRK on FCU at waypoint sequencing (as no AP/FD coupling exists in NAV
B/UP). F-PLN sequencing is automatic.
MONITOR the track of the next leg prior reaching the TO waypoint (track between TO and next
waypoints is true track).
ADJUST the track to follow the F-PLN with X-TRK = 0
USE OP DES or FPA to descend as suitable.
FPA allows easy altitudes predictions:
DNM = (FL)/FPA
Ident.: DSC-22_20-60-130-B-00012910.0011001 / 16 FEB 11
NAVIGATION MONITORING
The navigation accuracy check must be achieved periodically using the same principle as with FM
navigation:
COMPARE computed data with raw data
SELECT ON RMP the applicable navaid
PRESS the [PROG] key
B/UP PROG page is displayed
WRITE in the scratchpad then ENTER the navaid LAT/LONG
SELECT associated navaid needle on the EFIS control panel.
COMPARE computed BRG/DIST with RAW DATA on ND
If the crosscheck is POSITIVE the ND may be used in ROSE NAV/MAP modes with raw data
If the crosscheck is NEGATIVE the ND must be used in ROSE VOR/ROSE ILS modes.
Note:
B/UP IRS
FLIGHT PLANNING
The following revisions may be achieved:
WPT insertion/deletion
OVERFLY insertion/deletion
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DIR TO a waypoint
CLR waypoints/discontinuities.
Waypoint identifiers are either published waypoint identifiers if present in the MCDU active F-PLN,
or coded LAT/LONG identifiers resulting from flight crew entries.
All flight planning functions are directly applied on active F-PLN without LAT REV page.
Ident.: DSC-22_20-60-130-B-00012912.0011001 / 14 MAY 12
WAYPOINT INSERTION
Waypoint insertion into the F-PLN is performed via the B/UP F-PLN page by selecting the line
key adjacent to the desired point of insertion, whenever a pre-existing waypoint identifier or valid
IDENT/LAT/LONG or LAT/LONG entry is displayed in the scratchpad.
Any waypoint entry which causes the number of legs in the route to exceed the maximum allowed
results in the F-PLN FULL message.
Note:
If the inserted waypoint is entered only with LAT/LONG, its identifier would be :
N48E001
If the flight crew writes a waypoint IDENT/LAT/LONG with an IDENT already used in
the F-PLN, a message NOT ALLOWED" is displayed.
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WAYPOINT DELETION
Waypoint and discontinuity may be deleted from the B/UP F-PLN page by using the CLR key.
Ident.: DSC-22_20-60-130-B-00012914.0011001 / 16 FEB 11
OVERFLY INSERTION/DELETION
Same as for the FM F-PLN.
Ident.: DSC-22_20-60-130-B-00012915.0011001 / 14 MAY 12
DIRECT TO A WAYPOINT
The DIR TO function operates as for the normal F-PLN, except that RADIAL INTERCEPT and
ABEAM functions are not available.
PRESS the DIR key.
WRITE LAT/LONG (or IDENT/LAT/LONG) on the scratchpad then INSERT in [1L].
SELECT the correct track on the FCU in order for the aircraft to turn toward the new TO waypoint.
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CLR WAYPOINT/DISCONTINUITY
CLR as for normal operation.
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APPROACHES
ND display selection rule
As per normal operation, it depends upon the result of NAV ACCY CROSS CHECK.
Furthermore it depends also whether the F-PLN is complete, including the approach.
F-PLN
Complete with
appropriate approach
Incomplete
ND
PF
PNF
ARC or ROSE NAV
Ref navaid Raw data
ARC or ROSE NAV or
ROSE VOR/ILS
ROSE VOR/ILS
Ref Navaid Raw Data
ROSE VOR/ILS
END OF DESCENT
ADJUST manually the landing elevation on the overhead panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
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ILS APPROACHES
Only CAT 1 approaches may be flown since the DH indication is not available.
CHECK the ILS frequency and course on the RMP.
PUSH the LS pb on the EIS control panel.
The autopilot and flight director available modes are APP (LOC G/S LAND)
The autothrottle available speed target is selected speed
CHECK VAPP in the QRH.
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AOC FUNCTIONS
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OPERATING MANUAL
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TAKEOFF DATA
Ident.: DSC-22_20-70-A-NG00076
Applicable to: ALL
Ident.: DSC-22_20-70-A-00000957.0001001 / 15 FEB 11
GENERAL
The takeoff data may be requested in preflight or done phase for the active flight plan only.
It is always associated with the active flight plan message.
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WIND DATA
Ident.: DSC-22_20-70-B-NG00077
Applicable to: ALL
Ident.: DSC-22_20-70-B-00000961.0001001 / 18 MAR 11
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OPERATING MANUAL
Before engine start, and if data has not been entered in any WIND page for the flight plan,
the uplinked wind data is automatically inserted into the flight plan, and no flight crew action is
required.
If the uplinked wind message is received after engine start, or if data has been entered in any
WIND page of the flight plan, the flight crew must manually insert the uplinked wind data via the
INSERT UPLINK prompt.
When the amber star following the WIND REQUEST is not displayed, the FM is not able to
communicate with the ACARS and the pilot cannot send any request.
Ident.: DSC-22_20-70-B-00000962.0020001 / 14 MAY 12
DSC-22_20-70 P 6/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
AOC FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-70 P 7/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
AOC FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
A wind request sent during cruise phase will apply for downpath waypoints of the cruise,
descent, approach and alternate phases.
If the uplink message contains more data and waypoints than the flight plan, the winds at
extra waypoints are not considered and automatically discarded. This is transparent to the
pilot
Clearing the INSERT UPLINK* prompt deletes all uplink wind data of the cruise phase.
Cruise page reverts to the previous data.
Note:
During cruise, whenever uplink wind data is received and not inserted or cancelled on
the CRUISE WIND page, access to the DIR TO function is not possible. The WIND
UPLINK EXISTS message is displayed on the MCDU scratchpad. Insert or cancel the
uplinked wind message first and then access the DIR TO function.
DSC-22_20-70 P 8/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
AOC FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
If the alternate wind is not available, dashes are displayed in the field.
In descent, approach or go around phases, the pilot cannot request or modify the descent winds
of the active flight plan or secondary flight plan if it is a COPY ACTIVE.
DSC-22_20-70 P 9/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
AOC FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-70 P 10/10
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
PRINT FUNCTION
Ident.: DSC-22_20-80-00000964.0009001 / 18 MAR 11
Applicable to: ALL
The PRINT function allows various reports to be printed either automatically (when linked to
ACARS
or ATSU
) or manually.
The manual PRINT function allows printing of FM-generated flight reports and additional data:
F-PLN
INITialization data
T.O.
Data
WIND
Data
PREFLIGHT
REPORT
IN FLIGHT
REPORT
POSTFLIGHT
REPORT
A detailed description of the PRINT FUNCTION pages is provided in Refer to DSC-22_20-50-10-25
Print Function Pages.
The print function is available if ACARS
or ATSU
are available or not.
The various flight reports contain most of the prediction information required by the flight crew to
monitor the progress of the flight. The resulting documents can therefore be used as realistic master
documents, based on the latest data provided by the flight crew to the computer, in terms of ATC
clearances and weather information.
PRINT FUNCTION ACCESS
Ident.: DSC-22_20-80-00000965.0004001 / 18 MAR 11
Applicable to: ALL
).
A to B
DSC-22_20-80 P 1/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
Note:
For an automatic printing, time is the time of the reception of the message. For a manual
printing, time is the time of the print request.
ON GROUND BEFORE ENGINE START
When the overall F-PLN data (lateral, vertical including winds, steps, constraints) and the ZFW and
ZFWCG values have been inserted:
SELECT the FUEL PLANNING prompt [3R],
If the computed BLOCK fuel does not correspond to the actual block fuel required for the
flight:
ENTER the actual block required for the flight in the [2R] field,
PRINT the PREFLIGHT report.
The flight crew may then use the PREFLIGHT report to monitor the progress of the flight.
Note:
Before printing the PREFLIGHT report, the flight crew must check that the F-PLN is
complete (all F-PLN discontinuities must be cleared) and that all the F-PLN elements
(including winds, steps, constraints, alternate airport) have been inserted, in order to
obtain an accurate PREFLIGHT report.
B to C
DSC-22_20-80 P 2/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-80 P 3/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
IN FLIGHT
Ident.: DSC-22_20-80-00000968.0007001 / 18 MAR 11
Applicable to: ALL
Once the aircraft has reached the CRZ FL once, all the latest ATC clearances have been inserted in
the FM, when all the WINDS/STEPS have been properly updated:
ACCESS the PRINT FUNCTION page
PRINT the INFLIGHT REPORT
The inflight report provides the list of all the overflown F-PLN waypoints (HISTORY VALUES)
with their associated data (Time, ALT, Fuel, ...), and the predictions to all the downpath waypoints
(PREDICTED VALUES).
This new document replaces the PREFLIGHT report, since it carries all the latest expected F-PLN
changes. It is the new applicable master document used to monitor the progress of the flight.
The inflight report will be printed after each important F-PLN modification.
Note:
If the selected Fuel Unit option is pounds, the HISTORY FOB values may be incorrectly
printed in tons on the INFLIGHT REPORT. The CURRENT and PREDICTED FOB values,
however, are correctly printed in pounds.
DSC-22_20-80 P 4/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
Note:
In case of a major failure such as an engine out, a new print will be done when time
permits.
DSC-22_20-80 P 5/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
The POSTFLIGHT REPORT gives a complete list of all the overflown waypoints during the flight
(HISTORY VALUES).
Furthermore it provides:
FUEL/TIME summary
IRS Drift and G/S
When at the gate, after engine shutdown:
ACCESS the PRINT FUNCTION page
PRINT the POSTFLIGHT REPORT
Note:
If the selected Fuel Unit option is pounds, the HISTORY FOB values may be incorrectly
printed in tons on the POSTFLIGHT REPORT.
DSC-22_20-80 P 6/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-80 P 7/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
PRINT FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_20-80 P 8/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-10 General
General.....................................................................................................................................................................A
Mode Reversions..................................................................................................................................................... B
Guidance Modes......................................................................................................................................................C
Mode Selection........................................................................................................................................................ D
Lateral Modes.......................................................................................................................................................... E
Vertical Modes......................................................................................................................................................... F
Interaction between AP/FD and A/THR Modes...................................................................................................... G
DSC-22_30-PLP-TOC P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-PLP-TOC P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-70-80 Vertical Speed Mode - Flight Path Angle Mode (V/S - FPA)
General.....................................................................................................................................................................A
Engagement Conditions...........................................................................................................................................B
Disengagement Conditions......................................................................................................................................C
Guidance..................................................................................................................................................................D
DSC-22_30-80-20 Takeoff
General.....................................................................................................................................................................A
SRS (Speed Reference System).............................................................................................................................B
Runway (RWY)........................................................................................................................................................ C
DSC-22_30-80-30 Approach
DSC-22_30-80-30-05 General
General.....................................................................................................................................................................A
DSC-22_30-PLP-TOC P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-90 Autothrust
General.....................................................................................................................................................................A
Thrust Levers........................................................................................................................................................... B
A/THR Arming Conditions....................................................................................................................................... C
A/THR Activation..................................................................................................................................................... D
A/THR Disconnection...............................................................................................................................................E
Thrust Lock Function............................................................................................................................................... F
A/THR Disconnection Caution................................................................................................................................ G
A/THR Modes.......................................................................................................................................................... H
SPEED Mode in Approach Phase............................................................................................................................I
DSC-22_30-PLP-TOC P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-PLP-TOC P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-PLP-TOC P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-10-00011031.0001001 / 17 AUG 10
Applicable to: ALL
There are several types of mode reversions. Each one observes a specific logic that is described in
the "Mode Reversions" section. (Refer to DSC-22_30-75 General).
GUIDANCE MODES
Ident.: DSC-22_30-10-00011033.0001001 / 17 AUG 10
Applicable to: ALL
Two types of autopilot and flight director modes are available to guide the aircraft:
Managed modes: When the aircraft is using managed targets, the Flight Management and
Guidance System (FMGS) guides it along lateral and vertical flight paths and speed profiles
computed by the Flight Management function (FM) from data in the MCDU. FM manages the
guidance targets.
Selected modes: When the flight crew is using selected targets, the FMGS guides the aircraft
along lateral and vertical flight paths and speed profiles to meet targets that the flight crew has
selected manually on the FCU. The flight crew selects the guidance targets.
A to C
DSC-22_30-10 P 1/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
LATERAL
VERTICAL
SPEED
MANAGED modes
NAV, APP NAV
LOC*, LOC
RWY
RWY TRK
GA TRK
ROLL OUT
SRS (TO and GA)
CLB, DES
ALT (magenta)
G/S*, G/S
FINAL
FLARE
FMGC REFERENCE
(ECON, Auto SPD, SPD LIM)
EXPEDITE
SELECTED modes
HDG-TRK
OP CLB, OP DES
V/S, FPA
ALT*, ALT (green)
EXPEDITE
FCU REFERENCE
MODE SELECTION
Ident.: DSC-22_30-10-00011034.0001001 / 17 AUG 10
Applicable to: ALL
MANAGED MODES
At takeoff, the managed modes engage automatically when the flight crew sets the thrust levers
at the TO or FLX detent.
During flight, the flight crew can arm or engage the managed modes (if the aircraft meets
engagement conditions) by pushing in the appropriate knobs on the Flight Control Unit (FCU).
The flight crew pushes the DIR TO key on the MCDU to insert a DIR TO leg. It engages or
maintains the NAV mode.
The flight crew pushes the APPR pb on the FCU to arm or engage the localizer and glide slope
or APP NAV-FINAL, depending upon the approach type insert in the flight plan.
The LOC pb arms or engages only the localizer mode.
SELECTED MODES
The flight crew can engage the selected modes by pulling out the appropriate FCU selection
knobs.
C to D
DSC-22_30-10 P 2/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
LATERAL MODES
Ident.: DSC-22_30-10-00011035.0003001 / 17 AUG 10
Applicable to: ALL
MODE
RWY
TYPE
MANAGED
RWY TRK
MANAGED
NAV
MANAGED
HDG-TRK
SELECTED
GUIDANCE
Mode used at takeoff to
guide the aircraft along the
runway centerline, using
LOC.
Mode used to guide the
aircraft along the track the
aircraft was following at
mode engagement.
Mode used to guide the
aircraft along the lateral
F-PLN. Available above 30 ft
after takeoff.
Mode used to guide the
aircraft on a heading or a
track selected by the flight
crew. The target value
is displayed in the FCU
window.
REMARK
Triggered by the thrust levers
at FLX or TOGA position.
Automatically armed at
takeoff, unless HDG/TRK is
preset.
In that case, RWY TRK
engages after takeoff.
Note:
HDG/TRK is
called "basic
mode" because
it is a backup
mode for certain
situations:
F-PLN
discontinuity
entry
AP
engagement
with no FD
Loss of F-PLN
MCDU NAV
BACK UP.
DSC-22_30-10 P 3/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
MODE
LOC*
LOC
APP NAV
TYPE
MANAGED
GUIDANCE
Mode used to guide the
aircraft on the lateral
approach path (LOC or
F-PLN approach path).
Note:
LAND
MANAGED
GA TRK
MANAGED
ROLL OUT
MANAGED
DSC-22_30-10 P 4/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
VERTICAL MODES
Ident.: DSC-22_30-10-00011036.0002001 / 17 AUG 10
Applicable to: ALL
MODE
SRS
TYPE
MANAGED
CLB
MANAGED
DES
MANAGED
OP CLB
OP DES
SELECTED
EXPEDITE
SELECTED
ALT CST*
ALT CST
MANAGED
ALT*
ALT
ALT CRZ
SELECTED
GUIDANCE
Mode used at takeoff or
go-around to maintain SRS
speed (V2, V2+10, VAPP...).
REMARK
Triggered by the thrust levers
at FLX or TOGA position.
Disengages automatically at
ACC ALT or when another
VERT mode is engaged.
Mode used to climb towards The speed target may be
FCU selected altitude
either selected or managed.
along VERT F-PLN taking
If managed, SPD CSTR,
into account ALT CSTR.
SPD LIM and HOLD SPD are
Available only if NAV mode taken into account.
engaged. The A/THR is in
ALT mode is always armed ;
thrust mode (CLB).
displayed in magenta if the
next level off is predicted at
Mode used to descend
an ALT CSTR, and in blue if
towards FCU selected
altitude along the computed the next level off is predicted
at the FCU selected altitude.
descent path taking into
account ALT CSTR.
Available only if NAV mode
engaged.
The A/THR may be in
THRUST or SPD mode.
Mode used to climb/descent The speed target may be
directly to the FCU selected either selected or managed.
altitude. These modes
ALT mode is systematically
disregard all ALT CSTR. The armed and blue. Altitude
A/THR is in THRUST mode target is blue on PFD.
(CLB/IDLE).
Mode used to increase the Used to expedite a climb or
vertical speed by selecting
descent towards a specific
green dot in climb or
level.
0.80/340 kt in descent.
Mode automatically engaged CLB/DES mode are
when reaching an ALT CSTR systematically armed (blue).
before the FCU selected
altitude.
Mode used to maintain
Soft ALT mode engages
a level flight at the FCU
when FCU selected altitude
selected altitude.
= CRZ FL.
Soft ALT is part of the
managed guidance.
Continued on the following page
DSC-22_30-10 P 5/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
MODE
TYPE
SELECTED
G/S*
G/S
FINAL
MANAGED
FLARE
MANAGED
V/S-FPA
The AP and FD pitch modes can control a target SPD/MACH or a vertical trajectory, and the A/THR
mode can control a fixed thrust or a target SPD/MACH. However, the AP/FD and the A/THR cannot
both control a target SPD/MACH simultaneously.
Therefore the AP/FD pitch modes and A/THR mode are coordinated as follows:
If an AP/FD pitch mode controls a vertical trajectory, the A/THR mode controls the target
SPD/MACH.
If an AP/FD pitch mode controls a target SPD or MACH, the A/THR mode controls the thrust.
If no AP/FD pitch mode is engaged, the A/THR mode reverts to controlling the SPD/MACH mode.
In other words, the selection of an AP/FD pitch mode determines which mode the A/THR controls.
AP/FD pitch modes
V/S - FPA
DES (geometric path)
ALT*, ALT
G/S*, G/S
FINAL
AP/FD OFF
A/THR modes
SPEED/MACH MODE
DSC-22_30-10 P 6/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-10 P 7/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-10 P 8/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT DIRECTOR
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-20-00012468.0001001 / 14 MAY 12
Applicable to: ALL
The Flight Director (FD) displays guidance commands from the Flight Management and Guidance
Computer (FMGC) on the Primary Flight Display (PFD).
The flight crew may manually fly the aircraft, following FMGC guidance commands, or crosscheck
the FMGC orders when the autopilot is engaged.
In normal operations, FD1 displays FMGC1 orders on the PFD1 and FD2 displays FMGC2 orders on
the PFD2.
The FDs use their respective onside FMGCs.
On the PFD:
1. The FD pitch and roll crossbars show pitch and roll demands.
2. Below 30 ft during landing and takeoff, when a localizer is available, the vertical bar is replaced by
a yaw bar that gives lateral orders.
3. The Flight Path Director (FPD) symbol relates to the Flight Path Vector (FPV).
The HDG V/S TRK FPA pb on the FCU enables the flight crew to select either type of reference
and display.
The FD pb on the Electronic Flight Instrument System (EFIS) control panel allows the FD bars to be
displayed or removed.
FD BARS (HDG V/S SELECTED ON THE FCU)
The pitch bar is displayed if a vertical mode is engaged. It gives pitch orders for the vertical
guidance
The roll bar is displayed if a lateral mode is engaged. It gives roll orders for lateral guidance.
DSC-22_30-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT DIRECTOR
FLIGHT CREW
OPERATING MANUAL
The FDs are engaged automatically when the FMGC powers up.
GROUND ENGAGEMENT
The "FD1" symbol appears on PFD1 and "FD2" appears on PFD2
No FD bars appear on the PFDs. (The PFD displays FD orders when a mode is active on the
corresponding axis)
The FCU windows display dashes.
MANUAL FLIGHT ENGAGEMENT
The two FDs engage in the HDG V/S or TRK FPA modes (basic modes).
DSC-22_30-20 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT DIRECTOR
FLIGHT CREW
OPERATING MANUAL
The flight crew may disengage one or two FDs manually, or FDs may disengage automatically if
there is a failure.
MANUAL DISENGAGEMENT
One FD OFF:
The FD bars no longer appear on the associated PFD.
The corresponding FD is disengaged.
AUTOMATIC DISENGAGEMENT
If one FD fails or one FMGC is not valid, both PFDs display the remaining FD.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
DSC-22_30-20 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT DIRECTOR
FLIGHT CREW
OPERATING MANUAL
The FD pitch bar is removed when no vertical mode is engaged or when ROLL OUT mode is
engaged.
The FD roll bar is removed when no lateral mode is engaged or when the RWY or ROLL OUT
mode is engaged.
Both FDs are removed when the aircraft pitch exceeds 25 up or 13 down, or bank angle
exceeds 45 .
Note:
If AP/FDs are OFF, and FD2 then FD1 are engaged within 180 ms (one computation cycle),
a flip flop of master FMGC may occur.
As a result, no vertical mode engages, the FMA 1st column, 1st line (A/THR mode) is blank
or displays dashes.
Engaging V/S mode manually reselects the correct FMGC and restores the display.
C to D
DSC-22_30-20 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT DIRECTOR
FLIGHT CREW
OPERATING MANUAL
FD WARNINGS
Ident.: DSC-22_30-20-00012473.0001001 / 16 MAR 11
Applicable to: ALL
FD bar WARNINGS
Pitch FD bar (or FPV) flashes 10 s and then remains steady
CONDITIONS
If the ALT* mode is lost further to FCU altitude reference
change of more than 250 ft.
When in APPR mode (G/S*, G/S, LAND, FINAL), FD
reverts to V/S mode (flight crew action or loss of vertical
approach mode).
One AP or one FD is engaged while both AP/FD were
previously OFF.
Transmission of the GLIDE data is interrupted when in G/S,
G/S* or LAND modes above 100 ft RA.
When in APPR mode (LOC*, LOC, LAND, APP NAV), FD
reverts to HDG mode (flight crew action or loss of lateral
approach mode).
One AP or one FD is engaged while both AP/FD were
previously OFF.
Transmission of the LOC data is interrupted when in LOC,
LOC* or LAND modes above 15 ft RA.
DSC-22_30-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT DIRECTOR
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-20 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOPILOT (AP)
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-30-00011816.0001001 / 17 AUG 10
Applicable to: ALL
The AP:
Stabilizes the aircraft around its center of gravity
Acquires and tracks a flight path
Flies the aircraft to an automatic landing or go-around.
The AP commands the:
Position of the flight control surfaces for pitch, roll and yaw
Nose wheel position.
AP ENGAGEMENT
Ident.: DSC-22_30-30-00011817.0014001 / 16 MAR 11
Applicable to: ALL
The flight crew can engage AP1 or AP2 by pressing the corresponding pushbutton on the FCU if the
aircraft has been airborne for at least 5 s.
When one AP is engaged, the corresponding FCU pushbutton comes on and AP1 (or 2) is displayed
on the FMAs.
In BACKUP NAV, AP can be engaged in selected modes if the FG part is available.
One AP can be engaged on ground if the engines are not running. It disengages when one engine
is started.
Two APs may be engaged at a time (AP1 active, AP2 in standby), when the localizer/glide-slope
or roll out or go-around mode is armed or engaged.
Only one AP can be engaged at a time in all other cases.
If one AP pb is set to ON with both FDs OFF, the AP engages in HDG V/S or TRK FPA mode,
depending upon which mode the flight crew has selected on the FCU.
If one AP pb is set to ON with at least one FD already ON, the AP engages in the current active
FD modes.
At takeoff, the AP cannot be engaged below 100 ft.
AP engagement increases the break out force on the sidestick controllers and on the rudder pedals.
AP engagement is indicated by the lighting of the corresponding FCU pushbutton and by the
appearance of AP1 (or 2) on the PFDs FMA.
A to B
DSC-22_30-30 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOPILOT (AP)
FLIGHT CREW
OPERATING MANUAL
AP DISENGAGEMENT
Ident.: DSC-22_30-30-00011818.0004001 / 18 MAR 11
Applicable to: ALL
C to D
DSC-22_30-30 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOPILOT (AP)
FLIGHT CREW
OPERATING MANUAL
AP DISENGAGEMENT
TAKEOVER pb
BY OTHER MEANS
on SIDESTICK
MASTER
WARNING light
ECAM
CONSEQUENCE
AUDIO
CLR pb on
ECAM CONTROL
PANEL
Extinguished
ACTION
CLR pb on
ECAM CONTROL
PANEL
TAKEOVER pb
No effect
Extinguishes Master Warning
light
Erases ECAM warning
Stops audio if pressed within
1.5 s
NO
Flashing red
AUTO FLT AP OFF red warning
Continuous cavalry charge
1.5 s minimum
Illuminated
AUTOLAND WARNING
Ident.: DSC-22_30-30-00011820.0001001 / 14 NOV 11
Applicable to: ALL
The autoland red warning flashes in LAND mode when the radio altitude goes below 200 ft and:
The aircraft gets too far off the beam (LOC or GLIDE), or
Both glide slope transmitters or receivers fail above 100 ft, or
Both localizer transmitters or receivers fail above 15 ft, or
The difference between both radio altimeter indications is greater than 15 ft, or
Both autopilots fail.
D to E
DSC-22_30-30 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOPILOT (AP)
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-30 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
SPEED/MACH CONTROL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-40-00011893.0001001 / 17 AUG 10
Applicable to: ALL
In flight, either the AP/FD pitch control, or autothrust may acquire and hold a target speed or Mach
number, depending on the engaged modes.
Speed control is:
Managed when the target comes from the FMGS
Selected when the target comes from the SPD/MACH FCU window.
MANAGED SPEED/MACH TARGET
Ident.: DSC-22_30-40-00011894.0001001 / 17 AUG 10
Applicable to: ALL
When the speed target is managed, the SPD/MACH window of the FCU shows dashes, and the
corresponding dot is lighted. The PFD speed scale shows the speed target in magenta.
ENGAGEMENT CONDITIONS
The SPD target is managed, whenever AP or FD is engaged, and one of the following occurs:
The flight crew pushes in the SPD/MACH knob
EXPEDITE mode
is engaged
V2 is inserted in the MCDU
The speed reference system (SRS) is engaged (takeoff or go-around mode).
Note:
DISENGAGEMENT CONDITIONS
Managed speed disengages any time the flight crew selects a speed target on the FCU, or if the
speed was preselected.
SPEED PROFILE
The form of the managed SPD profile depends on the lateral NAV mode.
If NAV mode is engaged, the SPD profile takes into account all the constraints linked to
the flight plan.
The SPD profile is:
V2 - SPD LIM - SPD CSTR (if applicable) - ECON CLB SPD/MACH - ECON CRZ MACH ECON or preset DES MACH/SPD -SPD LIM - SPD CSTR (if applicable) - HOLD SPD (if
applicable) - VAPP.
If NAV mode is not engaged, the SPD/MACH constraints are not considered.
The SPD profile is:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
SPEED/MACH CONTROL
FLIGHT CREW
OPERATING MANUAL
V2 - SPD LIM - ECON CLB SPD/MACH - ECON CRZ MACH - ECON or preset DES
MACH/SPD - SPD LIM - VAPP.
Note:
1. When both AP/FDs are OFF, A/THR reverts to selected SPEED mode, except
when the approach phase is activated on MCDU where both managed and
selected SPD are available.
2. When expedite mode is engaged, the system disregards SPD LIM and SPD CSTR
no matter what lateral mode is engaged.
3. The managed speed/Mach target may be set below maneuvering speed but
as long as the speed target is managed, the FMGS limits the aircraft to the
maneuvering speed of the current slats/flaps configuration (VAPP, F, S, Green
Dot).
4. If the managed speed/Mach target is set above VMAX (VFE, VMO, MMO), the
FMGS automatically limits the speed to VMAX.
5. If a SPD/MACH constraint has already been taken into account, it remains applied
(until a more restrictive constraint applies).
To use a selected speed/Mach target, the flight crew uses the knob on the FCU to set the target
speed, which is then displayed in the FCU window. It is also displayed in blue on the PFD speed
scale.
Note:
The selected speed/Mach target may be set beyond VLS or VMAX, but when autothrust is
active, the guidance limits the speed to VLS or VMAX.
Selected speed has priority over managed speed. The only automatic change-over from selected to
managed speed target may occur at go-around mode engagement.
In flight, if the situation calls for managed speed, both the PFD and the MCDU display a message
proposing a manual change to managed speed (for example, SET MANAGED SPEED, SET HOLD
SPEED, or SET GREEN DOT SPEED).
ENGAGEMENT CONDITIONS
The aircraft has a selected speed target under any one of the following conditions:
The flight crew pulls out the SPD/MACH knob (5 s after lift-off)
Both AP/FDs are OFF (except in APPR phase)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
SPEED/MACH CONTROL
FLIGHT CREW
OPERATING MANUAL
The FM speed target is lost (except in SRS, G/S, LAND, and GO AROUND modes)
The MCDU has a preselected speed for the next phase, and the aircraft transitions into that
phase
The FMGC is powered up in flight.
DISENGAGEMENT CONDITIONS
The selected speed target disengages:
When the managed SPD engages
When the aircraft is on ground at engine start.
Note:
With engines running, the flight crew can select a speed on the FCU only after takeoff.
AUTO SPD
The flight crew may insert the AUTO SPD (speed or Mach) on the PERF DES page to replace the
ECON DES SPD.
In this case, the managed speed profile takes into account the selected value. The top of descent
and the descent path are computed on AUTO SPD assumption.
SPEED/MACH SWITCHING
Ident.: DSC-22_30-40-00011897.0001001 / 16 MAR 11
Applicable to: ALL
In managed speed, at the crossover altitude, the FMGC automatically changes the managed speed
target to the corresponding MACH target. The FCU displays the Mach number corresponding to the
speed at the switching altitude.
Note:
When the speed is selected, the flight crew has to perform the switching manually by
pressing the SPD/MACH pb on the FCU. The FCU then displays the aircraft Mach number.
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SPEED/MACH CONTROL
When the target speed is managed, the FMGC commands the switchover automatically as a function
of the ECON MACH value.
MANAGED SPEED TARGET MEMORIZATION
Ident.: DSC-22_30-40-00011898.0001001 / 17 AUG 10
Applicable to: ALL
A dual FM failure has different consequences when it occurs in different phases of the flight.
The system handles target speed and SPD mode as follows:
During approach with LOC and G/S engaged and radio altitude < 700 ft, the target speed is set to
VAPP as previously memorized, and managed SPD target is maintained.
At go-around, the target speed becomes the memorized go-around speed, which is the higher of
VAPP or the speed when go-around was initiated. Managed SPD target is maintained.
In all other cases, managed target speed reverts to selected, the value being the speed at the
moment of the failure.
SPEED/MACH FCU WINDOW SYNCHRONIZATION
Ident.: DSC-22_30-40-00011899.0001001 / 17 AUG 10
Applicable to: ALL
When the target SPD is managed, the SPD/MACH display of the FCU shows dashes.
However, the window displays the target SPD or MACH in the following situations:
The flight crew turns the SPD/MACH knob.
If the flight crew does not pull the knob within 10 s after turning it, the selection reverts to dashes.
The flight crew manually engages a selected SPD target.
If the flight crew has manually preselected a speed or Mach number for the next phase on the
MCDU PERF page, that preselected SPD/MACH engages when the aircraft enters that phase and
the FCU window then displays as the target the preselected speed or Mach.
If the FMGS is powered up in flight, the synchronized speed/Mach value is the current aircraft
speed or Mach number.
If no V2 is entered at takeoff, the V/S mode engages 5 s after lift-off (no speed reference system).
The FCU speed target is the speed at V/S mode engagement. (A/THR becomes active when the
thrust levers are set in the active range).
E to G
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FMGS has guidance parameters for both AP/FD lateral and vertical modes.
The AP/FD lateral modes are:
RWY, RWY TRK Runway, Runway track mode
NAV
Nav mode
HDG, TRK
Heading, track mode. Also called basic modes
APP NAV
Approach Nav mode
LOC*, LOC
Loc capture, Loc track mode
LAND
Land mode. Managed submode that includes LOC and G/S modes below
400 ft RA
FINAL APP
Final approach mode. Managed submode that includes APP NAV and FINAL
modes during non precision approach
ROLL OUT
Roll out mode (Autoland)
GA TRK
Go-around track mode
The AP/FD vertical modes are:
SRS
SRS mode used for takeoff and go-around
CLB
Climb mode
DES
Descent mode
OP CLB
Open Climb mode
OP DES
Open Descent mode
EXP CLB
Expedite mode in climb
EXP DES
Expedite mode in descent
V/S or FPA
Vertical Speed mode or Flight Path Angle mode. Also called basic modes
ALT*
Altitude capture
ALT
Altitude Hold mode
ALT CST*
Altitude constraint capture
ALT CST
Altitude constraint hold mode
ALT CRZ
Altitude hold of the cruise flight level
G/S*
Glide slope capture
G/S
Glide slope mode
FINAL
Final mode (Non precision approach)
FLARE
Flare mode (Autoland)
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
These modes guide the aircraft laterally along a heading or track selected by the flight crew. The
HDG/TRK window of the FCU displays the target heading or track. The flight crew uses the HDG
V/S -TRK FPA pb to select heading or track.
ENGAGEMENT CONDITIONS
HDG or TRK is engaged when one of the following conditions is met:
The flight crew pulls out the HDG/TRK knob (not sooner than 5 s after lift-off)
NAV is disengaged, either by the loss of the lateral flight plan or by the flight crew entering a
flight plan discontinuity
FINAL mode (armed or engaged) is lost when the FMS profile validity is lost (e.g. overflying the
MAP)
LOC or LOC* mode is lost
The flight crew engages the AP/FD with no other mode already engaged (basic mode of AP/FD
engagement)
The flight crew presses the LOC pb, when APP NAV or FINAL APP modes are already engaged
HDG engages if the flight crew initiates a go-around below 100 ft and HDG or TRK was already
engaged. When the aircraft is at 100 ft or above, HDG or TRK are no longer engaged.
DISENGAGEMENT CONDITIONS
The engagement of any other lateral mode disengages HDG or TRK.
SYNCHRONIZING THE HDG/TRK WINDOW OF THE FCU
The lateral window of the FCU displays a heading or a track value when:
The HDG/TRK mode is engaged. The displayed value is the current HDG/TRK or the manually
selected value of the target
The flight crew turns the HDG/TRK knob. The value in the window first synchronizes with the
current HDG/TRK, then displays the manual selection. It remains displayed for 10 s or 45 s
depending upon FCU standard, then vanishes if the flight crew does not pull the knob (except in
HDG preset)
A HDG/TRK is preset (Refer to DSC-22_30-60 HDG/TRK Preset)
AP/FD is lost. The value becomes that of the aircraft current heading or track.
Note:
If HDG is switched to TRK (or vice versa), the value displayed in the window switches
from heading to track (or vice versa).
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HDG/TRK PRESET
Ident.: DSC-22_30-60-00012329.0002001 / 17 AUG 10
Applicable to: ALL
The system has a HDG/TRK preset function for takeoff and go-around.
If the flight crew chooses not to fly the flight plan after takeoff or go-around, they may preset a HDG
or a TRK on the FCU by turning the HDG/TRK knob. The value they set remains displayed in the
FCU HDG/TRK window until they pull the knob.
OPERATION AT TAKEOFF
HDG/TRK preset is available before takeoff and up to 30 ft RA. Turning the HDG/TRK knob before
30 ft sets the desired HDG/TRK. As a consequence:
NAV is disarmed
At 30 ft, RWY TRK is annunciated until the HDG/TRK knob is pulled.
OPERATION AT GO-AROUND
Whenever the LOC*, LOC, LAND, FINAL APP, or GA modes are engaged, the HDG preset is
available. If the flight crew rotates the HDG/TRK knob to set the value, it will remain displayed in
the window. Pull out the HDG/TRK knob to activate the mode and turn the aircraft to the preset
value.
When overflying the MAP, HDG/TRK will synchronize with the current value. The HDG/TRK preset
function is no longer available.
CANCELLATION
The flight crew can cancel a preset HDG/TRK by:
Engaging the NAV mode using the DIR TO
Pushing in the HDG/TRK knob (arming NAV mode)
Disengaging AP/FD.
NAVIGATION (NAV)
Ident.: DSC-22_30-60-00012330.0005001 / 16 MAR 11
Applicable to: ALL
NAV mode is a managed mode that steers the aircraft laterally along the flight plan defined in the
FMGS. It is designed to have a zero cross-track error. The flight crew can arm or engage the NAV
mode if the MCDU contains a lateral flight plan.
B to C
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARMING CONDITIONS
Satisfying one of the following conditions arms NAV:
The aircraft is on ground with no HDG/TRK preset and no other lateral mode except runway
mode
The flight crew pushes in the HDG/TRK knob, unless the LOC mode is engaged
The flight crew presses the APPR pb, if a non-ILS approach is selected
A go-around is initiated, unless HDG/TRK is already preset.
DISARMING CONDITIONS
NAV mode disarms if one of the following occurs:
The flight crew pulls out the HDG/TRK knob
The flight crew selects a preset HDG/TRK (TO or GA)
The flight crew arms the LOC mode by pressing the LOC pb
LAND mode has engaged
The flight crew presses the APPR pb, if an XLS approach is selected.
ENGAGEMENT CONDITIONS
NAV mode engages:
Automatically at 30 ft RA after takeoff (if armed on the ground)
When the flight crew orders DIR TO" (except below 700 ft RA in LOC mode)
When the flight crew pushes in the HDG/TRK knob when the aircraft is close to (within 1 nm
of) the active flight plan leg
Automatically in flight when NAV is armed and the aircraft reaches the capture zone for the
active flight plan leg
Automatically during a go-around, when the aircraft is above 100 ft RA, and within the capture
zone for the active flight plan leg, unless a HDG/TRK was preset.
Note:
During a go-around, when the approach was previously flown in NAV, APP NAV or
FINAL APP modes, the NAV mode remains engaged, unless a HDG/TRK was preset.
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION
Note:
DISENGAGEMENT CONDITIONS
The NAV mode disengages when:
Any other lateral mode is engaged
The flight plan is lost or the aircraft enters a flight plan discontinuity.
INTERACTIONS WITH VERTICAL MODES
When NAV mode is engaged, the vertical managed modes CLB or DES or FINAL take into
account altitude and speed constraints linked to waypoints on the lateral flight plan. If NAV mode
is disengaged, the vertical managed modes are not available and all downpath altitude and speed
constraints are ignored.
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This mode captures and tracks a localizer beam independently of the glide path beam. Flight crew
use it to fly localizer-only approaches or to initiate an ILS approach when intercepting the glide slope
from above.
ARMING CONDITIONS
The flight crew arms the LOC mode by pressing the LOC pb, provided that:
An ILS is tuned (frequency and runway course)
The aircraft is above 400 ft RA
TO or GA mode is not engaged.
DISARMING CONDITIONS
LOC mode is disarmed by:
Pressing the LOC pb when LOC is armed
Arming the NAV mode
Engaging the GA mode.
Note:
Engaging NAV mode by selecting DIR TO does not disarm the LOC mode.
ENGAGEMENT CONDITIONS
The LOC mode engages automatically when capture conditions are met.
DISENGAGEMENT CONDITIONS
The LOC mode disengages:
When another lateral mode is engaged
When the flight crew presses the LOC pb again (engaging the HDG/TRK mode on the current
HDG/TRK).
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-60 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-10-00010507.0001001 / 17 AUG 10
Applicable to: ALL
To leave an FCU selected altitude for another target altitude, the flight crew must turn the Altitude
(ALT) knob in order to display the new target altitude and either:
Pull out the ALT knob to engage the OPEN CLB/DES mode, or
Push in the ALT knob to engage the CLB/DES mode, or
Select a target vertical speed (V/S) and pull out the V/S or FPA knob to engage V/S mode, or
Select EXPEDITE
.
This arms ALT mode.
A to B
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-70-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-20-00010509.0001001 / 17 AUG 10
Applicable to: ALL
CLB mode guides the aircraft in a managed climb, at either a managed or a selected target speed, to
an FCU selected altitude, taking into account altitude constraints at waypoints.
The system also considers speed constraints if the target speed is managed. The vertical flight path
may include several segments:
The flight crew can arm the CLB mode during the takeoff, go-around, climb, and cruise phases and
engage it during the climb and cruise phases.
ARMING CONDITIONS
Ident.: DSC-22_30-70-20-00010510.0001001 / 17 AUG 10
Applicable to: ALL
A to C
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FCU selected altitude is set at the altitude constraint while ALT* or ALT magenta mode is
engaged
The aircraft transitions to DES or APPR phase
Arming requirements are no longer met
Vertical flight path validity is lost, or NAV mode is lost while ALT* or ALT magenta mode is
engaged.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-20-00010512.0001001 / 17 AUG 10
Applicable to: ALL
The CLB mode can be engaged, if the following conditions are all met:
The aircraft has been in flight for more than 5 s
The selected FCU level is above the present aircraft level
The descent, approach, or go-around phase is not active
NAV mode is engaged
Glideslope (G/S) mode is not engaged.
CLB mode automatically engages when the aircraft reaches ACC ALT, or sequences a waypoint with
an altitude constraint while the CLB mode is armed.
CLB mode manually engages when the flight crew pushes in the ALT knob, with the CLB mode not
armed and the current altitude is not an effective altitude constraint of the flight plan.
Note:
C to E
DSC-22_30-70-20 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
Ident.: DSC-22_30-70-20-00010514.0001001 / 17 AUG 10
Applicable to: ALL
Climb mode gives the aircraft managed vertical guidance to the FCU selected altitude. It meets
altitude constraints at waypoints either with managed speed incorporating speed constraints or with
selected speed as target speed. The AP/FD pitch controls the speed or Mach number target and the
A/THR is in thrust mode (CLB) corresponding to maximum climb thrust. The flight path may include
several segments.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When CLB mode is engaged, the system arms ALT and displays the applicable target altitude on
the ALT scale.
If the next predicted level-off is an ALT CSTR, ALT is magenta on the FMA and the ALT CSTR
is displayed in magenta on the altitude scale
If the next predicted level-off is the FCU altitude, ALT is blue on the FMA and the FCU selected
altitude is displayed in blue on the altitude scale.
Note:
The system takes into account all constraints defined by the database or manually
entered by the flight crew. Nevertheless this mode has the following particularity: When
the aircraft is in CLB mode and the system predicts that it will miss an altitude constraint,
it will not modify the target speed in an attempt to meet it. In this case, the flight crew
may select an appropriate speed in order to meet the ALT CSTR.
The guidance does not modify the target speed in order to satisfy an altitude constraint. Therefore
the constraint may not be met and may be predicted as missed
When the aircraft levels off at the ALT CSTR, CLB mode arms automatically, then engages when
the aircraft passes the constrained waypoint (if the FCU altitude is above the constraint altitude).
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-30-00010515.0001001 / 17 AUG 10
Applicable to: ALL
The OPEN CLB mode is a selected mode. It uses the AP/FD pitch mode to maintain a SPD/MACH
(selected or managed) while the autothrust (if active) maintains maximum climb thrust.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-30-00010516.0002001 / 16 MAR 11
Applicable to: ALL
The OPEN CLB mode can only be engaged, if all of the following conditions are met:
The aircraft is in flight for more than 5 s
The LAND mode is not engaged
The FCU selected altitude is higher than the aircrafts present altitude.
The OPEN CLB mode is engaged, if one of the following conditions occurs:
The flight crew pulls out the ALT knob
The flight crew pulls out the SPD/MACH knob, when TOGA mode or EXPED CLB
is engaged
Acceleration altitude is reached, with CLB armed, and NAV mode not engaged
Guidance reverts to ensure speed protection
NAV mode is lost (or disengaged), when previously in CLB mode. Reversion to OPEN CLB is
accompanied by a triple click aural warning (Refer to DSC-22_30-75 General).
Note:
A to B
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-30-00010517.0001001 / 17 AUG 10
Applicable to: ALL
When OPEN CLB is engaged, the target speed/Mach is maintained by adjusting the pitch with the
elevator, whereas thrust is maintained either by the A/THR, or manually by the flight crew. Speed
target may either be selected or managed.
The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude.
C to D
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the change is less than 1 200 ft in OPEN CLB mode, the aircraft responds with a rate
of climb of 1 000 ft/min.
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-50-00010521.0001001 / 17 AUG 10
Applicable to: ALL
The DES mode guides the aircraft along the descent path computed by the FMGS. The system
computes this flight path backwards from the deceleration point up to the top of descent (T/D), with
respect to the speed and altitude constraints at the deceleration point, the guidance begins the
deceleration to VAPP, to be reached at 1 000 ft above touchdown on the final descent path.
Internally, the computer divides the descent path into various segments, depending on the relative
positions of the constraints. It starts at top of descent (T/D) by setting up an idle segment that
takes the aircraft down to the first constraint, and follows this with geometric segments between
constraints.
The descent profile takes into account wind data and data from the lateral and vertical flight plans,
and it is based upon the managed descent speed profile. It does not take holding patterns into
consideration.
The descent profile has several segments:
A repressurization segment. When necessary, this produces a repressurization rate for the cabin
during descent. It is a function of the destination airport altitude and the selected cabin rate
(defaulted to - 350 ft/min but this can be modified)
Idle path segment. The AP/FD controls the speed and the autothrust stays at idle thrust. The
guidance computes this profile from the top of descent or the end of the repressurization segment
to the first vertical constraint that cannot be flown at idle thrust
Geometric path segments. The AP/FD controls the vertical path, and autothrust controls the
speed. These segments take the aircraft from the first constraint to the deceleration point.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The descent mode is a managed mode that may be engaged during cruise. It can be armed or
engaged in descent and approach phases (except if the FCU selected altitude is higher than the
present aircraft altitude).
ARMING CONDITIONS
Ident.: DSC-22_30-70-50-00010522.0001001 / 17 AUG 10
Applicable to: ALL
The DES mode is armed when an ALT CSTR is captured and all the following conditions are met:
FCU selected altitude is lower than present altitude
NAV, LOC* or LOC mode is engaged
Takeoff or go-around phase is not active
Flight profile is available.
DISARMING CONDITIONS
Ident.: DSC-22_30-70-50-00010523.0001001 / 17 AUG 10
Applicable to: ALL
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The DES mode can be engaged, when the following conditions are met:
The FCU selected altitude is lower than present altitude
NAV, LOC*, or LOC mode is engaged
Takeoff, climb, or go-around phase is not active
Vertical flight path is valid
TO, G/S, LAND, FINAL or GA mode is not engaged, and:
The aircraft sequences a waypoint with an ALT CSTR, and DES mode is armed. The DES
mode engages automatically, or
The flight crew presses the ALT knob, while ALT* or ALT magenta is not engaged, or
The flight crew presses the ALT knob, while ALT* or ALT is engaged, but the current altitude is
not an effective altitude constraint of the F-PLN.
Note:
C to E
DSC-22_30-70-50 P 3/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REPRESSURIZATION SEGMENT
Ident.: DSC-22_30-70-50-00010559.0002001 / 14 MAY 12
Applicable to: ALL
The top of descent (T/D) may be updated if the flight crew modifies the cabin rate of descent (default
rate is - 350 ft/min).
If the flight crew enters a lower cabin rate, the system computes a repressurization segment that
takes into account the additional time needed for repressurization.
The descent speed profile is usually the ECON SPD profile, amended by any speed constraints and
speed limit contained in the flight plan.
Before the descent phase is active, if flight crew does not intend to fly the ECON speed/Mach profile,
a different speed or Mach can be entered to amend the speed profile.
It is obtained by entering a Mach number and/or a speed in the MANAGED field of the PERF DES
MCDU page (3L key).
F to G
DSC-22_30-70-50 P 4/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the flight crew reverts to the SELECTED speed/MACH mode during descent, the profile is not
modified and the aircraft flies the same profile at the FCU selected speed/MACH value.
Basic managed SPD/MACH profile in DES mode is:
ECON MACH, or SELECTED Mach
ECON SPD, or SELECTED Speed
SPD CSTR (if any)
SPD LIMIT
Green Dot/S/F/VAPP
VAPP TARGET.
DESCENT INITIATION
The aircraft will not start its descent automatically when reaching the top of descent (T/D). In order
to initiate the descent, the flight crew sets the clearance altitude by turning the ALT knob then
pushes the ALT knob.
The aircraft will descend immediately:
If the top of descent is not reached, the aircraft descends at a constant V/S converging on the
descent path
If the aircraft is at or beyond the T/D, it descends at idle thrust.
DSC-22_30-70-50 P 5/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the speed is managed, a target speed range displayed on the PFD defines acceptable
speed variations around the nominal descent speed target.
DSC-22_30-70-50 P 6/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMA DISPLAY
When DES mode is engaged, the system arms ALT and displays the applicable target altitude on
the PFD altitude scale.
If the next predicted level-off is an altitude constraint, ALT is magenta on the FMA second line
and the PFD displays the altitude constraint magenta above the altitude scale.
When the aircraft flies at the altitude constraint (ALT CSTR), the system arms DES blue.
When the aircraft meets the constraint, DES engages again automatically.
If the next predicted level-off is the FCU altitude, ALT is blue on the FMA and the PFD displays
the FCU selected altitude in blue.
DSC-22_30-70-50 P 7/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
DSC-22_30-70-50 P 8/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTERCEPT POINT
Associated with the VDEV displayed on PFD, the ND shows an intercept point ( ) on the flight
plan. It indicates the position where the system predicts that the aircraft will intercept the descent
profile.
DSC-22_30-70-50 P 9/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
With DES mode engaged, the speedbrakes extension will not necessarily increase the
descent rate. It increases only if the aircraft is above path.
DSC-22_30-70-50 P 10/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-70-50 P 11/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GUIDANCE IN A HOLD
Just before the aircraft enters a holding pattern, the speed target becomes the holding speed.
In the holding pattern, the DES mode commands V/S = -1 000 ft/min while A/THR maintains the
holding speed. The aircraft will level off at the next altitude constraint if it is reached during the
hold.
The current vertical deviation VDEV is based on the altitude at which the aircraft is supposed to
cross the exit fix in order to be properly positioned on the descent profile.
Until the flight crew exits the hold, the FMGS in DES mode will maintain V/S = -1 000 ft/min
considering downpath vertical constraint. This means that the aircraft will not descent below the
next altitude constraint, neither the FCU selected altitude. If the aircraft reaches the next altitude
constraint it will level off and ALT CST mode will engage.
DSC-22_30-70-50 P 12/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When this occurs, the MCDU displays no predictions between the upper and the lower points of
the too steep path. Relevant message TOO STEEP PATH is displayed on MCDU.
DSC-22_30-70-50 P 13/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the aircraft reaches the beginning of the too steep path segment, the FM recomputes the
VDEV using an idle segment from the end of the too steep path segment.
DSC-22_30-70-50 P 14/14
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-60-00010576.0001001 / 17 AUG 10
Applicable to: ALL
The OPEN DES mode is a selected mode. It maintains a SPD/MACH (selected or managed) with the
AP/FD pitch mode while autothrust (if active) maintains IDLE thrust.
It is not to be used for final approach.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-60-00010577.0002001 / 17 AUG 10
Applicable to: ALL
The OPEN DES mode can be engaged only if the following conditions are met:
The aircraft has been in flight for more than 5 s
LAND mode is not engaged
The FCU selected altitude is lower than present altitude.
The OPEN DES mode is engaged by one of the following:
Pulling out the ALT knob
Selecting a manual speed when EXP mode
is engaged.
Note:
A to C
DSC-22_30-70-60 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
Ident.: DSC-22_30-70-60-00010579.0001001 / 16 MAR 11
Applicable to: ALL
When OPEN DES is engaged, pitch control maintains the target speed/Mach number, and autothrust
maintains idle thrust (or the flight crew maintains it manually). The speed target may be either
selected or managed.
The OPEN DES mode disregards all altitude constraints.
DSC-22_30-70-60 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-65-00010580.0001001 / 17 AUG 10
Applicable to: ALL
ALT* (green) mode guides the aircraft to acquire the FCU selected altitude.
ALT* (magenta) guides the aircraft to acquire an altitude constraint provided by Flight Management.
Once the aircraft has reached the altitude, the altitude mode (ALT green or magenta) engages.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-65-00010581.0001001 / 17 AUG 10
Applicable to: ALL
The mode engages when the aircraft reaches the altitude capture zone, defined by the aircraft
vertical speed (among other parameters).
Note:
ALT* cannot be engaged below 400 ft, if either the takeoff or the go-around mode is
engaged.
A to B
DSC-22_30-70-65 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-65-00010582.0011001 / 16 MAR 11
Applicable to: ALL
GUIDANCE
Ident.: DSC-22_30-70-65-00010583.0004001 / 17 AUG 10
Applicable to: ALL
The ALT* mode has internal V/S guidance that is a direct function of the difference between present
altitude and the altitude target.
The system switches automatically to ALT (altitude hold) when the altitude deviation becomes less
than 20 ft.
ALT* mode has internal protections that decreases the vertical speed when VLS or VMAX is reached
(VLS or VMAX becomes the priority target).
C to D
DSC-22_30-70-65 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the baro setting is changed during ALT* mode, this may lead to an FCU target
overshoot due to the change of the current value of the altitude. However ALT* mode will
allow the FCU altitude to be regained.
For aircraft equipped with QFE option, a switching from STD to QFE (or vice versa) in
ALT CST* mode, will change the target value and a reversion to V/S may occur if the
target value is modified of 250 ft or more.
DSC-22_30-70-65 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-70-65 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-70-00010584.0001001 / 17 AUG 10
Applicable to: ALL
The ALT mode maintains a target altitude. This target altitude is either the FCU selected altitude or
an altitude constraint delivered by Flight Management.
ARMING CONDITIONS
Ident.: DSC-22_30-70-70-00010585.0001001 / 17 AUG 10
Applicable to: ALL
The ALT mode arms automatically whenever the aircraft climbs or descends toward the target
altitude.
Note:
The ALT mode arms only if the difference between the current altitude and the FCU
selected altitude is at least 250 ft.
When ALT is armed, the FMA displays the ALT message on its second line:
Blue when the target altitude is the FCU selected altitude
Magenta if the target altitude is an altitude constraint.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-70-00010586.0002001 / 17 AUG 10
Applicable to: ALL
The ALT mode is engaged automatically when the difference between present altitude and the target
altitude becomes less than 20 ft with ALT* engaged.
Note:
The ALT mode is displayed on the FMA when the V/S knob is pushed in or is pulled out
with V/S-FPA target set to zero but V/S mode is still active. In other words, if V/S knob is
dialled up or down, the aircraft will climb or descend without any pulling action.
DISENGAGEMENT CONDITIONS
The ALT mode disengages when any other vertical mode engages.
A to D
DSC-22_30-70-70 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
Ident.: DSC-22_30-70-70-00010588.0001001 / 16 MAR 11
Applicable to: ALL
The altitude that ALT mode holds is the altitude it memorized when engaged. It is not affected by a
change of reference in the ALT window or by a change in the barometric correction.
When ALT is engaged, the FMA displays ALT in green (FCU altitude hold) or ALT magenta if it is
an altitude constraint.
If the AP is engaged while FD is already engaged in ALT mode at the FCU selected altitude, the
autopilot:
Acquires and holds the FCU altitude if present altitude is within 250 ft of it, or
Commands a level-off if present altitude is more than 250 ft from the FCU altitude.
The soft altitude mode engages when the aircraft reaches the FCU altitude set as the cruise flight
level (entered in the F-PLN or on PROG page).
E to F
DSC-22_30-70-70 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The soft altitude mode corrects minor deviations from the Mach target by allowing a 50 ft variation
from the CRZ FL. This feature improves fuel efficiency and passenger comfort and minimizes the
changes in thrust.
DSC-22_30-70-70 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-70-70 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-70-80-00010611.0002001 / 17 AUG 10
Applicable to: ALL
The V/S - FPA mode is a selected mode. It acquires and holds the vertical speed or the flight path
angle displayed in the V/S - FPA window of the FCU.
The HDG V/S -TRK FPA pb on the FCU allows the flight crew to select either type of reference to be
used for guidance and for display on the PFD.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-70-80-00010612.0003001 / 17 AUG 10
Applicable to: ALL
A to B
DSC-22_30-70-80 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight crew can disengage the V/S mode manually by:
Pulling or pushing the Altitude knob, or
Pushing the EXPED pb
, or
Initiating a go-around.
It disengages automatically:
When the aircraft reaches the FCU altitude, or
Upon G/S* engagement.
GUIDANCE
Ident.: DSC-22_30-70-80-00010593.0007001 / 17 AUG 10
Applicable to: ALL
The FMGC pitch mode guides the aircraft to the target V/S or FPA. The corresponding A/THR mode
is SPEED or MACH. The FMA displays V/S (FPA).
The V/S (FPA) guidance has priority over the speed guidance. If the selected target V/S or FPA is
too high (relative to the current thrust condition and speed), the FMGC will steer the aircraft to the
target V/S or FPA, but the aircraft will also accelerate or decelerate.
When the speed reaches its authorized limit, V/S or FPA automatically decreases to maintain the
minimum (or maximum) speed limit.
Note:
If the flight crew sets V/S = 0 or pushes the V/S or FPA knob to level off, it automatically
sets V/S or FPA target to zero and the aircraft levels off and maintains its altitude.
ALT green is displayed on FMA but V/S mode remains internally active. If the flight crew
turns the V/S knob up or down, the aircraft climbs or descends immediately.
B to D
DSC-22_30-70-80 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-75-00010633.0001001 / 17 AUG 10
Applicable to: ALL
There are several types of mode reversions. Each one observes a specific logic that can be
described as follows.
INTERACTION BETWEEN LATERAL MODES,
VERTICAL MODES, AND MANAGED SPEED PROFILE
Ident.: DSC-22_30-75-00012054.0006001 / 17 AUG 10
Applicable to: ALL
The FMGS considers that the flight plan is not followed, and ignores all speed and altitude
constraints linked to the F-PLN waypoints. As a result:
The managed vertical CLB and DES modes are not available
The managed SPD profile disregards the speed constraints and includes: V2 - SPD LIM ECON CLB - ECON CRZ - ECON DES (MANAGED SPD) - SPD LIM - VAPP/GS MIN target.
A to B
DSC-22_30-75 P 1/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MODE REVERSIONS
When an OPEN mode is engaged, the aircraft climbs or descends towards the altitude set on the
FCU. If the flight crew sets the FCU altitude to a target not compatible with the active open mode, a
mode reversion occurs and V/S (or FPA) engages on current V/S (or FPA).
This reversion applies to CLB, OP CLB, DES, OP DES, EXP DES
, EXP CLB
.
Example: Reversion from OP CLB to V/S:
DSC-22_30-75 P 2/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
With ALT* engaged, the target altitude is changed by any value greater than 250 ft, V/S (or FPA)
engages on currents V/S (or FPA). Refer to DSC-22_30-75 Mode Reversions (Summary).
If within 5 s after the reversion to V/S (FPA), the flight crew does not confirm the altitude target
change by:
Pulling the ALT knob, or
Setting a new V/S (or FPA) target, or
Pushing the V/S or FPA knob on the FCU,
then, a triple click sounds, and the V/S (FPA) is boxed white for additional 10 s.
DSC-22_30-75 P 3/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-75 P 4/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-75 P 5/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
When flying with FD bars only (AP OFF), the FMGS adjusts the pitch bar so that VLS is
maintained. However, no triple click is generated and the V/S target display on the FMA
remains unchanged.
DSC-22_30-75 P 6/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-75 P 7/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-75 P 8/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
Note:
When flying with FD bars only (AP OFF), the FMGS adjusts the pitch bar so that VMAX
is maintained. However, no triple click is generated and the V/S target display on the
FMA remains unchanged.
MODE REVERSIONS (SUMMARY)
There are only 2 types of vertical mode reversions on aircraft equipped with global speed protection.
REVERSION DUE TO A CHANGE OF THE FCU SELECTED ALTITUDE
Vertical Mode Engaged
CLB - OP CLB
EXP CLB
DES - OP DES
EXP DES
ALT* ACTIVE
Any change
EVENT
Loss of NAV mode
CONSEQUENCE
OP CLB engages
V/S engages
SPEED PROTECTION WHEN FD ORDERS ARE NOT FOLLOWED BY THE FLIGHT CREW (AP
NOT ENGAGED)
CONDITIONS
FD engaged only (no AP), and
OP DES or EXP DES
or DES
engaged
A/THR active (IDLE thrust)
FD engaged only (no AP), and
OP CLB or EXP CLB
or CLB
engaged
A/THR active (CLIMB thrust)
EVENT
IAS = VLS-2
(if speedbrakes are extended between
VLS-2 and VLS-19)
IAS = VMAX+4
VMAX = VFE or VLE or VMO/MMO
CONSEQUENCE
FD bars disappear.
If A/THR active, automatic
engagement of SPEED mode on
the A/THR.
Thrust increases to recover the
speed target.
FD bars disappear.
If A/THR active, automatic
engagement of SPEED mode on
the A/THR.
Thrust decreases to recover the
speed target.
DSC-22_30-75 P 9/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
MODE REVERSIONS
FLIGHT CREW
OPERATING MANUAL
EVENT
IAS = VLS (or VLS-5, if
target = VLS)
IAS = VMAX
CONSEQUENCE
The selected V/S (or FPA) target is temporarily
abandoned to maintain VLS in climb or VMAX in
descent.
IAS = VMAX
DSC-22_30-75 P 10/10
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-80-10-00011875.0003001 / 16 MAR 11
Applicable to: ALL
These modes are called common because they are related to both the lateral and the vertical axes.
The AP/FD common modes are:
On takeoff: Runway/Runway track associated to SRS vertical modes
In approach: ILS approach (LAND) or non-ILS approach (APP NAV FINAL)
In go around: NAV or Go around track associated to SRS vertical modes.
These modes are engaged simultaneously on both axes.
COMMON MODES
VERTICAL
TAKEOFF
SRS
LAND, FLARE,
ROLL OUT
NON-ILS
APPROACH
GO AROUND
(GA)
RWY
RWY TRK
LOC*
LOC
G/S*
G/S
ILS
APPROACH
APPROACH
MODES
LATERAL
FINAL
APP NAV
SRS
GA TRK
NAV
DSC-22_30-80-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-80-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-80-20-00012253.0001001 / 17 AUG 10
Applicable to: ALL
Takeoff mode combines the SRS (Speed Reference System) vertical mode with the RWY lateral
mode. Both are simultaneously engaged, but may be disengaged separately.
Takeoff mode is available:
During the takeoff run and initial climb for FD bars guidance
5 s after lift-off for AP use.
GENERAL
The SRS mode controls pitch to steer the aircraft along a path in the vertical plan at a speed
defined by the SRS guidance law.
Ident.: DSC-22_30-80-20-A-00012256.0001001 / 17 AUG 10
ENGAGEMENT CONDITIONS
The SRS mode engages automatically when the thrust levers are set to the TOGA or FLX/MCT
detent, providing:
V2 has been inserted in the MCDU PERF TAKEOFF page
The slats are extended
The aircraft has been on ground for at least 30 s.
Ident.: DSC-22_30-80-20-A-00012258.0002001 / 17 AUG 10
DISENGAGEMENT CONDITIONS
The SRS mode disengages:
Automatically, at the acceleration altitude (ACC ALT), or if ALT* or ALT CST* mode engages
(above 400 ft RA)
If the flight crew engages another vertical mode
If the flight crew selects a speed while in SRS mode: SRS reverts to OP CLB mode, and a
triple-click aural warning is heard.
Note:
In Engine Out conditions, the SRS mode does not automatically disengage at EO ACC
ALT. Refer to DSC-22_20-60-40 General.
A to B
DSC-22_30-80-20 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
In SRS mode, the aircraft maintains a speed target equal to V2+10 kt in normal engine
configuration. When the FMGS detects an engine failure, the speed target becomes the highest of
V2 or current speed, limited by V2+15 kt.
The SRS guidance law also includes:
Attitude protection to reduce aircraft nose-up effect during takeoff (18 or 22.5 maximum in
case of windshear)
Flight path angle protection that ensures a minimum vertical speed of 120 ft/min
A speed protection limiting the target speed to V2+15 kt.
Note:
If during takeoff the flight crew inadvertently sets an altitude on the FCU below the
current altitude, the aircraft will remain in SRS mode until the flight crew takes some
other action.
RUNWAY (RWY)
Ident.: DSC-22_30-80-20-B-NG01058
Applicable to: ALL
Ident.: DSC-22_30-80-20-B-00012255.0001001 / 17 AUG 10
GENERAL
The RUNWAY mode has two submodes:
RWY mode, which gives lateral guidance orders during takeoff roll and initial climb out (up to
30 ft RA) if a LOC signal is available
RWY TRK mode, which gives lateral guidance on the track the aircraft was flying at mode
engagement (at 30 ft RA).
DSC-22_30-80-20 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ENGAGEMENT CONDITIONS
The RWY engagement conditions are:
The conditions required for SRS mode engagement:
V2 is inserted in the MCDU PERF TAKEOFF page
Slats are extended
The aircraft has been on ground for at least 30 s.
The aircraft is receiving a LOC signal and LOC deviation is less than 1/2 dot
The aircraft heading is within 20 of the ILS related course
The ILS course is identical to the runway heading of the origin airport as selected for the active
flight plan, if any.
The RWY TRK mode engages automatically at 30 ft (RA) if NAV mode does not engage (NAV not
armed prior to takeoff).
Ident.: DSC-22_30-80-20-B-00012324.0001001 / 17 AUG 10
DISENGAGEMENT CONDITIONS
RWY mode disengages if:
The LOC signal is lost below 30 ft RA or the aircraft heading and the runway heading differ by
more than 20 .
Another lateral mode is engaged.
Note:
If the takeoff runway has no ILS, RWY mode is not available and the PFD does not
display the yaw bar nor "RWY" on FMA.
GUIDANCE
The RWY mode uses the LOC signal to guide the aircraft on the runway centerline while the
aircraft is on the ground. The PFD displays the FD yaw bar and the FMA displays "RWY".
The RWY TRK mode guides the aircraft on the track the aircraft was flying at mode engagement.
The FD displays the conventional guidance bar and the FMA displays RWY TRK.
DSC-22_30-80-20 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-80-20 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
General
GENERAL
Ident.: DSC-22_30-80-30-05-00012378.0008001 / 18 MAR 11
Applicable to: ALL
), RNAV
The flight crew uses an ARRIVAL lateral revision to insert these approaches into the flight plan:
For precision approaches, the flight crew uses the APPR pb on the FCU to arm or engage the
LOC and G/S guidance modes
For non-precision approaches, the flight crew uses the APPR pb on the FCU to arm or engage
the APP NAV and FINAL guidance modes, except for LOC approaches, where the flight crew only
uses the LOC pb to arm or engage the LOC mode.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-80-30-05 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Precision Approach
PRECISION APPROACH MODES
Ident.: DSC-22_30-80-30-10-A-NG01065
Applicable to: ALL
Ident.: DSC-22_30-80-30-10-A-00012379.0003001 / 16 MAR 11
GENERAL
The ILS approach mode includes the following modes:
VERTICAL MODE
G/S* (capture)
G/S (track)
LATERAL MODE
LOC* (capture)
LOC (track)
COMMON MODES:
LAND - FLARE - ROLL OUT
The sequencing of these modes is automatic once the flight crew has pushed the APPR pb and
the conditions for engagement are met.
SELECTION
The ILS approach is selected when the APPR pb of the FCU is pressed and:
An ILS approach or a runway only or no approach is inserted in the Flight Management flight
plan (ARRIVAL page), and an ILS frequency is set in on the MCDU, or
Both radio management panels are set to NAV and each one has the ILS frequency and
course set in.
CHECK APPROACH SELECTION MESSAGE
If the flight crew inserts a non-ILS approach into the flight plan, and then uses the RAD NAV
page to tune an ILS manually, the MCDU displays CHECK APPR SELECTION. This message
is a reminder that the available APPR guidance modes are APP NAV and FINAL.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APPR MODE
ARMING CONDITIONS OF LOC AND G/S MODES
The flight crew arms the ILS APPR mode (LOC and G/S in blue on the FMA) by pushing the
APPR pb on the FCU, provided that:
An ILS approach is selected
The aircraft is above 400 ft RA
The ILS and RA are available
Go-around or takeoff or final mode is not engaged
ILS frequency and course are identically set on both receivers.
LOC and G/S blue are displayed on the FMA. Both modes will automatically engage when
conditions are met.
Second autopilot may be engaged.
Current landing capability is displayed on the FMA.
DISARMING CONDITIONS OF LOC AND G/S MODES
ILS APPR mode is disarmed, if the aircraft is above 400 ft and:
When the flight crew presses the APPR pb, both the LOC and the G/S modes disarm.
The HDG/TRK mode engages if the LOC mode was engaged, and the V/S (FPA) mode
engages if the G/S mode was engaged
When the flight crew presses the LOC pb, only the G/S mode disarms.
The V/S (FPA) mode engages, if the G/S mode was engaged
When the flight crew pulls the HDG/TRK knob
When the flight crew engages the go-around mode.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
G/S* or G/S modes may be engaged above the operating range of the radio altimeters
(8 000 ft for TRT, and 5 000 ft for Collins and Honeywell radio altimeters). The landing
capability displayed on the FMA will reflect the lack of RA validity (CAT 1) until the
radio altimeters become active.
But, if the radio altimeters fail, or if the FMGS receives no radio altimeter data, LOC,
G/S, and AP/FDs will disengage and FDs will re-engage on basic modes.
DSC-22_30-80-30-10 P 4/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If one of the LOC pre-capture engagement conditions is not respected, in NAV mode and
within 20 nm of the destination runway, the aircraft is guided with a track angle of 20 from
the LOC axis. This helps the aircraft intercept and capture the LOC beam.
When the LOC deviation becomes lower than 2.3 dots, LOC* mode no longer uses the FMS
position data for guidance, but the actual LOC beam deviation to complete the capture of the
axis.
Capture of the LOC Beam
Current conditions of LOC beam capture in the capture zone remain the same. This means
that if approach conditions of the aircraft (interception angle, speed) do not need activation of
the capture assistance, the LOC beam capture will occur as usual based on LOC deviation,
aircraft track and guidance roll order conditions.
Note:
On the PFD and on the ND, the flight crew will observe movement of the LOC
deviation toward the center of the scale, only when the LOC deviation is less than 2
dots. This occurs when the aircraft is in the capture zone.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the ILS frequency or the ILS ident entered on the RAD NAV page differs from the ILS
of the destination runway entered in the Flight Plan :
The aircraft loses the LOC capture assistance function
The RWY/LS MISMATCH message is displayed on the scratchpad
The flight crew should select HDG mode to perform the LOC capture.
Note:
There is no glideslope capture assistance. The flight crew shall ensure that the
aircraft flight path intercepts the G/S beam.
LAND MODE
ENGAGEMENT CONDITIONS
LAND mode automatically engages when the LOC and G/S modes are engaged, and the
aircraft is below 400 ft RA. The FMA displays LAND, indicating that LOC and G/S are
locked. No action on the FCU will disengage LAND mode. FLARE and ROLL OUT modes will
successively engage.
DISENGAGEMENT CONDITIONS
LAND mode disengages:
Upon engagement of the go-around mode
If the flight crew presses the APPR pb, when the aircraft has been on ground for at least 10 s
with the autopilot disconnected
When both AP/FDs are disengaged.
Note:
When LAND is not displayed on the FMA, at/or slightly below 400 ft, the landing
capability degrades to CAT 1 and the triple click is generated. No autoland is
authorized with CAT 1 displayed on the FMA.
FLARE MODE
Once the aircraft reaches approximately 40 ft RA (the precise value is a function of V/S):
The FLARE mode engages
The FMA displays FLARE in green.
At 30 ft RA, the AP/FD aligns the yaw axis with the runway centerline and the aircraft flares
on the pitch axis. If the autothrust is active, thrust is automatically reduced to IDLE (Refer to
DSC-22_30-90-C A/THR Modes - RETARD Mode).
When both AP/FDs are disengaged, FLARE mode disengages.
After main landing gear touchdown, the autopilot (if engaged) sends a nose down order.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALIGN SUB-MODE
ALIGN is a sub-mode of LAND mode that lines up the aircrafts axis with the ILS course. It is not
displayed to the flight crew.
Ident.: DSC-22_30-80-30-10-A-00012383.0001001 / 17 AUG 10
The autothrust, when active, controls speed. The approach speed target (VAPP) is either managed
by the FMGS or selected by the flight crew:
When managed, the speed target is computed by the FMGS and may be modified by the flight
crew through the MCDU. At 700 ft RA, the current speed target value is memorized by the
autothrust, to ensure stabilized speed guidance, even if Flight Management fails. Below 700 ft, any
new VAPP or WIND entry in the MCDU has no effect on the speed target.
When selected, the autothrust always targets the speed selected on the FCU.
A to B
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The following situations, when occurring below 200 ft RA with the aircraft in LAND mode, trigger the
flashing Autoland red warning and a triple click aural warning:
Both APs OFF below 200 ft RA.
Excessive deviation in LOC (1/4 dot above 15 ft RA) or GLIDE (1 dot above 100 ft RA). In addition,
LOC and GLIDE scales flash on the PFD.
Loss of LOC signal above 15 ft, or loss of GLIDE signal above 100 ft. The FD bars flash on the
PFD. The LAND mode remains engaged.
The difference between both radio altimeter indications is greater than 15 ft.
LANDING CAPABILITIES
Ident.: DSC-22_30-80-30-10-00012387.0001001 / 17 AUG 10
Applicable to: ALL
C to E
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FMA displays CAT 1, CAT 2, CAT 3 SINGLE or CAT 3 DUAL messages as soon as the
APPR pb is pushed in to arm ILS approach modes.
Refer to PRO-NOR-SRP-01-70 Initial Approach.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-80-30-10 P 10/10
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This mode guides the aircraft laterally and vertically down to the Minimum Descent Altitude (MDA) or
Minimum Descent Height (MDH) along the final descent profile computed by the FMGS.
This mode is used to fly a non-ILS approach (VOR, VOR/DME, NDB (if ADF
), RNAV...) as
inserted into the flight plan.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_30-80-30-20 P 2/6
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SELECTION
Ident.: DSC-22_30-80-30-20-00012389.0001001 / 17 AUG 10
Applicable to: ALL
ARMING CONDITIONS
Ident.: DSC-22_30-80-30-20-00012390.0001001 / 17 AUG 10
Applicable to: ALL
The flight crew arms the APP NAV and FINAL modes by pressing the APPR pb on the FCU, if all of
the following conditions are met:
The aircraft is above 400 ft AGL
The flight plan is valid (lateral and vertical profile)
The active flight plan has selected a non-ILS approach
GA mode is not engaged.
The FMA displays FINAL and APP NAV in blue.
If NAV mode was already engaged, APP NAV engages immediately.
DISARMING CONDITIONS
Ident.: DSC-22_30-80-30-20-00012391.0001001 / 17 AUG 10
Applicable to: ALL
FINAL and APP NAV modes are disarmed if the flight crew:
Presses the APPR pb, or
Presses the LOC pb arming the LOC mode, or
Engages the GO AROUND mode.
ENGAGEMENT CONDITIONS
Ident.: DSC-22_30-80-30-20-00012392.0003001 / 18 MAR 11
Applicable to: ALL
APP NAV and NAV modes engage under the same conditions:
If NAV mode was engaged, APP NAV engages immediately. If HDG/TRK is engaged, APP NAV
engages when the intercept conditions are met (aircraft track line must intercept the flight plan active
leg).
FINAL mode engages, if:
APPR phase is active, and
APP NAV is engaged, and
B to E
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
Ident.: DSC-22_30-80-30-20-00012393.0037001 / 18 MAR 11
Applicable to: ALL
If the flight crew engages V/S or FPA mode, only FINAL mode disengages. APP NAV mode
remains engaged.
E to F
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
Ident.: DSC-22_30-80-30-20-00012394.0021001 / 18 MAR 11
Applicable to: ALL
The FINAL mode guides the aircraft on the vertical profile down to the minimum.
The FINAL mode does the following:
Displays a vertical deviation scale ( 200 ft) on the PFD and a VDEV symbol showing deviation
from descent path
Anticipates leaving the altitude selected by the FCU when the aircraft reaches the Continue
Descent symbol (blue arrow on the ND)
Gives precise vertical guidance on the descent and final path with an internal vertical speed
limitation to avoid excessive V/S.
If the autopilot is engaged while you are using the APP NAV/ FINAL modes, it disengages
automatically at the Missed Approach Point (MAP).
FD modes revert to HDG-V/S or TRK-FPA basic modes.
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-80-40-00012050.0005001 / 16 MAR 11
Applicable to: ALL
When the flight crew performs a go-around, the Speed Reference System (SRS) vertical guidance
mode automatically engages.
In addition:
The NAV mode is automatically engaged or armed, except if HDG/TRK was preset, or
The GA TRK lateral mode is automatically engaged until the HDG/TRK knob is pulled if the
HDG/TRK mode is preset.
Note:
Below 100 ft , the HDG mode remains engaged with NAV mode armed if HDG/TRK was
already engaged during approach.
ENGAGEMENT CONDITIONS
Setting at least one thrust lever to the TOGA detent engages both SRS/NAV modes, if:
The flaps lever is at least in position 1, and
The aircraft is in flight, or
The aircraft has been on ground for less than 30 s (AP disengages and can be re-engaged 5 s
after lift-off).
FD bars are automatically restored in SRS/NAV modes. If FPV/FPD was previously selected, it
reverts to FD bars.
The FMA displays SRS and NAV in green.
DISENGAGEMENT CONDITIONS
Ident.: DSC-22_30-80-40-00012220.0028001 / 17 AUG 10
Applicable to: ALL
In Engine Out conditions, the SRS mode does not automatically disengage at EO ACC
ALT. Refer to DSC-22_20-60-40 General.
GA TRK disengages when the flight crew engages another lateral mode, above 100 ft RA.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
In dual AP configuration, disengagement of the Go-around mode on either axis causes AP2
to disconnect.
GUIDANCE
The SRS law maintains the current speed at Go-around engagement, or VAPP, whichever is higher.
Nevertheless, the SRS speed target is limited to VLS+25 kt, in a two-engine configuration, and
VLS+15 kt, in an engine-out configuration. When the SRS mode disengages, the target speed
becomes the smaller of green dot speed or speed constraints.
GA TRK mode guides the aircraft along the current track at Go-around initiation.
C to D
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03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_30-90-00011930.0001001 / 17 AUG 10
Applicable to: ALL
The autothrust (A/THR) is a function of the FMGS, it includes two independent A/THR commands,
one per FMGC. Each one is able to control the thrust of both engines simultaneously through two
Engine Interface Units and two Electronic Engine Controls (IAE engines) or two Engine Control Units
(CFM engines). Only one FMGC controls the active A/THR, it is called the master FMGC.
Thrust is controlled:
Automatically when the A/THR is active
Manually by the flight crew.
The autothrust is active when the A/THR pb of the FCU is lighted green and A/THR is displayed
white in the FMA 5th column.
The position of the thrust levers determines whether A/THR is armed, active, or disconnected.
The autothrust system, when active:
Maintains a specific thrust in THRUST mode
Controls the aircraft speed or Mach in SPEED/MACH mode
Uses ALPHA FLOOR mode to set maximum thrust when the aircraft angle of attack exceeds a
specific threshold.
The autothrust system can operate independently or with the AP/FD:
When performing alone, A/THR always controls the speed
If the autothrust system is working with the AP/FD, the A/THR mode and AP/FD pitch modes are
linked together. Refer to DSC-22_30-10 Interaction between AP/FD and A/THR Modes.
When autothrust is active, the FMGS commands the thrust according to the vertical mode logic, but
uses a thrust not greater than the thrust commanded by the position of the thrust lever. For example,
when the thrust levers are set at the CL (climb) detent, FG can command thrust between idle and
max climb.
The autothrust system, when armed, automatically activates if the thrust levers are moved into the
active range sector. Outside of this range, thrust levers control thrust directly.
THRUST LEVERS
Ident.: DSC-22_30-90-00011957.0001001 / 17 AUG 10
Applicable to: ALL
A to B
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
Arming conditions of the A/THR are numerous. The following is a list of the most important ones:
One FMGC operative
One FAC operative
Two ADIRS operative
Two FADECs operative
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
Note:
At takeoff, if the thrust levers are set back to idle, the A/THR disengages and cannot be
rearmed until the aircraft becomes airborne.
A/THR ACTIVATION
Ident.: DSC-22_30-90-A-NG00993
Applicable to: ALL
Ident.: DSC-22_30-90-A-00011959.0001001 / 14 MAY 12
GENERAL
The A/THR is active when it controls thrust or speed. The position of the thrust lever determines
the maximum thrust that the A/THR system can command (except in -floor condition).
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
When the flight crew sets both thrust levers to IDLE position, the A/THR disconnects
but, if the flight crew pushes the A/THR pb of the FCU, they will simultaneously arm and
activate the autothrust. Due to the thrust levers position, IDLE thrust will be maintained.
When ALPHA FLOOR is activated, regardless of the initial status of A/THR and the position of the
thrust levers, the A/THR activates.
When A/THR is active:
The A/THR pb on the FCU lights up
The FMA displays A/THR mode in green in the first column and "A/THR" in white in the fifth
column.
DSC-22_30-90 P 4/12
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
A/THR DISCONNECTION
Ident.: DSC-22_30-90-B-NG00994
Applicable to: ALL
Ident.: DSC-22_30-90-B-00011961.0001001 / 17 AUG 10
GENERAL
When the A/THR is disconnected, it is neither armed nor active.
The A/THR can be disconnected in two ways:
Standard disconnection:
The flight crew pushes the instinctive disconnect pb on the thrust levers, or
The flight crew sets both thrust levers to IDLE detent.
Non-standard disconnection:
The flight crew pushes the A/THR pb on the FCU while A/THR is active/armed, or
The system loses one of the arming conditions.
CAUTION
If the flight crew pushes and holds one instinctive disconnect pb for more than
15 s, the A/THR system is disconnected for the remainder of the flight. All A/THR
functions including ALPHA FLOOR are lost, and they can be recovered only at the
next FMGC power-up (on ground).
D to E
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
The Thrust Lock function is activated when the thrust levers are in the CL detent (or the MCT detent
with one engine out), and:
The flight crew pushes the instinctive disconnect pb on the thrust levers, or
The flight crew pushes the A/THR pb on the FCU, or
The A/THR disconnects due to a failure.
The thrust is locked at its level prior to disconnection. Moving the thrust levers out of CL or MCT
suppresses the thrust lock and gives the flight crew manual control with the thrust levers.
When the Thrust Lock function is active, THR LK flashes amber on the FMA. This warning ceases
when the flight crew moves the thrust levers out of the detent.
A/THR DISCONNECTION CAUTION
Ident.: DSC-22_30-90-00011964.0001001 / 17 AUG 10
Applicable to: ALL
MASTER
CAUTION light
CONSEQUENCE
ECAM MESSAGE
AUDIO
CLR pb on ECAM
CONTROL PANEL
A/THR DISCONNECTION
BY INSTINCTIVE
DISCONNECT pb
OR SETTING TWO
BY OTHER MEANS
LEVERS TO IDLE
(if above 50 ft RA)
Illuminated
3 s maximum
Illuminated
Extinguished
Illuminated
Continued on the following page
F to G
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
A/THR DISCONNECTION
BY INSTINCTIVE
DISCONNECT pb
OR SETTING TWO
BY OTHER MEANS
LEVERS TO IDLE
(if above 50 ft RA)
Extinguishes MASTER
CAUTION light
Erases ECAM message
MASTER
CAUTION light
ACTION
CLR pb on ECAM
CONTROL PANEL
INSTINCTIVE
DISCONNECT pb
No effect
Extinguishes MASTER
CAUTION light
Erases ECAM message
NO
Extinguishes MASTER
CAUTION light
Extinguishes MASTER
CAUTION light and CLR pb
Erases ECAM message
Calls status
Extinguishes MASTER
CAUTION light
YES
The standard disconnection triggers temporary ECAM message and caution light. Single chime
sounds.
The non standard disconnection triggers caution light and ECAM message removed only by a flight
crew action. Single chime sounds.
A/THR MODES
Ident.: DSC-22_30-90-C-NG00995
Applicable to: ALL
Ident.: DSC-22_30-90-C-00011965.0001001 / 17 AUG 10
GENERAL
Except in takeoff and go-around situations, normal operation of the A/THR system requires the
thrust levers to be:
In the CL detent for the two-engine configuration. If they are not set in the CL detent, CLB
flashes amber on the FMA
In MCT detent when in the one-engine-out configuration. If the appropriate lever is not set in the
MCT detent, MCT flashes amber on the FMA
At takeoff or go-around, thrust levers must be set to TOGA (or FLX at takeoff). The FMA
displays TOGA (or FLX) in green and A/THR is armed (blue in last column).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
G to H
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
The A/THR modes are selected automatically in conjunction with the AP/FD modes (except for
ALPHA FLOOR):
A/THR in THRUST mode
THRUST MODE
In THRUST mode, autothrust commands a specific thrust level in conjunction with the AP/FD pitch
mode. This thrust level is limited by thrust lever position.
FMA Display
MCT
Meaning
Single engine thrust in climb. The live engine is at maximum continuous thrust
(thrust lever in MCT detent)
Climb thrust in two engine configuration (at least one thrust lever in the CL
detent, the other one below CL)
Undetermined thrust (neither CLB nor MCT thrust)
Minimum thrust (both engines at IDLE thrust)
CLB
THR
IDLE
RETARD MODE
The RETARD mode is only available during automatic landing (AP engaged in LAND mode).
At approximately 40 ft RA, the RETARD mode engages and remains engaged after touchdown.
The A/THR commands IDLE thrust during the flare, and the FMA and engine warning display
IDLE. If the autopilot is disengaged during the flare before touchdown, the SPEED mode
replaces the RETARD mode, and the flight crew has to manually reduce thrust.
Note:
ALPHA FLOOR
ALPHA FLOOR is a protection that commands TOGA thrust, regardless of the thrust levers
positions. This protection is available from lift-off to 100 ft RA on approach.
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30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
SPEED/MACH MODE
In SPEED/MACH mode, the A/THR adjusts the thrust in order to acquire and hold a speed or
Mach target.
The speed or Mach target may be:
Selected on the FCU by the flight crew
Managed by the FMGC.
When in SPEED/MACH mode, the A/THR does not allow speed excursions beyond the following
limits, regardless of the target speed or Mach number:
For a selected speed target, the limits are VLS and VMAX (VMO-MMO, VFE-VLE, whichever
applies)
For a managed speed target, the limits are maneuvering speed (Green Dot, S, F, whichever
applies) and maximum speed (340/0.80-VFE-VLE, whichever applies).
The changeover from SPEED to MACH mode is either automatic, performed by the FMGC, or
manual, with the flight crew pushing the SPD/MACH pb.
The FMA displays SPEED or MACH.
APPROACH AUTOTHRUST:
Below 3 200 ft RA, with at least CONF 1, the A/THR logic is modified to be more responsive to
speed variation. This is referred to as approach autothrust.
GENERAL
When the aircraft flies an approach in managed speed, the speed target displayed on the PFD in
magenta is variable during the approach.
This managed speed target is computed in the FMGS using the ground speed mini function.
DSC-22_30-90 P 9/12
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
TWR WIND
It is the MAG WIND entered in the PERF APPR page. It is the average wind as provided by
the ATIS or the tower. Gusts must not be inserted, they are included in the ground speed mini
computation.
Ident.: DSC-22_30-90-D-00011973.0001001 / 17 AUG 10
DSC-22_30-90 P 10/12
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
VAPP COMPUTATION
VAPP, automatically displayed on the MCDU PERF APPR page, is computed as follows:
VAPP = VLS+1/3 of the TWR HEADWIND COMPONENT, or
VAPP = VLS +5 kt, whichever is the highest.
"1/3 of the TWR HEADWIND COMPONENT" has two limits:
0 kt as the minimum value (no wind or tailwind)
+15 kt as the maximum value.
The flight crew can manually modify the VAPP and TWR wind values on the PERF APPR page.
Ident.: DSC-22_30-90-D-00011976.0002001 / 16 MAR 11
The gust is the instantaneous difference between the CURRENT HEADWIND COMPONENT
and the TWR HEADWIND COMPONENT. It is always positive (or equal to zero for no wind or
tailwind).
The IAS target is displayed on the PFD as a magenta triangle moving with the gust variation.
The IAS targets have 2 limits:
VAPP, as the minimum value
VFE -5 kt in CONF FULL, or VFE of the next configuration in CONF 1, 2 or 3 as the maximum
value.
Ident.: DSC-22_30-90-D-00011977.0001001 / 17 AUG 10
DSC-22_30-90 P 11/12
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
AUTOTHRUST
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Approach on runway 09, the tower wind direction is on the runway axis.
IAS Target
Max [VAPP, (140 +50 -30)] = 160 kt
Max [VAPP, (140 +10 -30)] = 140 kt
Max [VAPP, (140 +0 -30)] = 140 kt
Max [VAPP, (140 +30 -30)] = 140 kt
DSC-22_30-90 P 12/12
30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The Flight Mode Annunciator (FMA) which is just above the PFDs, shows the status of the
A/THR, the AP/FD vertical and lateral modes, the approach capabilities, and the AP/FD-A/THR
engagement status.
A white box is displayed for 10 s around each new annunciation. The white box display time may
be increased to 15 s in some mode reversion cases associated with an aural triple click.
DSC-22_30-100 P 1/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The DH or MDA/MDH value on the FMA is not rounded off: The exact value appears on
the FMA, and is the same value as the one inserted in the MCDU PERF APPR page.
The FMGS synchronizes A/THR mode, AP/FD modes and approach capability to provide
identical information on both PFDs.
FIRST LINE
DISPLAY
TOGA
FLX XX
MCT
CLB
IDLE
THR
COLOR
MEANING
Green
A/THR is armed, one thrust lever, at least, is in the TOGA detent.
Green + Blue A/THR is armed, one thrust lever, at least, is in the MCT/FLX detent with
FLX TO temp set at XX. The other thrust lever is at or below the MCT/FLX
detent.
Green
A/THR is active (one engine out) and the live thrust lever is in the MCT/FLX
detent.
Green
A/THR is active and one thrust lever at least is in the CL detent.
Green
A/THR is active and commands idle thrust on both engines.
Green
A/THR is active with undetermined thrust (neither TOGA, MCT, FLX or CLB
thrust)
Continued on the following page
DSC-22_30-100 P 2/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DISPLAY
SPEED or MACH
A. FLOOR
TOGA LK
COLOR
Green
Green
Green
SECOND LINE
DISPLAY
CLB
(flashing)
MCT
(flashing)
COLOR
Amber
MEANING
Request to set the thrust levers in CL detent.
Amber
THIRD LINE
DISPLAY
ASYM
THR LK
(flashing)
COLOR
Amber
Amber
MEANING
Only one thrust lever is set to CL or MCT/FLX detent with A/THR active.
After A/THR disconnection (action of the flight crew or failure) resulting
in thrust being frozen. Both thrust levers being in CL detent or one in
MCT/FLX (engine out) detent.
FIRST LINE
DISPLAY
SRS
CLB
COLOR
Green
Green
OP CLB
Green
EXP CLB
Green
MEANING
Takeoff or go-around mode is engaged.
Climb mode is engaged. The FMGS target altitude is higher than the
actual altitude. ALT CSTR are taken into account.
Open Climb mode is engaged. The FCU selected altitude is higher than
the actual altitude. ALT CSTR are disregarded.
Expedite Climb is engaged. The selected altitude is higher than the actual
altitude. Green dot speed is maintained, ALT CSTR are disregarded.
Continued on the following page
DSC-22_30-100 P 3/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DISPLAY
ALT*
or
ALT CST*
COLOR
Green
ALT
or
ALT CST
Green
ALT CRZ
DES
Green
Green
OP DES
Green
EXP DES
Green
G/S*
G/S
V/SXXXX
Green
Green
Green +
blue
numbers
FPAXX
Green +
blue
numbers
SECOND LINE
DISPLAY
CLB
ALT
DES
G/S
FINAL
COLOR
Blue
Blue
or
Magenta
Blue
Blue
Blue
MEANING
Climb mode is armed.
Altitude mode is armed:
Blue when the target altitude is the FCU selected altitude
Magenta when the target altitude is an ALT CSTR.
Descent mode is armed before the descent phase.
Glide Slope mode is armed.
Final descent mode is armed.
Continued on the following page
DSC-22_30-100 P 4/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
XXX(1)
.XX(1)
(1) ALT 300
ALT .80
CLB 250
DISPLAY
FIRST LINE
DISPLAY
RWY
RWY TRK
HDG
TRK
--LOC*
LOC
APP NAV
GA TRK
COLOR
Green
Green
Green
Green
Green
Green
Green
Green
Green
MEANING
RWY mode is engaged.
RWY mode is engaged once airborne at or above 30 ft RA.
HEADING mode is engaged.
TRACK mode is engaged.
NAV mode is engaged to guide the aircraft along the FM lateral F-PLN.
LOC capture mode is engaged.
LOC track mode is engaged.
NAV mode is engaged during a non-ILS approach.
GO-AROUND TRACK mode is engaged.
SECOND LINE
DISPLAY
NAV
LOC
APP NAV
COLOR
Blue
Blue
Blue
MEANING
NAV mode is armed.
LOC mode is armed.
NAV mode is armed for a non-ILS approach.
DISPLAY
LAND
FLARE
ROLL OUT
COLOR
Green
Green
Green
MEANING
Land mode is engaged below 400 ft RA.
Flare mode is engaged.
Roll out mode is engaged.
C to E
DSC-22_30-100 P 5/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FIRST LINE
DISPLAY
COLOR
Magenta
Magenta
Magenta
CAT 1
CAT 2
CAT 3
MEANING
CAT 1 capability available.
CAT 2 capability available.
CAT 3 capability available.
SECOND LINE
DISPLAY
COLOR
Magenta
Magenta
SINGLE
DUAL
MEANING
CAT 3 capability available, with FAIL PASSIVE condition.
CAT 3 capability available, with FAIL OPERATIONAL condition.
THIRD LINE
DISPLAY
MDA/MDH
XXXX
DH XXX/NO DH
COLOR
White
Blue
White
Blue
MEANING
Minimum Descent Altitude or Minimum Descent Height as inserted by the
flight crew on the MCDU PERF APPR page.
Decision Height as inserted by the flight crew on the MCDU PERF APPR
page.
NO DH: when NO inserted on the MCDU PERF APPR page.
FIRST LINE
DISPLAY
AP1 + 2
AP1
AP2
COLOR
White
White
White
MEANING
Autopilot 1 and 2 are engaged.
Autopilot 1 is engaged.
Autopilot 2 is engaged.
F to G
DSC-22_30-100 P 6/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SECOND LINE
DISPLAY
FD 1
FD 2
FD 1
FD 2
COLOR
White
White
White flashing
White flashing
MEANING
Flight Director 1 engaged.
Flight Director 2 engaged.
Flight Director 1 reset.
Flight Director 2 reset.
THIRD LINE
DISPLAY
A/THR
A/THR
COLOR
White
Blue
MEANING
A/THR is active.
A/THR is armed.
COLOR
Red
Amber
Amber
CHECK APPR
SELECTION
White
White
MEANING
Displayed in case of loss of L+R elevators.
F/CTL are in direct law.
This message is displayed when, during a Non Precision Approach, the
AP/FD remains engaged at:
Minimum minus 50 ft, or
400 ft AGL (if no minimum entered)
The aircraft is in cruise at less than 100 nm from the Top of Descent or in
descent or in approach and:
A non-ILS approach has been selected
An ILS frequency is tuned on the MCDU RAD NAV page.
The SPEED target is selected but a preselected SPEED does not exist for
the next flight phase.
Continued on the following page
DSC-22_30-100 P 7/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DISPLAY
SET GREEN DOT
SPEED
COLOR
White
White
DECELERATE
White
MORE DRAG
White
The aircraft is in Engine Out mode and the SPEED target is selected. This
message is displayed if the FCU selected speed is:
Green Dot -10 kt, or
Green Dot +10 kt, except in ALT* and ALT mode.
The aircraft is in selected SPEED control, a Holding pattern is inserted
in the F-PLN and the aircraft is 30 s before the deceleration point to the
precomputed HOLD SPEED.
This message is displayed if the thrust is not reduced when passing the
top of descent and the aircraft is above the descent profile.
DES mode is engaged, idle is selected, and either:
The aircraft is above the vertical profile and the predicted intercept point
of the theoretical profile is at less than 2 nm from the next ALT CSTR,
or
In auto speed control and the aircraft enters a speedbrake decelerating
segment.
DSC-22_30-100 P 8/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_40-10 General
GENERAL................................................................................................................................................................ A
DSC-22_40-PLP-TOC P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_40-PLP-TOC P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_40-10-00000840.0001001 / 09 DEC 09
Applicable to: ALL
The aircraft has two flight augmentation computers (FACs) that perform four main functions:
Yaw function
Yaw damping and turn coordination
Rudder trim
Rudder travel limitation
Flight envelope function
PFD speed scale management
Minimum/maximum speed computation
Maneuvering speed computation
Alpha-floor protection
Low-Energy Warning function
Windshear detection function
In performing these functions the FAC uses independent channels :
Yaw damper
Rudder trim
Rudder travel limit
Flight envelope
Each FAC interfaces with the elevator aileron computers (ELACs) when the APs are disengaged, or
with the FMGS when at least one AP is engaged.
Both FACs engage automatically at power-up.
The pilot can disengage or reset each FAC (in case of failure) by means of a pushbutton on the flight
control overhead panel.
When a FAC is disengaged (FAC pushbutton set off) but still valid, the flight envelope function of the
FAC remains active.
If both FACs are valid, FAC1 controls the yaw damper, turn coordination, rudder trim, and rudder
travel limit, and FAC2 is in standby.
FAC1 keeps the aircraft within the flight envelope through FD1 ; FAC2 performs this function through
FD2.
If a failure is detected on any channel of FAC1, FAC2 takes over the corresponding channel.
DSC-22_40-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-22_40-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
YAW FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
YAW DAMPING
Ident.: DSC-22_40-20-00000851.0001001 / 18 MAR 11
Applicable to: ALL
Yaw damping stabilizes the aircraft in yaw and coordinates its turns.
In automatic flight (AP engaged) during takeoff and go around, it assists rudder application after an
engine failure (short-term yaw compensation).
Note:
When the AP is engaged, the FMGS sends orders to the FAC to give :
Yaw damping during approach
Yaw control for runway alignment in ROLL OUT mode
RUDDER TRIM
When the AP is engaged, the rudder trim knob is inoperative : the master FMGC
sends rudder trim orders to the FAC.
RUDDER TRAVEL LIMITATION
This function limits rudder deflection is based on speed in order to avoid high structural loads. It is
governed by the following law :
A to C
DSC-22_40-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
YAW FUNCTIONS
FLIGHT CREW
OPERATING MANUAL
If both FACs lose the rudder travel limitation function, the value of the rudder deflection limit is locked
at the time of the second failure.
When the slats are extended, the FACs automatically set the rudder deflection limit at the low-speed
setting (maximum authorized deflection).
DSC-22_40-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_40-30-00000859.0001001 / 09 DEC 09
Applicable to: ALL
As long as one Flight Augmentation Computer (FAC) is valid, it governs the flight envelope function,
the rudder position display, and the rudder trim indication regardless of what the flight crew does with
the FAC pushbutton.
PFD SPEED SCALE MANAGEMENT
Ident.: DSC-22_40-30-00000860.0001001 / 24 JAN 11
Applicable to: ALL
The FAC controls the speed scale on the PFD (Refer to DSC-31-40 Attitude Data).
When both FACs are operative, FAC1 supplies data to PFD1 and FAC2 supplies it to PFD2.
The FAC computes:
The minimum and maximum speeds:
VSW (stall warning)
VLS
VFE and VFE for the next configuration
VLE
VMO/MMO
The maneuvering speeds:
Green Dot Speed
S speed
F speed
(Refer to PRO-SUP-10 Characteristic Speeds for speed definition).
The FAC also computes the speed trend and displays it as an arrow on the PFD speed scale.
The PFD displays these various speeds as appropriate, and they also go to the FMGC to be used as
limits for various guidance modes.
A to B
DSC-22_40-30 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Alpha-floor protection automatically sets the thrust at TOGA thrust, when the aircraft reaches a very
high angle of attack.
The Flight Augmentation Computer (FAC) generates the signal that triggers the alpha-floor mode.
This, in turn, sets TOGA thrust on the engines, regardless of the thrust lever positions (Refer to
DSC-22_30-90-C A/THR Modes - General).
The FAC sends this signal when:
The angle of attack is above a predetermined threshold, that is a function of the configuration.
In CONF 3 and CONF FULL, this threshold decreases as a function of the aircraft deceleration
rate (down to 3 ).
Alpha-floor is available from lift-off until the aircraft reaches 100 ft RA in approach.
Note:
B to C
DSC-22_40-30 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
An aural low-energy SPEED SPEED SPEED warning, repeated every 5 s, warns the pilot that the
aircrafts energy level is going below a threshold under which he has to increase thrust, in order to
regain a positive flight path angle through pitch control.
It is available in Configuration 2, 3, and FULL. The FAC computes the energy level with the following
inputs :
Aircraft configuration
Horizontal deceleration rate
Flight path angle
The warning is inhibited when :
TOGA is selected, or
Below 100 ft RA, or
Above 2 000 ftRA, or
Alpha-floor, or the ground proximity warning system alert is triggered, or
In alternate or direct law, or
If both radio altimeters fail.
During deceleration, the low-energy warning is triggered before alpha floor (unless alpha floor
is triggered by stick deflection). The amount of time between the two warnings depends on the
deceleration rate.
DSC-22_40-30 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_40-30 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The windshear detection function is provided by the Flight Augmentation Computer (FAC) in takeoff
and approach phase in the following conditions:
At takeoff, 3 s after liftoff, up to 1 300 ft RA
At landing, from 1 300 ft RA to 50 ft RA
With at least CONF 1 selected.
The warning consists of:
A visual WINDSHEAR red message displayed on both PFDs for a minimum of 15 s.
An aural synthetic voice announcing WINDSHEAR three times.
WINDSHEAR DETECTION PRINCIPLES
Ident.: DSC-22_40-40-00006195.0001001 / 09 DEC 09
Applicable to: ALL
The FACs generate the windshear warning whenever the predicted energy level for the aircraft falls
below a predetermined threshold.
In computing this energy level prediction, the FACs use data from different sources. From ADIRS
comes data such as vertical speed, air and ground speeds and slope ; from other sources come such
derived parameters as total slope, longitudinal wind gradient, and vertical wind.
The FACs express this energy level as an angle of attack and compare it with an angle-of-attack
threshold above which windshear conditions are most likely and pilot action is required.
GUIDANCE
Ident.: DSC-22_40-40-00006196.0001001 / 09 DEC 09
Applicable to: ALL
In windshear conditions, flight guidance acts on specially adapted FD pitch orders received from the
speed reference system (SRS). The pilot must set go around thrust immediately (which also triggers
the FD SRS mode), and follow the pitch order to execute the optimum escape maneuver.
A to C
DSC-22_40-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_40-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAC ENGAGEMENT
Ident.: DSC-22_40-50-00000861.0001001 / 09 DEC 09
Applicable to: ALL
A to B
DSC-22_40-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_40-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_45-PLP-TOC P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_45-PLP-TOC P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-22_45-00000864.0001001 / 18 MAR 11
Applicable to: ALL
The FMS AOC function gives an interface between a ground station and one onboard FMGC,
allowing data transmission between these two computers via the ACARS Management Unit or the
ATSU.
Two different sets of message can be exchanged:
UPLINK messages from the ground station. They consist in reception of data requested or directly
sent to the crew.
DOWNLINK messages from the FMGC (master). They consist in reports or requests sent to the
ground station.
The FMGS/ACARS or FMGS/ATSU interface enables the following AOC capabilities.
F-PLN initialization (flight plan and performance data)
Takeoff data
Wind data
Flight reports
Broadcast data
Crews can send message using ACARS FUNCTION pages or relevant MCDU pages.
Only one FMGC talks to the ground station. This FMGC is called FMGC master.
GENERAL SCRATCHPAD MESSAGES
NOT XMITTED TO ACARS:
NO ANSWER TO
REQUEST
This function enables lateral and vertical flight plan data as well as initialization data to be exchanged
between the aircraft and a ground station. The aircraft may send flight plan requests for active and
secondary flight plan. (downlink messages). The ground station may send flight plan and initialization
data (uplink messages) either under aircraft request or automatically without any request.
Each uplink message concerns either the active or secondary flight plan but never both flight plans at
the same time. The data sent to the aircraft are checked for flight plan consistency.
A MCDU message comes up when an uplink message is received. ACT (or SEC) RTE UPLINK.
A to B
DSC-22_45 P 1/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If an error prevents the decoding process of the message, INVALID RTE UPLINK is displayed on
MCDUs.
An uplink message can be routed to the active flight plan if no engine is started and no active flight
plan exists. Otherwise, it is routed to the secondary. The crew will insert it into the secondary flight
plan or will reject it using the CLR key.
Note:
The flight plan may also be initialized using the ACARS FUNCTION page selected from
DATA INDEX page.
PERFORMANCE DATA
On ground and before engine start, the ground station may also send performance data to the
aircraft.
Performance data are always associated with the uplink flight plan. It is either automatically
inserted with the active flight plan data, or stored in the secondary with the corresponding flight
plan.
This message contains part or all of the following data:
ZFW, ZFWCG, taxi fuel, block fuel, cruise flight level, tropopause altitude, cruise temperature,
transition altitude, cost index, performance factor.
Note:
After engine start an uplink performance data message is rejected automatically without
any scratchpad message.
DSC-22_45 P 2/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The takeoff data function is available for the active flight plan only. It is used to request to the ground
station, information data for up to 2 runways and to receive this data for up to 4 runways.
The crew sends a request indicating the departure airport, runway idents, CG, GW and weather
conditions (such as BARO setting wind, temperature...). In response he receives the takeoff speeds
for up to 4 runways but only one set of data may be inserted in the active flight plan for the selected
active runway.
Takeoff speeds are computed for max and flex takeoff.
The takeoff data function has required the modification of the standard PERF TAKEOFF page and
the addition of 2 news pages:
UPLINK TO DAT REQ page that enables the crew to specify a request to the ground.
UPLINK XXX TO DATA page (XXX for MAX or FLEX)
These 2 pages are accessed from the PERF TAKEOFF page in PREFLIGHT and DONE phase only.
DSC-22_45 P 3/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This function enables the crew to request and to receive forecasted winds associated to the active or
secondary flight plan.
The uplink message (ground station to aircraft) may be received upon crew request or automatically
without crew request.
The request is initiated from WIND pages or from ACARS FUNCTION page (Refer to
DSC-22_20-70-B Wind Data - Request for Wind Data).
DSC-22_45 P 4/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The uplink wind data when received are directly displayed on the wind pages but not inserted in the
flight plan, one set for each flight phase: CLIMB, CRUISE, DESCENT. The alternate wind at alternate
cruise flight level is displayed on DESCENT page.
Winds are associated to altitude for climb an descent phases
Winds are associated to waypoint for cruise phase and step level. One wind per waypoint.
On ground and without entered winds, an uplink message is directly inserted in the flight plan.
In flight, winds are temporary stored until the crew inserts it phase per phase.
Phase of flight is indicated in the WIND title page.
Clearing the INSERT UPLINK* prompt using the CLR key deletes the uplink wind data for the
selected phase.
When uplink winds are deleted, the wind page reverts to the previous status.
The flight plan B page is modified of the uplink wind only after it is inserted by the crew. AOC uplink
winds are then considered as crew manual entries (large font).
SCRATCHPAD MESSAGES RELATED TO WIND DATA
INVALID WIND UPLINK An error is detected, the uplink is rejected.
WIND DATA UPLINK
Uplinked winds are received.
WIND UPLINK PENDING A temporary flight plan exists or a DIR TO page is displayed when a
wind uplink is received. The message is stored.
WIND UPLINK EXISTS
A F-PLN modification (active or secondary) is attempted when uplink
winds are not inserted. This message disappears automatically when
the wind uplink is inserted or deleted.
CHECK DEST DATA
The aircraft is at 180 nm from destination, and the destination QNH,
TEMP or WIND displayed on the PERF APPR page was received by
AOC uplink or, if following insertion of a descent wind uplink, a conflict
concerning the above parameters exists.
CHECK ALTN WIND
The uplinked alternate cruise flight level differs from the default
alternate cruise flight level.
FLIGHT REPORTS
Ident.: DSC-22_45-00000868.0001001 / 28 MAR 11
Applicable to: ALL
Flight reports provide real time information to the ground concerning the aircraft current situation and
position.
Several types of flight reports are available:
The Position report : provides current aircraft position
the Progress report : provides data relative to the destination
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
D to E
DSC-22_45 P 5/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Aircraft position
Overfly reporting waypoint
Time of report (UTC)
Aircraft altitude
Next reporting waypoint
ETA at next reporting waypoint
Reporting waypoint following next report
SAT
Current wind
Remaining fuel
DSC-22_45 P 6/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROGRESS REPORT
A progress report contains data relative to the aircraft arrival time and EFOB at destination for the
active F-PLN.
This downlink message is automatically sent following:
a ground request or
a change of destination or
a change of runway or
a specific event. The possible events that can be selected in the navigation database policy file
are :
X minutes to Top of Descent
Z minutes to Destination
ETA changes more than W minutes from the previous report.
X, Z and W are minutes of time set in the navigation database policy file.
The progress report cannot be manually sent by the crew via a dedicated MCDU prompt.
PROGRESS REPORT CONTENT
Flight Number
Arrival Airport Ident
Destination Runway Ident
Predicted remaining fuel
ETA at destination
Reason for report (specific event, ground request...).
DSC-22_45 P 7/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_45 P 8/8
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_46-PLP-TOC P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_46-PLP-TOC P 2/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRINT FUNCTION
Ident.: DSC-22_46-00000869.0003001 / 01 APR 11
Applicable to: ALL
The print function enables several types of data and report to be printed :
Flight plan initialization data
Takeoff data
Wind data
Preflight report
In flight report
Post flight report
The 3 first reports may differ when automatically or manually printed for the following reason :
The automatic process prints the uplink message although the manual process prints the current
active data as displayed on the relevant MCDU pages.
The last 3 reports being processed from the same sources are identical in automatic or manual
printing.
Note:
ACARS is not necessary linked to printing process. The printing function may be activated
within the FMGS and selected independently from the ACARS.
One or several print functions may be deactivated Refer to DSC-22_20-50-10-25 Print Function
Pages.
If an ACARS function is not active, (not selected in the nav database policy file) the printing
process is invalidated for this specific ACARS function.
AOC/PRINTER PROGRAMMING OPTIONS
Ident.: DSC-22_46-00000870.0002001 / 11 FEB 11
Applicable to: ALL
Option programming for the AOC/PRINTER functions is obtained through the Navigation Data Base
policy file or the Airline Modifiable Information (AMI) file.
The list summarizes the possible options:
Data Link (ACARS or AOC) Inhibit
F-PLN Data Request Inhibit
Performance Data Request Inhibit
Takeoff Data Request Inhibit
Wind Data Request Inhibit
A to B
DSC-22_46 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-22_46 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-10-20 VHF/HF/SELCAL
GENERAL................................................................................................................................................................ A
VHF.......................................................................................................................................................................... B
HF............................................................................................................................................................................ C
SELCAL (Selective calling)..................................................................................................................................... D
DSC-23-20-20 Controls
Audio Control Panel.................................................................................................................................................A
SIDE STICK RADIO SELECTOR............................................................................................................................B
LOUDSPEAKER VOLUME KNOB.......................................................................................................................... C
AUDIO SWITCHING................................................................................................................................................D
DSC-23-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-40 ACARS
DSC-23-40-40 ACARS Functions
World Map ACARS Frequencies.............................................................................................................................A
DSC-23-46 SATCOM
DSC-23-46-10 General
General.....................................................................................................................................................................A
DSC-23-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-23-10-50
BUS EQUIPMENT LIST
Toc
Index
ID
Reason
Addition of the footnote in order to clarify the system behavior.
Revision of the F/O ACP power supply from DC to DC ESS to
reflect the system architecture.
Documentation update: Deletion of text.
DSC-23-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-23-10-10-00000612.0001001 / 10 DEC 09
Applicable to: ALL
DSC-23-10-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-10-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-23-10-20-00000613.0001001 / 10 DEC 09
Applicable to: ALL
Two HF Radios are installed. They are used for long-distance voice transmissions. HF 1 is also
used for data communications. Each system has a transceiver in the avionics compartment, and a
common tuner and antenna in the vertical stabilizer. Its range is from 2.8 to 24.0 MHz. When in data
mode, digital information is transmitted between HF 1 and ATSU.
HF transmission is inhibited on ground. A GND HF DATALINK pushbutton, located on the overhead
panel, may override the inhibition. HF must not be used during refueling.
A to C
DSC-23-10-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Upon receiving a call code corresponding to that of the aircraft, the SELCAL system aurally and
visually advises the flight crew that a ground station is calling the aircraft.
The aural warning is inhibited during takeoff and landing.
DSC-23-10-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-23-10-30-00000617.0001001 / 16 FEB 11
Applicable to: ALL
If one RMP fails, the remaining one controls all the VHF (HF
) transceivers.
DSC-23-10-30 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Frequency displays
The ACTIVE display window shows the active frequency of the selected radio, which is
identified by a green light on the selection key.
The STBY/CRS (standby/course) display window shows a standby frequency that the pilot can
activate by pressing the transfer key or change by rotating the tuning knobs. (For a description
of the CRS function Refer to DSC-34-30-30 Radio Management Panel (RMP)).
(2)
Transfer key
Pressing this key moves the active frequency to the standby window and the standby
frequency to the active window.
This tunes the selected receiver to the new active frequency.
(3)
DSC-23-10-30 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(4)
(5)
AM pb-sw
If the aircraft has HF radios and the flight crew has selected an HF tranceiver, this switch
selects the AM mode. (The default mode is the SSB, or single side-band, mode).
This key displays a green monitor light when the AM mode is active.
(6)
SEL indicator
The SEL indicator on both RMPs comes on amber when a transceiver normally associated with
one RMP is tuned by another:
VHF 1 tuned by RMP 2 or RMP 3,
VHF 2 tuned by RMP 1 or RMP 3.
VHF 3, HF 1, HF 2 (
) tuned by RMP 1 or RMP 2.
(7)
(8)
(9)
ON/OFF sw
This switch controls the power supply to the RMP.
Note:
RMP 3 is able to control VHF and HF transceivers through RMP 1 and RMP 2 even
when they are OFF.
DSC-23-10-30 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-10-30 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
RADIO
COMMUNICATIONS
(1)
VHF1
VHF2
VHF3
HF1
HF2
RMP1
RMP2
RMP3
CAPT ACP
F/O ACP
THIRD ACP
FOURTH ACP
SELCAL
FLT INTERPHONE
CAPT LOUDSPEAKER
F/O LOUDSPEAKER
EXT HORN
DC
AC
ESS
EMER ELEC
DC
HOT
ESS
X
DC2
DC1
SHED
AC2
X
DC2
DC1
X
X
DC1
DC1
DC1
X
X(1)
X(1)
HOT 2
DSC-23-10-50 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-10-50 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-23-20-10-00000620.0001001 / 10 DEC 09
Applicable to: ALL
A to B
DSC-23-20-10 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-10 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The Cabin Intercommunication Data System (CIDS) transmits, controls, and processes signals for
the following cabin systems :
Cabin and service interphone
Passenger address
Passenger lighted signs
Reading lights (LED technology)
General cabin illumination
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
DSC-23-20-10 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-10 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Transmission keys
Pressed
: The associated channel is selected for transmission.
The three green lines come on.
The pilot deselects the channel by pressing the pushbutton again, or
selecting another channel.
CALL
: The legend flashes amber (and buzzer sounds) when the SELCAL system
detects a call.
MECH
: The legend flashes amber (and buzzer sounds) for a call from the nose gear
bay. The MECH light goes off after 60 s, if it is not reset.
ATT
: The legend flashes amber (and buzzer sounds) for a call from a cabin crew
member. The ATT light goes off after 60 s, if it is not reset.
(2)
Reception knobs
Pressing and releasing the knob (knob out) selects the associated audio reception channel
and the integral white light comes on.
Rotating the knob adjusts the volume.
DSC-23-20-20 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For reception of DME audio navigation signals associated to an ILS or MLS station,
the ILS pb (or LS pb on the FCU) must also be selected.
(3)
(4)
ON VOICE key
This key allows the flight crew to inhibit the audio navigation signals (VOR, ADF)
Pressing this key filters out ident signals and turns on the green ON light.
(5)
INT/RAD switch
This switch operates as a press-to-talk switch for boom mike or oxygen mask mike.
INT
: Boom and mask mikes transmit on interphone regardless of
which transmission key is selected. For reception on interphone,
the crew member must have INT selected (INT reception knob
out).
Neutral
: Reception is normal. Boom and mask mikes do not transmit.
RAD (press and hold) : Boom and mask mikes transmit on the radio selected on the
audio control panel.
(5)
INT/RAD switch
This switch operates as a press-to-talk switch for boom mike or oxygen mask mike.
INT
: Boom and mask mikes transmit on interphone regardless of
which transmission key is selected. For reception on interphone,
the crew member must have INT selected (INT reception knob
out).
Neutral
: Reception is normal. Boom and mask mikes do not transmit.
RAD (press and hold) : Boom and mask mikes transmit on the radio selected on the
audio control panel.
(6)
DSC-23-20-20 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This selector has the same function as the INT/RAD switch on the ACP.
NEUTRAL (spring-loaded) : Boom and mask mikes are dead.
Reception is normal.
RADIO (squeezed)
: Boom and mask mikes transmit through the equipment selected by
the transmission key on the ACP.
Note:
If RADIO is selected on the side stick when the INT/RAD switch is on INT, the radio
function has priority over the interphone function.
LOUDSPEAKER VOLUME KNOB
This knob adjusts the volume of the loudspeaker for radio communication.
B to C
DSC-23-20-20 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OFF
Clockwise rotation
Note:
This knob does not control the loudness of aural alert and voice messages.
AUDIO SWITCHING
The crew can switch to the third ACP if ACP1 or ACP2 fails.
When the crew does this, it takes away the third occupant's access to the acoustic equipment.
AUDIO 3 XFRD appears in green on the ECAM MEMO display.
NORM : Each crew member uses his dedicated communication equipment.
CAPT 3: The pilot uses his acoustic equipment and the third occupant's ACP.
F/O 3 : The copilot uses his acoustic equipment and the third occupant's ACP.
C to D
DSC-23-20-20 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This system allows the flight crew members to communicate among themselves and, through a jack
on the external power panel, with the ground mechanic.
EXTERNAL POWER PANEL (FORWARD OF THE NOSE L/G BAY)
BOOMSET
OR OXYGEN
MASK
HANDMIKE
MECH
TRANSMISSION
KEY ON ACP
INT RECEPTION
KNOB ON ACP
INT/RAD
SW ON ACP
PUSH TO TALK
ON HANDMIKE
PRESSED
OUT
INT
OR
RAD
PRESSED
OUT
PRESSED
DSC-23-20-30 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The system allows the flight crew to communicate with the flight attendants, and the flight attendants
to communicate among themselves.
(1)
(2)
DSC-23-20-30 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BOOMSET
OR OXYGEN
MASK
HANDMIKE
CAB TRANSMISSION
KEY ON ACP
CAB RECEPTION
KNOB ON ACP
INT/RAD SW ON ACP
PUSH TO TALK
ON HANDMIKE
PRESSED
OUT
RAD
PRESSED
OUT
PRESSED
DSC-23-20-30 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-30 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
COCKPIT OPERATION
BOOMSET
HANDMIKE
CAB
TRANSMISSION
KEY ON ACP
PRESSED
CAB
RECEPTION
KNOB ON ACP
OUT
PRESSED
OUT
INT/RAD
SW ON ACP
PUSH TO TALK
ON HANDMIKE
SVCE INT
OVRD PB SW
RAD
PRESSED
SEE ABOVE
CONDITIONS.
DSC-23-20-30 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-30 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The system allows the flight crew and ground mechanics to communicate with each other.
Ident.: DSC-23-20-40-A-00000800.0001001 / 15 FEB 11
(1)
MECH pushbutton
Pressed (and held) :
Released
DSC-23-20-40 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
RESET pushbutton
Pressed: The COCKPIT CALL light goes out.
DSC-23-20-40 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The cabin call system is for communication between the cockpit and the cabin.
Ident.: DSC-23-20-40-B-00000798.0001001 / 14 MAY 12
(1)
FWD/AFT pushbutton
When pressed, the following aural and visual alerts will trigger in the cabin :
Two lights come on in pink on the FWD or AFT area call panel, as applicable.
On the Attendant Indication Panel (AIP), the CAPTAIN CALL message appears and a
light comes on in green.
A high-low chime sounds in the FWD or AFT section of the cabin, as applicable.
(2)
DSC-23-20-40 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the cabin handset has an EMER CALL key, the following aural and visual alerts will trigger
in the cockpit, when an emergency call is made from the cabin to the cockpit:
On the EMER pb-sw: The ON light flashes in white, and the CALL light flashes in amber.
The ATT lights will flash on all Audio Control Panels (ACPs).
Three buzzers will sound consecutively (for approx. three seconds each).
The cabin call system will reset, when the cabin crewmember hangs up the handset.
Ident.: DSC-23-20-40-B-00000799.0004001 / 14 MAY 12
(1)
CAPT key
When pressed, the following aural and visual alerts will trigger in the cockpit:
The ATT lights will flash on all Audio Control Panels (ACPs).
A buzzer (inhibited during takeoff and landing) will sound.
In the cabin, the CAPTAIN message will appear on the Attendant Indication Panel (AIP) for
which the CAPT key was pressed.
DSC-23-20-40 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
DSC-23-20-40 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-40 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PASSENGER ADDRESS
Ident.: DSC-23-20-50-00000804.0029001 / 18 MAR 11
Applicable to: ALL
The passenger address allows all crew members to make announcements to passengers in the
cabin through loudspeakers. It can be operated from the cockpit (with ACP or handset) or from the
cabin (attendant stations).
CONTROLS AND INDICATORS
(1)
PA transmission key
Pressed and held :
Note:
The flight crew may use a boom, mask, or hand mike to make an
announcement.
Three green lines come on.
The flight crew may use a cockpit handset to make PA announcements without
action on the ACPs.
(2)
PA reception knob
Pressed
: The message goes to the loudspeakers, and the integral white light comes on.
and The flight crew can turn the knob to adjust the volume.
released
(knob
out)
Pressed
: The PA reception to the loudspeakers is disconnected.
(knob The white light goes out.
in)
(3)
PA IN USE light
Comes on white when the PA is activated from the cockpit or from the cabin (cabin attendant
or prerecorded announcement).
COCKPIT HANDSET
The cockpit handset at the bottom of the pedestal is for PA announcements.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-23-20-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Due to numerous customizations of the handset and keypad, their functions are not
described in detail.
PA FROM COCKPIT
BOOMSET
OR
OXYGEN
MASK
HANDMIKE
HANDSET
PA TRANSMISSION
KEY ON ACP
PA RECEPTION
KNOB ON ACP
PRESSED
OUT
PRESSED
OUT
PUSH TO TALK
ON HANDMIKE
PUSH TO TALK
ON HANDSET
PRESSED
PRESSED
DSC-23-20-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EMER EVAC
Ident.: DSC-23-20-60-00000805.0005001 / 15 FEB 11
Applicable to: ALL
(1)
COMMAND pb
ON :
In the cockpit :
In the cabin :
(3)
(4)
CMD pb
Pressing this button activates the alert, if the cockpit switch is at the CAPT & PURS position.
Pressing it again stops the alert.
(5)
RESET pb
Pressing this button silences the EVAC tone.
(6)
EVAC light
This light flashes when the alert is activated.
DSC-23-20-60 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PURSER STATION
Ident.: DSC-23-20-60-00000808.0001001 / 10 DEC 09
Applicable to: ALL
DSC-23-20-60 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-60 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-60 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
CABIN INTERCOM
DATA SYS
CIDS1
CIDS2
DEU (A/B)
DC
GND/FLT
AC
ESS
EMER ELEC
DC
HOT
ESS
X
GND/FLT
GND/FLT
DSC-23-20-70 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-20-70 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-23-30-10-00000812.0006001 / 10 DEC 09
Applicable to: ALL
DSC-23-30-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-30-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
DSC-23-30-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-30-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
COCKPIT VOICE
RECORDER
CVR CTL
CVR
DC
AC
ESS
EMER ELEC
DC
HOT
ESS
X
X
DSC-23-30-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-30-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The table below defines the world zone abbreviations, indicates their associated Service Provider,
MCDU label, and ACARS frequency.
ABBREVIATION
SP
SN
SL
SE
DE
AV
AM
AE
AF
AK
AS
SERVICE PROVIDER
SITA PACIFIC
SITA NORTH
AMERICA
SITA LATIN AMERICA
SITA EUROPE
DEPV BRAZIL
AVICOM
ARINC AMERICA
ARINC EUROPE
ARINC AFRICA
ARINC KOREA
ARINC ASIA
MCDU LABEL
SIT-PAC
FREQUENCY
131.550 MHz
Family
SITA
SIT-NAM
136.850 MHz
SITA
SIT-LAM
SIT-E/A
DEPV
AVICOM
ARI-AM
ARI-EUR
ARI-AFR
ARI-KOR
ARI-ASI
131.725 MHz
131.725 MHz
131.550 MHz
131.450 MHz
131.550 MHz
136.925 MHz
126.900 MHz
131.725 MHz
131.450 MHz
SITA
SITA
SITA
SITA
ARINC
ARINC
ARINC
ARINC
ARINC
DSC-23-40-40 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-40-40 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
ACARS
DC
AC
ESS
EMER ELEC
DC
HOT
ESS
AC1
DSC-23-40-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-40-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
SATCOM - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-23-46-10-00001005.0001001 / 16 MAR 11
Applicable to: ALL
The Satellite Communication (SATCOM) system allows the exchange of information between the
aircraft and a Ground Earth Station (GES), via geosynchroneous satellites.
It provides up to six independent channels:
One channel is used for data transmissions (ATSU or ACARS). Two, three or five channels are used
for voice transmissions (cockpit or cabin voice). The cockpit voice function must be activated, in
order to be available. The cabin telephone system must be installed, to be able to use cabin voice
function.
The ATSU or ACARS normally transmit via VHF3. They automatically switch to SATCOM when
VHF3 is not available.
The cockpit voice interface is controlled by the Audio Control Panels (ACPs) for call set-up and call
termination, and by the MCDU for the call number selection. It allows the crew:
To initiate air to ground calls and to receive ground to air calls
To select the call priority, in case of air to ground calls
To use manual dial or pre-recorded phone numbers.
If a SATCOM telephone handset is installed in the cockpit, the crew can set up a call without the use
of the MCDU.
SATCOM functions are programmed through the Owner Requirement Table (ORT), according to
airline needs.
Due to the highly customized programming, the SATCOM functions may vary for different airlines
and are, therefore, not described in detail.
DSC-23-46-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
SATCOM - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-23-46-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACP INTERFACE
Ident.: DSC-23-46-20-00001052.0001001 / 16 MAR 11
Applicable to: ALL
MCDU INTERFACE
Ident.: DSC-23-46-20-A-NG00079
Applicable to: ALL
Ident.: DSC-23-46-20-A-00001089.0002001 / 16 MAR 11
2L
:
(4L)
(Label
line)
2L
:
(4L)
(Data
line)
A to B
DSC-23-46-20 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
5R
6L
6R
This key provides access to the Manual Dial page. This page allows the dialing of a
phone number.
This key provides access to the SATCOM STATUS page, which contains LOG ON and
channel status information.
This key provides access to the SATCOM DIRECTORY PAGE.
1L : EMERGENCY for Priority 1 - Reserved for emergency and distress phone numbers only.
2L : SAFETY for Priority 2 Reserved for regulatory and flight safety phone numbers only.
3L : NON-SAFETY for Priority 3 - Reserved for non flight safety phone numbers.
4L : PUBLIC for Priority 4 Reserved for personal phone numbers.
6L : This key is used to return to the SATCOM MAIN MENU page.
Ident.: DSC-23-46-20-A-00001118.0001001 / 16 MAR 11
DSC-23-46-20 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1R
4R
:
:
5R
6L
DSC-23-46-20 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
2L (data
line)
4L
5L
6L
:
:
This field displays the phone number in blue brackets, after having been entered
in the scratchpad.
This field displays the selected SATCOM channel.
This field displays the priority for the manual dial number. The priority can be
changed by pressing the slew up or down keys on the MCDU keyboard.
This key is used to return to the SATCOM MAIN MENU page.
DSC-23-46-20 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
SATCOM
DC
AC
ESS
EMER ELEC
DC
HOT
ESS
AC1
DSC-23-46-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-46-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CIDS 1 + 2 FAULT
VHF 1(2)(3) EMITTING
HF 1(2) EMITTING
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUTION
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
NIL
NIL
3, 4,
5, 7, 8
SATCOM
FAULT
ACARS
FAULT
HF 1(2)
DATA FAULT
VHF 3
DATA FAULT
SATCOM
DATA FAULT
NIL
NIL
MEMO DISPLAY
This display shows AUDIO 3 XFRD in green, if the AUDIO SWITCHING selector is not on
NORM.
ACARS
, the display shows:
"ACARS CALL" in green, pulsing, if ACARS has received a message from the ground
requesting a voice communication.
"VHF 3: VOICE" in green, if VHF 3 is operating in voice mode and ACARS communication is
interrupted.
"ACARS MSG" in green, pulsing, if ACARS has received a message from the ground
ACARS STBY in green, if ACARS communications between the aircraft and the ground are lost.
SATCOM
, the display shows "SATCOM ALERT" in green, when a message with a priority
level below 4 is received from the ground.
HF
and ATSU
, the display shows HF VOICE, pulsing in green for 10 s and then steady,
when all the HF radios are in voice mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-23-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-23-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-10 Description
DSC-24-10-10 General
General.....................................................................................................................................................................A
DSC-24-10-30 Operations
DSC-24-10-30-10 General
GENERAL................................................................................................................................................................ A
DSC-24-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-24-10-20
AC GENERATORS
DSC-24-30
Warnings and Cautions
Toc
Index
ID
Reason
DSC-24-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - GENERAL
GENERAL
Ident.: DSC-24-10-10-00000871.0001001 / 22 MAY 12
Applicable to: ALL
DSC-24-10-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - GENERAL
DSC-24-10-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AC GENERATORS
Ident.: DSC-24-10-20-00000872.0003001 / 31 AUG 12
Applicable to: ALL
DSC-24-10-20 P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the aircraft speed is below 50 kt, the inverter is activated, if nothing but the batteries are
supplying electrical power to the aircraft, and the BAT 1 and BAT 2 pushbuttons are both on at
auto.
DC GENERATION
Ident.: DSC-24-10-20-00000873.0001001 / 15 FEB 11
Applicable to: ALL
DSC-24-10-20 P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
The flight crew can clear the ECAM C/B TRIPPED caution by pressing:
The EMER CANC pb: When pressed, this pushbutton clears and inhibits the ECAM C/B
TRIPPED caution for the remainder of the flight, or
The CLR pb: When pressed, this pushbutton only clears the ECAM C/B TRIPPED
caution. If the C/B remains pulled, any additional tripped circuit breakers on the same
panel will not be detected, and the ECAM will not trigger the caution. However, if the C/B
is pushed, any additional tripped circuit breakers will be detected, and the ECAM will
trigger the caution again.
DSC-24-10-20 P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-20 P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
General
GENERAL
Ident.: DSC-24-10-30-10-00000875.0001001 / 15 FEB 11
Applicable to: ALL
GEN 1 and 2 when operating have priority over the APU generator and over external power.
External power has priority over the APU generator when the EXT PWR pb switch is ON.
The APU generator or external power can supply the entire network.
One engine generator can supply the entire network.
The generators cannot be connected in parallel.
DSC-24-10-30-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-30-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
NORMAL CONFIGURATION
IN FLIGHT
Ident.: DSC-24-10-30-20-00000876.0002001 / 17 MAR 11
Applicable to: ALL
Each engine-driven generator supplies its associated AC BUS (1 and 2) via its generator line
contactor (GLC 1 and GLC 2).
AC BUS 1 normally supplies the AC ESS BUS via a contactor.
TR 1 normally supplies DC BUS 1, DC BAT BUS, and DC ESS BUS.
TR 2 normally supplies DC BUS 2.
The two batteries are connected to the DC BAT BUS, if they need charging. When they are fully
charged, the battery charge limiter disconnects them.
ON GROUND
Ident.: DSC-24-10-30-20-00000877.0002001 / 22 MAY 12
Applicable to: ALL
Either the APU generator, or external power, may supply the complete system.
A to B
DSC-24-10-30-20 P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
On ground, when only ground services are required, external power can supply the AC and DC
GND/FLT BUSES directly without supplying the entire aircraft network.
Personnel select this configuration with the MAINT BUS switch in the forward entrance area.
DSC-24-10-30-20 P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
DSC-24-10-30-20 P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-30-20 P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
Abnormal Configurations
FAILURE OF ONE ENGINE GENERATOR
Ident.: DSC-24-10-30-30-00000878.0003001 / 10 DEC 09
Applicable to: ALL
FAILURE OF AC BUS 1
Ident.: DSC-24-10-30-30-00000879.0004001 / 22 MAY 12
Applicable to: ALL
AC BUS 2 automatically supplies AC ESS BUS, and DC ESS BUS via the ESS TR
DC BUS 2 supplies DC BUS 1 and DC BAT BUS automatically after 5 s.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-24-10-30-30 P 1/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
FAILURE OF ONE TR
Ident.: DSC-24-10-30-30-00000880.0002001 / 10 DEC 09
Applicable to: ALL
DSC-24-10-30-30 P 2/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
FAILURE OF TR 1 AND TR 2
Ident.: DSC-24-10-30-30-00000881.0002001 / 10 DEC 09
Applicable to: ALL
If TR 1 and TR 2 are lost, DC BUS 1, DC BUS 2, and DC BAT BUS are lost. The DC ESS BUS is
supplied by the ESS TR.
DSC-24-10-30-30 P 3/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
If both AC BUS 1 and AC BUS 2 are lost and the aircraft speed is above 100 kt, the Ram Air Turbine
(RAT) extends automatically. This powers the blue hydraulic system, which drives the emergency
generator by means of a hydraulic motor. This generator supplies the AC ESS BUS, and the DC ESS
BUS via the ESS TR.
If the RAT stalls, or if the aircraft is on the ground with a speed below 100 kt, the emergency
generator has nothing to drive it. The emergency generation network automatically transfers to the
batteries and static inverter, and the system automatically sheds the AC SHED ESS and DC SHED
ESS buses.
When the aircraft is on ground :
Below 100 kt, DC BAT BUS is automatically connected to the batteries.
Below 50 kt, AC ESS BUS is automatically shed, leading to the loss of all display units.
Note:
During RAT extension and emergency generator coupling (about 8 s), the batteries power
the emergency generation network.
D to E
DSC-24-10-30-30 P 4/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-30-30 P 5/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-30-30 P 6/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
DSC-24-10-30-30 P 7/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-30-30 P 8/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
DSC-24-10-30-30 P 9/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
SMOKE CONFIGURATION
Ident.: DSC-24-10-30-30-00000887.0002001 / 22 MAY 12
Applicable to: ALL
In this configuration the main busbars are shed. The electrical distribution is the same as it is in
the emergency electrical configuration (loss of main generators), except the fact that in smoke
configuration the fuel pumps are connected upstream of the GEN 1 line connector.
The procedure sheds approximately 75 % of electrical equipment. All equipment that remains
powered is supplied via the circuit breakers on the overhead panel (except for equipment that
supplied by hot buses).
DSC-24-10-30-30 P 10/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
DESCRIPTION - OPERATIONS
DSC-24-10-30-30 P 11/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-24-10-30-30 P 12/12
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
DESCRIPTION - OPERATIONS
FLIGHT CREW
OPERATING MANUAL
Distribution Table
DISTRIBUTION TABLE
Ident.: DSC-24-10-30-40-00000888.0002001 / 15 FEB 11
Applicable to: ALL
AC
BUS
1
GEN
1
or APU )
EMER CONF
BEFORE
EMER GEN
AVAILABILITY
(about 8 s)
EMER GEN
RUNNING
AC
BUS
2
GEN
2
AC
ESS
BUS
GEN
1
ST
INV
BAT
1
ST INV
BAT
1
EMER GEN
TR1 FAULT
GEN GEN
2
1
TR2 FAULT
GEN 1
GEN
1
GEN 1
DC
ESS
BUS
TR1
GEN
1
TR1
GEN
X
DC
SHED
ESS
TR1
GEN
1
TR1
GEN
X
BAT
2
HOT
BUS
1
BAT
1
HOT
BUS
2
BAT
2
BAT BAT
1
2
BAT BAT
1
2
BAT
2
BAT
2
BAT
2
BAT
2
DSC-24-10-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - OPERATIONS
ON GROUND
BAT. ONLY
HOT
BUS
2
BAT
2
BAT
2
BAT
2
DSC-24-10-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-24-20-00000889.0019001 / 22 MAY 12
Applicable to: ALL
(1)
BAT 1(2)
Shows battery voltage in white.
(2)
DSC-24-20 P 1/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Auto
The battery charge limiter controls automatically the connection and the
disconnection of the corresponding battery to the DC BAT BUS (3 PP) by
closing and opening of the battery line contactor.
The batteries are connected to the DC BAT BUS in the following cases:
APU starting (MASTER SW pb-sw at ON and N < 95 %).
Note:
Battery voltage below 26.5 V (battery charge). The charging cycle ends
when battery charge current goes below 4 A.
On ground, immediately
In flight, after a time delay of 30 min.
Loss of AC BUS 1 and 2 when below 100 kt (EMER GEN not
supplying).
If AC BUS 1 and 2 are not energized and the EMER GEN is not supplying:
Battery 1 supplies the AC STAT INV BUS, and, if speed is greater than
50 kt, the AC ESS BUS.
Battery 2 supplies the DC ESS BUS.
Note:
Note:
OFF
FAULT light :
The battery charge limiter is not operating: the battery line contactor is open.
OFF comes on white if the DC BAT BUS is supplied. Hot buses remain
supplied.
Comes on amber, accompanied by an ECAM caution, when the charging
current for the corresponding battery is outside limits.
In this case the battery contactor opens.
DSC-24-20 P 2/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
1. Maintaining the IDG pb-sw during more than 3 s may damage the IDG
disconnection mechanism.
2. Disconnect the IDG only when the engine is running or windmilling. If not,
the IDG will be damaged when starting the engine.
Opening of the line contactor (except if the GEN pb-sw is selected OFF).
(5)
DSC-24-20 P 3/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
BUS TIE pb
AUTO
:
OFF
(7)
The bus tie contactors (BTCs) automatically open or close to maintain power
supply to both AC BUS 1 and 2.
One contactor is closed, when:
One engine generator supplies the associated AC BUS, and
The APU generator, or external power supplies the other side.
Both contactors are closed during single-engine operation, or operation on
the APU generator, or external power supply.
Both bus tie contactors open.
AC ESS FEED pb
NORMAL
: The AC ESS BUS is normally supplied by AC BUS 1. It is automatically
supplied by AC BUS 2, when AC BUS 1 is lost.
ALTN
: Comes on when manually selected. The AC ESS BUS is supplied by AC
BUS 2.
FAULT light : The amber light, and ECAM caution come on, when the AC ESS BUS is not
electrically-supplied.
Note:
(8)
FAULT light :
DSC-24-20 P 4/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(9)
1. External power has priority over the APU generator. The engine generators have
priority over external power.
2. The ON light stays on, even when the engine generators supply the aircraft.
(10) COMMERCIAL
pb-sw
ON : All aircraft commercial electrical loads are supplied:
Cabin and cargo lights
Water and toilet system
Drain mast ice protection
Galley
Passenger's entertainment
Semi-automatic cargo loading
OFF : Switches off all aircraft commercial electrical loads.
DSC-24-20 P 5/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
MAN ON pb (guarded)
AUTO : When the following conditions are met:
AC BUS 1 is not electrically supplied.
AC BUS 2 is not electrically supplied.
Aircraft speed is greater than 100 kt.
The RAT extends.
The blue hydraulic system drives the emergency generator.
As soon as the emergency generator electrical parameters are within
tolerance the emergency generator is connected to the aircraft network.
Pressed :
(2)
FAULT lt
This light comes on red if the emergency generator is not supplying power when AC BUS 1 and
AC BUS 2 are not powered.
DSC-24-20 P 6/18
30 MAY 12
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ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
GEN 1 LINE pb sw
OFF
: GEN 1 line contactor opens.
The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors. This is
used for smoked drill.
SMOKE : (Refer to DSC-26-30-20 Overhead Panel)
lt
DSC-24-20 P 7/18
30 MAY 12
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ELECTRICAL
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FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-24-20 P 8/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
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FLIGHT CREW
OPERATING MANUAL
FORWARD CABIN
Ident.: DSC-24-20-00000892.0001001 / 22 MAY 12
Applicable to: ALL
This switch allows personnel to energize electrical circuits for ground servicing without energizing
the entire aircraft electrical system.
ON : The switch latches magnetically if external power is connected and normal (AVAIL light
on).
The AC and DC GND/FLT buses have power and the following loads can be energized:
passenger compartment lighting
galley lighting
entrance area lights
lavatory lighting and service
vacuum cleaner sockets
flight compartment service outlets
hydraulic pump (yellow system)
flight compartment flood lighting
fuel quantity indications
refueling
cargo hold lighting
main and nose landing gear compartment lighting
belly fairing panel service outlets
ground call
equipment compartment lights and service outlets
navigation lights.
OFF :
DSC-24-20 P 9/18
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ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-20 P 10/18
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ELECTRICAL
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FLIGHT CREW
OPERATING MANUAL
(1)
Battery indications
BAT pb-sw at OFF:
Legend is in white.
(A)
Legend is normally white, but becomes amber:
when voltage and current indications change to amber, or
in case of a BAT FAULT warning.
(B) Battery voltage is normally green, but becomes amber if V > 31 V or V < 25 V.
(C) Battery current is normally green, but becomes amber if discharge current > 5 A.
(2)
(3)
DC BAT indication
It is normally in green. It becomes amber, if DC BAT voltage 25 V.
(4)
Bus indication
It is normally in green. It becomes amber, when the corresponding bus is off.
SHED appears in amber, when AC or DC SHED ESS BUS is off.
DSC-24-20 P 11/18
30 MAY 12
AIRCRAFT SYSTEMS
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FLIGHT CREW
OPERATING MANUAL
(5)
TR 1 (2) indication
ESS TR indication
(A) This legend is normally in white. It becomes amber when either the voltage or frequency
legend becomes amber.
DSC-24-20 P 12/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(B)
This legend is normally in green. It becomes amber if:
V > 120 V or
V < 110 V.
(C)
This legend is normally in green. It becomes amber if:
F > 410 Hz or
F < 390 Hz .
Voltage and frequency indications are not displayed when the EMER GEN line contactor
is open.
(8)
(A) GEN 1 or GEN 2, normally white, becomes amber if any of the following legends
become amber.
(B) The load legend, normally green, becomes amber if load > 100 %.
(C) The voltage legend, normally green, becomes amber if V > 120 V or V < 110 V.
(D) The frequency legend, normally green, becomes amber if F > 410 Hz or F < 390 Hz.
DSC-24-20 P 13/18
30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(9)
When the APU MASTER sw is ON, and the APU GEN pb-sw is OFF:
The APU GEN legend is amber.
The OFF legend is white.
When the APU MASTER sw is ON and the APU GEN pb-sw is ON:
The indications are the same as for GEN 1 (2).
DSC-24-20 P 14/18
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FLIGHT CREW
OPERATING MANUAL
(A) This legend is normally white, but becomes amber, if either of the following legends
turns amber.
(B) This legend is normally green, but becomes amber, if V > 120 V or if V < 110 V.
(C) This legend is normally green, but becomes amber, if F > 410 Hz or if F < 390 Hz.
This legend appears during the static inverter test, and when pressing the ELEC pb on the
ECAM control panel while ESS BUSES are supplied by the batteries. It is normally green,
but becomes amber, if:
V < 110 V or V> 120 V.
F < 390 Hz or F > 410 Hz.
DSC-24-20 P 15/18
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A318/A319/A320/A321
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DSC-24-20 P 16/18
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ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-20 P 17/18
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-20 P 18/18
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-24-30 P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
CRC
MASTER
WARN
EMER CONFIG
SD PAGE
CALLED
NIL (1)
LOCAL
WARNINGS
RAT and
EMER GEN
FAULT lt
4, 8
1, 2, 3, 4,
8, 9, 10
ELEC
AC BUS 1 FAULT
AC BUS 2 FAULT
AC ESS BUS SHED
DC BUS 1 FAULT
DC BUS 2 FAULT
DC BUS 1 + 2 FAULT
DC ESS BUS FAULT
DC ESS BUS SHED
FLT PHASE
INHIB
NIL
4, 8
AC ESS FEED
FAULT lt
3, 4, 5,
6, 7, 8
DC EMER CONFIG
4, 5, 7, 8
NIL
SINGLE
CHIME
MASTER
CAUTION
4, 8
ELEC
GEN 1(2)
FAULT
1, 4, 5,
7, 8,10
NIL
1, 3, 4, 5,
7, 8, 10
APU GEN
FAULT lt
4, 5, 7, 8
GALLEY
FAULT lt
3, 4, 5, 7, 8
DSC-24-30 P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
IDG 1(2)
FAULT lt
1, 4, 5,
7, 8, 10
IDG
OFF It
3 to 10
BAT 1(2)
FAULT lt
ESS TR FAULT
C/B TRIPPED ON OVHD PNL
C/B TRIPPED ON L (R) ELEC BAY
C/B TRIPPED REAR PNL J-M or N-R
or S-V or W-Z
3, 4, 5, 7, 8
3, 4, 5, 7,
8, 9, 10
NIL
NIL
ELEC
TR 1(2) FAULT
BCL 1(2) FAULT
STATIC INV FAULT
EMER GEN 1 LINE OFF
NIL
NIL
1, 3, 4, 5,
7, 8, 9, 10
3, 4, 5,7, 8
NIL
1, 3, 4, 5,
7, 8, 9, 10
GEN 1 LINE pb-sw in OFF position.
(1) The flight crew must call up the ELEC page on the upper ECAM by pressing and holding the ELEC pushbutton on the
ECAM control panel.
MEMO DISPLAY
Ident.: DSC-24-30-00000895.0001001 / 15 FEB 11
Applicable to: ALL
A to B
DSC-24-30 P 3/4
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DSC-24-30 P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
EQUIPMENT
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-30 Seats
PILOT SEATS..........................................................................................................................................................A
PILOT SEAT MECHANICAL ADJUSTMENT.......................................................................................................... B
PILOT SEAT ELECTRICAL ADJUSTMENT (IF INSTALLED)................................................................................C
HEADREST ADJUSTMENT (IF INSTALLED)........................................................................................................ D
ARMREST ADJUSTMENT...................................................................................................................................... E
OBSERVER SEAT...................................................................................................................................................F
OBSERVER SEAT ADJUSTMENT.........................................................................................................................G
ARM REST.............................................................................................................................................................. H
DSC-25-10-60 Pedestal
PEDESTAL...............................................................................................................................................................A
DSC-25-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-40 Windows
DSC-25-40-10 Cockpit
DSC-25-40-10-10 Description
Description............................................................................................................................................................... A
DSC-25-PLP-TOC P 2/2
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FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-25-10-10-00000982.0001001 / 10 DEC 09
Applicable to: ALL
The aircraft and system controls, required for piloting the aircraft, are arranged in such a way that the
crew faces forward and all crewmembers can monitor instruments and systems.
The designers concentrated system controls on the overhead panel by making extensive use of
pushbuttons, directly installed in the system synoptic.
Note:
This section of the FCOM is designed to provide Operators with a general overview of the
most common cockpit system configurations and cockpit panel layouts. Due to the large
number of possible configurations and layouts, there may be a slight difference between
these illustrations and the exact aircraft configuration.
For the applicable panel that corresponds to your aircraft configuration, refer to the panel
layout illustrations provided in the related FCOM chapter.
PRINCIPLES FOR PUSHBUTTONS WITH INTEGRATED INDICATIONS
Whenever possible, pushbuttons used for corrective actions, have integrated status and failure
indications.
A to B
DSC-25-10-10 P 1/4
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AIRCRAFT SYSTEMS
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FLIGHT CREW
OPERATING MANUAL
The pushbutton positions, and their illuminated indications, follow the "lights out principle.
While corresponding to particular aircraft configurations, indications also have the following color
codes :
Warnings
RED
: A failure requiring immediate action.
Cautions
AMBER : A failure, of which the flight crew should be aware, but does not call for immediate
action.
Indications
GREEN : For normal system operation.
BLUE : For normal operation of a system used temporarily
WHITE : For an abnormal pushbutton position.
For a test result or maintenance information.
When the aircraft is in a normal configuration, only green lights can be permanently lit, whereas
blue lights can be intermittently.
Pushbutton positions :
POSITION
Pressed In
Released Out
Note:
BASIC FUNCTION
ON, AUTO, OVRD, OPEN
OFF, MAN, ALTN, SHUT
1. Certain pushbutton lights have two dots, indicating that the corresponding part of the
pushbutton is not used.
2. Certain pushbuttons do not remain pressed in. These are referred to as Momentary
Action pushbuttons.
DSC-25-10-10 P 2/4
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GENERAL ARRANGEMENT
Ident.: DSC-25-10-10-00000984.0001001 / 10 DEC 09
Applicable to: ALL
DSC-25-10-10 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-10 P 4/4
29 JUL 11
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-25-10-20-00000985.0002001 / 22 MAY 12
Applicable to: ALL
The cockpit can accommodate two crewmembers, plus a third and fourth occupant.
The two pilot seats are mounted on columns.
The third and fourth occupant seats are folding seats.
DSC-25-10-20 P 1/4
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-20 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-20 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-20 P 4/4
30 MAY 12
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PILOT SEATS
Ident.: DSC-25-10-30-00000988.0002001 / 10 DEC 09
Applicable to: ALL
DSC-25-10-30 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-30 P 2/6
29 JUL 11
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FLIGHT CREW
OPERATING MANUAL
To adjust a seat mechanically, the occupant must lift the appropriate control handle. This unlocks the
seat so that it may be moved. Releasing the control handle returns it to springloaded locked position.
On electrically-powered seats
, the mechanical adjustment is a backup : The seat should be
adjusted electrically.
PILOT SEAT ELECTRICAL ADJUSTMENT (IF INSTALLED)
Ident.: DSC-25-10-30-00000990.0001001 / 14 FEB 11
Applicable to: ALL
To adjust a seat electrically, the occupant must press the appropriate control switch in the desired
direction, and release it when the seat reaches the desired position. The switch then returns to the
springloaded neutral position.
To adjust the vertical position of the lumbar cushion, the occupant must :
Pull the control out to the unlocked position,
Turn the control to adjust the position of the cushion, and
Push the control into the locked position.
HEADREST ADJUSTMENT (IF INSTALLED)
Ident.: DSC-25-10-30-00000992.0001001 / 14 FEB 11
Applicable to: ALL
To adjust the headrest in inclination, the occupant presses the inclination control button, and
releases it to lock the position.
To control the height of the headrest, the occupant must push it horizontally, adjust the height, and
release it to lock the position.
ARMREST ADJUSTMENT
Ident.: DSC-25-10-30-00000993.0001001 / 10 DEC 09
Applicable to: ALL
To adjust the inboard armrest, the occupant must turn the knurled knob, located on the bottom
surface of the armrest.
B to E
DSC-25-10-30 P 3/6
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AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OBSERVER SEAT
Ident.: DSC-25-10-30-00000994.0001001 / 10 DEC 09
Applicable to: ALL
F to G
DSC-25-10-30 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARM REST
Ident.: DSC-25-10-30-00000997.0001001 / 14 FEB 11
Applicable to: ALL
DSC-25-10-30 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-30 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-25-10-40-00000998.0001001 / 10 DEC 09
Applicable to: ALL
The flight crew can use the sliding windows as emergency exits. Therefore they are not permitted to
stow any object so that it protrudes into the window area from the side console. Members of the flight
crew can use the control handle to slide each of the windows rearward, and can use a locking pin to
lock each window open.
(1)
Unlocking button
Flight crew presses this button to unlock the control handle.
(2)
Control handle
To open the window, the crew member pulls inward and rearward.
To close the window, the crew member pushes forward.
A to C
DSC-25-10-40 P 1/2
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FLIGHT CREW
OPERATING MANUAL
(3)
Locking pin
This pin locks the window open.
It is near the windows lower guide track and is visible when the window is open.
Forward
Between the closed position and the one-third open position, the window is free to move
forward and aft.
When the window is more than one-third open, this pin prevents it from moving forward.
Aft
Flight crew must move the locking pin aft in order to close the window. Left sliding window.
DSC-25-10-40 P 2/2
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FLIGHT CREW
OPERATING MANUAL
A to B
DSC-25-10-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-50 P 2/2
29 JUL 11
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-25-10-60-00001002.0004001 / 10 DEC 09
Applicable to: ALL
DSC-25-10-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-60 P 2/2
29 JUL 11
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-25-10-70-00001003.0010001 / 22 MAY 12
Applicable to: ALL
DSC-25-10-70 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-70 P 2/2
30 MAY 12
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
C/B PANELS
Ident.: DSC-25-10-80-00001004.0001001 / 10 DEC 09
Applicable to: ALL
OVERHEAD PANEL
DSC-25-10-80 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-80 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
DC
BAT
AC
ESS
EMER ELEC
DC
ESS
HOT
AC1
AC2
AC2
DSC-25-10-100 P 1/2
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AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-10-100 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A forward-opening hinge door separates the cockpit from the passenger compartment. It has three
electric locking strikes, controlled by the flight crew. In normal conditions, when the door is closed,
they remain locked. When there is a request to enter the cockpit, the flight crew can authorize entry
by unlocking the door, that remains closed until it is pushed open.
When the flight crew does not respond to requests for entry, the door can also be unlocked by
the cabin crew, by entering a two to seven-digit code (programmed by the airline) on the keypad,
installed on the lateral side of the Forward Attendant Panel (FAP).
The door is bulletproof and fully compliant with rapid decompression requirements.
A mechanical override enables the flight crew to open the door from the cockpit side.
A deadbolt is installed at the level of the center latch area of the cockpit door. This deadbolt bolts the
door from the cockpit side, in the event that more than one locking latch strike fails, or in the case of
a total CLS failure.
Note:
1. The escape panel enables the flight crew to evacuate the cockpit, in case of an
emergency, when the door is jammed. This panel can only be removed from the cockpit
side by pulling the quick release pins towards the center of the flap and kicking the panel
open.
2. In case of an electrical supply failure, the door is automatically unlocked, but remains
closed.
DSC-25-11-10 P 1/2
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-11-10 P 2/2
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EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The Cockpit Door Locking System (CDLS) provides a means of electrically locking and unlocking the
cockpit door. This system is mainly composed of :
A keypad, located in the forward cabin, near the cockpit door,
A toggle switch, located in the center pedestals Cockpit Door panel,
A control unit and its CKPT DOOR CONT normal panel, located on the overhead panel,
A buzzer.
The keypad enables the cabin crew to request access to the cockpit. There are two different access
request types : Routine and Emergency access request (Refer to PRO-SUP-25-A Cockpit Door
Operation - General).
The toggle switch enables the flight crew to lock or unlock the cockpit door, following an access
request, thereby allowing or denying the entry to the cockpit.
The cockpit door control unit is the system controller, in charge of :
Locking or unlocking the door latches, upon flight crew action.
Unlocking the door, in case of cockpit decompression (the door then opens towards the cockpit
under differential pressure).
Indicating system failures of electrical latches and pressure sensors.
Activating the access request buzzer and turning on the keypad LEDs.
The buzzer sounds in the cockpit for 1 to 9 s to indicate that a routine access request has been
made, or sounds continuously if an emergency access procedure has been initiated.
CONTROLS
Ident.: DSC-25-11-20-A-NG00078
Applicable to: ALL
Ident.: DSC-25-11-20-A-00001008.0001001 / 15 FEB 11
KEYPAD
The keypad is used by the cabin crew to request pilots to open the door (Refer to PRO-SUP-25-A
Cockpit Door Operation - General).
A to B
DSC-25-11-20 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Digital Keypad
The keypad is used to sound the buzzer in the cockpit for 1 to 9 s (3 s by default), by
entering a zero to seven-digit code, as programmed by the airline, followed by the '#' key.
It is also used to enter the two to seven-digit emergency code, followed by the '#' key, when
the flight crew does not respond.
DSC-25-11-20 P 2/6
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FLIGHT CREW
OPERATING MANUAL
Note:
During the test performed by the cockpit door control unit, the CDLS keypad
remains operational, and the CDLS operates as follows:
The control unit will store access codes that are entered, and the
LOCKED/UNLOCKED DOOR INDICATOR (RED/GREEN LEDs) of the keypad will
remain on, as long as the test is running.
If the correct access code is entered on the keypad, the buzzer will not sound,
until the test is completed.
If the emergency access code is entered, the door will unlock. The cockpit
buzzer and the LOCKED/UNLOCKED DOOR INDICATOR will be inoperative.
(1)
DSC-25-11-20 P 3/6
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AIRCRAFT SYSTEMS
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
(2)
1. If the LOCK position has not been used by the pilot, for at least 5 to 20 min, the
cabin crew is able to request emergency access to open the cockpit door.
2. The UNLOCK position overrides and resets any previous selection.
3. In case of an electrical supply failure, the cockpit door is automatically unlocked,
but remains closed.
(1)
(2)
Pressure sensor
Two redundant differential pressure sensors enable rapid pressure variation in the cockpit
to be detected, in order to command simultaneous opening of all latches when a defined
pressure drop is detected.
DSC-25-11-20 P 4/6
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(3)
These indicators enable the crew to identify the faulty item, when the Central
Pedestal Fault indicator light is ON.
DSC-25-11-20 P 5/6
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AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-11-20 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
DC
BAT
AC
ESS
EMER ELEC
DC
HOT
ESS
DC2
DC1
DC1
DSC-25-11-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-11-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
DC
BAT
AC
ESS
EMER ELEC
DC
ESS
HOT
AC2
DSC-25-15-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-25-15-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
WINDOWS - COCKPIT
FLIGHT CREW
OPERATING MANUAL
Description
DESCRIPTION
Ident.: DSC-25-40-10-10-00013772.0001001 / 14 NOV 11
Applicable to: ALL
For information on cockpit window damage procedure, description and evaluation method, Refer
to PRO-ABN-80 COCKPIT WINDSHIELD/WINDOW CRACKED and, Refer to FCTM/AO-090
COCKPIT WINDSHIELD/WINDOW CRACKED.
DSC-25-40-10-10 P 1/2
25 NOV 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
WINDOWS - COCKPIT
FLIGHT CREW
OPERATING MANUAL
DSC-25-40-10-10 P 2/2
25 NOV 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-10 GENERAL
DESCRIPTION.........................................................................................................................................................A
DSC-26-40 Lavatory
DSC-26-40-10 Description
SMOKE DETECTION.............................................................................................................................................. A
WASTEBIN FIRE EXTINGUISHING....................................................................................................................... B
DSC-26-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-26-20-20
Maintenance Panel
Toc
Index
ID
Reason
Deletion of the Fire protection - APU test sequence duration, and
improvement of illustration quality.
DSC-26-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-26-10-00001020.0002001 / 10 DEC 09
Applicable to: ALL
DSC-26-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-26-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DETECTION
Ident.: DSC-26-20-10-00001021.0001001 / 15 FEB 11
Applicable to: ALL
The engines and the APU each have a fire and overheat detection system consisting of:
Two identical gas detection loops (A and B) mounted in parallel
A Fire Detection Unit (FDU).
The gas detection loops consist of:
Three sensing elements for each engine, one in the pylon nacelle, one in the engine core and one
in the engine fan section
One sensing element in the APU compartment.
When a sensing element is subjected to heat, it sends a signal to the fire detection unit.
As soon as loops A and B detect temperature at a preset level, they trigger the fire warning system.
A fault in one loop (break or loss of electrical supply) does not affect the warning system.
The unaffected loop still protects the aircraft.
If the system detects an APU fire while the aircraft is on the ground, it shuts down the APU
automatically and discharges extinguishing agent.
DSC-26-20-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXTINGUISHING
Ident.: DSC-26-20-10-00001022.0001001 / 14 NOV 11
Applicable to: ALL
Each engine has two extinguisher bottles equipped with electrically operated squibs to discharge
their contents. Each squib has a dual electric supply. The flight crew controls the discharge from the
ENG FIRE panel in the cockpit.
The APU has one fire extinguisher bottle that has two electrically operated squibs to discharge its
agent. The flight crew controls the discharge from the APU FIRE panel in the cockpit. This bottle also
discharges automatically if there is an APU fire when the aircraft is on the ground.
FIRE WARNINGS AND LOOP CAUTIONS
Ident.: DSC-26-20-10-00001023.0001001 / 15 FEB 11
Applicable to: ALL
Fire detection units process all the warnings and cautions originating in the sensing elements :
The fire warning appears in case of :
a fire signal from both loop A and B or,
a fire signal from one loop when the other is faulty, or
breaks in both loops occuring within 5 s of each other (flame effect), or
a test performed on the control panel.
The loop-fault cautions appear if :
one loop is faulty or,
both loops are faulty or,
the fire detection unit fails.
B to C
DSC-26-20-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-26-20-20-00001024.0002001 / 15 FEB 11
Applicable to: ALL
The aircraft has two identical ENG FIRE panels, which contain the following switches and
indicators:
(1)
DSC-26-20-20 P 1/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
TEST pb
This button permits the flight crew to test the operation of the fire detection and extinguishing
system.
When the flight crew presses it :
A continuous repetitive chime sounds.
The MASTER WARN lights flash.
ENG FIRE warning appears on ECAM.
On the FIRE panel :
The ENG FIRE pushbutton lights up red.
The SQUIB lights come on white if discharge supplies are available.
The DISCH lights come on amber.
On the ENG panel (pedestal) :
The FIRE lights come on red.
DSC-26-20-20 P 2/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
APU FIRE pb sw
This pushbutton's normal position is in and guarded.
The pilot pushes it to release it. It pops out, sending an electrical signal that performs the
following for the APU :
shuts down the APU
silences the aural warning
arms the squib on the APU fire extinguisher
closes the low-pressure fuel valve
shuts off the APU fuel pump
closes the APU bleed valve and X bleed valve and deactivates the APU generator.
The red APU FIRE light comes on when the APU fire warning is activated, regardless of the
position of the pushbutton.
(2)
AGENT pb
This pushbutton becomes active when the pilot pops the APU FIRE button.
DSC-26-20-20 P 3/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A red disk, which is outside at the rear of the fuselage, signals that the agent is not
discharged overboard due to bottle overpressure.
TEST pb
This button permits the flight crew to test the operation of the fire detection and extinguishing
system for the APU.
When the flight crew presses it :
A continuous repetitive chime sounds.
The MASTER WARN lights flash.
APU FIRE warning appears on ECAM.
On the APU FIRE panel :
The APU FIRE pushbutton lights up red.
The SQUIB light comes on white.
The DISCH light comes on amber.
Note:
The automatic shutdown of the APU on the ground will not occur while the flight crew
is performing this test.
DSC-26-20-20 P 4/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-26-20-20-00001026.0001001 / 15 FEB 11
Applicable to: ALL
(1)
FIRE lt
This light identifies the engine to be shutdown because of fire.
Light comes on red when an engine fire warning is triggered.
DSC-26-20-20 P 5/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the aircraft is on the ground, an APU fire causes an additional external warning.
(1)
APU FIRE lt
The red APU FIRE light comes on and an external warning horn sounds when the system
detects an APU fire.
The APU fire extinguisher discharges automatically 3 s after the appearance of the fire
warning.
The light goes out when the fire has been extinguished.
(2)
DSC-26-20-20 P 6/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MAINTENANCE PANEL
Ident.: DSC-26-20-20-00001028.0001001 / 23 JUL 12
Applicable to: ALL
1
(1)
TEST pb-sw
Tests the following APU circuits : Fire warning, auto extinguishing, and shutdown.
During the test sequence, the APU MASTER sw must be ON.
If all circuits are operating correctly, the OK light comes on.
Note:
(2)
RESET pb
Resets, the test circuit.
DSC-26-20-20 P 7/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-20-20 P 8/8
18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
CRC
MASTER
LIGHT
LOCAL
WARNING
ENGINE
FIRE lts on
ENG FIRE
pb and on
ENG panel
APU
FIRE lt on
APU FIRE pb
NIL
NIL
MASTER
WARN
SINGLE
CHIME
MASTER
CAUT
NIL
NIL
SD PAGE
CALLED
FLT
PHASE
INHIB
NIL
3, 4, 5, 7, 8
DSC-26-20-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-20-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-26-30-10-00001030.0001001 / 22 MAY 12
Applicable to: ALL
One smoke detector in the air extraction duct of the avionics ventilation system detects smoke in the
avionics compartment.
It signals the ECAM to display a warning in the cockpit.
When it detects smoke for more than 5 s:
A single chime sounds
The MASTER CAUTION lights, on the glareshield, light up
The ECAM displays a caution on the E/WD
The SMOKE light, on the EMER ELEC PWR panel, lights up
The BLOWER and EXTRACT FAULT, on the VENTILATION panel, light up.
If smoke is detected for more than 5 min, the caution can be cleared; but, it remains latched, and can
be recalled. On the ground, a dual FWC reset will unlatch the caution.
DSC-26-30-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-30-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-26-30-20-00001031.0001001 / 10 DEC 09
Applicable to: ALL
(1)
GEN 1 LINE
(Refer to DSC-24-10-20 AC Generators)
SMOKE : Comes on amber, along with a warning on ECAM, when smoke is detected in the
lt
avionics ventilation duct.
(2)
DSC-26-30-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAULT :
lts
Both FAULT lights come on amber, along with a warning on ECAM, when smoke
is detected in the avionics ventilation duct.
DSC-26-30-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
SD PAGE
CALLED
ELEC
LOCAL WARNING
FLT
PHASE
INHIB
SMOKE lt on EMER
ELEC PWR panel
4, 5, 7, 8
FAULT lts on BLOWER
and EXTRACT pb sw
DSC-26-30-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-30-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
LAVATORY - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
SMOKE DETECTION
Ident.: DSC-26-40-10-00001033.0003001 / 10 DEC 09
Applicable to: ALL
A to B
DSC-26-40-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
LAVATORY - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-26-40-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LAVATORY SMOKE
DET FAULT
AURAL
WARNING
MASTER
LIGHT
MASTER
WARN
CRC
NIL
NIL
SINGLE
CHIME
MASTER
CAUT
SD PAGE
CALLED
LOCAL
WARNINGS
FLT PHASE
INHIB
4, 5, 7, 8
NIL
NIL
3, 4, 5, 7, 8
DSC-26-40-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-40-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SMOKE DETECTION
Ident.: DSC-26-50-10-00001036.0005001 / 22 MAY 12
Applicable to: ALL
DSC-26-50-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-50-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FIRE EXTINGUISHING
Ident.: DSC-26-50-20-00001037.0016001 / 22 MAY 12
Applicable to: ALL
A fire extinguishing system protects the FWD and AFT cargo compartments.
One fire bottle supplies three nozzles (one in FWD compartment and two in AFT compartment).
The bottle has two discharge heads, one for each compartment. When a member of the flight crew
presses the DISCH pushbutton for either compartment, the action ignites the corresponding squib on
the fire bottle, which then discharges extinguishing agent into that compartment.
When the bottle has discharged, the amber DISCH light comes on.
DSC-26-50-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-50-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-26-50-30-00001038.0011001 / 22 MAY 12
Applicable to: ALL
(1)
SMOKE light
This red light, and the associated ECAM warning, come on when the system detects smoke in
the indicated compartment. This light comes on, if:
Both channels detect smoke, or
One channel detects smoke and the other channel is faulty.
(2)
DISCH pb
This button ignites the squib to discharge the extinguishing agent in the corresponding
compartment (FWD or AFT).
(3)
DISCH light
Within 60 s after pressing the discharge pushbutton, this amber light comes on, thereby
indicating that the agent bottle has fully discharged.
(4)
TEST pb
Pressing this button for at least 3 s, and until it is released:
Tests the smoke detectors in sequence,
Turns on the red smoke lights twice, and displays the ECAM warning,
Closes the ventilation systems isolation valves.
Turns on the amber DISCH light.
DSC-26-50-30 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-50-30 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL WARNING
FLT
PHASE
INHIB
CRC
MASTER
WARN
COND
SMOKE light on
CARGO SMOKE panel
4, 5, 7, 8
NIL
NIL
3, 4, 5, 7, 8
DET FAULT
SINGLE
CHIME
MASTER
CAUTION
NIL
4, 5, 7, 8
NIL
DSC-26-50-40 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-26-50-40 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
ELECTRICAL SUPPLY
Ident.: DSC-26-60-00005075.0004001 / 16 MAR 11
Applicable to: ALL
NORM
AC
FIRE
DETECTION
ENG/APU
FIRE
EXTINGUISHING
CARGO
LAVATORIES
ENG 1 LOOP A
ENG 1 LOOP B
ENG 2 LOOP A
ENG 2 LOOP B
APU LOOP A
APU LOOP B
ENG 1/2
BTL 1 SQUIB A
BTL 1 SQUIB B
BTL 2 SQUIB A
BTL 2 SQUIB B
APU
BTL SQUIB A
BTL SQUIB B
APU AUTO EXT
CIDS CH 1
CIDS CH 2
FWD/AFT CARGO
EXTING BOTTLES
DC
AC
ESS
EMER ELEC
DC
HOT
ESS
X
DC2
DC2
X
DC BAT
DC BAT
HOT 1
HOT 2
DC 2
DC 2
HOT 1
DC BAT
DC BAT
X
DC 2
DC BAT
DSC-26-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-26-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-10 General
DSC-27-10-10 GENERAL
GENERAL................................................................................................................................................................ A
BASIC PRINCIPLE.................................................................................................................................................. B
CONTROL SURFACES...........................................................................................................................................C
COCKPIT CONTROLS............................................................................................................................................D
COMPUTERS.......................................................................................................................................................... E
DSC-27-10-20 Architecture
General Architecture................................................................................................................................................ A
Pitch Control............................................................................................................................................................ B
Roll Control.............................................................................................................................................................. C
Speed Brakes and Ground Spoilers....................................................................................................................... D
Yaw Control............................................................................................................................................................. E
DSC-27-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
Reason
DSC-27-10-20
Speed Brakes and Ground Spoilers Speed Brake Control
DSC-27-20-10-20
FLARE MODE
DSC-27-20-10-30
Bank Angle Protection
DSC-27-20-10-50
Sideslip Target
DSC-27-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-27-10-10-00001043.0001001 / 10 DEC 09
Applicable to: ALL
The fly-by-wire system was designed and certified to render the new generation of aircraft even more
safe, cost effective, and pleasant to fly.
BASIC PRINCIPLE
Ident.: DSC-27-10-10-00001044.0001001 / 10 DEC 09
Applicable to: ALL
A to B
DSC-27-10-10 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
CONTROL SURFACES
Ident.: DSC-27-10-10-00001045.0001001 / 10 DEC 09
Applicable to: ALL
=
=
Electrical
Electrical for normal or alternate control. Mechanical for manual trim control
=
=
Electrical
Electrical
Mechanical, however control for yaw damping, turn coordination and trim is
electrical.
ROLL AXIS
Ailerons
Spoilers
YAW AXIS
Rudder
SPEED BRAKES
Speed
brakes
Note:
Electrical
DSC-27-10-10 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
COCKPIT CONTROLS
Ident.: DSC-27-10-10-00001046.0001001 / 10 DEC 09
Applicable to: ALL
Each pilot has a sidestick controller with which to exercise manual control of pitch and roll. These
are on their respective lateral consoles.
The two sidestick controllers are not coupled mechanically, and they send separate sets of signals
to the flight control computers.
Two pairs of pedals, which are rigidly interconnected, give the pilot mechanical control of the
rudder.
The pilots control speed brakes with a lever on the center pedestal.
The pilots use mechanically interconnected handwheels on each side of the center pedestal to
control the trimmable horizontal stabilizer.
The pilots use a single switch on the center pedestal to set the rudder trim.
There is no manual switch for trimming the ailerons.
COMPUTERS
Ident.: DSC-27-10-10-00001047.0001001 / 10 DEC 09
Applicable to: ALL
Seven flight control computers process pilot and autopilot inputs according to normal, alternate, or
direct flight control laws.
The computers are :
2 ELACs
(Elevator Aileron Computer)
For : Normal elevator and stabilizer control.
Aileron control.
3 SECs
(Spoilers Elevator Computer)
For : Spoilers control.
Standby elevator and stabilizer control.
2 FACs
(Flight Augmentation Computer)
For : Electrical rudder control.
D to E
DSC-27-10-10 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
IN ADDITION 2 FCDC
Flight Control Data Concentrators (FCDC) acquire data from the ELACs and SECs and send it to
the electronic instrument system (EIS) and the centralized fault display system (CFDS).
DSC-27-10-10 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-27-10-10 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-27-10-10 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - ARCHITECTURE
FLIGHT CREW
OPERATING MANUAL
GENERAL ARCHITECTURE
Ident.: DSC-27-10-20-00001048.0002001 / 22 MAY 12
Applicable to: ALL
DSC-27-10-20 P 1/14
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - ARCHITECTURE
FLIGHT CREW
OPERATING MANUAL
PITCH CONTROL
Ident.: DSC-27-10-20-A-NG00080
Applicable to: ALL
Ident.: DSC-27-10-20-A-00001049.0001001 / 10 DEC 09
GENERAL
Two elevators and the Trimmable Horizontal Stabilizer (THS) control the aircraft in pitch. The
maximum elevator deflection is 30 nose up, and 17 nose down. The maximum THS deflection
is 13.5 nose up, and 4 nose down.
Ident.: DSC-27-10-20-A-00001050.0001001 / 10 DEC 09
ELECTRICAL CONTROL
In normal operations, ELAC2 controls the elevators and the horizontal stabilizer, and the green
and yellow hydraulic jacks drive the left and right elevator surfaces respectively.
The THS is driven by N 1 of three electric motors.
If a failure occurs in ELAC2, or in the associated hydraulic systems, or with the hydraulic
jacks, the system shifts pitch control to ELAC1. ELAC1 then controls the elevators via the blue
hydraulic jacks and controls the THS via the N 2 electric motor.
If neither ELAC1 nor ELAC2 is available, the system shifts pitch control either to SEC1 or to
SEC2, (depending on the status of the associated circuits), and to THS motor N 2 or N 3.
In case of failure, the actuators are reconfigured, Refer to DSC-27-10-20-A Pitch Control Schematic.
DSC-27-10-20 P 2/14
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
MECHANICAL CONTROL
Mechanical control of the THS is available from the pitch trim wheel at any time, if either the green
or yellow hydraulic system is functioning.
Mechanical control from the pitch trim wheel has priority over electrical control.
Ident.: DSC-27-10-20-A-00001053.0002001 / 10 DEC 09
ACTUATION
ELEVATORS
Two electrically-controlled hydraulic servojacks drive each elevator.
Each servojack has three control modes :
Active
: The jack position is electrically-controlled.
Damping : The jack follows surface movement.
Centering : The jack is hydraulically retained in the neutral position.
In normal operation :
One jack is in active mode.
The other jack is in damping mode.
Some maneuvers cause the second jack to become active.
If the active servojack fails, the damped one becomes active, and the failed jack is
automatically switched to damping mode.
If neither jack is being controlled electrically, both are automatically switched to the centering
mode.
If neither jack is being controlled hydraulically, both are automatically switched to damping
mode.
If one elevator fails, the deflection of the remaining elevator is limited in order to avoid putting
excessive asymmetric loads on the horizontal tailplane or rear fuselage.
STABILIZER
A screwjack driven by two hydraulic motors drives the stabilizer.
The two hydraulic motors are controlled by :
One of three electric motors, or
The mechanical trim wheel.
DSC-27-10-20 P 3/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
SCHEMATIC
DSC-27-10-20 P 4/14
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - ARCHITECTURE
FLIGHT CREW
OPERATING MANUAL
ROLL CONTROL
Ident.: DSC-27-10-20-B-NG00081
Applicable to: ALL
Ident.: DSC-27-10-20-B-00001055.0003001 / 10 DEC 09
GENERAL
One aileron and four spoilers on each wing control the aircraft about the roll axis.
The maximum deflection of the ailerons is 25 .
The ailerons extend 5 down when the flaps are extended (aileron droop).
The maximum deflection of the spoilers is 35 .
Ident.: DSC-27-10-20-B-00001056.0001001 / 10 DEC 09
ELECTRIC CONTROL
The ELAC 1 normally controls the ailerons.
If ELAC1 fails, the system automatically transfers aileron control to ELAC2.
If both ELACs fail, the ailerons revert to the damping mode.
SEC3 controls the N 2 spoilers, SEC1 the N 3 and 4 spoilers, and SEC2 the N 5 spoilers.
If a SEC fails, the spoilers it controls are automatically retracted.
Ident.: DSC-27-10-20-B-00001057.0001001 / 10 DEC 09
ACTUATION
AILERONS
Each aileron has two electrically controlled hydraulic servojacks.
One of these servojacks per aileron operates at a time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-27-10-20 P 5/14
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FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
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GENERAL - ARCHITECTURE
DSC-27-10-20 P 6/14
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
L3
GENERAL - ARCHITECTURE
1. For maintenance purposes, the speedbrake lever will extend the N 1 surfaces when
the aircraft is stopped on ground, whatever the slat/flap configuration.
2. When the aircraft is flying faster than 315 kt or M 0.75 with the autopilot engaged, the
speedbrake retraction rate is reduced (Retraction from FULL to in takes about 25 s).
DSC-27-10-20 P 7/14
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FLIGHT CONTROLS
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FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
Speed brake lever not in the retracted position or ground spoilers armed and:
Both main landing gears on ground,
Both thrust levers at or below Idle position, or Reverse selected on at least one engine
(and the other thrust lever below MCT position).
Speed brake lever in the retracted position but ground spoilers not armed and:
Both main landing gears on ground,
Reverse selected on at least one engine (and the other thrust lever below MCT position).
Note:
In autoland, the ground spoilers fully extend at half speed one second after both
main landing gears touch down.
The spoiler roll function is inhibited when spoilers are used for the ground spoiler
function.
PARTIAL EXTENSION
In order to accelerate the full spoiler extension, the Phased Lift Dumping (PLD) function allows
the ground spoilers to deploy with a reduced deflection (10 ) when the following conditions are
met:
Speed brake lever not in the retracted position or ground spoilers armed and:
One main landing gear on ground,
Both thrust levers at or below Idle position.
Speed brake lever in the retracted position but ground spoilers not armed and:
One main landing gear on ground,
Reverse selected on at least one engine (and the other thrust lever below MCT position).
In order to reduce the bounce severity at landing in the case of an inappropriate thrust lever
handling during flare, ground spoilers are also partially deployed when the following conditions
are met:
Ground spoilers armed,
Both main landing gears on ground,
Both thrust levers at or below the Climb position.
DSC-27-10-20 P 8/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
RETRACTION
The ground spoilers retract:
After landing,
After a rejected takeoff, when the ground spoilers are disarmed.
Note:
If ground spoilers are not armed, they extend at the reverse selection and retract
when idle is selected.
During a touch and go, when at least one thrust lever is advanced above 20 .
Note:
L3
After an aircraft bounce, the ground spoilers remain extended with the thrust levers at
idle.
The landing gear touchdown condition is triggered for both main landing gear, either when
their wheel speed is greater than 72 kt, or when their landing gear struts are, confirmed to be
compressed by the radio altitude (RA < 6 ft).
The thrust levers are considered to be at idle when they are:
Below 3 ,
Below 15 , when the RA is below 6 ft.
DSC-27-10-20 P 9/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - ARCHITECTURE
FLIGHT CREW
OPERATING MANUAL
DSC-27-10-20 P 10/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
DSC-27-10-20 P 11/14
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
GENERAL - ARCHITECTURE
FLIGHT CREW
OPERATING MANUAL
YAW CONTROL
Ident.: DSC-27-10-20-D-NG00083
Applicable to: ALL
Ident.: DSC-27-10-20-D-00001061.0001001 / 10 DEC 09
GENERAL
RUDDER ACTUATION
Three independent hydraulic servojacks, operating in parallel, actuate the rudder. In automatic
operation (yaw damping, turn coordination) a green servo actuator drives all three servojacks. A
yellow servo actuator remains synchronized and takes over if there is a failure.
There is no feedback to the rudder pedals from the yaw damping and turn coordination functions.
DSC-27-10-20 P 12/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
RUDDER TRIM
The two electric motors that position the artificial feel unit also trim the rudder. In normal operation,
motor N 1 (controlled by FAC1), drives the trim, and FAC2 with motor N 2 remains synchronized
as a backup.
In manual flight, the pilot can apply rudder trim with the rotary RUD TRIM switch on the pedestal.
Maximum deflection is 20 .
Rudder trim speed is 1 /s.
In addition to limitation by the TLU, if rudder trim is applied, maximum rudder deflection may be
reduced in the opposite direction.
The pilot can use a button on the RUD TRIM panel to reset the rudder trim to zero.
Note:
With the autopilot engaged, the FMGC computes the rudder trim orders. The rudder trim
rotary switch and the rudder trim reset pushbutton are not active.
DSC-27-10-20 P 13/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - ARCHITECTURE
SCHEMATIC
DSC-27-10-20 P 14/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
General
GENERAL
Ident.: DSC-27-20-10-10-00001068.0001001 / 22 MAY 12
Applicable to: ALL
DSC-27-20-10-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-10-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Pitch Control
GROUND MODE
Ident.: DSC-27-20-10-20-00001069.0002001 / 15 FEB 11
Applicable to: ALL
Ground mode is a direct relationship between sidestick deflection and elevator deflection, without
auto trim.
It automatically sets the trimmable horizontal stabilizer (THS) at 0 (inside the green band).
After landing, the automatic pitch trim resetting to 0 stops as soon as the pitch attitude exceeds
2.5 . In this case, the THS setting is frozen.
The automatic resetting to 0 restarts as soon as the pitch attitude goes below 2.5 .
A setting that the pilot enters manually to adjust for CG has priority for takeoff.
When the aircraft reaches 75 kt during the takeoff roll, the system reduces the maximum up elevator
deflection from 30 to 20 .
FLIGHT MODE
Ident.: DSC-27-20-10-20-00001070.0003001 / 15 FEB 11
Applicable to: ALL
The normal-law flight mode is a load-factor-demand mode with automatic trim and protection
throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load factor
proportional to stick deflection and independent of speed.
With the sidestick at neutral, wings level, the system maintains 1 g in pitch (corrected for pitch
attitude), and there is no need for the pilot to trim by changing speed or configuration.
Pitch trim is automatic both in manual mode and when the autopilot is engaged. In normal turns (up
to 33 of bank) the pilot does not have to make any pitch corrections once the turn is established.
The flight mode is active from takeoff to landing, and follows the logic shown schematically (Refer to
DSC-27-20-10-10 General).
Automatic pitch trim freezes in the following situations:
The pilot enters a manual trim order.
The radio altitude is below 50 ft (100 ft with autopilot engaged).
The load factor goes below 0.5 g.
When angle-of-attack protection is active, the THS setting is limited between the setting at the
aircrafts entry into this protection and 3.5 nose down. (Neither the pilot nor the system can apply
additional nose-up trim).
Similarly, when the load factor is higher than 1.25 g or when the aircraft exceeds 33 of bank, the
THS setting is limited to values between the actual setting and 3.5 nose down.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-27-20-10-20 P 1/6
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When High Speed or High Mach Protection is active, the THS Setting is limited between the setting
at the aircrafts entry into this protection and 11 nose-up.
CONTROL WITH AUTOPILOT ENGAGED
The ELACs and SECs limit what the autopilot can order.
The pilot has to overcome a restraining force in order to move the sidestick when the autopilot is
engaged. If he overcomes this force, he disconnects the autopilot.
The pilot can also disconnect the autopilot by pushing on the rudder pedals (10 out of trim), or
by moving the pitch trim wheel beyond a certain threshold.
All protections of normal laws remain effective except pitch attitude protection.
FLARE MODE
Ident.: DSC-27-20-10-20-00001071.0001001 / 23 JUL 12
Applicable to: ALL
1
When the aircraft passes 50 ft RA, the THS is frozen and the normal flight mode changes to flare
mode as the aircraft descends to land. Flare mode is essentially a direct stick-to-elevator relationship
(with some damping provided by the load factor and the pitch rate feedbacks).
The system memorizes the aircraft's attitude at 50 ft, and it becomes the initial reference for pitch
attitude control.
As the aircraft descends through 30 ft, the system begins to reduce the pitch attitude to -2 nose
down over a period of 8 s. Consequently, to flare the aircraft, a gentle nose-up action by the pilot is
required.
PROTECTIONS
Ident.: DSC-27-20-10-20-A-NG00084
Applicable to: ALL
Ident.: DSC-27-20-10-20-A-00001072.0001001 / 10 DEC 09
GENERAL
The normal law protects the aircraft throughout the flight envelope, as follows :
load factor limitation
pitch attitude protection
high-angle-of-attack (AOA) protection
high-speed protection.
DSC-27-20-10-20 P 2/6
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FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-10-20 P 3/6
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively
reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
High Speed Protection is deactivated, when the aircraft speed decreases below VMO/MMO,
where the usual normal control laws are recovered.
The autopilot disconnects, when High Speed Protection becomes active.
Note:
DSC-27-20-10-20 P 5/6
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-10-20 P 6/6
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Lateral Control
NORMAL LAW
Ident.: DSC-27-20-10-30-00001078.0001001 / 15 FEB 11
Applicable to: ALL
When the aircraft is on the ground (in on ground mode), the sidestick commands the aileron and roll
spoiler surface deflection. The amount of control surface deflection that results from a given amount
of sidestick deflection depends upon aircraft speed. The pedals control rudder deflection through a
direct mechanical linkage. The aircraft smoothly transitions to in flight mode shortly after liftoff.
When the aircraft is in the in flight mode, normal law combines control of the ailerons, spoilers
(except N 1 spoilers), and rudder (for turn coordination) in the sidestick. While the system thereby
gives the pilot control of the roll and heading, it also limits the roll rate and bank angle, coordinates
the turns, and damps the dutch roll.
The roll rate requested by the pilot during flight is proportional to the sidestick deflection, with a
maximum rate of 15 /s when the sidestick is at the stop.
When the aircraft is in flare mode, the lateral control is the same as in in flight mode.
After touchdown, the aircraft smoothly transitions from in flight mode to ground mode.
BANK ANGLE PROTECTION
Ident.: DSC-27-20-10-30-00001079.0001001 / 15 JUN 12
Applicable to: ALL
1
Inside the normal flight envelope, the system maintains positive spiral static stability for bank angles
above 33 . If the pilot releases the sidestick at a bank angle greater than 33 , the bank angle
automatically reduces to 33 . Up to 33 , the system holds the roll attitude constant when the
sidestick is at neutral. If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 and
no further.
If Angle-of-Attack protection is active, and the pilot maintains full lateral deflection on the sidestick,
the bank angle will not go beyond 45 . If High Speed Protection is active, and the pilot maintains full
lateral deflection on the sidestick, the bank angle will not go beyond 40 . If high speed protection is
operative, the system maintains positive spiral static stability from a bank angle of 0 , so that with
the sidestick released, the aircraft always returns to a bank angle of 0 .
When bank angle protection is active, auto trim is inoperative.
If the bank angle exceeds 45 , the autopilot disconnects and the FD bars disappear. The FD bars
return when the bank angle decreases to less than 40 .
A to B
DSC-27-20-10-30 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-10-30 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Sideslip Target
SIDESLIP TARGET
Ident.: DSC-27-20-10-50-00001081.0001001 / 15 JUN 12
Applicable to: ALL
1
If one engine fails, the FAC modifies the sideslip indication slightly to show the pilot how much rudder
to use to get the best climb performance (ailerons to neutral and spoilers retracted).
In the case of an engine failure at takeoff, or at go-around, the sideslip index on the PFD changes
from yellow to blue (to provide the conditions for the blue display of the sideslip target, Refer to
DSC-31-40 Attitude Data).
In flight, the lateral normal law commands some rudder surface deflection to minimize the sideslip.
The pilots response is normal and instinctive: zero the slip indication by applying the right amount of
rudder to get the best climb performance.
DSC-27-20-10-50 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-10-50 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-27-20-20-00001082.0001001 / 10 DEC 09
Applicable to: ALL
Depending on the failures occuring to the flight control system, or on its peripherals, there are 3
levels of reconfiguration :
Alternate law
They are two levels of alternate law : with and without reduced protections.
Direct law
Mechanical
DSC-27-20-20 P 1/8
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-20 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALTERNATE LAW
Ident.: DSC-27-20-20-00001084.0001001 / 18 MAR 11
Applicable to: ALL
PITCH CONTROL
GROUND MODE
Under alternate law the ground mode becomes active on the ground 5 s after touchdown.
It is identical to the ground mode of the normal law.
FLIGHT MODE
In flight, the alternate law pitch mode follows a load-factor demand law much as the normal law
pitch mode does, but it has less built-in protection (reduced protections).
FLARE MORE
In pitch alternate law the flight mode changes to the flare mode when the pilot selects landing
gear down. The flare mode is a direct stick-to-elevator relationship. (Refer to DSC-27-20-20
Direct Law).
LATERAL CONTROL
When the aircraft flying in pitch alternate law, lateral control follows the roll direct law associated
with yaw alternate or mechanical.
DSC-27-20-20 P 3/8
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FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-20 P 4/8
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The AP will disconnect, if speed exceeds VMO/MMO, or if the bank angle exceeds
45 .
ALTERNATE LAW WITHOUT REDUCED PROTECTION
This is identical to alternate law except that it does not include the low-speed stability or the
high-speed stability. It includes only the load factor limitation.
C to D
DSC-27-20-20 P 5/8
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DIRECT LAW
Ident.: DSC-27-20-20-00001086.0001001 / 10 DEC 09
Applicable to: ALL
PITCH CONTROL
The pitch direct law is a direct stick-to-elevator relationship (elevator deflection is proportional to
stick deflection).
In all configurations the maximum elevator deflection varies as a function of CG.
It is a compromise between adequate controllability with the CG forward, and not-too-sensitive
control with the CG aft.
There is no automatic trim : the pilot must trim manually.
The PFD displays in amber the message USE MAN PITCH TRIM.
No protections are operative.
The floor function is inoperative.
Overspeed and stall warnings are available as for alternate law.
LATERAL CONTROL
When flying in direct law, the roll direct law associated with mechanical yaw control governs
lateral control.
ROLL DIRECT LAW
The roll direct law is a direct stick-to-surface-position relationship. System gains are set
automatically to correspond to slat/flap configuration.
With the aircraft in the clean configuration, the maximum roll rate is about 30 /s.
With slats extended, it is about 25 /s.
To limit roll rate, the roll direct law uses only ailerons and spoilers N 4 and 5.
If spoiler N 4 has failed, spoiler N 3 replaces it.
If the ailerons have failed, all roll spoilers become active.
YAW MECHANICAL CONTROL
The pilot controls yaw with the rudder pedals.
The yaw damping and turn coordination functions are lost.
ABNORMAL ATTITUDE LAWS
Ident.: DSC-27-20-20-00001087.0002001 / 15 FEB 11
Applicable to: ALL
The system applies an abnormal-attitude law in pitch and roll, if the aircraft exceeds any of these
limits in flight:
Pitch attitude > 50 nose up or 30 nose down
Bank angle > 125
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
E to F
DSC-27-20-20 P 6/8
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Angle of attack > 30 or < -10 for the A320 (-15 for the A318, A319 and A321)
Speed > 440 kt or < 70 to 90 kt (depending on the aircraft pitch attitude)
Mach > 0.91
The law in pitch is the alternate law with no protection, except load-factor protection, and without auto
trim. In roll, it is a full-authority direct law with a yaw mechanical.
When the aircraft has recovered from its abnormal attitude, the flight control laws in effect are:
In pitch: Alternate law without protection, with autotrim.
In roll: Full authority direct law, with yaw alternate law.
There is no reversion to direct law, when the pilot extends the landing gear.
MECHANICAL BACK-UP
Ident.: DSC-27-20-20-00001088.0001001 / 10 DEC 09
Applicable to: ALL
PITCH
Mechanical backup enables the pilot to control the aircraft during a temporary complete loss of
electrical power.
He does this in pitch by manually applying trim to the THS.
The PFDs display MAN PITCH TRIM ONLY in red.
LATERAL
The pilot uses the rudder pedals as the mechanical backup to laterally control the aircraft .
F to G
DSC-27-20-20 P 7/8
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-20 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-27-20-30-00001090.0001001 / 16 MAY 12
Applicable to: ALL
DSC-27-20-30 P 1/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-30 P 2/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
The rudder trim rotary selector has no effect, when the autopilot is engaged.
RESET Pushbutton
By pushing the RESET pushbutton, the zero trim position is ordered at 1.5 /s.
After the reset, an indication of up to 0.3 (L or R) may be observed in the rudder trim position
indication.
Note:
(3)
Position Indicator
Displays the rudder trim direction (L or R) and value (0 to 20 ).
(4)
SPEEDBRAKE Lever
The lever controls:
The position of the speedbrake surfaces.
To set speedbrake surfaces to a required position, the lever has to be pushed down and set
to the required position. A hardpoint is provided at SPEEDBRAKE position.
The manual preselection of the ground spoilers.
To arm the ground spoilers, the lever must be pulled up when in the RET position.
When the lever is armed (or reverse thrust is selected), all spoiler's surfaces will
automatically extend at landing, or in case of a rejected takeoff.
(5)
Crew action on the pitch trim wheel does not disconnect the ELACs (micro-switches,
actuated by the override mechanism, ensure that the computers remain synchronized
with the manually-selected position).
DSC-27-20-30 P 3/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The THS is manually-controlled on ground for the THS setting, before takeoff and in flight,
when in direct law.
Before takeoff, the pilot sets the THS to the angular value, determined as a function of the
aircraft CG, using the CG scale on the wheel. The relationship between the aircraft CG and
the THS setting shown on the trim wheel is only applicable for takeoff. The limits of the THS
normal setting range for takeoff are indicated by a green band on the pitch trim wheel.
In flight, when in direct law, the pilot uses the THS conventionally to fly in trim. In flight, the
aircraft pitch trim setting depends on aircraft CG, weight, altitude and speed. Consequently,
the relation between the aircraft CG, and the THS setting displayed on the pitch trim wheel,
does not apply in flight.
Following nosewheel touchdown, as the pitch attitude becomes less than 2.5 for more than
5 s, pitch trim is automatically reset to zero.
Note:
This function is inoperative, when the green or yellow hydraulic system is not
pressurized.
LATERAL CONSOLES
SIDESTICKS
Each pilot has on his lateral console a sidestick he can use to control pitch and roll manually. Each
sidestick is springloaded to neutral.
When the autopilot is engaged, a solenoid-operated detent locks both sidesticks in the neutral
position. If the pilot applies a force above a given threshold (5 daN in pitch, 3.5 daN in roll) the
stick becomes free and the autopilot disengages.
The hand grip has two switches:
Autopilot disconnect and sidestick takeover pushbutton.
Push-to-talk button.
DSC-27-20-30 P 4/14
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AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In the event of simultaneous input on both sidesticks (2 deflection off the neutral
position in any direction) the two green SIDE STICK PRIORITY lights on the
glareshield come on and DUAL INPUT voice message is activated.
A pilot can deactivate the other stick and take full control by pressing and keeping pressed his
priority takeover pushbutton.
For latching the priority condition, it is recommended to press the takeover push button for more
than 40 s.
This allows the pilot to release his takeover push button without losing priority.
However, a pilot can at any time reactivate a deactivated stick by momentarily pressing the
takeover push button on either stick.
If both pilots press their takeover pushbuttons, the pilot that presses last gets priority.
Note:
In a priority situation
A red light comes on in front of the pilot whose stick is deactivated.
A green light comes on in front of the pilot who has taken control, if the other stick is not in the
neutral position (to indicate a potential and unwanted control demand).
Note:
If the aircraft is on the ground and commencing its takeoff run and one stick is
deactivated, this triggers the takeoff CONFIG warning.
DSC-27-20-30 P 5/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GLARESHIELD
Ident.: DSC-27-20-30-00001092.0002001 / 15 FEB 11
Applicable to: ALL
(1)
DSC-27-20-30 P 6/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-27-20-30-00001093.0002001 / 15 FEB 11
Applicable to: ALL
(1)
DSC-27-20-30 P 7/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ON
OFF
FAULT :
The ELAC power-up test occurs when electrical power is turned on, or
after the occurrence of an electrical transient lasting longer than 25 ms.
The FAULT light goes off, when the pilot selects OFF, or at the end of the ELAC
power-up test, if its results are satisfactory.
(2)
(3)
FAC 1(2) pb sw
Controls the flight augmentation computer (FAC) 1(2).
ON
: Both FACs perform the following functions:
Normal roll (coordinating turns and damping dutch roll)
Rudder trim
Rudder travel limit
Alternate yaw
DSC-27-20-30 P 8/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OFF
FAULT :
The corresponding computer is not active. Switching it OFF and then ON resets the
computer.
Lights up in amber, along with a caution on ECAM, when a failure is detected.
The FAULT light goes out when the pilot selects OFF.
SIDE STICK INDICATIONS ON PFD
On the ground, after the first engine start, sidestick position indications appear white on both PFDs.
The indications disappear when the aircraft goes from the ground into flight.
D to E
DSC-27-20-30 P 9/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Spoilers/Speedbrakes Indication
DSC-27-20-30 P 10/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
ELAC/SEC Indication
ELAC and SEC labels are always displayed in white
The computer number is normally in green, and boxed in grey.
The number and box become amber, if the computer fails, or is switched OFF.
(4)
(5)
(6)
(7)
DSC-27-20-30 P 11/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(8)
DSC-27-20-30 P 12/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Spoilers/Speedbrakes Indication
These indications are identical to those displayed on the FLT CTL page.
DSC-27-20-30 P 13/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-30 P 14/14
30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-40 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
CRC
5, 6, 7, 8
MASTER
WARN
NIL
L + R ELEV FAULT
NIL
NIL
FAULT lt on
ELAC pb
Failure of ELAC
F/CTL
SINGLE
CHIME
MASTER
CAUT
FCDC 1 + 2 FAULT
Failure of both FCDCs.
DIRECT LAW
ALTN LAW
FAULT lt
on SEC pb
3, 4, 5
NIL
4, 5, 7
4, 5, 7, 8
NIL
3, 4, 5, 7, 8
NIL
PFD
message
DUAL INPUT
Red
SIDESTICK
PRIORITY lt
(1)
PFD
message
NIL
F/CTL
FLT
PHASE
INHIB
NIL
LOCAL
WARNING
Synthetic
voice
repeated
every 5 s
NIL
NIL
SIDESTICK
Priority light
NIL
DSC-27-20-40 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
F/CTL
3, 4, 5
NIL
1, 2, 3, 4,
5, 8, 9, 10
STABILIZER JAM
SINGLE
CHIME
MASTER
CAUTION
4, 5
NIL
SPLR FAULT
3, 4, 5, 7
F/CTL
3, 4, 5, 7, 8
GND SPLR 1 + 2 (3 + 4)
NIL
3, 4, 5
NIL
3, 4, 5, 7, 8
NIL
Continued on the following page
DSC-27-20-40 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
SIDESTICK PRIORITY
MASTER
LIGHT
(1)
MEMO DISPLAY
The SPEED BRK memo display logic:
When the speedbrakes are extended in Flight Phases 2, 3, 4, and 5, the SPEED BRK
memo flashes in amber.
When the speedbrakes are extended in Flight Phases 6 and 7, the SPEED BRK memo
appears in green. It flashes in amber, after 50 s, if at least one engine is above idle.
The GND SPLRS ARMED message appears in green, when the ground spoilers are armed.
DSC-27-20-40 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
COMPUTERS
MAIN
FLT CTL
PITCH TRIM
RUDDER TRIM
RUDDER TRAVEL LIMIT
(1)
ELAC 1
ELAC 2
SEC 1
SEC 2
SEC 3
FAC 1
FAC 2
FCDC 1
FCDC 2
MOTOR 1
MOTOR 2
MOTOR 3
MOTOR 1
MOTOR 2
INDIC
MOTOR 1
MOTOR 2
DC
AC
ESS
DC2
EMER ELEC
DC
HOT
ESS
X
HOT 1 (1)
HOT 2 (1)
X
HOT 1 (1)
DC2
DC2
X
AC2
SHED
DC2
SHED
DC2
DC2
HOT 2 (1)
X
DC2
X
DC2
DC2
X
DC2
standby supply
DSC-27-20-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-20-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-27-30-10-00001097.0001001 / 10 DEC 09
Applicable to: ALL
A to B
DSC-27-30-10 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the flap wingtip brakes are on, the pilot can still operate the slats, and if the slat wingtip
brakes are on, he can still operate the flaps.
If one SFCC is inoperative, slats and flaps both operate at half speed.
If one hydraulic system is inoperative, the corresponding surfaces (slats or flaps) operate at
half speed.
DSC-27-30-10 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-27-30-10-00001099.0001001 / 10 DEC 09
Applicable to: ALL
DSC-27-30-10 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONFIGURATIONS
Ident.: DSC-27-30-10-00001100.0001001 / 18 MAR 11
Applicable to: ALL
(1)
When in Configuration 1 + F, the flaps retract to 0 automatically at 210 kt (before the airspeed
reaches VFE).
(2)
This function inhibits slat retraction at high angles-of-attack and low speeds.
The SFCCs use corrected angle-of-attack (alpha) or airspeed information from the ADIRUs to inhibit
slat retraction.
If alpha exceeds 8.5 or the airspeed goes below 148 kt, retraction from position 1 to position 0 is
inhibited.
The inhibition is removed when alpha goes below 7.6 and, when the speed exceeds 154 kt.
This function is not active if :
Alpha exceeds 8.5 or the airspeed goes below 148 kt, after the flight crew has moved the lever to
0
The aircraft is on the ground, and its speed is less than 60 kt.
D to E
DSC-27-30-10 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-27-30-20-00001102.0001001 / 18 MAR 11
Applicable to: ALL
Position
SLATS
FLAPS
1
1+F
2
18
2
3
FULL
22
0
0
10
15
CRUISE
22
20
27
35
FULL
TAKEOFF
HOLD
APPR
LDG
Before selecting any position, the pilot must pull the lever out of the detent. Balks at positions 1 and 3
prevent the pilot from calling for excessive flap/slat travel with a single action.
Note:
DSC-27-30-20 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF IN CONFIGURATION 1
1 + F (18 /10 ) is selected. If the pilot does not select configuration 0 after takeoff, the flaps
retract automatically at 210 kt.
TAKEOFF OR GO-AROUND IN CONFIGURATION 2 OR 3
If the pilot selects configuration 1, he gets 1 + F (18 /10 ) if airspeed is under 210 kt.
If the pilot does not select configuration 0 after takeoff, the flaps retract automatically at 210 kt.
CONFIGURATION 0 TO CONFIGURATION 1 IN FLIGHT
Configuration 1 (18 /0 ) is selected.
Note:
After flap retraction, configuration 1 + F is no longer available until the airspeed is 100 kt
or less, unless configuration 2, 3, or FULL has been selected previously.
ECAM UPPER DISPLAY
DSC-27-30-20 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Position indexes
These white points indicate that the slats and flaps are in a selectable position. They do not
appear, when the aircraft is in clean configuration.
(2)
F and S
F and S normally appear in white. They become amber, if:
Both relevant hydraulic systems fail, unless the aircraft is on ground with both engines
stopped.
The wingtip brakes are on.
There is a slats or flaps fault.
S (F) LOCKED legend, appears in amber, in association with an ECAM caution, when the
wingtip brakes are applied, or when the system detects a non-alignment between two flaps.
The A-LOCK legend pulses in green, when the slat alpha/speedlock function is active.
(3)
(4)
Selected position
It is in blue, when the surfaces are in transit.
It disappears, when the selected position is reached.
(5)
DSC-27-30-20 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-30-20 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
CRC
MASTER
WARN
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
5, 6 (1), 7, 8
1, 2, 3,
4, 5, 7,
8, 9, 10
SINGLE
CHIME
MASTER
CAUT
4, 5, 8
NIL
NIL
NIL
NIL
3, 4, 5, 7, 8
DSC-27-30-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-30-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
COMPUTERS
FLAPS
SLATS
SFCC 1 slats
SFCC 1 flaps
SFCC 2 slats
SFCC 2 flaps
DC
AC
ESS
EMER ELEC
DC
ESS
X
X
HOT
DC2
DC2
DSC-27-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-27-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FUEL
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10 Description
DSC-28-10-10 General
GENERAL................................................................................................................................................................ A
DSC-28-10-20 Tanks
Tanks........................................................................................................................................................................A
DSC-28-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
DSC-28-PLP-TOC
Warnings and Cautions
ID
1
DSC-28-10-60
Fuel Recirculation System
DSC-28-30
Warnings and Cautions
Reason
Documentation update: Deletion of the "00001131.0050001
Warnings and Cautions" documentary unit.
Documentation update: Deletion of the "00001131.0058001
Warnings and Cautions" documentary unit.
Update of the description of the Fuel Recirculation System, to
specify that if FUEL MODE SEL is in MAN mode, wing tank
overflow can occur on ground.
Documentation update: Addition of "Warnings and Cautions"
documentary unit
DSC-28-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-28-10-10-00001107.0001001 / 10 DEC 09
Applicable to: ALL
DSC-28-10-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
DESCRIPTION - TANKS
FLIGHT CREW
OPERATING MANUAL
TANKS
Ident.: DSC-28-10-20-00001108.0014001 / 22 MAY 12
Applicable to: ALL
The fuel is stored in the wings, and the center section. The wings have inner and outer tanks.
There is a vent surge tank outboard of the outer tank in each wing.
When the aircraft has been refueled to maximum capacity, the fuel can expand by 2 % (20 C
temperature rise) without spilling.
There is an overpressure protector in each vent, outer and inner tank and between the center tank
and the left inner tank.
VOLUME
WEIGHT(1)
(1)
(liters)
(US gallons)
(KG)
(LB)
USABLE FUEL
OUTER TANKS
INNER TANKS
CENTER TANK
880 x 2
7 099 x 2
8 250
TOTAL
24 209
232 x 2
1 875 x 2
2 180
6 395
691 x 2
5 573 x 2
6 476
19 004
1 520 x 2
12 286 x 2
14 281
41 893
DSC-28-10-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
DESCRIPTION - TANKS
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-28-10-30-00001109.0002001 / 10 DEC 09
Applicable to: ALL
The main fuel pump system supplies fuel from the center tank or the inner wing tanks to the engines.
The system has six main fuel pumps.
MAIN COMPONENTS
Ident.: DSC-28-10-30-A-NG00085
Applicable to: ALL
Ident.: DSC-28-10-30-A-00001110.0002001 / 29 MAR 12
TANK PUMPS
In normal operation each engine is supplied by one pump in the center tank or two pumps in its
own side wing tank.
All wing tank pumps remain on throughout the flight. They are fitted with pressure relief sequence
valves which ensure that, when all pumps are running, the center tank pumps will deliver fuel
preferentially.
Ident.: DSC-28-10-30-A-00001111.0001001 / 10 DEC 09
TRANSFER VALVES
Two electrical transfer valves are mounted in each wing to permit fuel transfer from outer to inner
tank.
Ident.: DSC-28-10-30-A-00001112.0001001 / 10 DEC 09
ENGINE LP VALVES
The fuel flow to an engine can be stopped by its low pressure (LP) fuel valve, the closure of the
LPLP fuel valve is by :
the engine master switch, or
the ENG FIRE PUSH pushbutton.
Ident.: DSC-28-10-30-A-00001114.0002001 / 29 MAR 12
SUCTION VALVES
Closed by pumps pressure in normal operation, they allow engines to be fed by gravity if the inner
tank pumps fail.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-28-10-30 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Center tank pumps are not fitted with suction valves. Therefore, gravity feeding is not
possible from the center tank.
ENGINE FEED
DSC-28-10-30 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
* Each center tank pump stops, until approximately 500 kg (1 100 lb ) of the fuel in its associated
inner tank fuel has been used (when the fuel level reaches the underfull sensors).
With the MODE SEL in the MAN position, the center tank pumps will run. In manual mode, the
CTR TK PUMP pb-sw must be selected OFF, when the center tank is empty.
FUEL TRANSFER FROM OUTER TO INNER TANKS
The transfer valves automatically open, when the inner tank fuel reaches the low level (about
750 kg/1 650 lb), thus enabling the fuel to drain from the outer to inner tanks.
When open, the valves are latched open. They will automatically close at the next refueling
operation.
DSC-28-10-30 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. Two level sensors are installed in each inner tank. Each sensor controls two transfer
valves, one in each wing, ensuring simultaneous transfer to both wings.
2. The 750 kg/1 650 lb value is based on a level aircraft attitude, with no acceleration.
During steep descent or accelerations/decelerations, the transfer valves may open
with more than 750 kg/1 650 lb of fuel in each inner tank, and the low level warning
may be triggered.
ECAM INDICATION
DSC-28-10-30 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APU FEED
Ident.: DSC-28-10-50-00001120.0001001 / 10 DEC 09
Applicable to: ALL
A special fuel pump supplies fuel for APU startup when fuel feed pressure is low (due to loss of tank
pumps or loss of normal AC electrical supply). This pump normally runs off the AC ESS SHED, but
runs off the AC STAT INV BUS if the AC ESS SHED fails.
DSC-28-10-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-60 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-60 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REFUELING - DEFUELING
Ident.: DSC-28-10-70-00001122.0002001 / 22 MAY 12
Applicable to: ALL
One (two) refueling point(s) is (are) installed under the wings, enabling the aircraft to be refueled
from either the right or left
side.
A refuel panel is located on the fuselage side beneath the right wing, or under the right or left wing
adjacent to the refuel coupling.
DSC-28-10-70 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-70 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The fuel level system generates fuel-level and fuel-temperature signals in order to operate the
appropriate switching functions for refueling and defueling and control the IDG cooling recirculation
system and the center-tank-to-wing-tank fuel transfer system.
The FLSCU comprises :
fuel level sensors in the tanks to sense high, low, and overflow levels.
a fuel temperature sensor to control the IDG cooling recirculation.
When fuel quantity in one wing tank goes below 750 kg (1 650 lb), the low-level sensor triggers the
LO LVL warning on ECAM.
A to B
DSC-28-10-80 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-80 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The A318, A319, A320 and A321 aircraft are equipped with a Fuel Tank Inerting System.
The aim of this system is to reduce the flammability in the fuel tanks that have a high flammability
exposure.
The fuel center tank is the only one that has a high flammability exposure. Therefore, the Fuel Tank
Inerting System only needs to be installed for the center tank. All other tanks do not need Fuel Tank
Inerting System installation.
To reduce the flammability in the center tank, the Fuel Tank Inerting System produces an
oxygen-depleted air that goes in the center tank to replace the ambient air.
The system is installed in the belly fairing of the aircraft, and is composed by:
A conditioned Service Air System (CSAS)
An Inert Gas Generation System (IGGS).
The CSAS extracts and conditions some engine bleed air to adequate pressure and temperature.
Then, the air goes through the IGGS where an Air Separation Module taps the nitrogen molecules.
Therefore, an oxygen-depleted air is produced (with less than 12 % of oxygen) and replaces the
ambient air of the center tank.
The Fuel Tank Inerting System does not require any flight crew action. It works independently as
soon as the engines start and until they stop.
DSC-28-10-90 P 1/2
25 NOV 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-10-90 P 2/2
25 NOV 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-28-20-00001126.0002001 / 17 MAR 11
Applicable to: ALL
(1)
(2)
(3)
MAN
FAULT light
Flight crew manually controls the center tank pumps manually with the
center tank pumps' pushbutton.
Amber light comes on, and ECAM caution comes on when center tank has
more than 250 kg (550 lb) of fuel and the left or right wing tank has less
than 5 000 kg (11 000 lb).
DSC-28-20 P 1/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OFF
FAULT light
(4)
:
:
X FEED pushbutton sw
OFF
: The valve closes, and the pushbutton does not come on.
ON
: The valve opens, and the ON pushbutton comes on in white.
OPEN light
: This green light comes on, when the valve is fully open.
REFUELING CONTROL PANEL
(1)
(2)
HI LVL light
This blue light comes on, when the system detects a high fuel level.
The corresponding refuel valve closes automatically.
DSC-28-20 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
(5)
OPEN light
This amber light comes on when the defuel transfer valve is open.
(6)
TEST sw
HI LVL
Note:
If tanks are full (HI LVL lights on) during this test, the HI LVL lights go out if high level
sensors and associated circuits are serviceable.
LTS
Lights on panel and all 8's on FQI and preselector come on.
(7)
PRESELECTED display
This display shows the preselected total fuel quantity in kg (lb) 1 000 (multiply by 1 000 to get
actual amount).
(8)
Preselector sw
Pressing the left or right side of the switch decreases or increases the preselected quantity.
(9)
ACTUAL display
This display shows the total fuel on board.
DSC-28-20 P 3/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
DSC-28-20 P 4/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
(4)
X feed indications
Inline - Green
Inline - Amber
Crossline - Green
Crossline - Amber
Transit - Amber
(5)
:
:
:
:
:
DSC-28-20 P 5/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
APU Indications
(7)
(8)
It is normally in green.
An amber line appears across the last two digits, when the FQI is inaccurate (Refer to
PRO-SUP-28 FQI IN DEGRADED MODE). The outer indication is boxed amber, if both
transfer valves fail to open when the inner is at low level.
The center tank indication is boxed amber, if both center tank pumps are failed, or are
switched OFF.
DSC-28-20 P 6/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
An advisory appears in flight phases 2 and 6, when the difference between the fuel
quantities in the two wings is greater than 1 500 kg (3 300 lb). The wing inner and outer
tank indications pulse with the highest fuel level.
Units may either be in KG or LB, depending on the DMC pin program.
(9)
(10)
( 11)
DSC-28-20 P 7/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-28-20 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-30 P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
FLT
PHASE
INHIB
L(R) TK
PUMP
1+2
FAULT lt
3, 4, 5,
CTR TK
PUMP 1(2)
7, 8 (1)
FAULT lt
CTR TK
PUMP
FAULT lts
OFF lt on
1, 3, 4, 5,
CTR TK
7, 8, 9, 10
PUMP pb
L(R) TK PUMP 1 + 2 LO PR
LOCAL
WARNING
SINGLE
CHIME
MODE SEL
FAULT lts
NIL
MASTER
CAUT
FUEL
L + R WING TK LO LVL
3, 4, 5, 8
3, 4, 5,
7, 8, 9
NIL
3, 4,
5, 7, 8
4, 5, 7, 8
NIL
NIL
3, 4, 5,
7, 8 (2)
Continued on the following page
DSC-28-30 P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
NIL
(1)
(2)
MEMO DISPLAY
OUTR TK FUEL XFRD appears in green, if at least one transfer valve is open in one wing tank
CTR TK FEEDG appears in green, if at least one center tank pump is energized
FUEL X FEED appears in green, if the fuel X FEED valve pushbutton is ON, and the X FEED
valve is not fully closed. It appears in amber in flight phases 3, 4, or 5
REFUELG appears in green, when the door of the refuel control panel
on the fuselage or
on the wing is open.
DSC-28-30 P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-28-30 P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
FQI
CTR TK PUMPS
CROSS FEED VALVE
ENGINE LP VALVES
XFR VALVES
APU
(1)
(2)
(3)
CH 1
CH 2
L1
L2
R1
R2
1
2
MOT 1
MOT 2
ENG 1 MOT 1
ENG 1 MOT 2
ENG 2 MOT 1
ENG 2 MOT 2
L1
L2
R1
R2
AC
DC
AC1 (3)
AC2
AC1 (3)
AC2
AC1
AC2
DC2
DC1
DC2
DC1
DC2
DC1
DC2
AC
ESS
EMER ELEC
DC
ESS
SHED
HOT
(1)
(1)
X (2) (3)
X (2) (3)
SHED
DC2
X
DC2
X
DC2
SHED
DC2
SHED
DC2
AC STAT
INV or AC
ESS SHED
PUMP
HOT1
LP VALVE
DC BAT
HOT1
(1)
REFUEL VALVES
DC2
HOT BUS supplies power during refueling on battery.
This occurs, if DC BUS 1 is lost.
In smoke configuration (GEN 1 LINE pushbutton OFF), inner tank pumps 1 are supplied directly by IDG (instead of AC
1) and pump relays by DC ESS (instead of DC 1).
DSC-28-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-28-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-29-10 Description
DSC-29-10-10 General
GENERAL................................................................................................................................................................ A
DSC-29-10-20 Generation
GREEN SYSTEM PUMP.........................................................................................................................................A
BLUE SYSTEM PUMPS..........................................................................................................................................B
YELLOW SYSTEM PUMPS....................................................................................................................................C
POWER TRANSFER UNIT (PTU).......................................................................................................................... D
RAM AIR TURBINE (RAT)......................................................................................................................................E
SYSTEM ACCUMULATORS................................................................................................................................... F
PRIORITY VALVES.................................................................................................................................................G
FIRE SHUTOFF VALVES....................................................................................................................................... H
LEAK MEASUREMENT VALVES.............................................................................................................................I
FILTERS................................................................................................................................................................... J
GENERATION..........................................................................................................................................................K
RESERVOIR PRESSURIZATION............................................................................................................................L
Indications................................................................................................................................................................M
DSC-29-10-30 Distribution
DISTRIBUTION........................................................................................................................................................ A
DSC-29-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-29-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-29-10-10-00001133.0001001 / 10 DEC 09
Applicable to: ALL
The aircraft has three continuously operating hydraulic systems : blue, green, and yellow. Each
system has its own hydraulic reservoir. Normal system operating pressure is 3 000 PSI (2 500 PSI
when powered by the RAT). Hydraulic fluid cannot be transferred from one system to another.
DSC-29-10-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-29-10-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERATION
FLIGHT CREW
OPERATING MANUAL
An electric pump pressurizes the blue system. A pump driven by a ram air turbine (RAT) pressurizes
this system in an emergency.
YELLOW SYSTEM PUMPS
Ident.: DSC-29-10-20-00001136.0001001 / 10 DEC 09
Applicable to: ALL
A bidirectional power transfer unit enables the yellow system to pressurize the green system and vice
versa.
The power transfer unit comes into action automatically when the differential pressure between the
green and the yellow systems is greater than 500 PSI.
The PTU therefore allows the green system to be pressurized on the ground when the engines are
stopped.
A to D
DSC-29-10-20 P 1/6
25 NOV 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERATION
FLIGHT CREW
OPERATING MANUAL
A drop-out RAT coupled to a hydraulic pump allows the blue system to function if electrical power is
lost or both engines fail. The RAT deploys automatically if AC BUS 1 and AC BUS 2 are both lost. It
can be deployed manually from the overhead panel. It can be stowed only when the aircraft is on the
ground.
SYSTEM ACCUMULATORS
Ident.: DSC-29-10-20-00001139.0001001 / 10 DEC 09
Applicable to: ALL
An accumulator in each system helps to maintain a constant pressure by covering transient demands
during normal operation.
PRIORITY VALVES
Ident.: DSC-29-10-20-00001141.0001001 / 10 DEC 09
Applicable to: ALL
Priority valves cut off hydraulic power to heavy load users if hydraulic pressure in a system gets low.
FIRE SHUTOFF VALVES
Ident.: DSC-29-10-20-00001142.0001001 / 10 DEC 09
Applicable to: ALL
Each of the green and yellow systems has a fire shutoff valve in its line upstream of its engine-driven
pump. The flight crew can close it by pushing the ENG 1(2) FIRE pushbutton.
D to H
DSC-29-10-20 P 2/6
25 NOV 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERATION
FLIGHT CREW
OPERATING MANUAL
Each system has a leak measurement valve upstream of the primary flight controls.
These valves, which measure the leakage in each circuit, are closed by operation of the LEAK
MEASUREMENT VALVES pushbutton switch on the maintenance panel.
FILTERS
Ident.: DSC-29-10-20-00001144.0001001 / 16 MAR 11
Applicable to: ALL
L3
I to J
DSC-29-10-20 P 3/6
25 NOV 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERATION
FLIGHT CREW
OPERATING MANUAL
GENERATION
Ident.: DSC-29-10-20-00001145.0001001 / 10 DEC 09
Applicable to: ALL
RESERVOIR PRESSURIZATION
Ident.: DSC-29-10-20-00001146.0001001 / 10 DEC 09
Applicable to: ALL
Normally, HP bleed air from engine 1 pressurizes the hydraulic reservoirs automatically.
If the bleed air pressure is too low, the system takes bleed air pressure from the crossbleed duct.
The systems maintain a high enough pressure to prevent their pumps from cavitating.
K to L
DSC-29-10-20 P 4/6
25 NOV 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - GENERATION
DSC-29-10-20 P 5/6
25 NOV 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - GENERATION
FLIGHT CREW
OPERATING MANUAL
INDICATIONS
Ident.: DSC-29-10-20-00001147.0002001 / 16 MAR 11
Applicable to: ALL
DSC-29-10-20 P 6/6
25 NOV 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
DESCRIPTION - DISTRIBUTION
FLIGHT CREW
OPERATING MANUAL
DISTRIBUTION
Ident.: DSC-29-10-30-00001148.0003001 / 10 DEC 09
Applicable to: ALL
DSC-29-10-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION - DISTRIBUTION
DSC-29-10-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-29-20-00001149.0001001 / 10 DEC 09
Applicable to: ALL
(1)
(2)
DSC-29-20 P 1/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAULT lt :
This amber light comes on, and a caution appears on the ECAM, if :
The reservoir level is low
The reservoir overheats
The air pressure in the reservoir is low
The pump is delivering low pressure (inhibited on the ground, when the
engines are stopped)
The pump overheats.
The light goes out, when the crew selects OFF, except during an overheat. (The
light stays on as long as the overheat lasts).
(3)
(4)
PTU pb sw
AUTO
:
The bidirectional power transfer unit is armed and both the yellow and the green
electrohydraulic valves are open.
The power transfer unit runs automatically when the differential pressure
between the green and yellow systems is more than 500 PSI.
Note:
OFF
The PTU is inhibited during the first engine start and automatically
tested during the second engine start.
Both the green and the yellow PTU electrohydraulic valves close. Power transfer
stops.
DSC-29-20 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAULT lt :
(5)
This amber light comes on, and a caution appears on the ECAM, if :
the green or the yellow reservoir overheats
the green or the yellow reservoir has low air pressure
the green or the yellow reservoir has a low flluid level.
The light goes out when the crew selects OFF, except during an overheat. (The
light stays on as long as the overheat lasts).
RAT MAN ON pb
The flight crew may extend the RAT at any time by pressing the RAT MAN ON pushbutton.
Note:
The RAT extends automatically if AC BUS 1 and AC BUS 2 are lost. (Refer to
DSC-24-20 Overhead Panel (Cont'd)).
MAINTENANCE PANEL
(1)
DSC-29-20 P 3/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(1)
Reservoir quantity
It is in green, unless the fluid level goes below the warning level, in which case it becomes
amber.
DSC-29-20 P 4/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
Reservoir OVHT
This appears in amber, and a caution appears on ECAM, if the temperature of returning
hydraulic fluid temperature at the inlet to its reservoir is above normal.
(4)
FIRE VALVE
Cross line - Amber :
In line - Green
:
(5)
OVHT
This appears in amber if the electric pump for that system (blue or yellow) overheats.
(6)
RAT
RAT White
RAT Green
RAT Amber
:
:
Pressure for stowing the RAT has been applied, or the RAT pump is
not available.
(7)
ELEC
This legend, normally white, becomes amber if the associated power supply fails.
(8)
DSC-29-20 P 5/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Amber
(9)
The electric pump is ON and the yellow system has low pressure.
PTU control
(1)
Green :
Amber :
The power transfer unit (PTU) pushbutton switch is in AUTO and the PTU is
not transferring pressure.
The PTU pb-sw is OFF.
Green :
Green :
(2)
(3)
(10) ENG PUMP control and low pressure indication
In line (Green)
: The pushbutton switch for the designated PUMP is on and hydraulic
pressure is normal.
Cross line (Amber) : The pushbutton switch for the designated PUMP is OFF.
LO (Amber)
: The pushbutton switch for the designated PUMP is on and hydraulic
pressure is low.
(11) System label
YELLOW
green
amber
DSC-29-20 P 6/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(13) PUMP
This legend, normally white, becomes amber when N2 is below idle.
DSC-29-20 P 7/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-29-20 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-29-30 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
B+Y
B + G SYS LO PR
Y+G
MASTER
LIGHT
CRC
MASTER
WARN
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
FAULT lt
4, 5 (1)
3, 4, 5, 7, 8
B RSVR LO AIR PR
1, 2, 3,
4, 5, 6, 7
FAULT lt on
associated
pump(s) pb
and on PTU
pb-sw if Y 3, 4, 5, 7, 8
or G SYS
affected
B RSVR LO AIR PR
HYD
SINGLE
CHIME
4, 5 (2), 7, 8
MASTER
CAUT
Y ELEC PUMP LO PR
4, 5, 7, 8
FAULT lt
on affected
pump pb
B ELEC PUMP LO PR
3, 4, 5, 7, 8
4, 5, 7, 8 (1)
DSC-29-30 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
B SYS LO PR
MASTER
LIGHT
NIL
1, 4, 5,
7, 8, 10
FAULT lt only
in case of G
or Y RSVR
LO LVL or
RSVR LO
AIR PR or
RSVR OVHT
3, 4, 5,
8, 9, 10
NIL
3, 4, 5,
6, 7, 8, 9
PTU FAULT
RAT FAULT
MEMO DISPLAY
RAT OUT appears in green, if the ram air turbine is not fully stowed.
The color changes to amber during flight phases 1 and 2.
HYD PTU appears in green, when the power transfer unit is running.
DSC-29-30 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-29-30 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
(1)
EMER ELEC
DC
ESS
HOT
DC1
DC2
X
X
AC1
X
AC2(1)
DC2
DC2
DC
GRND/FLT
AC
ESS
Manual control
HOT 2
HOT 1
Auto control
DSC-29-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-29-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-10 General
DSC-30-10-10 Description
General.....................................................................................................................................................................A
Anti-Ice..................................................................................................................................................................... B
Rain Removal.......................................................................................................................................................... C
DSC-30-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - DESCRIPTION
GENERAL
Ident.: DSC-30-10-10-00001154.0001001 / 16 MAR 11
Applicable to: ALL
The ice and rain protection system allows unrestricted operation of the aircraft in icing conditions and
heavy rain.
ANTI-ICE
Ident.: DSC-30-10-10-00001155.0001001 / 29 MAR 12
Applicable to: ALL
Either hot air or electrical heating protects critical areas of the aircraft as follows:
HOT AIR
Three outboard leading-edge slats of each wing
Engine air intakes.
ELECTRICAL HEATING
Flight compartment windows
Sensors, pitot probes and static ports
Waste-water drain mast.
A to B
DSC-30-10-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
GENERAL - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
RAIN REMOVAL
Ident.: DSC-30-10-10-00001156.0001001 / 29 MAR 12
Applicable to: ALL
Wipers and when necessary, fluid rain repellent, remove rain from the front windshield panels.
DSC-30-10-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-30-20-10-00001157.0002001 / 22 MAY 12
Applicable to: ALL
In flight, hot air from the pneumatic system heats the three outboard slats (3-4-5) of each wing.
Air is supplied through one valve in each wing.
The WING pushbutton on the ANTI ICE panel controls the valves.
When the aircraft is on ground, the flight crew can initiate a 30 s test sequence by turning the system
ON.
If the system detects a leak during normal operation, the affected sides wing anti-ice valve
automatically closes (Refer to DSC-36-10-50 LEAK DETECTION).
When wing anti-ice is selected, the N1 limit is automatically reduced, and the idle N1 is automatically
increased.
If the electrical power supply fails, the valves close.
DSC-30-20-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-20-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-30-20-20-00001158.0001001 / 16 MAR 11
Applicable to: ALL
(1)
A to B
DSC-30-20-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-20-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
SYS FAULT
SINGLE
CHIME
MASTER
CAUT
BLEED
HI PR
NIL
NIL
LOCAL
WARNING
FLT
PHASE
INHIB
NIL
3, 4, 5,
6, 7, 8
ANTI ICE
WING
FAULT lt
3, 4, 5, 7, 8
NIL
3, 4, 5, 7, 8
4, 5, 7, 8
MEMO DISPLAY
The WING A. ICE message is displayed in green, if the WING ANTI ICE pb-sw is ON.
DSC-30-20-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-20-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
WING
ANTI ICE
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
SHED
DSC-30-20-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-20-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-30-30-10-00001161.0002001 / 16 MAR 11
Applicable to: ALL
An independent air bleed from the high pressure compressor protects each engine nacelle from ice.
Air is supplied through a two-position (open and closed) valve that the flight crew controls with two
pushbuttons, one for each engine.
The valve automatically closes, if air is unavailable (engine not running).
When an engine anti-ice valve is open, the N1 limit is automatically reduced and, if necessary, the
idle N1 is automatically increased for both engines in order to provide the required pressure.
If electrical power fails, the valves open.
DSC-30-30-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-30-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-30-30-20-00001162.0004001 / 16 MAR 11
Applicable to: ALL
(1)
DSC-30-30-20 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-30-20 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
SINGLE
CHIME
MASTER
CAUT
NIL
LOCAL
FLTPHASE
WARNING
INHIB
ENG 1 (2)
ANTI ICE
FAULT lt
3, 4, 5, 7, 8
MEMO DISPLAY
This display shows ENG A. ICE in green, if one or both ENG ANTI ICE pb-sw are ON.
DSC-30-30-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-30-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
VALVE
DC
1
2
AC
ESS
EMER ELEC
DC
ESS
HOT
DC1
DC2
DSC-30-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-30-40-10-00001164.0001001 / 22 MAY 12
Applicable to: ALL
The aircraft uses electrical heating for anti-icing each windshield and demisting the cockpit side
windows.
Two independent Window Heat Computers (WHCs), one on each side, automatically regulate the
system, protect it against overheating, and indicate faults.
Window heating comes on:
automatically when at least one engine is running, or when the aircraft is in flight.
manually, before engine start, when the flight crew switches ON the PROBE/WINDOW HEAT
pushbutton switch.
Windshield heating operates at low power on the ground and at normal power in flight. The
changeover is automatic.
Only one heating level exists for the windows.
DSC-30-40-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-40-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-30-40-20-00001165.0001001 / 10 DEC 09
Applicable to: ALL
DSC-30-40-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-40-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
NIL
NIL
SD PAGE
CALLED
LOCAL
WARNINGS
FLT
PHASE
INHIB
NIL
NIL
3, 4, 5, 7, 8
DSC-30-40-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-40-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
WINDOW
HEAT
WHC
HEATING
POWER
1
2
L
R
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
DC1
DC2
AC1
AC2
DSC-30-40-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-40-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-30-50-10-00001167.0001001 / 22 MAY 12
Applicable to: ALL
DSC-30-50-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-50-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-30-50-20-00001168.0001001 / 16 MAR 11
Applicable to: ALL
(1)
PROBE/WINDOW HEAT pb
AUTO : Probes/Windows are heated automatically :
In flight, or
On the ground (except TAT probes) provided one engine is running.
ON
: Probes and windows are heated permanently. Blue light comes on.
DSC-30-50-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-50-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
3, 4, 5, 7, 8
SINGLE CHIME
MASTER
CAUT
NIL
NIL
4, 5, 8
DSC-30-50-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-50-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
AC
ESS
EMER ELEC
DC
ESS
X
HOT
CAPT
F/O
DC2
STBY
DC1
CAPT and STBY
DC1
STATICS
F/O
DC2
CAPT
X (1)
PROBE
PITOT
F/O
AC2
HEAT
STBY
AC1
CAPT
SHED
F/O
AC2
AOA
STBY
AC1
CAPT
AC1
TAT
F/O
AC2
(1) When AC1 and AC2 are lost and AIR DATA is switched to CAPT 3, the STBY pilot is switched to AC ESS bus and
CAPT pitot heating is lost.
PHC
DSC-30-50-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-50-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WIPERS
Ident.: DSC-30-60-10-00001170.0001001 / 10 DEC 09
Applicable to: ALL
Each front windshield has a dual-speed electric wiper, which are each controlled by a rotary selector.
RAIN REPELLENT (IF INSTALLED)
Ident.: DSC-30-60-10-00001171.0001001 / 10 DEC 09
Applicable to: ALL
In moderate to heavy rain, the flight crew can spray a rain repellent liquid on the windshield to
improve visibility.
After about 30 s, the windows are covered with spray.
Separate pushbuttons control rain repellent application on each side of the windshield.
A to B
DSC-30-60-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-60-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-30-60-20-00001173.0001001 / 16 MAR 11
Applicable to: ALL
(1)
(2)
DSC-30-60-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REAR COCKPIT
Ident.: DSC-30-60-20-00001174.0001001 / 16 MAR 11
Applicable to: ALL
(1)
(2)
DSC-30-60-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
RAIN
REMOVAL
WIPER
RAIN
REPELLENT
CAPT
F/O
CAPT
F/O
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
DC1
DC2
X
DC2
DSC-30-60-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-60-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-70-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-70-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
ICE DETECT
SYSTEM
DETECTOR 1
DETECTOR 2
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
AC1
AC2
DSC-30-70-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-30-70-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-30 Architecture
DISPLAY UNIT (DU)............................................................................................................................................... A
Display Management Computer (DMC).................................................................................................................. B
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)..................................................................................C
FLIGHT WARNING COMPUTER (FWC)................................................................................................................D
ATTENTION - GETTERS........................................................................................................................................ E
LOUDSPEAKER.......................................................................................................................................................F
EIS Block Diagram.................................................................................................................................................. G
DSC-31-PLP-TOC P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-20 Indications on SD
GENERAL................................................................................................................................................................ A
System Pages..........................................................................................................................................................B
STATUS PAGE........................................................................................................................................................C
Permanent Data.......................................................................................................................................................D
Amber Crosses "XX" on the SD..............................................................................................................................E
DSC-31-25-20 Example
1 - The ECAM Detects No Failure..........................................................................................................................A
2 - The ECAM Detects a Failure............................................................................................................................ B
3 - THE FLIGHT CREW FOLLOWS THE INSTRUCTION DISPLAYED ON THE E/WD....................................... C
4 - One of the Pilots Pushes the CLR Pushbutton on the ECP............................................................................. D
5 - One of the Pilots Pushes the CLR Pushbutton a Second Time........................................................................E
6 - One of the Pilots Pushes the CLR Pushbutton a Third Time............................................................................F
DSC-31-PLP-TOC P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-45 Indications on ND
GENERAL................................................................................................................................................................ A
ROSE Modes........................................................................................................................................................... B
ROSE LS Mode.......................................................................................................................................................C
ROSE VOR Mode................................................................................................................................................... D
ROSE NAV Mode/ARC Mode................................................................................................................................. E
Plan Mode................................................................................................................................................................ F
Weather Radar........................................................................................................................................................ G
Predictive Windshear System................................................................................................................................. H
EGPWS..................................................................................................................................................................... I
Flags and Messages Displayed on ND................................................................................................................... J
DSC-31-PLP-TOC P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-55 CLOCK
DSC-31-55-10 GENERAL
GENERAL................................................................................................................................................................ A
DSC-31-PLP-TOC P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-31-PLP-TOC
Indications on ND
DSC-31-40
Attitude Data
DSC-31-40
Altitude
DSC-31-45
ROSE Modes
Toc
Index
ID
Reason
1
C
DSC-31-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: DSC-31-05-10-00001182.0001001 / 10 DEC 09
Applicable to: ALL
The Electronic Instrument System (EIS) presents data on six identical Display Units (DUs):
The Electronic Flight Instrument System (EFIS) displays mostly flight parameters and navigation
data on the Primary Flight Displays (PFDs) and Navigation Displays (NDs).
The Electronic Centralized Aircraft Monitor (ECAM) presents data on the Engine/Warning Display
(E/WD) and System Display (SD) :
Primary engine indications, fuel quantity, flap and slat position
Warning and caution alerts, or memos
Synoptic diagrams of aircraft systems, and status messages
Permanent flight data
DSC-31-05-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT ARRANGEMENT
Ident.: DSC-31-05-20-00001183.0001001 / 10 DEC 09
Applicable to: ALL
DSC-31-05-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Three identical Display Management Computers (DMCs) obtain data from the different sensors
and computers, and send it to the display units. The display units then generate and display the
applicable images. Each DMC has a single DMC channel, and can simultaneously supply one PFD,
one ND and both ECAM display units (E/WD and SD).
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)
Ident.: DSC-31-05-30-00001186.0001001 / 10 DEC 09
Applicable to: ALL
The two identical SDACs acquire data, then generate signals. Some of these signals go to the three
DMCs, which use them to generate displays of system pages and engines parameters. Others go to
the flight warning computers, which use them to generate ECAM messages and aural alerts.
FLIGHT WARNING COMPUTER (FWC)
Ident.: DSC-31-05-30-00001187.0001001 / 10 DEC 09
Applicable to: ALL
The two identical FWCs generate alert messages, memos, aural alerts, and synthetic voice
messages. For this purpose they acquire data :
Directly from aircraft sensors, or systems, to generate red warnings.
Through the SDACs to generate amber cautions.
The ECAM display units display the alert messages generated by the FWCs.
The FWCs also generate :
Radio altitude callouts
Decision height callouts
Landing distance and landing speed increments.
A to D
DSC-31-05-30 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ATTENTION - GETTERS
Ident.: DSC-31-05-30-00001188.0001001 / 10 DEC 09
Applicable to: ALL
The FWCs also drive the attention-getters. Each pilot has a set of these on the panel under the
glareshield. They are :
A master warning light, that flashes MASTER WARN in red, for red warnings.
A master caution light, that illuminates MASTER CAUT in amber, for amber cautions.
LOUDSPEAKER
Ident.: DSC-31-05-30-00001189.0001001 / 10 DEC 09
Applicable to: ALL
The communications loudspeakers announce aural alerts and voice messages, and do so even
when they are turned off.
E to F
DSC-31-05-30 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-30 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-30 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A switch near the center of the SWITCHING panel which is located just above the ECAM control
panel, enables the flight crew to replace the Captain or First Officer's Display Management Computer
(DMC 1, or DMC 2) by DMC 3.
ECAM/ND SWITCHING
Ident.: DSC-31-05-40-00001193.0001001 / 10 DEC 09
Applicable to: ALL
A switch on the right-hand side of the SWITCHING panel enables the flight crew to transfer the
ECAM System Display to either the Captain or First Officer's Navigation Display.
EFIS SWITCHING
Ident.: DSC-31-05-40-00001194.0001001 / 10 DEC 09
Applicable to: ALL
A PFD/ND XFR pushbutton on each side console enables the pilot to swap displays to the respective
onside DUs.
A to D
DSC-31-05-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the lower ECAM display fails, or is switched off, the flight crew can display the system/status page
by :
Using the "ECAM/ND XFR" switch, on the SWITCHING panel, to display it on the NDU, or
Pushing and holding (for a maximum of 3 min) the related system page pushbutton, on the ECAM
control panel, to temporarily display it on the upper ECAM DU (instead of the engine/warning
page).
FAILURE OF BOTH ECAM DUs
Ident.: DSC-31-05-60-00001198.0001001 / 10 DEC 09
Applicable to: ALL
If a PFDU fails, the system automatically transfers the PFD image to the NDU.
A to D
DSC-31-05-60 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-60 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DU RECONFIGURATION
Ident.: DSC-31-05-60-00001200.0001001 / 10 DEC 09
Applicable to: ALL
DSC-31-05-60 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-05-60-00012844.0001001 / 20 DEC 10
Applicable to: ALL
These messages are displayed on either the EFIS or the ECAM Display Unit (DU) depending on the
current EFIS or ECAM configuration.
FAILURE OF A DU
Ident.: DSC-31-05-60-00012846.0001001 / 20 DEC 10
Applicable to: ALL
If a DU fails, the flight crew may find one of the following displays:
A blank screen with an F letter in amber, or
A distorted display, or
A blank screen with the INVALID DISPLAY UNIT message in amber.
FEEDBACK MESSAGES
Ident.: DSC-31-05-60-00012847.0001001 / 20 DEC 10
Applicable to: ALL
The DU displays the following messages in amber when the Display Management Computer (DMC)
detects a discrepancy between the parameters obtained by the DMC and the operational parameters
displayed on the DU:
CHECK CAPT PFD (CHECK F/O PFD) if the discrepancy concerns the PFD parameters
CHECK CAPT ND (CHECK F/O ND) if the discrepancy concerns the ND parameters
CHECK EWD if the discrepancy concerns the E/WD parameters
CHECK SD if the discrepancy concerns the SD parameters.
In addition, if the aircraft is on ground, the DU NOT MONITORED message is displayed in amber
when there is only one DMC, instead of two DMCs, that provides the affected DU with feedback
information.
This message means that there is either a DMC test in progress or that there is an EIS failure.
In the case of an EIS failure, a maintenance action is necessary.
F to H
DSC-31-05-60 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The DU displays the following messages along with a caution on the ECAM E/WD when there is a
discrepancy between the parameters displayed on the Captains EFIS and the First Officers EFIS:
Both PFDs display the message CHECK ATT if there is a discrepancy of at least 5 between the
attitude values, pitch and/or roll
Both PFDs display the message CHECK ALT if there is a discrepancy between the altitude
values greater than 250 ft when the flight crew selects a QNH different from STD, or 500 ft when
the flight crew selects a QNH STD
Both PFDs and NDs display the message CHECK HDG if there is a discrepancy of at least 5
between the heading values.
Note:
The message CHECK HDG flashes for a few seconds on the NDs, and then it remains
steady. If the flight crew selects the PLAN mode on the NDs the message CHECK HDG
does not appear.
DU RESET
In the case of a DU reset, the message SELF TEST IN PROGRESS can be displayed in green
and/or the message WAITING FOR DATA may be displayed in green during the EIS initialization.
I to J
DSC-31-05-60 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-05-60 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
ECAM DU ARRANGEMENT
Ident.: DSC-31-10-00001201.0002001 / 10 DEC 09
Applicable to: ALL
DSC-31-10 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
COLOR CODE
Ident.: DSC-31-10-00001202.0001001 / 10 DEC 09
Applicable to: ALL
The ECAM display uses a color code that indicates the importance of the failure or the indication.
RED
: The configuration or failure requires immediate action.
AMBER
: The flight crew should be aware of the configuration or failure, but need not take
immediate action.
GREEN
: The item is operating normally.
WHITE
: These titles and remarks guide the flight crew, as they execute various
procedures.
BLUE
: These are actions to be carried out, or limitations.
MAGENTA : These are particular messages that apply to particular pieces of equipment or
situations (inhibition messages, for example).
DSC-31-10 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
WARNING/CAUTION CLASSIFICATION
Ident.: DSC-31-10-00001203.0001001 / 17 FEB 11
Applicable to: ALL
FAILURE MODE
LEVEL
Level 3
SIGNIFICATION
AURAL
VISUAL
Continuous
Red warning : The configuration, or
MASTER WARN
Repetitive
failure requires immediate action :
light red flashing or
Chime (CRC) or
Aircraft in dangerous configuration,
specific red light
specific sound or
or limit flight conditions (eg: stall,
Warning message
synthetic voice
o/speed)
(red) on E/WD
System failure altering flight safety
Automatic call of
(eg : Eng fire, excess cab alt)
the relevant system
page on the S/D (1).
Level 2
Amber caution :
The flight crew should be aware of the
configuration or failure, but does not
need to take any immediate action.
However, time and situation permitting,
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)
Level 1
INFORMATION
ADVISORY
MEMO
(1)
Single Chime
(SC)
NONE
NONE
MASTER CAUT
light amber steady
Caution message
(amber) on E/WD
Automatic call of
the relevant system
page on the S/D (1).
Caution message
(amber) on E/WD
generally without
procedure.
Automatic call of
the relevant system
page on the S/D.
The affected
parameter pulses
green.
Green, Amber, or
Magenta message
on E/WD
DSC-31-10 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
PRIORITY RULES
Ident.: DSC-31-10-00001204.0001001 / 17 FEB 11
Applicable to: ALL
Independent :
Primary
Secondary
a failure that affects an isolated system or item of equipment without degrading the
performance of others in the aircraft.
a failure of a system or an item of equipment that costs the aircraft the use of other
systems or items of equipment.
the loss of a system or an item of equipment resulting from a primary failure.
AUDIO INDICATORS
AUDIO INDICATOR
CONTINUOUS
REPETITIVE CHIME
SINGLE CHIME
CAVALRY CHARGE (3)
MEANING
DURATION
RED WARNINGS
PERMANENT
AMBER CAUTION
A/P DISCONNECTION
BY TAKE OVER pb
0.5 s
1.5 s
A/P DISCONNECTION
DUE TO FAILURE
PERMANENT
TRIPLE CLICK
0.5 s. (3 pulses)
CRICKET
+
STALL message
(synthetic voice)
STALL
PERMANENT
AUDIO INDICATOR
CANCELLATION (1)
Press (1)
MASTER WARN lt
Second push on
TAKE OVER pb
Press
MASTER WARN lt
or TAKE OVER pb
NIL
Continued on the following page
D to F
DSC-31-10 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
AUDIO INDICATOR
MEANING
DURATION
CABIN CALL
BUZZER
3s
3 s REPEATED
3 TIMES
As long as outside pb pressed
SELCAL CALL
PERMANENT
WINDSHEAR
REPEATED 3 TIMES
NIL
PERMANENT
NIL
PERMANENT
NIL
Windshear ahead
detected caution message
PERMANENT
NIL
1.5 s
or
PERMANENT
new ALTITUDE
selection or press
MASTER WARN pb
PERMANENT
NIL
(Refer to DSC-34-70-10
Description)
PERMANENT
NIL
1s
NIL
RETARD"
(synthetic voice)
NIL
TCAS
(synthetic voice)
(Refer to DSC-34-80-20
Aural Messages)
Current thrust is not sufficient
to recover a positive flight
through pitch control
PERMANENT
NIL
Every 5 s until
thrust is increased
THRUST LEVER(s)
CONTINUOUS
BUZZER (2)
WINDSHEAR
(synthetic voice)
"GO AROUND WIND
SHEAR AHEAD"
(synthetic voice)
"WINDSHEAR AHEAD"
(twice) (synthetic voice)
"MONITOR
RADAR DISPLAY"
(synthetic voice)
C CHORD
AUTO CALL OUT
(synthetic voice)
GROUND PROXIMITY
WARNING
(synthetic voice)
PRIORITY LEFT PRIORITY
RIGHT (synthetic voice)
ALTITUDE ALERT
(Refer to DSC-31-40
Altitude Alert)
HEIGHT ANNOUNCEMENT
BELOW 2 500 ft
(Refer to DSC-34-40-10-A
Automatic Call Out - General)
NIL
NIL
Press
RESET key on ACP
DSC-31-10 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
AUDIO INDICATOR
MEANING
DUAL INPUT
(synthetic voice)
PITCH, PITCH
(Synthetic voice)
(1)
(2)
(3)
DURATION
Every 5 s
one time
NIL
DSC-31-10 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON E/WD
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-15-00001207.0003001 / 03 FEB 11
Applicable to: ALL
The Engine Warning Display (E/WD) appears on the ECAM's upper Display Unit (DU).
The upper part of this DU displays:
Engine parameters (Refer to DSC-70-90-A ECAM - Primary Parameter)
Feedback messages (Refer to DSC-31-05-60 Feedback Messages)
Fuel On Board (FOB) (Refer to DSC-28-20 ECAM Upper Display)
Slats/Flaps' position (Refer to DSC-27-20-30 ECAM F/CTL Page)
The lower part of this DU displays messages generated by the FWC:
Warning and caution messages, when a failure occurs
Memos when there is no failure.
DSC-31-15 P 1/6
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON E/WD
FLIGHT CREW
OPERATING MANUAL
The lower part of the DU, dedicated to ECAM messages, is divided into two sections that have
several lines each.
Bottom left : Primary or independent warnings and cautions, or
Memo information.
Bottom right : Title of the system affected by a primary or independent warning or caution,
in the case of overflow on the bottom left part, or
Secondary failure, or
Memo, or
Special lines (such as AP OFF, LAND ASAP).
As soon as the FWC detects a failure, and if there is no flight phase inhibition active, the E/WD
displays the title of the failure and actions that the flight crew must perform.
The action line automatically clears, when the flight crew has performed the necessary action.
Note:
Some action lines do not disappear from the E/WD even after the flight crew performs the
necessary action.
INDEPENDENT FAILURE
If there are too many ECAM messages for the amount of space available in the lower part of
the E/WD, a green arrow appears at the bottom of the display, pointing down to show that the
information has overflowed off the screen. The pilot can scroll down to view additional messages
by pushing the CLR pushbutton on the ECAM control panel (on the pedestal, just below the lower
ECAM DU).
A to B
DSC-31-15 P 2/6
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON E/WD
FLIGHT CREW
OPERATING MANUAL
The DU displays the overflow symbol, if primary or secondary failures overflow. In case of
ELEC EMER CONFIG, the secondary failures are inhibited.
FLIGHT PHASES
GENERAL
The FWC divides its functions according to these ten flight phases :
To improve its operational efficacy, the computer inhibits some warnings and cautions for certain
flight phases. It does so to avoid alerting the pilots unnecessarily at times when they have high
C to D
DSC-31-15 P 3/6
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INDICATIONS ON E/WD
workloads, such as during takeoff or landing. In these two phases, the DU displays magenta
memos : T.O. INHIBIT (flight phases 3, 4, and 5), and LDG INHIBIT (flight phases 7 and 8).
Note:
These flight phases are different from and independent of the ones that the FMGC uses.
Effect on E/WD :
(a)
The failure occurs during phase 1. The E/WD displays the warning immediately and
continues to display it as long as the failure is present, even in phase 2.
(b)
The failure occurs during phase 2. The E/WD displays the warning only when the aircraft has
entered phase 3, where it is not inhibited. Then the warning remains displayed as long as the
failure is present.
MEMOS
Ident.: DSC-31-15-A-NG00087
Applicable to: ALL
Ident.: DSC-31-15-A-00001211.0001001 / 10 DEC 09
DISPLAY
Memos appear in the lower part of the E/WD. They are normally in green, but may be amber in
abnormal situations.
Memos list functions or systems that are temporarily used in normal operations.
Each chapter of the Warning and Cautions section of this manual lists memo messages.
Ident.: DSC-31-15-A-00001212.0002001 / 03 FEB 11
DSC-31-15 P 4/6
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON E/WD
FLIGHT CREW
OPERATING MANUAL
(*)
This line disappears when the test is completed. It is replaced by TO CONFIG NORMAL, if
aircraft configuration is correct.
The test is requested again, if the configuration becomes abnormal.
(*)
CONF 3 is displayed in alternate or direct law, or if the GPWS LDG FLAP 3 pushbutton is
ON.
CONFIGURATION WARNINGS
The following warnings and cautions appear in the lower part of the E/WD if the aircraft is not in
takeoff configuration when the flight crew presses the TO CONFIG pushbutton on the ECAM control
panel or applies takeoff power.
DSC-31-15 P 5/6
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON E/WD
FLIGHT CREW
OPERATING MANUAL
WARNINGS/CAUTIONS
TO CONFIG TEST
TO POWER
TRIGGERED
TRIGGERED
NOT TRIGGERED
TRIGGERED if the
two GENs are inop.
NOT TRIGGERED
TRIGGERED
Red warning
Amber caution
DSC-31-15 P 6/6
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-20-00001215.0001001 / 10 DEC 09
Applicable to: ALL
The lower ECAM DU can display 12 system pages (For description see relevant FCOM chapter):
ENGINE (secondary engine parameters)
BLEED (air bleed)
CAB PRESS (cabin pressurization)
ELEC (electric power)
HYD (hydraulic)
FUEL (fuel)
APU (auxiliary power unit)
COND (air conditioning)
DOOR/OXY (doors/oxygen)
WHEEL (landing gear, braking, ground spoilers, etc.)
F/CTL (flight controls)
CRUISE (cruise)
The pilot may manually call up a system page for display on the lower ECAM DU, or the system may
automatically display a page.
Manual:
The pilot can, at any time, use the pushbutton on the ECAM's control panel to call up and
display any system page, except the CRUISE page.
The corresponding pushbutton on the ECAM control panel lights up.
A failure-related or advisory display automatically replaces a page the pilot has manually called
up.
Automatic, related to a failure:
The relevant system page automatically appears, as soon as any fault or malfunction triggers a
caution or warning message.
A to B
DSC-31-20 P 1/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
Automatic, advisory:
The relevant system page automatically appears, when a parameter drifts out of its normal
range.
The value (shown in green) pulses, as long as it is outside its limits.
The advisory mode is inhibited in some flight phases.
Note:
DSC-31-20 P 2/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
Phase 2 : The F/CTL page replaces the WHEEL page for 20 s when either pilot moves his
sidestick (more than 3 in pitch or roll) or when the rudder pedal deflection is more than 22 .
The APU page appears when the APU MASTER switch is ON. It disappears when APU RPM
has been above 95 % for 10 s, or when the APU MASTER switch is switched OFF.
The ENGINE page appears at the beginning of start sequence or when a pilot selects CRANK.
It disappears 10 s after the end of the start sequence, when the ENG MODE sel is set to
NORM.
For a description of the ENGINE and AIR indications that appear when the SD is displaying the
CRUISE page, see the relevant FCOM chapter.
DSC-31-20 P 3/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INDICATIONS ON SD
STATUS PAGE
Ident.: DSC-31-20-00001217.0001001 / 17 MAR 11
Applicable to: ALL
The status page displays an operational summary of the aircraft status after the SD has displayed a
failure. As shown in the illustration above, the summary includes :
DSC-31-20 P 4/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
(4)
Information : Green
(5)
(6)
(7)
(8)
The pilot scrolls the display to view overflow by pressing the CLR pushbutton.
Note:
The titles of the different parts of the display are white and underlined.
The STATUS page automatically appears, once the crew has cleared all the pages corresponding to
the current failure. The STATUS page also appears automatically during descent, when the slats are
extended, unless the page is empty. The pilot may manually call up the status page by pressing the
STS key on the ECAM control panel.
If the STATUS page holds messages other than CANCELLED CAUTION, or the MAINTENANCE
part, the E/WD screen shows STS (status reminder).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-31-20 P 5/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
If the STATUS page holds messages in the MAINTENANCE, part on engine shutdown, the
STS (status reminder) flashes on the E/WD screen.
The screen displays the MAINTENANCE, only when the aircraft is on ground, before engine start-up
or after engine shutdown (Phases 1 and 10).
PERMANENT DATA
Ident.: DSC-31-20-00001218.0028001 / 17 MAR 11
Applicable to: ALL
(1)
Temperature
The screen displays the Total Air Temperature (TAT) and Static Air Temperature (SAT) in
green.
International Standard Atmosphere temperature (ISA) is displayed in GREEN, in standard
altitude mode and when the SAT is valid.
(2)
G LOAD
The screen displays the load factor (G LOAD) in amber, when the value is above 1.4 g or
below 0.7 g. The display of the load factor is inhibited during flight phases 1, 2 and 3.
(3)
UTC
The screen displays the Universal Time Coordinated (UTC), synchronized with the cockpit
clock, in green.
(4)
GW
The screen displays the Gross Weight (GW) in green, as soon as the flight crew starts the first
engine. The last two digits are dashed, if accuracy is degraded. On ground, blue dashes are
displayed instead of the indication, if no computed data is available.
Note:
When the Fuel On Board (FOB) indicated on the ECAM exceeds 23 200 kg
(51 147 lb), the GW indication is inaccurate. When the FOB on the ECAM goes below
23 200 kg (51 147 lb) GW accuracy is recovered.
C to D
DSC-31-20 P 6/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
If a parameter value on any SD page is not available for display, amber crosses "XX" appear instead
of the value.
DSC-31-20 P 7/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON SD
FLIGHT CREW
OPERATING MANUAL
DSC-31-20 P 8/8
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-25-10-00001219.0001001 / 10 DEC 09
Applicable to: ALL
DSC-31-25-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-25-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-25-20 P 1/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-25-20 P 2/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight crew switches off the BLUE ELEC PUMP pushbutton, depressurizing the blue hydraulic
circuit.
DSC-31-25-20 P 3/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATIONS
DSC-31-25-20 P 4/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATIONS
The CLR pushbutton stays on.
The FAULT/OFF light stays on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to D
DSC-31-25-20 P 5/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Hydraulic system messages disappear from the E/WD, and the right side of the memo area
indicates a secondary failure in the flight control system.
The SD automatically calls up the flight control system page, with surface actuator indications
(associated with the blue hydraulic system) shown in amber.
DSC-31-25-20 P 6/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATIONS
DSC-31-25-20 P 7/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATIONS
The CLR pushbutton light goes off.
The FAULT/OFF lights stay on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
E to F
DSC-31-25-20 P 8/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-25-20 P 9/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-25-20 P 10/10
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
OEB REMINDER
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-27-00001226.0001001 / 20 DEC 10
Applicable to: ALL
The OEB reminder function provides operational help to the crew by enabling them to clearly identify
(on the ECAM) all procedures and status messages affected by an OEB.
When a situation leading to a warning/caution occurs, a message informs the crew in real time that
an OEB exists for the displayed warning and/or status and, consequently, that the procedure and/or
status presented on the ECAM is not applicable.
Then the crew must refer to the QRH where the correct information is provided.
DESCRIPTION
Ident.: DSC-31-27-00001227.0003001 / 22 MAY 12
Applicable to: ALL
A to B
DSC-31-27 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
OEB REMINDER
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATION
DSC-31-27 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
OEB REMINDER
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATION
DSC-31-27 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
OEB REMINDER
FLIGHT CREW
OPERATING MANUAL
COCKPIT INDICATION
OEB DATABASE
Ident.: DSC-31-27-00001228.0001001 / 10 DEC 09
Applicable to: ALL
The OEB database lists the warnings and cautions affected by an OEB.
The OEB database can be :
Loaded manually on the aircraft via the MCDU, and stored in both FWCs.
Crossloaded from one FWC to the other FWC.
Updated by entering a code via the MCDU.
Checked via the MCDU.
Note:
The code provided on the OEB is designed to ensure that the OEB database is not updated
before the OEB is available.
B to C
DSC-31-27 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM CONTROLS
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
When the pilot turns the UPPER DISPLAY knob to OFF, the engine/warning (E/W)
display appears on the lower display unit (automatic transfer).
(3)
RCL pb
If the flight crew pushes the RCL pb , the E/WD displays:
DSC-31-30 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM CONTROLS
FLIGHT CREW
OPERATING MANUAL
All warning, caution messages, and status pages that have been suppressed by the
activation of the CLR pb, and
All the alerts that are still active but inhibited in the whole active flight phase.
If there are no suppressed warnings or cautions, the E/WD shows NORMAL for 5 s.
If the flight crew holds this pushbutton down for more than 3 s, the E/WD displays any caution
messages that were suppressed by the EMER CANC pb.
(4)
STS pb
The pilot pushes this pushbutton to display the STATUS page on the lower SD. The pushbutton
remains lit, as long as the SD displays the STS page. If the system has no status messages,
the status page displays NORMAL for 5 s.
The pilot can clear the STATUS page by pushing the CLR pb, or by pushing the STS pb a
second time.
When only one ECAM display is on :
It displays the STATUS page only when the pilot pushes the STATUS pushbutton and holds
it. He can display the next STATUS page, if any, by releasing the pushbutton and pushing it
again (before 2 s have elapsed). The new page then appears after a short delay.
The pilot can keep the STS pb pressed to display the STATUS page for a maximum of
3 min, after which the ECAM automatically displays the engine/warning page.
(5)
CLR pb
This pushbutton remains lit as long as the E/WD is displaying a warning or caution message, or
a status message on the SD.
If it is lit, pressing it changes the ECAM display.
(6)
ALL pb
When this pushbutton is pressed and held down, the SD successively displays all the system
pages at one-second intervals.
If the ECAM control panel fails, the pilot can use this pushbutton to page through the system
pages until he comes to the one he wants to look at. He then releases the pushbutton to select
that page.
DSC-31-30 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM CONTROLS
FLIGHT CREW
OPERATING MANUAL
(7)
EMER CANC pb
This pushbutton affects the following :
Warnings :
Cancel (stop) an aural warning for as long as the failure condition continues
Extinguishes the MASTER WARNINGS lights
Does not affect the ECAM message display.
Cautions :
Cancel any present caution (single chime, MASTER CAUTION lights, ECAM message) for
the rest of the flight
Automatically calls up the STATUS page, which displays CANCELLED CAUTION and
the title of the failure that is inhibited.
The inhibition is automatically suppressed when Flight Phase 1 is initiated. The pilot may
restore it manually by pressing the RCL pb for more than 3 s.
Note:
(8)
T.O CONFIG pb
This pushbutton simulates the application of takeoff power. This is a test that triggers a
warning, if the aircraft is not in takeoff configuration. (Refer to DSC-31-15 Configuration
Warnings).
If the configuration is correct, the E/WD displays the TO CONFIG NORMAL message in the
TO MEMO section.
Note:
If the ECAM control panel fails, the CLR, RCL, STS, EMER CANC, and ALL
pushbuttons remain operative, because their contacts are directly wired to the flight
warning and display management computers.
DSC-31-30 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM CONTROLS
FLIGHT CREW
OPERATING MANUAL
SWITCHING PANEL
Ident.: DSC-31-30-00001230.0002001 / 17 MAR 11
Applicable to: ALL
ON PEDESTAL
(1)
(2)
If a DMC fails, each of its associated DUs displays an INVALID DATA message.
If both ECAM DUs (E/WD and SD) fail, the flight crew may use this switch to
transfer the E/WD display to either navigation display. In this case, the ECAM ON
ND message is not displayed.
DSC-31-30 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM CONTROLS
FLIGHT CREW
OPERATING MANUAL
ATTENTION GETTERS
Ident.: DSC-31-30-00001231.0001001 / 10 JAN 11
Applicable to: ALL
(1)
(2)
DSC-31-30 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ECAM CONTROLS
FLIGHT CREW
OPERATING MANUAL
DSC-31-30 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-40-00001232.0003001 / 22 MAY 12
Applicable to: ALL
The Primary Flight Display (PFD) provides the following information to the flight crew:
Attitude and guidance
Airspeed
Altitude (BARO and radio) and vertical speed
Heading and track
FMGS modes (Flight Mode Annunciator)
Vertical and lateral deviations
Radio navigation information (ILS, DME).
The FWC monitors main parameters such as attitude, heading, and altitude. For more information,
Refer to DSC-31-40 Flags and Messages Displayed on PFD.
DSC-31-40 P 1/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
DSC-31-40 P 2/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
ATTITUDE DATA
Ident.: DSC-31-40-00001234.0003001 / 15 JUN 12
Applicable to: ALL
1
(1)
(2)
Roll Scale
This scale is in white, and has markers at 0, 10, 20, 30, and 45 of bank.
DSC-31-40 P 3/32
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
(5)
(6)
In case of engine failure at takeoff or go around, the sideslip index changes from yellow to blue.
Note:
When this index is centered with the roll index, the sideslip equals the sideslip target for
optimum aircraft performance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-31-40 P 4/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
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INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
AIRSPEED
Ident.: DSC-31-40-00001235.0004001 / 18 MAR 11
Applicable to: ALL
(1)
(2)
(3)
DSC-31-40 P 5/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
When the target speed is off the speed scale, its value is displayed as numbers, either above
or below the speed scale.
(4)
(5)
(6)
DSC-31-40 P 6/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
(4)
VMAX
The lower end of a red and black strip along the speed scale defines this speed.
It is the lowest of the following:
VMO or the speed corresponding to MMO
VLE
VFE
(Refer to PRO-SUP-10 Characteristic Speeds)
(5)
DSC-31-40 P 7/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
(4)
VFE NEXT
The VFE next symbol is an amber equal sign showing the VFE corresponding to the next flap
lever position.
It appears when the aircraft altitude is below 15 000 ft or 20 000 ft, depending upon the FAC
standard. (Refer to PRO-SUP-10 Protection Speeds).
(5)
DSC-31-40 P 8/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INDICATIONS ON PFD
(1)
Altitude Indication
This appears both as a white moving scale, and as a green digital readout on a grey
background. Small white marks are positioned on the scale against the round values (e.g.
280, 290...). NEG appears in the window in white for negative values. The altitude window
changes from yellow to amber, if the aircraft deviates from the FCU-selected altitude or flight
level.
On any approach for which an minimum is entered in the FMGS, the altitude numbers change
from green to amber, when the aircraft goes below the minimum.
DSC-31-40 P 9/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
(4)
Barometric Reference
The display shows STD or it shows QNH or "QFE" and the numerical setting in
hectoPascals or inches of mercury.
It pulses when the selection made by the flight crew is not correct (STD not selected above
transition altitude in climb or STD still selected in approach below transition level).
DSC-31-40 P 10/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-31-40 P 11/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
ALTITUDE (CONT'D)
Ident.: DSC-31-40-00006121.0002001 / 10 DEC 09
Applicable to: ALL
(1)
Radio Height
A value appears, when the aircraft is lower than 2 500 ft.
If a DH has been entered, the radio height appears :
In green, when DH + 100 ft < RA < 2 500 ft
In amber, when RA < DH + 100 ft
If NO is entered as the DH on the MCDU APPROACH page, 0 ft becomes a default value.
When the aircraft reaches the decision height selected on the MCDU, DH letters flash amber
for 9 s, then remain amber above the radio height indication.
If no DH has been entered, or if both FMGCs fail, the radio height appears :
In green, when 400 ft < RA < 2 500 ft
In amber, when RA 400 ft
The radio altitude indication changes every 10 ft down to 50 ft, then every 5 ft down to 10 ft,
then every foot.
DSC-31-40 P 12/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
Ground reference
A red ribbon on the right of the altitude scale represents the field elevation. This ribbon, which
is driven by the radio altimeter signal, is displayed below 570 ft.
It moves up, as does the lower line of the attitude sphere, with the altitude scale as the aircraft
descends. When the aircraft has touched down, the top of this ribbon is at the middle of the
altitude window.
VERTICAL SPEED
The displayed vertical speed information is normally based on both inertial and barometric data. If
inertial data is not available, it is automatically replaced by barometric information.
In this case, the window around the numerical value becomes amber.
DSC-31-40 P 13/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
Analog pointer
This pointer, which is normally in green, points to a white vertical speed scale, displayed on a
grey background and graduated at intervals of 500 ft/min.
If the V/S is greater than 6 000 ft/min, the pointer stays at the end of the scale.
(2)
Digital indication
This number, normally in green, is the vertical speed in hundreds of feet per minute.
It disappears, if the vertical speed is less than 200 ft/min.
The analog pointer and the digital indication become amber, if:
V/S is greater than 6 000 ft/min, (climb or descent)
V/S is greater than 2 000 ft/min, during descent when 1 000 ft < RA < 2 500 ft, or
V/S is greater than 1 200 ft/min, during descent and RA < 1 000 ft.
Note:
DSC-31-40 P 14/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
HEADING
Ident.: DSC-31-40-00001240.0002001 / 22 MAY 12
Applicable to: ALL
(1)
(2)
(3)
DSC-31-40 P 15/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
The aircraft flies a track of 009 (heading 360 , wind from west) and descends
with a flight path angle of minus 7.5 .
DSC-31-40 P 16/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
GUIDANCE
Ident.: DSC-31-40-00001242.0001001 / 18 MAR 11
Applicable to: ALL
Two completely different flight director modes are available, each with its own characteristic symbols.
The symbol displayed corresponds to the basic operating reference the pilot has selected either
HDG V/S or TRK FPA.
In normal operation, PFD1 displays FD1 orders.
If FD1 fails, PFD1 automatically displays FD2 orders on PFD1, the FD2 indication in the right column
of the FMA flashes for a few seconds.
This is also applicable to FD2 orders, that are displayed on PFD2.
IF THE CREW HAS SELECTED HDG V/S TO BE THE BASIC REFERENCE :
The PFD displays FD bars in green. They automatically move out of view at touchdown in ROLL
OUT mode.
They flash for 10 s, and then remain steady, if the following occur :
A reversion to the HDG V/S basic mode (manual or automatic), or
The selected flight level is changed, when ALT CAPTURE mode is engaged, or
The loss of LOC or G/S in LAND mode or loss of LAND mode, or
At the first AP or FD engagement.
The PFD displays a yaw bar in green below 30 ft radio altitude, if a localizer signal is available:
During takeoff (in RWY mode)
Upon landing (in FLARE and ROLL OUT mode).
DSC-31-40 P 17/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-31-40 P 18/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-31-40 P 19/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
TRAJECTORY DEVIATION
Ident.: DSC-31-40-A-NG00088
Applicable to: ALL
Ident.: DSC-31-40-A-00001243.0003001 / 18 MAR 11
ILS APPROACH
(1)
(2)
DSC-31-40 P 20/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
0ne dot represents a deviation of 0.8 on the localizer scale, and 0.4 on the glideslope
scale.
Ident.: DSC-31-40-A-00001244.0003001 / 22 MAY 12
(1)
(2)
(3)
Marker Indications
OM appears in blue, when the aircraft flies over the outer marker.
MM appears in amber, when it flies over the middle marker.
DSC-31-40 P 21/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
IM appears in white, when it flies over an airways marker beacon or the ILS inner marker.
(4)
ILS Message
This flashes amber, when the APPR mode is armed and the ILS display is not selected.
(1)
DSC-31-40 P 22/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
For a detailed discussion of legends and messages that may appear during FMGS operations, see
FLIGHT GUIDANCE chapter (Refer to DSC-22_30-100-A Flight Mode Annunciator (FMA) - General).
DSC-31-40 P 23/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
The FWC generates an altitude warning (C chord sound and PFDs altitude window pulses in yellow
or flashes in amber), when the aircraft approaches a preselected altitude or flight level, or when it
deviates from its selected altitude or flight level.
This warning results from a comparison between the altitude (ADIRS) and the preselected altitude
displayed on FCU.
M to N
DSC-31-40 P 24/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
Selecting a new altitude, or pushing the ECAMs EMER CANC pushbutton, or pressing either
MASTER WARN pushbutton, cancels the continuous C chord.
Selecting a new altitude stops the flashing of the altitude window.
The altitude alert is inhibited:
When the slats are out, with the landing gear is selected down, or
In approach after the aircraft captures the glideslope, or
When the landing gear is locked down.
DSC-31-40 P 25/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
CHECK ATT, CHECK CAPT (F/O) PFD, CHECK EWD, DU NOT MONITORED (amber)
For more information, Refer to DSC-31-05-10 Introduction
(3)
SI flag (red)
If the sideslip information is lost or any reverse is deployed in flight, the index disappears and a
red SI flag appears.
DSC-31-40 P 26/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(4)
(5)
FD flag (red)
If both FMGCs fail, or if both FDs are disengaged and the FD pb is on and the attitude is valid,
a red FD flag appears.
(6)
(7)
(8)
(9)
DSC-31-40 P 27/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
DSC-31-40 P 28/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
Note:
1. All flags, except, V1 INOP which is steady, flash for 9 s, then remain steady.
2. For information on the TCAS flag, Refer to DSC-34-80-20 PFD Indications.
BACKUP SPEED/ALTITUDE SCALE
GENERAL
A backup speed scale and a backup altitude scale replace simultaneously the normal speed and
altitude scales when all the three ADRs are switched OFF. This enables the flight crew to fly at a
safe speed and altitude in case of an unreliable speed/altitude indication.
The backup speed scale information is based on the angleofattack, and depends on the slat/flap
configuration.
The backup altitude scale displays the GPS altitude.
BACKUP SPEED SCALE
(1)
DSC-31-40 P 29/32
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(2)
Amber area:
This amber area indicates excessive speed range while keeping an appropriate margin to
the maximum structural speeds.
(3)
GREEN area:
The green area indicates the safe speed range.
(4)
(5)
(6)
Amber area:
The amber area indicates too low speed while keeping an appropriate margin to the stall
speed.
(7)
DSC-31-40 P 30/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Altitude indication:
Amber dashes appear over the last two digits to indicate a degraded altitude display mode.
DSC-31-40 P 31/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON PFD
FLIGHT CREW
OPERATING MANUAL
DSC-31-40 P 32/32
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-45-00001249.0003001 / 10 DEC 09
Applicable to: ALL
There are five different displays (five modes to display navigation information) :
ROSE LS
ROSE VOR
ROSE NAV
ARC
PLAN
The Navigation Display (ND) can provide a weather radar image in all modes, except PLAN.
ROSE MODES
(1)
A to B
DSC-31-45 P 1/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(2)
Aircraft heading
The fixed yellow lubber line points to the aircraft magnetic heading on the moving white
compass rose. Small white triangles are fixed at 45 intervals on the circumference of the
compass rose.
TRUE appears at the top of the compass rose, when it is displaying true heading instead of
magnetic heading (latitude above 73 North or 60 South).
(3)
(4)
(5)
(6)
(7)
NAVAIDs
When the ADF-OFF-VOR selector switch on either the pilot's or copilot's EFIS control panel is
set to ADF or VOR, the onside ND displays the following characteristics of the corresponding
NAVAID in white for VOR or in green for ADF (left side for receiver 1 and right side for receiver
2):
Type of NAVAID (ADF or VOR)
Shape and color of the associated bearing pointer (if the bearing pointer is in view).
NAVAID identification (or frequency by default)
DME distance if a DME is collocated with the selected VOR. ADF and DME distance are
never displayed at the same time.
Mode of tuning
M for a NAVAID tuned manually by the pilot through the MCDU (underlined and dimmed),
R for a NAVAID tuned from an RMP (Radio Management Panel) (underlined and
dimmed),
Nothing for a NAVAID tuned automatically by the FMGC.
If reception fails, the ND stops displaying the associated data (except for the identification or
frequency).
DSC-31-45 P 2/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INDICATIONS ON ND
(8)
(9)
(1)
DSC-31-45 P 3/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
The ILS is selected either by the FMGC (autotuned or manually) or through the RMP in backup
mode. If no course has been entered, the value defaults to 360 .
(2)
(3)
(4)
(5)
DSC-31-45 P 4/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
(4)
DSC-31-45 P 5/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
ROSE NAV and ARC modes give the pilot the same information, but ARC mode limits it to the
forward 90 sector.
DSC-31-45 P 6/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Fligght Plan
The crew can use the MCDU to select various types of flight plan:
The active flight plan (the flight plan the aircraft is actually following when the NAV mode is
engaged) is represented by a continuous green line. The ND shows only the part of the flight
plan that is ahead of the aircraft, as well as the waypoints that are still to be overflown and
the waypoint from which the aircraft is coming.
The ND does not show a SID or a STAR, except for the last waypoint of the SID and the first
waypoint of the STAR, when the selected range is 160 or 320 nm.
If the primary flight plan is not active, it is represented by a dotted green line.
A continuous blue line portrays the missed approach procedure, and a dashed blue line
portrays the flight plan to the alternate.
The missed approach and the alternate flight plan are displayed when:
In ARC or ROSE NAV mode, a missed approach waypoint or an alternate flight plan
waypoint is displayed on the onside MCDU.
In PLAN mode a missed approach or alternate waypoint is displayed in the 2L field of the
onside MCDU.
The secondary flight plan is represented by a continuous white line. The ND continues to
display the active flight plan
Temporary flight plan
The revised portion of the flight plan is represented by a dotted yellow line
Flight plan capture
When the aircraft is off the primary flight plan and is flying toward it in HDG mode with the
NAV mode armed, the ND shows the new active flight plan as a continuous green line if the
FMGC has computed the intercept path.
The part of the flight plan before the interception point shows as a dotted green line.
DSC-31-45 P 7/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(3)
Waypoint
The ND can display various kinds of waypoints:
Flight plan waypoints
The ND displays these as green diamonds (white, for TO waypoints). When the flight
crew selects the WPT option on his EFIS control panel, all waypoints other than flight plan
waypoints are displayed in magenta.
Pseudo waypoint
Point of the flight path where the aircraft is predicted to reach a selected altitude or speed.
Pseudo
waypoint
Definition
Level symbol (top of climb or level-off position), when the aircraft reaches:
The FCU-selected altitude (blue arrow), or
The constrained altitude, if it is more restrictive than the FCU altitude and if appropriate modes are
engaged (magenta)
It does not appear when the aircraft is within 100 ft above, or below, the selected altitude.
Top of descent symbol, or continue descent symbol:
White, if DES is not armed
Blue, if DES is armed.
Continued on the following page
DSC-31-45 P 8/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
Pseudo
waypoint
Definition
Start of CLIMB symbol:
White, if CLB is not armed
Blue, if CLB is armed.
Intercept point symbol:
White, if only the NAV mode is engaged
Blue, if DES mode is engaged
Indicates the point at which the aircraft is predicted to intercept the descent path, if there is any vertical
deviation while the aircraft is in DES mode.
DSC-31-45 P 9/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(4)
TO waypoint
This is the next waypoint to be overflown.
This area of the screen also shows:
Waypoint identification (white)
Track to go (green)
Distance to go (green)
Estimated time of arrival (green), assuming the aircraft will fly directly from its present
position to the TO waypoint at the current ground speed.
DSC-31-45 P 10/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(5)
NAVAIDs
The display uses specific symbols for NAVAIDs:
DME or TACAN
+
VOR
VOR/DME
NDB
The symbol appears:
In green if the NAVAID is a current waypoint of the flight plan
In white if it is the TO waypoint
In blue when the NAVAID is tuned for display either automatically by the FMGC or manually
through the MCDU
In magenta when the NAVAID is not part of the flight plan and is called for display as an
option (corresponding option pushbutton pressed on the FCU EFIS control panel).
(6)
Airport
Airport included in the flight plan:
If the runway is not specified, the airport is represented by a star and the identification is
displayed in white.
Example: * LSGG
If the runway is specified, it is represented by an oriented runway symbol in white.
DSC-31-45 P 11/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(8)
(9)
DSC-31-45 P 12/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
DSC-31-45 P 13/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INDICATIONS ON ND
For shorter range scales, and if the procedure turn or the holding pattern is in the next or the
active leg, the display shows the full circuit or pattern.
This mode statically displays the flight plan legs on a map oriented to true north. The map is centered
on a map reference point, that the pilot selects by scrolling to it on his MCDU.
The map reference point is the waypoint displayed on the second line of the MCDU's F-PLN page. It
can either be the active waypoint (next waypoint to be overflown), or any other waypoint of the flight
plan.
The pilot can scroll through the overall flight plan, and display it in PLAN mode.
The pilot chooses the scale of the map with the range selector (the diameter of the outer circle
corresponds to the selected range).
DSC-31-45 P 14/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
Data on NAVAIDs and on their characteristics and associated bearing pointers are not available in
this mode.
(1)
(2)
(3)
DSC-31-45 P 15/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
WEATHER RADAR
Ident.: DSC-31-45-00001255.0007001 / 22 MAY 12
Applicable to: ALL
(1)
DSC-31-45 P 16/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(2)
Tilt Angle
The multiscan function of the weather radar alternatively scans at low and high beam, and
automatically sets the tilt of these beams to optimize the weather radar detection. The
displayed weather radar picture is the result of the storing and merging of the information
from each beam.
The value of the tilt angle is in degrees, and quarters of a degree. It appears in the lower
right corner of the screen:
In green, when the MULTISCAN sw is set to AUTO. This value represents the average of
the lower and the upper beam tilts.
In blue, next to the blue MAN indication, when the flight crew sets the MULTISCAN sw to
MAN.
The tilt angle is the angle between the horizon and the radar beam axis.
When the multiscan function is lost, the tilt value is dashed and the NO AUTO TILT
message appears in amber on the ND, until the flight crew sets the MULTISCAN sw to
MAN.
(3)
Gain Mode
MAN appears in white, when the flight crew selects the manual gain mode.
(4)
Failure Messages
The ND lists the detected failures.
If the message is in red, the ND does not display a radar image.
If the message is in amber, the image is not affected.
WXR RT (red)
: Radar transceiver failure.
WXR ANT (red)
: Radar antenna failure.
WXR CTL (red)
: Radar control unit failure.
WXR RNG (red)
: Range error.
WXR WEAK (amber)
: Calibration failure.
WXR ATT (amber)
: Attitude control failure.
WXR STAB (amber)
: Antenna stabilization failure.
(5)
PAC alert
When the flight crew sets the weather radar mode to WX or WX + T, and sets the gain to CAL,
and when the aircraft is within 80 nm of a thunderstorm, the Path Attenuation Compensation
(PAC) alert is available.
The PAC alert displays a yellow arc on the outermost scale of the ND, when an intervening
rainfall creates an attenuated area behind a thunderstorm (also called a radar shadow).
DSC-31-45 P 17/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
Note:
The PAC alert is available during both automatic and manual operation (MULTISCAN
sw either in AUTO or MAN position).
PREDICTIVE WINDSHEAR SYSTEM
(1)
G to H
DSC-31-45 P 18/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
EGPWS
Ident.: DSC-31-45-00009586.0012001 / 22 MAY 12
Applicable to: ALL
DSC-31-45 P 19/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(1)
DSC-31-45 P 20/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
Note:
(2)
Areas without available terrain data in the EGPWS database appear in magenta
The reference altitude is computed based on the current aircraft altitude or, if
descending more than 1 000 ft/min, the altitude expected in 30 s
In case of flight above the maximum elevation number, the relief between the
minimum and maximum displayed elevations is displayed by using three different
green levels.
(3)
TERR indication
To differentiate between the terrain and the weather display, the weather radar TILT is replaced
by a blue TERR, and the terrain display sweeps from the center outward to both ND sides.
(4)
(5)
(6)
DSC-31-45 P 21/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(7)
INDICATIONS ON ND
The elevations shown on the ND correspond to the terrain included in the selected
ND range, ahead of the aircraft. In ARC mode, the elevations are linked with the
terrain displayed on the ND. In ROSE mode, the elevations may not represent the
lowest and highest terrain currently displayed on the ND.
FLAGS AND MESSAGES DISPLAYED ON ND
(1)
(2)
DSC-31-45 P 22/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(3)
(4)
(5)
(6)
(7)
(8)
DSC-31-45 P 23/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
(9)
Other messages
MAP PARTLY
DISPLAYED (amber)
OFFSIDE FM CONTROL :
(amber)
GPS PRIMARY (white, :
boxed white)
GPS PRIMARY LOST
(amber, boxed white)
(green)
:
:
DSC-31-45 P 24/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
Note:
For information about the TCAS messages: Refer to DSC-34-80-20 TCAS Messages.
For information about the TCAS messages: Refer to DSC-34-80-20 TCAS Messages.
DSC-31-45 P 25/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
INDICATIONS ON ND
FLIGHT CREW
OPERATING MANUAL
DSC-31-45 P 26/26
18 SEP 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
EFIS CONTROLS
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
b. Inner knob
DSC-31-50 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
EFIS CONTROLS
FLIGHT CREW
OPERATING MANUAL
Pulling the knob selects the standard BARO reference setting. The PFD then displays
STD. (Rotating the knob has no effect.)
Pushing the knob from the STD position makes the last selected QFE or QNH BARO
setting available.
Pushing the knob again changes from QNH to QFE or vice versa.
The window displays QNH or QFE according to the pilot selection.
Note:
QFE option is a pin program installed on the FMGC. The FMGC operates using the
selected pin program (QNH or QFE), independently of the BARO reference setting
selected on the EFIS CTL panel.
(3)
FD Pushbutton
Pushing this button removes the FD bars from the associated PFD (or removes the flight path
director symbol if the TRK FPA reference is selected).
The pushbutton light goes out.
Pushing it again restores the FD bars (or the FPD symbol) and the green pushbutton light
comes on.
(4)
LS Pushbutton
Pushing this button displays the localizer and glide slope scales on the PFD.
Deviation symbols appear if there is a valid ILS signal.
The green pushbutton light comes on.
(5)
(6)
If the mode or the range data fails, the default selection is the ROSE NAV mode and
80 nm range.
(7)
(8)
DSC-31-50 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
EFIS CONTROLS
FLIGHT CREW
OPERATING MANUAL
(1)
OFF/BRT knobs
These knobs turn the PFD and ND display units on and off, and control their brightness.
The display brightness adjusts automatically for changing light conditions, and is also
adjusted manually.
PFD Brightness Control Knob
Rotating this knob all the way counterclockwise switches off the PFD. In this case, the PFD
image is automatically displayed on the NDU, but the pilot may recover the ND by means of the
PFD-ND XFR pushbutton .
ND Brightness Control Knob
The outer knob controls the brightness of both the weather radar image and EGPWS terrain
display.
The inner knob controls the general brightness of the ND symbols.
Rotating this knob all the way counterclockwise switches off the NDU.
(2)
PFD/ND Pushbutton
Pushing this button interchanges the PFD and the ND.
DSC-31-50 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
EFIS CONTROLS
FLIGHT CREW
OPERATING MANUAL
(1)
CHRONO Pushbutton
Pushing this button displays chronometer time on the onside ND.
Pushing it again freezes the displayed value.
Pushing it a third time resets the chronometer, and the chronometer time disappears from the
display.
B to C
DSC-31-50 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
CLOCK - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-55-10-00001260.0002001 / 07 FEB 11
Applicable to: ALL
DSC-31-55-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
CLOCK - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-31-55-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-31-55-20-00001261.0003001 / 16 MAR 11
Applicable to: ALL
(1)
(2)
(3)
(4)
CHR pushbutton
First push
: starts the CHR counter
Second push : stops the CHR counter, keeps the display at its last indication.
(5)
DSC-31-55-20 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
ET selector
RUN
STP
spring loaded RST
Note:
(7)
A cumulative elapsed time can be realized by alternatively setting this switch in RUN
and STP position.
DATE/SET pushbutton
First push
: sets the clock to date mode. The UTC time display is replaced by the date
(day month year).
Second push : sets the clock to time mode. The date display disappears.
Note:
(8)
:
:
:
in order to select the date mode, the UTC selector must be set on GPS or INT
position.
UTC selector
GPS : Time (or date, if selected) is displayed, and this data is synchronized on GPS
information.
Note:
INT :
Note:
SET :
If the signal between the GPS and the clock is not detected, dashes are displayed.
Only the INT and SET positions are then available.
If the signal is detected, but GPS data is invalid, the clock automatically runs on its
internal time.
The clock will automatically resynchronize on the GPS information, as soon as the
GPS data becomes available.
Internal time (or date, if selected) is displayed.
The clocks internal time is initialized with the latest valid GPS information.
If there is no valid GPS information at power up, the internal time will be 00:00:00,
until the clock is initialized.
Allows the internal time and date to be initialized.
INTERNAL TIME AND DATE INITIALIZATION
Set the UTC selector on SET. The minute digits flash, and the seconds digits are blank.
To increase data, turn the DATE/SET button clockwise.
To decrease data, turn the DATE/SET button counterclockwise.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-31-55-20 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
:
:
:
:
Switch the UTC selector to the INT position, and the clock starts with the seconds digits at 00.
Note:
This process must be completed in less than one minute. Otherwise, it will be necessary to
reset the CFDS in order to synchronize the lower ECAM time display with the cockpit clock
display. Resetting the CFDS is a maintenance operation.
DSC-31-55-20 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-55-20 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-31-60-10-00001262.0002001 / 20 DEC 10
Applicable to: ALL
The Flight Data Recording System, which records the mandatory parameters, consists of the
following components:
A Flight Data Interface and Management Unit (FDIMU)
A Digital Flight Data Recorder (DFDR)
A three-axis Linear Accelerometer (LA)
The FDIMU collects and processes parameters from the SDACs, DMCs, FWCs, FCDCs, BSCU, the
DFDR event pushbutton, the GND CTL pushbutton and the Clock.
It stores the mandatory flight parameters in the DFDR.
The DFDR can store the last 25 h data, at least. It stores this data on a fireproof and shockproof
device. An underwater locator beacon is attached to the DFDR.
The linear accelerometer measures the acceleration of the aircraft along each of the three axes.
The QAR is an operational recorder that stores the same data as the DFDR. However the QAR is
more accessible for the maintenance crew.
DSC-31-60-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-60-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-31-60-20-00001263.0001001 / 20 DEC 10
Applicable to: ALL
(1)
A to B
DSC-31-60-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
DSC-31-60-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-31-60-30-00005369.0002001 / 20 DEC 10
Applicable to: ALL
The AIDS is used to monitor various aircraft system parameters in order to make maintenance easier
and to allow formulating operational recommendations.
The AIDS can generate system reports. The Airbus Standard Reports are preprogrammed reports
available at aircraft delivery. The operator can create its own reports.
The AIDS uses the Flight Data Interface and Management Unit (FDIMU) to acquire the relevant
aircraft system parameters. The FDIMU is connected to the rest of the AIDS as shown below.
The system may be programmed using the MCDUs. The crew can select any report to be displayed
on the MCDUs.
The Printer prints the flight phase programmed reports or any report selected on the MCDU.
This printing may be automatic or in response to the AIDS PRINT pushbutton.
The AIDS may send automatic reports via ACARS
.
An optional Digital Recorder may be installed to extend the recording capacity.
DSC-31-60-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONTROLS ON PEDESTAL
Ident.: DSC-31-60-30-00005370.0001001 / 20 DEC 10
Applicable to: ALL
(1)
DSC-31-60-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SDAC 1 + 2 FAULT
DMC 1 (2) FAULT
DMC 3 FAULT
SDAC 1 (2) FAULT
FWC 1 (2) FAULT
FWC 1 + 2 FAULT
DFDR FAULT
RECORDER SYS FAULT
OEB/FWC DISCREPANCY
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
SD PAGE
CALLED
LOCAL
WARNINGS
FLT
PHASE
INHIB
4, 5, 7, 8
3, 4, 5(1),
7, 8
3, 4, 5, 7, 8
NIL
NIL
NIL
NIL
3, 4, 5, 7, 8
SINGLE
FWC 1 and FWC 2 do not have the
CHIME
same OEBs listed in their OEB reminder
database.
(1) Inhibited only during first 15 s of Flight Phase 5.
NIL
MASTER
CAUT
3 to 8
DSC-31-70 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-31-70 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
DU
DMC
FWC
SDAC
ECP
FDIU/QAR
(1)
CAPT PFD
CAPT ND
F/O PFD
F/O ND
UPPER ECAM DU
LOWER ECAM DU
DMC 1
DMC 2
DMC 3
FWC 1
FWC 2
SDAC 1
SDAC 2
ECP
AC
AC ESS
X
EMER ELEC
DC ESS
HOT
SHED
AC2
AC2
X
AC2
X
AC2
AC1
X (1)
X
AC2
X
AC2
X
AC2
CLOCK
in case of EIS DMC switching to CAPT/3, with AC BUS 1 failed.
DC
DSC-31-75 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-31-75 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-32-10-10-00001268.0001001 / 10 DEC 09
Applicable to: ALL
Each main gear has twin wheels and an oleopneumatic shock absorber.
Each main wheel has an antiskid brake.
NOSE GEAR
Ident.: DSC-32-10-10-00001270.0001001 / 10 DEC 09
Applicable to: ALL
The two-wheeled nose gear has an oleopneumatic shock strut and a nose wheel steering system.
A to C
DSC-32-10-10 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DRAWINGS
Ident.: DSC-32-10-10-00001271.0001001 / 17 MAR 11
Applicable to: ALL
DSC-32-10-10 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NOSE GEAR
NORMAL OPERATION
The flight crew normally operates the landing gear by means of the lever on the center instrument
panel.
The LGCIUs control the sequencing of gear and doors electrically. One LGCIU controls one
complete gear cycle, then switches over automatically to the other LGCIU at the completion of the
retraction cycle. It also switches over in case of failure.
The green hydraulic system actuates all gear and doors. When the aircraft is flying faster than
260 kt, a safety valve automatically cuts off hydraulic supply to the landing gear system. Below
260 kt, the hydraulic supply remains cut off as long as the landing gear lever is up.
DSC-32-10-10 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EMERGENCY EXTENSION
If the normal system fails to extend the gear hydraulically, the flight crew can use a crank to extend
it mechanically.
When a crew member turns the crank, it :
isolates the landing gear hydraulics from the green hydraulic system,
unlocks the landing gear doors and the main and nose main gear,
allows gravity to drop the gear into the extended position.
Locking springs help the crew to crank the main gear into the locked condition, and aerodynamic
forces assist in the locking of the nose gear.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-32-10-10 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-10 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-10 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LGCIUS
Ident.: DSC-32-10-20-A-NG00090
Applicable to: ALL
Ident.: DSC-32-10-20-A-00001274.0001001 / 10 DEC 09
GENERAL
The LGCIUs receive position information from the landing gear, cargo door, and landing flap
systems.
Ident.: DSC-32-10-20-A-00001275.0001001 / 10 DEC 09
LANDING GEAR
The LGCIUs receive the following information about the landing gear from proximity detectors :
gear locked down or up,
shock absorbers compressed or extended,
landing gear door open or closed.
Failure of a proximity detector :
The LGCIU detects any electrical failure in a proximity detector, and signals the associated
output to the flight position (shock absorber not compressed or landing gear uplocked).
The other LGCIU then automatically takes over control of the landing gear operation.
In case of mechanical failure, the LGCIU does not modify the associated output. The effect that
such a failure has on the system depends upon which condition is signalled incorrectly.
Electrical failure of an LGCIU :
The other (healthy) LGCIU takes control of the landing gear.
The system does not force the outputs of the failed LGCIU to the safe (flight) condition.
Some users will see flight condition.
Some users will see ground condition.
Ident.: DSC-32-10-20-A-00001276.0001001 / 10 DEC 09
CARGO DOORS
Sensors send to the LGCIUs the position of the following components :
manuel selector valves,
locking shaft,
locking handle,
safety shaft,
door sills.
DSC-32-10-20 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The LGCIUs detect electrical failures only in certain proximity switches in the cargo door system :
locking shaft,
locking handle,
safety shaft.
When an LGCIU makes such a detection, it indicates the NON LOCKED condition for that
component.
Ident.: DSC-32-10-20-A-00001277.0001001 / 10 DEC 09
FLAPS
The LGCIUs process the signals from four flap disconnect proximity switches, then send them to
the Slat/Flap Control Computers (SFCCs).
The LGCIUs do not monitor failures in the SFCC system.
DSC-32-10-20 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-20 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-20 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-32-10-30-00001285.0001001 / 10 DEC 09
Applicable to: ALL
The following tables present the operational effects of the proximity detectors on aircraft systems.
How to read the tables :
SYSTEM
SERVICE INTERPHONE
SFCC 1(2)
LGCIU 1
6
5
LGCIU 2
6
(5)
A/C IN FLT
........
........
A/C ON GROUND
........
........
The above lines mean that the service interphone receives the output n 6 from both LGCIUs, while
SFCC 1 receive the output 5 from LGCIU 1 and SFCC 2 the output 5 from LGCIU 2.
The two additional columns give the system functioning when the aircraft is in flight and on the
ground.
PROXIMITY DETECTORS ON SHOCK ABSORBERS
Ident.: DSC-32-10-30-00001286.0001001 / 17 MAR 11
Applicable to: ALL
SYSTEM
STROBE lts
LOGO lts
AIRSTAIRS
GENERAL
LGCIU 1 LGCIU 2
A/C IN FLT
OUTPUT OUTPUT
5
On when AUTO selected
5
Off when flaps retracted
3
CARGO
DOOR(5)
WATER
FILLING
1
5
5
A to B
Control inhibited(1)
normal control
not available
Preselect water
servicing inhibited
A/C ON GRND
Off when AUTO selected
On
Control not inhibited(2)
normal control available
Preselect water
servicing available
Continued on the following page
DSC-32-10-30 P 1/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM
AVNCS
COOLING
AIR COND
GRND
COOLING
FWD CARGO
VENT
CAB PRESS
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
1
3
1
3
5
PACK 1(2)
TEMP
CONTROL
3
(1)
APU AUTO
SHUTDOWN
APU
A/C IN FLT
5
Speed is controlled at
101 %
APU SPEED
CONTROL
A/C ON GRND
Skin temp. < 5 C : The
system is in closed
conf.(2)
Skin temp. > 5 C : The
system is in open conf.(2)
Not inhibited(2)
Extract fan on
Prepressurization active
before TO (3)
Depressurization active
after LDG (3)
Pack air inlet flap fully
closed at TO and LDG
In case of oil low press,
the automatic shutdown is
delayed by:
15.5 s if the oil temp <
-4 C
0.05 s if oil temp > -4 C
Speed is controlled at 99 %
(101 % for ENG start
or when ambient temp
30 C)
Continued on the following page
DSC-32-10-30 P 2/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM
SERVICE
INTERPHONE
PUBLIC
ADDRESS
ADIRU and
AVIONICS
ground warning
FLT
INTERPHONE
COMMUNICATIONS
COCKPIT
CALL LIGHT
ACARS
(ACARS MU
or ATSU)
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
A/C ON GRND
Inhibited(6)
Available(7)
1
3
1
3
1
3
1
3
Communication
with ground
mechanic inhibited
Communication with
ground mechanic available
Inhibited
Not inhibited
Available
Available
Runs(6)
CVR
1
3
7
CVR
DC generation
ELEC
A/C IN FLT
1
3
Stops : (7)
5 min after second engine
shutdown
GALLEY
supply
EIS
EIS
FIRE
APU
Runs : (7)
During the first 5 min
following energization
With at least one engine
running
ERASE function
inhibited
No low frequency
signal in the
loudspeakers if test
performed
DSC-32-10-30 P 3/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM
FLT CTL
SFCC 1(2)
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
(5)
A/C IN FLT
FLT INST
FUEL
DFDR
QAR
1
3
7
FQI
A/C ON GRND
1
3
Runs: (7)
During the first 5 min
following energization
With one engine running
Stops: (7)
5 min after second engine
shut down
DSC-32-10-30 P 4/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
BLUE and
GREEN pumps
1
3
BLUE pump
BLUE and
YELLOW
pumps
1
3
HYD
PTU
A/C IN FLT
A/C ON GRND
Blue or green
pump "FAULT" light
inhibited when related
pump is stopped(7)
Runs when at least
one engine is running
Blue or yellow
pump "FAULT" light
inhibited when related
pump is stopped(8)
CAPT, (F/O),
((STBY))
probes and
CAPT, (F/O)
windows
heating
4,
(2)
((8))
4,
(2)
((8))
WING
ANTI ICE
1
3
1
3
Not inhibited(6)
High heating
level is applied
RAIN
REPELLENT
DRAIN
MAST(10)
DSC-32-10-30 P 5/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM
LANDING GEAR
NAVIGATION
POWER PLANT
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
L/G SAFETY
VALVE
L/G control
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
6
10
TIRE
PRESS
STAND
BY ALTI
ATC 1(2)
ADIRU 1(10)
FADEC 1(2)
10
(1)
1
3
8
(1)
(3)
(8)
1
3
8
(1)
(3)
(8)
A/C IN FLT
A/C ON GRND
DSC-32-10-30 P 6/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
SYSTEM
L/G control
LANDING GEAR
ECAM
WHEEL page
L/G indicator
panel
(1)
(2)
19
19
16
17
18
16
17
18
16
17
18
L/G UPLOCKED
If UP selected :(1)
L/G doors will close
If UP selected :(2)
L/G uplocked indications
If UP selected :(1)
L/G doors will not close
If UP selected :(2)
L/G in transit indications
If UP selected :(2)
no indication
If UP selected :(2)
"UNLK" red indications
LANDING GEAR
(1)
SYSTEM
LGCIU 1
OUTPUT
L/G control
24
ECAM
WHEEL page
20
21
22
23
LGCIU 2
DOORS FULLY OPENED
DOORS CLOSED
OUTPUT
L/G extension or retraction L/G extension or retraction
24
possible (1)
inhibited (1)
20
Doors fully opened
Doors closed indication
21
indication
22
23
SYSTEM
GEN
TAXI/T.O
lights
COMM
SIGNS
FLT INST
WBS
LGCIU 1
OUTPUT
LGCIU 2
OUTPUT
L/G DOWNLOCKED
15
lights inhibited
12
12
15
15
C to E
DSC-32-10-30 P 7/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM
FMGS
LANDING GEAR
(1)
(2)
(3)
(4)
(5)
(6)
LGCIU 2
OUTPUT
L/G DOWNLOCKED
VLE indication
displayed on PFD 1(2)
If DOWN selected : (5)
L/G doors will close
If DOWN selected : (6)
L/G down indications
FAC 1(2)
12
12
L/G control
14
14
ECAM
WHEEL
page
11
13
15
11
13
15
11
13
15
15
15
13
Cooling available
when ON selected
Cooling inhibited
when ON selected
"TOO LOW-FLAPS" or
"TOO LOW TERRAIN"
warning operative
"TOO LOW-GEAR" or
"TOO LOW TERRAIN"
warning operative
L/G INDIC
panel
BRAKING
STEERING
BRAKES
COOLING
NAV
LGCIU 1
OUTPUT
GPWS
13
no VLE indication
CRG DOORS
ECAM
DOOR PAGE
CARGO
DOOR
OPERATION
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
LOCKED
Forward (aft) door
symbol appears green
30
(31)
34
(35)
36
(37)
UNLOCKED
Forward (aft) door symbol
appears amber, associated
with "CARGO" amber.
Forward (aft) door
normal opening possible
Forward (aft) door normal
operation inhibited
DSC-32-10-30 P 8/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CRG DOORS
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
CARGO
DOOR
OPERATION
32
(33)
CLOSE
OPEN
LGCIU 1 LGCIU 2
OUTPUT OUTPUT
28
28
SFCC
FLT CTL
(29)
(29)
When at least one SFCC detects normal operation
When both SFCCs detect attachment failure
SYSTEM
(1)
(2)
F to G
FLAP ATTACHMENT
L(R) FLAPS
normal operation (1)
FLAP ATTACHMENT
FAILURE
"FLAPS LOCKED
warning (2)
DSC-32-10-30 P 9/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-30 P 10/10
25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This panel is connected to LGCIU1, which receives signals from proximity detectors.
UNLK: comes on red if the gear is not locked in the selected position.
This panel is connected to the LGCIU1 only, therefore, the lights on the LDG GEAR
indicator panel come on as long as the LGCIU1 is electrically supplied.
If one UNLK indication remains on, the landing gear position can be confirmed using the
WHEEL SD page (information from LGCIU 1 & 2). Only one green triangle on each landing
gear is sufficient to confirm that the landing gear is downlocked.
LANDING GEAR SELECTOR LEVER
A two-position selector lever sends electrical signals to the two LGCIUs. These control the green
hydraulic supply to the landing gear system by means of selector valves.
When the flight crew selects UP or DOWN (and if the airspeed is below 260 kt) :
All landing gear doors open.
Each landing gear moves to the selected position.
All landing gear doors close.
A to B
DSC-32-10-40 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
L/G LEVER
UP
: This position selects landing gear retraction.
While the landing gear doors are opening, the normal brake system brakes the
wheels of the main gear automatically.
DOWN : This position selects landing gear extension.
An interlock mechanism prevents anyone from accidentally retracting the gear
while the aircraft is on the ground. It does so by locking the lever in DOWN position
when the shock absorber on either main gear is compressed (aircraft on ground) or
the nose wheel steering is not centered.
The landing gear hydraulic system remains pressurized as long as the landing gear
is extended (if green hydraulic pressure is available).
(2)
RED ARROW
This red arrow lights up if the landing gear is not locked down when the aircraft is in the landing
configuration, and a red warning appears on ECAM.
DSC-32-10-40 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EMERGENCY EXTENSION
Ident.: DSC-32-10-40-00001294.0001001 / 14 FEB 11
Applicable to: ALL
To put the landing gear down by gravity, the flight crew must pull the gear crank out, then turn it
clockwise for 3 turns.
When the flight crew operates the crank handle, the cutout valve shuts off hydraulic pressure to the
landing gear system and depressurizes it.
DSC-32-10-40 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
A green triangle indicates that one LGCIU detects a landing gear downlocked,
A red triangle indicates that one LGCIU detects a landing gear in transit,
No triangle indicates that one LGCIU detects a landing gear uplocked,
Amber crosses will replace the right triangle to indicate that LGCIU 1 or LGCIU 2 has failed.
Note:
Only one green triangle on each landing gear strut is sufficient to confirm that the
landing gear is downlocked.
DSC-32-10-40 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
UP LOCK
This legend appears amber along with a caution on the ECAM if the landing gear uplock is
engaged when the landing gear is down locked.
(4)
L/G CTL
This legend appears in amber along when the landing gear lever and the landing gear position
do not agree. This legend only appears when the landing gear is moving to the selected
position.
DSC-32-10-40 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-40 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
WHEEL
UNLK lt on
FLT
PHASE
INHIB
CRC
MASTER
WARN
NIL
DOWN
ARROW
lt on LDG
GEAR panel
3, 4, 5
1, 3, 4
NIL
SINGLE
CHIME
1, 3, 4, 5,
8, 9, 10
MASTER
CAUT
WHEEL
UNLK lt
on LDG
GEAR panel
3, 4, 7,
8, 9, 10
4
4, 5, 7, 8
NIL
NIL
NIL
3, 4, 5,
6,7, 8
DSC-32-10-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
AC
ESS
EMER ELEC
DC
ESS
X
HOT
LGCIU 1
GRND/ FLT
LGCIU 2
GRND/ FLT
SAFETY VALVE
X
L/G INDICATOR PANEL
X
SHED (1)
The AC STAT INV supplies the landing gear indicator panel when the main generators are lost and the emergency
generator is not running.
LANDING
GEAR
(1)
DSC-32-10-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-10-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-32-20-10-00001297.0003001 / 11 FEB 11
Applicable to: ALL
A hydraulic actuating cylinder steers the nose wheel. The yellow hydraulic system supplies pressure
to the cylinder, and electric signals from the Brake and Steering Control Unit (BSCU) control it.
The BSCU receives orders from:
The Captain's and the First Officers steering hand wheels (orders added algebraically),
The rudder pedals,
The autopilot.
The BSCU transforms these orders into nose wheel steering angle. That angle has the following
limits, which depend on ground speed and the origin of the orders.
DSC-32-20-10 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-32-20-10-00001298.0002001 / 10 DEC 09
Applicable to: ALL
DSC-32-20-10 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-20-10 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-20-10 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SIDE CONSOLES
Ident.: DSC-32-20-20-00001299.0001001 / 17 MAR 11
Applicable to: ALL
(1)
Steering handwheels
The steering handwheels, which are interconnected, can steer the nose wheel up to 75 in
either direction.
Note:
(2)
The steering system centers the nose wheel automatically after liftoff.
DSC-32-20-20 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
B to C
DSC-32-20-20 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
DSC-32-20-20 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-20-20 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
MASTER
CAUT
SINGLE CHIME
SD PAGE
CALLED
LOCAL
WARNING
FLT PHASE
INHIB
WHEEL
NIL
3, 4, 5, 8
MEMO DISPLAY
When the nose wheel steering selector is in the towing position, this display shows NW STRG
DISC in green. The legend is amber if one engine is running.
DSC-32-20-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-20-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
BRAKES
BSCU CH 1
BSCU CH 2
AC
DC
AC1
AC2
DC1
DC2
AC
ESS
EMER ELEC
DC
ESS
HOT
DSC-32-20-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-20-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-32-30-10-00001303.0002001 / 16 FEB 11
Applicable to: ALL
The main wheels are equipped with carbon multidisc brakes, which can be actuated by either of two
independent brake systems.
The normal system uses green hydraulic pressure, whereas the alternate system uses the yellow
hydraulic system backed up by the hydraulic accumulator.
An anti-skid and autobrake system is also provided.
Braking commands come from either the brake pedals (pilot action), or the autobrake system
(deceleration rate selected by the crew).
In normal operation, a dual channel Brake and Steering Control Unit (BSCU) controls normal braking
and antiskid.
Depending on the failure, braking may revert to:
Alternate braking with antiskid. This braking mode is controlled by the Alternate Braking Control
Unit (ABCU). The antiskid is controlled by the BSCU.
Alternate braking without antiskid. This braking mode is fully-controlled by the ABCU.
Alternate braking without antiskid on accumulator. This braking mode is fully-controlled by the
ABCU.
All the normal and alternate braking components are fully-monitored. Any detected failure is signaled
to the crew via ECAM warnings.
The BSCU performs the following secondary functions:
It checks the residual pressure in the brakes,
It monitors the brake temperature,
It provides discrete wheel speed information to other aircraft systems.
A changeover between the two BSCU channels takes place at each DOWN landing gear lever
selection, or in case one channel fails.
The main gear wheels are fitted with fusible plugs which protect against tire burst, in the event of
overheat.
Main gear wheels are also equipped with brake cooling fans
, which permit a high speed cooling
of brakes.
ANTI-SKID SYSTEM
Ident.: DSC-32-30-10-00001304.0003001 / 14 MAY 12
Applicable to: ALL
The antiskid system provides maximum braking efficiency by maintaining the wheels at the limit of an
impending skid.
A to B
DSC-32-30-10 P 1/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
At skid onset, brake release orders are sent to the normal and alternate servovalves, as well as to
the ECAM system which displays the released brakes.
Full braking performance is achieved only with brake pedals at full deflection.
The antiskid system is deactivated below 20 kt (ground speed).
An ON/OFF switch activates, or deactivates, the antiskid and nosewheel steering systems.
PRINCIPLE
The speed of each main gear wheel (given by a tachometer) is compared to the aircraft speed
(reference speed). When the speed of a wheel decreases below approximately 0.87 times
(depending on conditions) reference speed, brake release orders are given to maintain the wheel
slip at that value (best braking efficiency).
In normal operation, the reference speed is determined by the BSCU from the horizontal
acceleration of ADIRU 1, 2 or 3.
In case all ADIRUs fail, reference speed equals the maximum of either main landing gear wheel
speeds.
DSC-32-30-10 P 2/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ANTI-SKID PRINCIPLE
Ident.: DSC-32-30-10-00001305.0003001 / 10 DEC 09
Applicable to: ALL
DSC-32-30-10 P 3/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The purposes of this system are :
to reduce the braking distance in case of an aborted takeoff
to establish and maintain a selected deceleration rate during landing, thereby improving
passenger comfort and reducing crew workload.
Ident.: DSC-32-30-10-A-00001307.0002001 / 16 FEB 11
SYSTEM ARMING
The system arms when the crew presses the LO, MED, or MAX pushbutton switch if:
Green pressure is available.
The anti-skid system has electric power.
There is no failure in the braking system.
At least one ADIRS is functioning.
Note:
SYSTEM ACTIVATION
Automatic braking is activated:
at the command for ground spoilers extension (Refer to DSC-27-10-20-C Speed Brakes and
Ground Spoilers - Speed Brake Control), for LO and MED mode.
at the command for ground spoilers extension and the aircraft speed is above 40 kt, for MAX
mode.
Therefore, if the aircraft makes an acceleration stop and begins to decelerate when its speed is
under 72 kt, the automatic braking will not activate because the ground spoilers will not extend.
For autobrake to activate, at least two SECs must be operative.
Ident.: DSC-32-30-10-A-00001309.0001001 / 10 DEC 09
SYSTEM DEACTIVATION
The system deactivates :
When it is disarmed (Refer to DSC-32-30-10-A Auto Brake - System Disarming).
When the ground spoilers retract. In this case it remains armed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-32-30-10 P 4/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM DISARMING
The system disarms when:
Flight crew presses the pushbutton switch or,
One or more arming conditions is lost or,
Flight crew applies enough deflection to at least one brake pedal when autobrake is active in
MAX, MED or LO mode.
After take-off/touch and go.
OPERATION - GENERAL
Ident.: DSC-32-30-10-B-NG00093
Applicable to: ALL
Ident.: DSC-32-30-10-B-00001311.0001001 / 10 DEC 09
GENERAL
There are four modes of operation :
Normal braking,
Alternate braking with antiskid,
Alternate braking without antiskid,
Parking brake.
Ident.: DSC-32-30-10-B-00001312.0002001 / 16 FEB 11
NORMAL BRAKING
Braking is normal when :
Green hydraulic pressure is available.
The A/SKID & N/W STRG switch is ON.
During normal braking, antiskid operates and autobrake is available.
Braking is electrically-controlled through the BSCU :
From the pilots pedals, or
Automatically :
On ground by the autobrake system,
In flight when the landing gear lever is up.
The antiskid system is controlled by the BSCU via the normal servo valves.
There is no brake pressure indication in the cockpit.
DSC-32-30-10 P 5/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PARKING BRAKE
Brakes are supplied by the yellow hydraulic system, or by accumulator pressure via the parking
brake control valve, which opens allowing full pressure application on the main gear wheel brakes.
The accumulator maintains the parking pressure for at least 12 h.
DSC-32-30-10 P 6/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the parking brake is activated and no yellow hydraulic or accumulator brake pressure is
available, then the normal braking system can be applied via the brake pedals.
Yellow accumulators can be pressurized by pressing the yellow electrical pump switch.
Brake pressure and accumulator pressure are indicated on a triple indicator, located on the center
instrument panel.
DSC-32-30-10 P 7/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BRAKING SCHEMATIC
Ident.: DSC-32-30-10-00001316.0003001 / 17 MAR 11
Applicable to: ALL
DSC-32-30-10 P 8/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-30-10 P 9/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-30-10 P 10/10
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
DSC-32-30-20 P 1/6
03 APR 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
DSC-32-30-20 P 2/6
03 APR 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(3)
AUTO/BRK panel
The springloaded MAX, MED, and LO pushbutton switches arm the appropriate deceleration
rate:
MAX mode is normally selected for takeoff.
In the case of an aborted takeoff, maximum pressure goes to the brakes, as soon as the
system generates the ground spoiler deployment order.
MED or LO mode is normally selected for landing:
LO mode sends progressive pressure to the brakes 4 s after the ground spoilers deploy, in
order to decelerate the aircraft at 1.7 m/s (5.6 ft/s).
MED mode sends progressive pressure to the brakes 2 s after the ground spoilers deploy
in order to decelerate the aircraft at 3 m/s (9.8 ft/s).
Lights:
The blue ON light comes on to indicate positive arming.
The green DECEL light comes on when the actual deceleration is 80 % of the selected
rate.
Note:
Off :
(4)
BRK FAN pb sw
ON
: The brake fans run if the lefthand main landing gear is down and locked.
OFF : The brake fans stop.
DSC-32-30-20 P 3/6
03 APR 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HOT lt :
This amber light comes on when the brakes get too hot. (A caution appears on
ECAM, also).
PEDESTAL
(1)
DSC-32-30-20 P 4/6
03 APR 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Release indicators
It appears in amber in case of brake released fault.
(2)
AUTO BRK
This legend appears:
in green when auto brake is armed,
flashing green for 10 s after autobrake disengagement.
in amber, along with an ECAM caution, to indicate a system failure.
MED, LO, or MAX appears underneath in green to show which rate has been selected.
(4)
Wheel number
This white number identifies individual wheels of the main landing gear.
(5)
Brake temperature
The temperature normally appears in green.
The green arc appears on the hottest wheel when one brake temperature exceeds 100 C.
The green arc becomes amber, and an ECAM caution appears, when the corresponding
brake temperature exceeds 300 C.
(6)
DSC-32-30-20 P 5/6
03 APR 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(*)
Appears in green, when the ALTN BRK label is displayed, and the yellow hydraulic
pressure is available.
Appears in amber, with no arrow, when the yellow hydraulic system and the
accumulator are in low pressure.
(**) Appears in green when the alternate braking is pressurized by the yellow
accumulator.
DSC-32-30-20 P 6/6
03 APR 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
CRC
MASTER
WARN
SD PAGE
CALLED
LOCAL
WARNING
NIL
NIL
1, 2, 4 to 10
1 to 5,
8 to 10
BRAKES HOT
HOT lt
on BRK
FAN pb sw
FLT PHASE
INHIB
4, 8 to 10
3 to 5
SINGLE
CHIME
MASTER
CAUT
WHEEL
4, 5
NIL
4, 5
NIL
NIL
3 to 5, 7, 8
NIL
Continued on the following page
DSC-32-30-30 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RELEASED
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
4, 5
WHEEL
3 to 5
NIL
NIL
3, 4, 5, 7, 8
NIL
SINGLE
CHIME
MASTER
CAUT
BRK Y ACCU LO PR
PARK BRK LO PR
3, 4, 5, 7, 8
3 to 8
3, 4, 5
4, 5
WHEEL
NIL
NIL
NIL
NIL
2 to 9
MEMO DISPLAY
If the parking brake is ON, the PARK BRK memo appears in green, during flight phases 1, 2,
9, and 10.
If the autobrake is armed, AUTO BRK LO, AUTO BRK MED, or AUTO BRK MAX appears.
If the autobrake is faulty, "AUTO BRK OFF" appears.
"BRK FAN" appears in green, if the BRK FAN
pushbutton is ON.
DSC-32-30-30 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
BRAKES
BSCU CH 1
BSCU CH 2
ABCU
PARK BRK CTL
PRESS INDICATOR
BRK FAN CTL
COOLING FANS
(Wheels 1, 2, 3, 4)
COOLING FANS
(bogie : Wheels 5, 6, 7,
8)
AC
DC
AC1
AC2
DC1
DC2
AC
ESS
EMER ELEC
DC
ESS
X
GRND/ FLT
HOT
X
HOT1
X
DC2
AC2
DC2
AC1
DC1
DSC-32-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-32-40-10-00001325.0001001 / 13 DEC 10
Applicable to: ALL
DSC-32-40-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-40-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WHEEL SD PAGE
Ident.: DSC-32-40-20-00001326.0001001 / 22 MAY 12
Applicable to: ALL
(1)
The prescribed tire pressure depends on the tire type and the aircraft weight.
DSC-32-40-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-40-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
TYRE PRESS
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
DC1
DSC-32-40-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-32-40-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-10-20 Description
Description............................................................................................................................................................... A
Schematic.................................................................................................................................................................B
DSC-33-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-40 Signs
DSC-33-40-10 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Memo Display.......................................................................................................................................................... B
DSC-33-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-33-30-10
General
Toc
Index
ID
Reason
Improvement of technical wording and layout.
DSC-33-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-33-10-10-00001334.0001001 / 20 DEC 10
Applicable to: ALL
The instrument panel has both integral instrument lighting and flood lighting.
The brightness of all panel lighting is adjustable.
Incandescent spot lights and flood lights illuminate all work surfaces and the side consoles.
Two dimmable dome lights illuminate the overall cockpit. When the batteries are supplying all
electrical power, only the righthand dome light is on line.
DSC-33-10-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-10-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-33-10-20-00001335.0002001 / 20 DEC 10
Applicable to: ALL
DSC-33-10-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-33-10-20-00001336.0002001 / 22 MAY 12
Applicable to: ALL
DSC-33-10-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-33-10-30-00001337.0003001 / 22 MAY 12
Applicable to: ALL
(1)
(2)
(3)
DOME selector
This switch controls both dome lights.
BRT : Both dome lights are on and bright.
DIM : Both dome lights are on and dim.
OFF : Both dome lights are off.
(4)
ANN LT selector
This switch sets the brightness of all the cockpit annunciator lights at either bright or dim,
and also tests them.
TEST : Turns on all flight deck annunciator lights.
Displays 8s in all Liquid Crystal Displays (LCDs).
DIM : Reduces voltage to all annunciator lights.
BRT : Allows annunciators to function normally.
Note:
Data transfer between the ECAM and the ND, and switching between the Electronic
Instrument System and the Display Management Computer are not allowed during
the ANN LT test.
DSC-33-10-30 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(5)
READING LT knob
The reading light on each side of the overhead panel has its own control knob that turns it on
and off and adjusts its brightness.
MAINTENANCE PANEL
(1)
(1)
(2)
Brightness adjustment
(3)
Light
A to C
DSC-33-10-30 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-33-10-30-00001340.0001001 / 22 MAY 12
Applicable to: ALL
(1)
(2)
(3)
DSC-33-10-30 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GLARESHIELD
Ident.: DSC-33-10-30-00001341.0002001 / 22 MAY 12
Applicable to: ALL
(1)
This knob adjusts the brightness of the integral lighting on the glareshield, and of the LEDs on
the FCU.
(2)
(3)
(4)
This knob adjusts the brightness of the sliding table and map holder lighting.
DSC-33-10-30 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
CONSOLE/FLOOR switch
Each of these switches controls the lights for the side console and briefcase on one side of the
cockpit, and for the floor around one of the pilot's seats. The lights can either be bright, dim, or
off.
DSC-33-10-30 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-10-30 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
Dome light
Console light
Main INST panel
Reading light
Briefcase light
Map holder light
Floor light
INST, panels-integral light
Annunciator light
R
L
R
L
R
HOT
X
DC1
DC2
X
DC1
X
DC1
DC1
DC1
DC2
DC1
DC2
DC1
DC2
DC1
L
R
L
R
L
R
AC1
AC1, 2
and AC
STAT INV
EMER ELEC
DC
ESS
DC GND/
FLT
DC
AC
ESS
DC2
DSC-33-10-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-10-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-33-20-10-00001343.0001001 / 10 DEC 09
Applicable to: ALL
DSC-33-20-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-20-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-33-20-20-00001344.0006001 / 14 MAR 11
Applicable to: ALL
DSC-33-20-20 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-20-20 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-33-20-20-00001345.0014001 / 14 MAR 11
Applicable to: ALL
(1)
BEACON sw
This switch turns on and off the two flashing red lights, one on top and one on the bottom of the
fuselage.
(2)
WING sw
This switch turns on and off two beam lights on each side of the fuselage. These lights
illuminate the leading edge of the wing and the engine air intake to show if ice is accumulating
there.
(3)
DSC-33-20-20 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OFF
(4)
NOSE sw
This switch turns the taxi and takeoff lights on and off.
TO
: Turns on both taxi and takeoff lights.
TAXI
: Turns on only taxi light.
OFF
: Taxi and takeoff lights off.
Note:
These two lights, attached to the nose gear strut, go off automatically when landing
gear is retracted.
(5)
(6)
(7)
STROBE sw
This switch turns on and off the three synchronized strobe lights, one on each wing tip and one
below the tail cone.
ON
: The strobe lights flash white.
AUTO
: The strobe lights come on automatically when the main gear strut is not
compressed.
OFF
: The strobe light are off.
DSC-33-20-20 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
(1)
Navigation lights
Landing lights L
Landing lights R
RWY turn off lights L
RWY turn off lights R
Taxi and TO lights
Taxi and TO lights
EXTERIOR
Logo lights L
LIGHTS
Logo lights R
Beacon lights Upper
Beacon lights Lower
Strobe lights
Wing lights R
Wing lights L
Supply for the light control
DC
GRD/FLT
AC1
AC2
AC1
AC2
AC1
AC2
AC1
AC2
AC1
AC2
AC2
AC1
AC2
AC
ESS
EMER ELEC
DC
ESS
HOT
DC 2 (1)
DC 2 (1)
DC 2 (1)
DC 2 (1)
DC 2 (1)
DC 2 (1)
DSC-33-20-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-20-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-33-30-10-00001347.0010001 / 19 JUL 12
Applicable to: ALL
1
DSC-33-30-10 P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The escape slides have an integral lighting system. The escape slide lights and the overwing route
lights come on automatically, when the slide is armed and the door or emergency exit is open. They
are supplied by the internal batteries.
PROXIMITY EMERGENCY ESCAPE PATH MARKING SYSTEM/EXIT SIGNS
Ident.: DSC-33-30-10-00001348.0001001 / 10 DEC 09
Applicable to: ALL
A to B
DSC-33-30-10 P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-30-10 P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-30-10 P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
The LIGHT EMER pb on the purser's panel can turn on the emergency
lighting independently of the positions of this selector switch.
(2)
(3)
LIGHT EMER pb
When pressed, this button performs the same function as the EMER EXIT LT switch when it is
ON.
DSC-33-30-20 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-30-20 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
(1)
AC
ESS
EMER ELEC
DC
ESS
HOT
SHED (1)
DSC-33-30-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-30-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-33-40-10-00001351.0001001 / 14 FEB 11
Applicable to: ALL
(1)
SEAT BELTS sw
ON : FASTEN SEAT BELT and RETURN TO SEAT signs come on simultaneously, with a
low tone chime.
OFF : Signs are off. The low tone chime sounds when the lights turn off (depending on the
CIDS/CAM programming).
(2)
NO SMOKING selector
ON : NO SMOKING and EXIT signs come on simultaneously with a low tone chime.
AUTO : NO SMOKING and EXIT signs come on when the landing gear is extended, and turn
off when the landing gear is retracted. The low tone chime sounds (depending on
the CIDS/CAM programming) when the lights go on or off.
OFF : Signs are off. The low tone chime sounds when the lights turn off (depending on the
CIDS/CAM programming).
Note:
If the cabin altitude goes above 11 300 ft (350 ft), the cabin illuminates (depending
on the CIDS/CAM programming) and the NO SMOKING, FASTEN SEAT BELT, EXIT
signs come on, regardless of the SEAT BELTS and NO SMOKING selector switches.
MEMO DISPLAY
A to B
DSC-33-40-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-33-40-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-10 ADIRS
DSC-34-10-10 Description
General.....................................................................................................................................................................A
PROBES LOCATION...............................................................................................................................................B
PROBES SCHEMATIC............................................................................................................................................C
ADIRS Schematic.................................................................................................................................................... D
DSC-34-15 GPS
DSC-34-15-10 Description
Description............................................................................................................................................................... A
DSC-34-PLP-TOC P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-25 ISIS
Introduction...............................................................................................................................................................A
Architecture.............................................................................................................................................................. B
General.................................................................................................................................................................... C
ATTITUDE................................................................................................................................................................D
Airspeed................................................................................................................................................................... E
Altitude......................................................................................................................................................................F
Landing System Function........................................................................................................................................G
Bugs Function..........................................................................................................................................................H
Flags.......................................................................................................................................................................... I
DSC-34-30-20 Navaids
VOR..........................................................................................................................................................................A
ILS............................................................................................................................................................................ B
ADF.......................................................................................................................................................................... C
DME......................................................................................................................................................................... D
MARKER BEACON................................................................................................................................................. E
DSC-34-PLP-TOC P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-50 ATC
DSC-34-50-10 Description
Description............................................................................................................................................................... A
DSC-34-70 GPWS
DSC-34-70-10 Description
Description............................................................................................................................................................... A
Schematic.................................................................................................................................................................B
DSC-34-PLP-TOC P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-80 TCAS
DSC-34-80-10 Description
General.....................................................................................................................................................................A
Main Components....................................................................................................................................................B
Principle................................................................................................................................................................... C
Intruder Classification.............................................................................................................................................. D
TA/RA Thresholds....................................................................................................................................................E
TCAS Modes............................................................................................................................................................F
Advisory Inhibition................................................................................................................................................... G
DSC-34-PLP-TOC P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ADIRS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-34-10-10-00001356.0047001 / 14 FEB 11
Applicable to: ALL
The Air Data and Inertial Reference System (ADIRS) supplies temperature, anemometric, barometric
and inertial parameters to the EFIS system (PFD and ND) and to other user systems (FMGC,
FADEC, ELAC, SEC, FAC, FWC, SFCC, ATC, GPWS, CFDIU, CPC).
The system includes:
Three identical ADIRUs (Air Data and Inertial Reference Units).
Each ADIRU is divided in two parts, either of which can work separately in case of failure in the
other:
The ADR part (Air Data Reference) which supplies barometric altitude, airspeed, mach, angle of
attack, temperature and overspeed warnings.
The IR part (Inertial Reference) which supplies attitude, flight path vector, track, heading,
accelerations, angular rates, ground speed and aircraft position.
Note:
Above 73 North and above 60 South, the ADIRU gives true heading instead of
magnetic heading.
One ADIRS control panel (ADIRS MSU) on the overhead panel for selection of modes (NAV, ATT,
OFF).
The IR is initialized with the FMGS.
Two GPS receivers, which are connected to the IR part of the ADIRUs for GP/IR hybrid position
calculation.
Four types of sensors:
Pitot probes (3)
Static pressure probes (STAT) (6)
Angle of attack sensors (AOA) (3)
Total air temperature probes (TAT) (2)
These sensors are electrically heated to prevent from icing up.
Eight ADMs (Air Data Modules) which convert pneumatic data from PITOT and STAT probes into
numerical data for the ADIRUs.
A switching facility for selecting ADR 3 or IR 3 for instrument displays in case of ADIRU 1 or 2
failure.
DSC-34-10-10 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ADIRS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
PROBES LOCATION
Ident.: DSC-34-10-10-00001358.0001001 / 09 DEC 09
Applicable to: ALL
DSC-34-10-10 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ADIRS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
PROBES SCHEMATIC
Ident.: DSC-34-10-10-00001359.0001001 / 09 DEC 09
Applicable to: ALL
Note:
DSC-34-10-10 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ADIRS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
ADIRS SCHEMATIC
Ident.: DSC-34-10-10-00001360.0016001 / 14 FEB 11
Applicable to: ALL
DSC-34-10-10 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-34-10-20-00001361.0005001 / 14 FEB 11
Applicable to: ALL
(1)
(2)
DSC-34-10-20 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAULT light :
This amber light comes on with an ECAM caution when a fault affects the
respective IR.
Steady
: The respective IR is lost.
Flashing
: The attitude and heading information may be recovered in ATT
mode.
(3)
(4)
ON BAT light
The ON BAT light come on in amber when the aircraft battery supplies at least one IRS. The
ON BAT light also comes on for a few seconds at the beginning of a complete IRS alignment.
lts does not come on in the case of a fast alignment.
DSC-34-10-20 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-34-10-20-00001362.0001001 / 14 FEB 11
Applicable to: ALL
(1)
DSC-34-10-20 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-10-20 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-10-30 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
CRICKET
+ STALL
(SYNTHETIC
VOICE)
GND
MASTER
WARN
OVERSPEED
VMO/MMO
Aircraft speed/mach greater than VMO +
4 kt/MMO + 0.006
VLE
Aircraft speed greater than VLE + 4 kt, with
L/G not uplocked, or L/G doors not closed
VFE
Aircraft speed greater than VFE + 4 kt, with
slats or/and flaps extended
2, 3, 4,
8, 9, 10
SINGLE CHIME
MASTER
CAUT
CRC
MASTER
WARN
SINGLE CHIME
MASTER
CAUT
NIL
NIL
NIL
ADR
FAULT lt
1, 4, 8, 10
1, 4, 5,
7, 8, 10
1, 4, 8, 10
NIL
1, 4, 8, 10
4, 5, 7, 8
HDG DISCREPANCY
ATT DISCREPANCY
NIL
CRC
FLT
PHASE
INHIB
SINGLE CHIME
4, 5, 7, 8
4, 8
NIL
CHECK
HDG
(on PFD
and ND)
2 to 9
4, 8
CHECK ATT
(on PFD)
3, 4, 8
CHECK ALT
(on PFD)
Continued on the following page
ALTI DISCREPANCY
MASTER
CAUT
IR FAULT lt
DSC-34-10-30 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
NIL
IAS DISCREPANCY
NIL
FAULT lts on
ELAC pbs
ADR DISAGREE
4, 5, 7, 8
3, 4, 5, 7
IR DISAGREE
PFD
message
IR NOT ALIGNED
NIL
1, 4, 5, 6,
7, 8, 10
MEMO DISPLAY
IRS IN ALIGN X MN memo appears during phase 1 or 2, during IRS alignment. X MN
indicates the number of minutes remaining (1 < X < 10), until NAV mode is reached.
Before any engine is started, IRS IN ALIGN X MN memo:
Appears in green when at least one active IRS is being aligned,
Pulses in green if the alignment of one IRS is faulty.
When one engine is started, IRS IN ALIGN X MN memo appears in amber during IRS
alignment. If the alignment of one IRS is faulty, IRS IN ALIGN X MNmemo is replaced by
the IR NOT ALIGNED ECAM caution.
IR IN ATT ALIGN appears in green during the IR alignment in Attitude mode.
DSC-34-10-30 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-10-30 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
ADIRU 1
AOA RESOLVER 1
ADIRU
(1)
(2)
(3)
AC
ESS
X
EMER ELEC
DC
ESS
HOT
HOT 2 (1)
ADIRU 2
AC2
AOA RESOLVER 2
ADIRU 3
AOA RESOLVER 3
AC2
AC1
HOT 2 (2)
during5 min
HOT 1 (3)
AC1
Backup supply.
Backup supply for 5 min.
Backup supply, when ATT HDG is in the CAPT 3 position.
Backup supply for 5 min, when the ATT HDG is in the NORM or F/03 position.
DSC-34-10-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-10-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
GPS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-34-15-10-00001364.0031001 / 07 APR 11
Applicable to: ALL
Flight crew can use the MCDU NAVAID page to deselect the use of GPS data for
calculating position (Refer to DSC-22_20-50-10-25 Selected NAVAIDS Page).
DSC-34-15-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
GPS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-34-15-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORMAL OPERATION
Ident.: DSC-34-15-20-00004069.0003001 / 14 MAR 11
Applicable to: ALL
In normal operation, the GPS receiver 1 supplies ADIRU 1 and ADIRU 3, the GPS receiver 2
supplies ADIRU 2.
The MMR operates in different modes which are indicated on the GPS MONITOR page:
DSC-34-15-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
It remains in this mode until it is able to track at least 4 satellites, then transfers to NAV mode. To
enter navigation mode more quickly, MMR uses initial position, time and altitude from IRS.
NAVIGATION MODE (NAV)
When the MMR can track 4 or more satellites, it enters NAV mode and continuously supplies data
to the ADIRUs.
ALTITUDE AIDING (ALTAID)
If the MMR can track at least 4 satellites, it uses the GPS altitude and the IR altitude to calculate
an altitude bias.
If the number of satellites drops to three, the altitude bias is frozen, and the MMR enters ALTAID
mode, using the IR altitude (corrected with the bias).
FAULT MODE (FAULT)
The fault mode is entered when a failure, which may prevent the MMR from transmitting valid data,
has been detected.
DSC-34-15-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If one GPS receiver fails, the three ADIRUs automatically select the only operative GPS receiver.
If ADIRU 1 fails, ADIRU 3 is supplied by MMR 1, and ADIRU 2 by MMR 2.
To maintain Side 1 and Side 2 segregation, in case ADIRU 2 fails, the ATT HDG selector has to be
set to F/O 3, so that ADIRU 3 will be supplied with MMR 2 data.
If two ADIRUs fail, the remaining ADIRU is supplied by its own side GPS receiver.
DSC-34-15-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-15-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
SINGLE
CHIME
MASTER
LIGHT
MASTER
CAUTION
SD PAGE
CALLED
LOCAL
WARNING
NIL
NIL
FLT PHASE
INHIB
4, 5, 7, 8
1, 3, 4, 10
DSC-34-15-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-15-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
NAVAIDS
MMR 1
MMR 2
DC
AC
ESS
X
EMER ELEC
DC
ESS
HOT
AC 2
DSC-34-15-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-15-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
STANDBY INSTRUMENTS
FLIGHT CREW
OPERATING MANUAL
COMPASS
Ident.: DSC-34-20-00001367.0001001 / 15 FEB 11
Applicable to: ALL
Because of the location of the APU power on contactor in the cockpit, the APU start
sequence may disturb the compass reading.
NORM
AC
STD BY INST
(1)
HORIZON
ALTIMETER
COMPASS
DC
AC
ESS
EMER ELEC
DC
ESS
X
HOT
HOT 1 (1)
SHED
X
Backup supply.
A to B
DSC-34-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
STANDBY INSTRUMENTS
FLIGHT CREW
OPERATING MANUAL
DSC-34-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: DSC-34-25-00001371.0001001 / 14 FEB 11
Applicable to: ALL
The Integrated Standby Instrument System (ISIS) provides a third source of information and display
to the crew. It is mounted in the center of the instrument panel.
DSC-34-25 P 1/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-34-25-00001372.0001001 / 14 FEB 11
Applicable to: ALL
GENERAL
Ident.: DSC-34-25-00001373.0001001 / 14 FEB 11
Applicable to: ALL
When leveling the wings after performing a small turn of a small bank angle, the displayed
roll attitude may temporarily be incorrect by a few degrees.
B to C
DSC-34-25 P 2/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
(1)
+/ - activation pushbuttons
Two pushbuttons labelled + and are used to adjust the level of brightness.
The brightness of the screen automatically adjusts after power-up tests.
This is because of the photosensitive cell located on the surface of the ISIS system display.
The + and pushbuttons then allow this initial brightness to be manually adjusted and
changed.
ATTITUDE
DSC-34-25 P 3/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
Roll scale
The roll scale is in white.
The markers are at 0 (small yellow triangle), 10, 20, 30, 45, 60 of bank.
(3)
Roll index
The roll index indicates the bank angle. It is in black, and outlined in white.
(4)
(5)
Pitch scale
The pitch scale indicates the aircraft attitude, and it is in white. The scale has markers every
2.5 , between 30 nose up and 30 nose down. If the pitch exceeds 30 , large (V-shaped)
red arrowheads indicate that the attitude is excessive. They also indicate the direction to follow,
to resume normal attitude. The minimum displayed pitch scale is -17.5 +15 at 0 pitch.
(6)
DSC-34-25 P 4/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
AIRSPEED
Ident.: DSC-34-25-00001375.0002001 / 14 FEB 11
Applicable to: ALL
(1)
Airspeed scale
A white scale moves in front of a yellow triangle indicating the airspeed. The scale ranges from
5 to 250 kt, with a mark every 5 kt, and from 250 to 520 kt, with a mark every 10 kt.
(2)
Mach Number
The Mach number is displayed in green when greater than 0.5, but disappears only when it
goes lower than 0.45.
(3)
Speed bug
When a speed bug is entered via the BUGS function, the corresponding speed mark is
indicated by a cyan dash.
DSC-34-25 P 5/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
ALTITUDE
Ident.: DSC-34-25-00001376.0003001 / 14 FEB 11
Applicable to: ALL
(1)
Altitude indication
The altitude indication is given as a white moving scale, and a green digital readout on a grey
background.
The altitude scale ranges from -2 000 to 50 000 ft every 100 ft, with altitude digital indications
every 500 ft. NEG appears in white in the negative altitudes window.
If the option is installed, the altitude is also given in meters.
The altitude box changes to cyan, when it also corresponds to a bug value.
(2)
Barometric reference
The barometric reference pressure is displayed in cyan, in hectoPascal (hPa). It corresponds
to either the selected barometric pressure, or the standard pressure. The barometric pressure
ranges from 745 to 1 100 hPa.
(3)
(4)
Altitude bug
When an altitude bug is entered through the bugs function, the corresponding altitude mark
is indicated by a cyan dash, or a cyan box, when the dash covers the digital indication on the
scale.
DSC-34-25 P 6/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
LS selection pushbutton
Pressing the LS pushbutton will display the ILS scales. Pressing it again will de-select the ILS
scales.
CAUTION
Do not use the ISIS LS for takeoff using the localizer of the opposite runway,
or for a back-course localizer approach. The LOC deviations are given in the
wrong sense.
DSC-34-25 P 7/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
BUGS FUNCTION
Ident.: DSC-34-25-00001378.0001001 / 14 MAY 12
Applicable to: ALL
(1)
(2)
(3)
(4)
DSC-34-25 P 8/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
Note:
Use of the ISIS bugs function is not recommended because, in the event that both
PFDs are lost in flight, when the ISIS bugs were previously set for takeoff, then for the
approach, the bugs would remain at the takeoff characteristic speed settings.
FLAGS
(1)
(2)
(3)
M flag (red)
When mach number is lost, the red M flag appears.
(4)
DSC-34-25 P 9/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ISIS
FLIGHT CREW
OPERATING MANUAL
(5)
(6)
(7)
(8)
(9)
DSC-34-25 P 10/10
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-34-30-10-00001380.0001001 / 09 DEC 09
Applicable to: ALL
In normal operation, the FMGC tunes navaids automatically, with each FMGC controlling its own
receivers.
If one FMGC fails, the remaining one controls both sides receivers.
MANUAL TUNING
Ident.: DSC-34-30-10-00001382.0001001 / 09 DEC 09
Applicable to: ALL
The crew can use the MCDU to override the FMGCs automatic selection and tuning of navaids and
select a specific navaid for visual display.
This does not affect the automatic function of the FMGC. Any entry on one MCDU is sent to both
FMGC in dual mode, or the remaining FMGC in single.
BACK UP TUNING
Ident.: DSC-34-30-10-00001383.0001001 / 15 FEB 11
Applicable to: ALL
If both FMGCs fail, the flight crew can use the RMPs (Radio Management Panels 1 and 2) on the
pedestal for back up tuning.
The CAPT RMP controls VOR 1 and ADF 1
.
The F/O RMP controls VOR 2 and ADF 2
.
Either RMP controls both ILSs (provided NAV back up is selected on RMP 1 and RMP 2). RMP 3
is not used for navaids tuning.
A to D
DSC-34-30-10 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-34-30-10-00001384.0001001 / 14 MAY 12
Applicable to: ALL
NORMAL OPERATION
DSC-34-30-10 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMGC 1 FAILURE
DSC-34-30-10 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BACK UP TUNING
DSC-34-30-10 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
VOR
Ident.: DSC-34-30-20-00001385.0003001 / 15 FEB 11
Applicable to: ALL
The aircraft has two ILS receivers. Each ILS receiver is integrated in a modular avionics unit called
MMR (Multi Mode Receiver) (ILS1 receiver in MMR1, ILS2 receiver in MMR2).
(For tuning instructions, Refer to DSC-34-30-10 General).
PFD1 and ND2 display ILS1 information.
PFD2 and ND1 display ILS2 information.
The flight crew can put the same ILS information on each PFD by pressing the LS button on the
EFIS control panel (the green bars come on).
The NDs display ILS information, if the flight crew selects the ROSE LS mode on the EFIS control
panel (Refer to DSC-31-50 EFIS Control Panel).
ADF
Ident.: DSC-34-30-20-00001387.0007001 / 15 FEB 11
Applicable to: ALL
A to D
DSC-34-30-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The NDs can display VOR DME information, and the PFDs can display ILS/MLS DME information
(Refer to DSC-31-40-A Trajectory Deviation - ILS Approach).
MARKER BEACON
Ident.: DSC-34-30-20-00001389.0001001 / 09 DEC 09
Applicable to: ALL
D to E
DSC-34-30-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Compass card
ADIRU 1 normally supplies the signal that positions the compass card. ADIRU 3 supplies it
when selected by the ATT HDG SWITCHING selector.
(2)
Bearings pointers
Indicate the magnetic bearing to the station received by VOR 1 or ADF 1 (dashed pointer) and
VOR 2 or ADF 2
(double pointer).
Note:
(3)
Depending on the quality of the VOR beacon's signal, and mainly at distances greater
than 25 nm from the station, the processing of the signal, on aircraft equipped with
COLLINS or BENDIX VOR may lead to bearing pointer oscillations.
VOR/ADF flags
The indicators display these flags if:
the VOR or ADF receiver fails (VOR/ADF selector position indicates the failed receiver)
the RMI has an internal failure
the heading signal from ADIRS is not valid
the power supply fails.
As long as the flag shows, the relevant pointer remains at the last valid position.
(4)
HDG flag
Appears, along with an associated VOR/ADF flags display, when:
DSC-34-30-30 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
VOR/ADF sel
VOR 1 or ADF 1 on the dashed pointer.
VOR 2 or ADF 2
(if not installed, then ADF 1) on the double pointer.
RADIO MANAGEMENT PANEL (RMP)
(1)
ON/OFF sw
This switch controls the power supply to the panel.
DSC-34-30-30 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
The flight crew must select this backup tuning mode on both RMP1 and RMP2 if
both FMGCs or both MCDUs fail. In the emergency electrical configuration, only
RMP1 receives power
Pressing the NAV key on RMP3
has no effect
In the NAV backup mode, the flight crew can select radio communication
systems as it would in the normal mode.
Setting one RMP to NAV backup mode removes navaids tuning from both
FMGCs.
When the flight crew uses an RMP to turn an ILS/DME, the PFDs do not display
the DME distance.
(3)
(4)
(5)
Transfer key
The flight crew presses this key to interchange ACTIVE and STBY frequencies. This action
tunes the selected receiver to the new ACTIVE frequency.
(6)
STBY/CRS window
The flight crew can make the frequency displayed in this window become the active frequency
by pressing the transfer key, or change it by rotating the tuning knob.
If this window displays a course, then the ACTIVE window displays the associated frequency.
DSC-34-30-30 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the STBY/CRS window is displaying a course, then pressing the transfer key
displays the active frequency in both windows.
(7)
ACTIVE window
This window displays the frequency of the selected navaid, which is identified by a green
monitor light on the selection key.
(8)
BFO key
Pressing this key activates the BFO (Beat Frequency Oscillator), if the ADF receiver is
selected.
The green monitor light comes on.
For most ADF, with BFO activated, the audio identification is heard. However there are some
ADF where the BFO must be deactivated in order to hear the audio identification.
WARNINGS AND CAUTIONS
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT PHASE
INHIB
SINGLE CHIME
MASTER
CAUT
NIL
Flag on PFD
and ND
3, 4, 5
B to C
DSC-34-30-30 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
NAVAIDS
VOR 1
VOR 2
MMR 1
MMR 2
ADF 1
ADF 2
DME 1
DME 2
DC
AC
ESS
X
EMER ELEC
DC
ESS
HOT
AC 2
X
AC 2
SHED
AC 2
SHED
AC 2
DSC-34-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-34-40-10-00001392.0001001 / 03 FEB 11
Applicable to: ALL
GENERAL
The FWC generates a synthetic voice for radio height announcement below 2 500 ft. These
announcements come through the cockpit loudspeakers, even if the speakers are turned off.
Ident.: DSC-34-40-10-A-00001395.0002001 / 03 FEB 11
Callout
TWO THOUSAND FIVE HUNDRED
OR TWENTY FIVE HUNDRED
TWO THOUSAND
ONE THOUSAND
FIVE HUNDRED
FOUR HUNDRED
THREE HUNDRED
TWO HUNDRED
ONE HUNDRED
FIFTY
FORTY
THIRTY
TWENTY
TEN
FIVE
Continued on the following page
2 500
2 000
1 000
500
400
300
200
100
50
40
30
20
10
5
A to C
DSC-34-40-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Height (ft)
DH (or MDA/MDH) + 100
DH (or MDA/MDH)
Note:
The reference altitude for callouts is the radio altitude for precision approaches (DH), and
baro altitude (MDA/MDH) for non precision approaches.
Pin programming enables Operators to select the required callouts. If the aircraft remains at a
height that is in the detection zone for a height callout, the corresponding message is repeated at
regular intervals.
Ident.: DSC-34-40-10-A-00001396.0001001 / 09 DEC 09
RETARD ANNOUNCEMENT
The loudspeaker announces RETARD at 20 ft or at 10 ft if autothrust is active and one autopilot is
in LAND mode.
DSC-34-40-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RA 1(2) FAULT
RA DEGRADED
AURAL
SD PAGE
MASTER LIGHT
WARNING
CALLED
SINGLE CHIME MASTER CAUT
NIL
NIL
NIL
LOCAL
WARNING
NIL
FLT PHASE
INHIB
3, 4, 5, 8
2 to 8
DSC-34-40-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-40-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
RADIO
ALTIMETER
RA 1
RA 2
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
AC1
AC2
DSC-34-40-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-40-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ATC - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-34-50-10-00001399.0002001 / 15 FEB 11
Applicable to: ALL
The aircraft has two ATC transponders which are controlled by a dual control box on the center
pedestal.
Only the selected ATC transponder operates.
The associated ADIRS (1 for transponder 1, etc ...) supplies the altitude for altitude reporting.
The ATC transponder is capable of enhanced surveillance: It transmits the following parameters
upon ground request:
Indicated airspeed, Mach number, and baro vertical speed, that are all supplied by the ADRs.
Magnetic heading, roll angle, ground speed, track angle, track angle rate, and inertial vertical
speed, that are all supplied by the IRs.
Selected altitude and barometric reference settings supplied by the FCUs.
In the case of an ADR (1 or 2) failure, ADR 3 replaces the faulty ADR, when the AIR DATA
SWITCHING Selector is set to CAP on 3 or F/O on 3.
IR/FCU parameters are only transmitted to:
ATC 1 by IR 1/FCU 1
ATC 2 by IR 2/FCU 2
DSC-34-50-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
ATC - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-34-50-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONTROL PANEL
Ident.: DSC-34-50-20-00001400.0026001 / 14 MAY 12
Applicable to: ALL
(1)
ATC selector
This switch selects transponder 1 or 2.
(2)
Mode sel
STBY
ON
AUTO: In flight
AUTO: On ground
(3)
(4)
ALT RPTG sw
ON
:
OFF
:
:
:
:
:
IDENT sw
The flight crew presses this button to send the aircraft identification signal.
DSC-34-50-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(5)
Code display
The window displays the selected code.
(6)
Keyboard
The flight crew uses these pushbuttons to set the code assigned by ATC.
(7)
CLR pb
The flight crew uses this pushbutton to clear the code display.
Note:
(8)
As long as the four figures of the new code are not entirely written, the previous code
remains.
ATC FAIL
This light comes on if the selected transponder fails.
DSC-34-50-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
ATC
ATC 1
ATC 2
DC
AC
ESS
SHED
EMER ELEC
DC
ESS
HOT
AC 2
DSC-34-50-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-50-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-34-60-10-00001401.0002001 / 16 FEB 11
Applicable to: ALL
The aircraft has two weather radar systems. Only one receiver in working at a time.
It can display the weather image on the ND, in any ND mode except PLAN.
Each pilot may remove the weather image from their ND by setting the associated brightness control
to the minimum (Refer to DSC-31-50 Other EFIS Controls).
Note:
DSC-34-60-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-60-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONTROL PANEL
Ident.: DSC-34-60-20-00001402.0002001 / 14 MAY 12
Applicable to: ALL
(1)
(2)
GAIN knob
It adjusts the receiver's sensitivity in weather mode (WX), or in ground mapping mode (MAP).
CAL is the normal position of the knob. It adjusts the gain to a calibrated setting.
(3)
Mode selector
WX
: Weather mode: Weather mode: colors indicate the density of precipitation
(black for the lowest intensity, green, amber and red indicating progressively
for higher intensities).
WX + T
: The screen only displays turbulence areas (in precipitation areas) in magenta
(within 40 nm).
TURB
: The screen only shows turbulence areas.
MAP
: Radar operates in ground mapping mode: black indicates water, green
indicates the ground, and amber indicates cities and mountains.
DSC-34-60-20 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(4)
TILT knob
This knob controls the antenna tilt.
Radar 1 depends on ADIRS 1. Radar 2 depends on ADIRS 2. ADIRS 3 replaces either one of
the ADIRS, if ATT HDG selector is set to CAPT 3 or F/O 3.
Zero represents the horizon, as seen by the ADIRS.
(5)
(6)
(7)
DSC-34-60-20 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-34-60-30-00006420.0001001 / 16 FEB 11
Applicable to: ALL
The weather radars have a Predictive Windshear System (PWS) that operates when:
The PWS switch is in the AUTO position (Even if the weather radar is OFF), and
The aircraft is below 2 300 ft AGL, and
The ATC is switched to the ON, or AUTO, or XPDR, or XPNDR, position (depending on the ATC
panel), and
Either engine is running.
Note:
When two weather radars are installed, if the selected weather radar fails, the PWS function
is recovered by selecting the non-failed weather radar on the control panel.
The system scans the airspace, within a range of 5 nm ahead of the aircraft, for windshears.
Below 1 500 ft, when the system detects windshear, depending on the range selected on the ND,
a warning, caution, or advisory message appears on the ND. Predictive windshear warnings and
cautions are associated with an aural warning.
WINDSHEAR ALERTS DURING TAKEOFF ROLL, UP TO 100 KNOTS
Ident.: DSC-34-60-30-00006425.0001001 / 14 MAY 12
Applicable to: ALL
During the takeoff roll, up to 100 kt, both warnings and cautions are available within a range of 3 nm.
A to B
DSC-34-60-30 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
During final approach, the visual and aural warning alerts are downgraded to caution alerts between
370 ft AGL and 50 ft AGL, and range between 1.5 nm and 0.5 nm.
WINDSHEAR ALERTS INHIBITION
Ident.: DSC-34-60-30-00006426.0002001 / 16 FEB 11
Applicable to: ALL
At takeoff, alerts are inhibited above 100 kt and up to 50 ft. During landing, alerts are inhibited below
50 ft.
Alert Level
Warning (Approach)
Warning (Takeoff)
Aural Warning
GO AROUND
WINDSHEAR AHEAD
WINDSHEAR
AHEAD (twice)
PFD
ND (Refer to
DSC-31-45 Predictive
Windshear System)
Windshear icon
Windshear icon
Continued on the following page
C to D
DSC-34-60-30 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Alert Level
Caution
Advisory
Aural Warning
PFD
MONITOR
RADAR DISPLAY
Nil
Windshear icon
Nil
Windshear icon
DSC-34-60-30 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-60-30 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
SINGLE
CHIME
MASTER
CAUTION
NIL
NIL
3, 4, 5, 8
MEMO DISPLAY
The PRED W/S OFF message appears, when windshear is set to OFF on the weather radar
panel.
The PRED W/S OFF, message appears in green during flight phases 2 and 6.
It appears in amber:
In flight phases 3, 4, 5, 7, 8, and 9
When the T.O. CONFIG pb is pressed during phase 2.
DSC-34-60-40 P 1/2
25 NOV 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-60-40 P 2/2
25 NOV 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
WEATHER RADAR
WX 1
WX 2
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
AC1
AC2
DSC-34-60-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-60-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
GPWS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-34-70-10-00001409.0012001 / 17 MAR 11
Applicable to: ALL
The Ground Proximity Warning System (GPWS) generates aural and visual warnings, when one of
the following conditions occurs between radio altitudes 30 ft and 2 450 ft.
Mode 1: Excessive rate of descent.
Mode 2: Excessive terrain closure rate.
Mode 3: Altitude loss after takeoff, or go-around.
Mode 4: Unsafe terrain clearance when not in landing configuration.
Mode 5: Too far below glideslope.
In addition to the basic GPWS functions, the GPWS has an enhanced function (EGPWS) which
provides, based on a worldwide terrain database:
A Terrain Awareness Display (TAD), which predicts the terrain conflict, and displays the terrain on
the ND.
A Terrain Clearance Floor (TCF), which improves the low terrain warning during landing.
The EGPWS uses the geometric altitude. The geometric altitude is calculated by means of a specific
algorithm that uses the following as inputs: The pressure altitude, GPS altitude, radio altitude, and
data from the terrain database.
The cockpit loudspeakers broadcast, even if turned off, the aural warning or caution messages
associated with each mode. The audio volume of these messages is not controlled by the
loudspeaker volume knobs. (These knobs only allow volume adjustment for radio communication).
PULL UP or GPWS lights, on the Captain and First Officer instrument panels, come on to give a
visual indication depending on the engaged GPWS mode.
Note:
A number of airports throughout the world have approaches or departures that are not
entirely compatible with standard GPWS operation. These airports are identified in the
envelope modulation database, in such a way that, when the GPWS recognizes such an
airport, it modifies the profile to avoid nuisance warnings.
DSC-34-70-10 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
GPWS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-34-70-10-00001411.0007001 / 17 MAR 11
Applicable to: ALL
DSC-34-70-10 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
GPWS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-10 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
GPWS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-10 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Mode 1 has two boundaries. Penetration of the first boundary generates a repeated aural alert SINK
RATE and causes the GPWS lights to come on. Penetration of the second boundary generates a
repetitive PULL UP and illuminates both PULL UP lights.
The upper cut-off limit is 2 450 ft radio altitude.
The lower cut-off limit is 10 ft radio altitude.
DSC-34-70-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(*)
The upper cut-off limit varies from 1 650 to 2 450 ft radio altitude, depending on speed
(between 220 to 310 kt). At certain airports, the upper boundary may be lowered down to
1 250 ft to reduce the warning sensitivity and minimize the nuisance warnings.
DSC-34-70-20 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
After TERRAIN has sounded twice, the warning switches to PULL UP, and is continually
repeated until the aircraft leaves the warning envelope. In addition, the PULL UP lights come on.
After the aircraft leaves the boundary, the GPWS lights stay on and the TERRAIN aural message
persists. These alerts stop when the aircraft increases either the barometric or inertial altitude by
300 ft. If it enters another alert region during this altitude-gain time, then the whole process begins
again with a new reference altitude for the 300 ft altitude gain.
The new enhanced operational upper limit is reduced to 1 250 ft and to 789 ft in final approach,
when the enhanced functions and the Geometric Altitude are of high integrity.
2B FLAPS ARE IN LANDING CONFIGURATION
Lowering the flaps to the landing position automatically switches GPWS to Mode 2B. In this case
lower boundary varies between 200 ft and 600 ft depending on radio altitude rate of change. In ILS
approach (glide slope deviation < 2 dots) the lower boundary is fixed at 30 ft .
When the aircraft enters the envelope, the alert is the same as for mode 2A. When gear and flaps
are in the landing configuration, the aural message is TERRAIN only and is not followed by
PULL UP if the aircraft remains within the envelope.
MODE 3 : ALTITUDE LOSS AFTER TAKEOFF
Ident.: DSC-34-70-20-00001414.0004001 / 18 MAR 11
Applicable to: ALL
If the aircraft descends during the initial takeoff climb or during a go around, the PULL UP light come
on and the aural alert DONT SINK sounds repeatedly.
The lower cut-off limit is 10 ft radio altitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
DSC-34-70-20 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Mode 3 is desensitized in accordance with the time accumulated after departure and the radio
altitude.
MODE 4 : UNSAFE TERRAIN CLEARANCE WHEN NOT IN LANDING CONFIGURATION
Ident.: DSC-34-70-20-00001415.0003001 / 17 MAR 11
Applicable to: ALL
Two aural warnings may be triggered, depending on the area: TOO LOW-GEAR or TOO
LOW-TERRAIN. In addition, the GPWS lights come on.
DSC-34-70-20 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
4B - LANDING GEAR DOWN, AND FLAPS NOT IN LANDING CONFIGURATION OR, LANDING
GEAR UP, AND FLAPS IN LANDING CONFIGURATION.
Three aural warnings may be generated, depending on the area and configuration: TOO
LOW-GEAR, TOO LOW-FLAPS, or TOO LOW-TERRAIN. In addition, the GPWS lights come
on.
If the enhanced GPWS functions and the geometric altitude are of high integrity, the upper
operational limit is reduced to 500 ft. If not, it is only reduced to 800 ft when an overflight is
detected.
4C LANDING GEAR UP, OR FLAPS NOT IN LANDING CONFIGURATION.
If the aircraft starts an inadvertent controlled flight into the ground, during takeoff and climb, and
penetrates the boundary, then the GPWS lights come on, and the TOO LOW TERRAIN aural
alert sounds repeatedly.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
DSC-34-70-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Normally, the glideslope alert is only triggered with the gear down. For a few airports, the
gear down logic requirement is deleted and other upper limits are used to increase the
warning envelope.
In both areas, the alert is a repeated GLIDESLOPE aural message, and the GPWS lights come on.
The loudness of the aural message increases, when the aircraft enters the hard warning areas.
The mode is armed, when ILS 1 receives a valid signal.
Pressing the GPWS pushbutton cancels the warning. This is temporary; the mode is automatically
reactivated for a new envelope.
The upper cut-off limit is 1 000 ft radio altitude.
The lower cut-off limit is 30 ft radio altitude.
DSC-34-70-20 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The Terrain Awareness and Display (TAD) function computes a caution and a warning envelope
in front of the aircraft, depending on the aircraft altitude, the nearest runway altitude, the distance
to the nearest runway threshold, the ground speed, and the turn rate. When the boundary of these
envelopes conflicts with the terrain, or with an obstacle memorized in the database, the system
generates the relevant alert:
Alert Level
ND (Refer to DSC-31-45
Flags and Messages
Displayed on ND)
Aural Warning
TERRAIN
AHEAD, PULL UP
OBSTACLE
AHEAD, PULL UP
TERRAIN AHEAD
OBSTACLE AHEAD
Warning
Caution
Local Warning
* When the TERR pb-sw ON ND is set to ON, and ARC or ROSE mode is selected, the ND displays
the terrain and the obstacles memorized in the database, depending on the aircrafts position. The
terrain is displayed in various densities of green, yellow, red, or magenta, depending on the threat
(Refer to DSC-31-45 Flags and Messages Displayed on ND). If an alert is generated (caution or
warning), and TERR pb-sw ON ND is not selected, the terrain and the obstacles are automatically
displayed, and the ON light of the TERR pb-sw ON ND comes on.
DSC-34-70-30 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. When TERR pb-sw ON ND is selected, the weather radar image is not displayed.
2. The Geometric Altitude function can protect against certain BARO setting errors,
provided the components used to compute the Geometric Altitude are valid and accurate
enough.
3. The TAD and Terrain Clearance Floor (TCF) functions operate using the pure lateral
GPS position and, the FMS1 position as backup.
In case of low accuracy of the aircraft position computed by the EGPWS, the enhanced modes of the
EGPWS are automatically deactivated. The five GPWS modes remain active.
TERRAIN CAUTION AND WARNING ENVELOPE
Ident.: DSC-34-70-30-00006161.0002001 / 17 MAR 11
Applicable to: ALL
DSC-34-70-30 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
VERTICAL ENVELOPE
HORIZONTAL ENVELOPE
A terrain clearance floor envelope is stored in the database for each runway for which terrain data
exist. The Terrain Clearance Floor (TCF) function warns of a premature descent below this floor,
regardless of aircraft configuration.
DSC-34-70-30 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the airplane descends below this floor, a TOO LOW TERRAIN aural warning is announciated, and
the pushbutton light comes on, on the glareshield.
RUNWAY FIELD CLEARANCE FLOOR
Ident.: DSC-34-70-30-00006163.0002001 / 17 MAR 11
Applicable to: ALL
The Runway Field Clearance Floor (RFCF) provides an additional envelope protection, for runways
that are significantly higher than the surrounding terrain. It is contained in a circle within the 5.5 nm of
the runway threshold and it is based on the geometric altitude and the runway elevation.
DSC-34-70-30 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-30 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-30 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-34-70-40-00001418.0002001 / 14 MAY 12
Applicable to: ALL
(1)
SYS pushbutton
OFF
: All basic GPWS alerts (Mode 1 to 5) are inhibited.
FAULT light : This amber light comes on, along with an ECAM caution, if the basic GPWS
mode 1 to 5 malfunction.
Note:
If ILS 1 fails, only mode 5 is inhibited. Consequently, the FAULT light does not come
on and the GPWS FAULT warning is not triggered.
(2)
G / S MODE pushbutton
OFF
: Glideslope mode (mode 5) is inhibited.
(3)
(4)
(5)
TERR pushbutton
OFF
: Inhibits the Terrain Awareness Display (TAD) and Terrain Clearance Floor
(TCF) modes, and does not affect the basic GPWS mode 1 to 5. If OFF is
selected the ECAM caution NAV GPWS TERR DET FAULT is displayed.
DSC-34-70-40 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAULT light :
This amber light comes on, along with an ECAM caution, if the TAD or TCF
mode fails. The terrain is not shown on the ND. The basic GPWS mode 1 to
mode 5 are still operative if the SYS pushbutton OFF or FAULT lights are not
illuminated.
INSTRUMENT PANELS
(1)
PULL UP GPWS pb
PULL : Comes on to give a visual indication, when a PULL UP warning is triggered in
UP
Modes 1, 2, and TAD. The corresponding aural warning sounds.
GPWS : Comes on amber, when any other mode is activated.
The corresponding aural warning sounds.
Note:
1. If the flight crew briefly presses this button when one of these modes is activated,
the GPWS light goes out and the voice warning stops.
2. On ground, the GPWS can be tested by pressing this pushbutton. If the pushbutton
is pressed briefly, some of the aural warnings sound and pushbutton captions,
related to the GPWS, come on. If the pushbutton is pressed continuously, then all
the aural warnings sound.
DSC-34-70-40 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
TERR ON ND pb
These pushbutton are located on either side of the ECAM. Each pushbutton controls the onside
terrain display.
ON
: The terrain is displayed on the ND if the:
TERR pb-sw is selected ON, and
TERR FAULT light is not on.
The ON light comes on.
OFF : The terrain data is not displayed on the ND.
Note:
DSC-34-70-40 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-40 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
GPWS FAULT
GPWS TERR DET FAULT
The enhanced terrain detection function is
inoperative.
The basic GPWS mode 1 to 5 are still operative.
SINGLE
CHIME
MASTER
CAUT
NIL
GPWS SYS
FAULT lt
FLT
PHASE
INHIB
1, 3, 4, 5,
8, 9, 10
GPWS TERR
FAULT lt
1, 3, 4,
5 8,10
LOCAL
WARNING
MEMO DISPLAY
GPWS FLAP 3 is displayed in green when GPWS LDG FLAP 3 pb-sw is ON.
GPWS FLAP MODE OFF is displayed in green when GPWS FLAP MODE pb-sw is OFF.
Airborne TERR STBY appears in green when the aircraft position accuracy (computed by the
EGPWS) is not sufficient to allow the enhanced TCF and TAD modes to operate. These modes
are not available until the TERR STBY memo disappears. If selected, the terrain data display on
ND is automatically deselected when the TERR STBY memo is triggered.
TERR OFF is displayed when the TERR pb-sw is switched OFF:
It appears in green in flight phase 2, before the Take Off Configuration test is launched, and in
flight phase 6.
It appears in amber in flight phase 2, after the Take Off Configuration test, and in flight phases
3, 4, 5, 7, 8 and 9.
DSC-34-70-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
GPWS
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
AC1
DSC-34-70-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-70-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
TCAS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-34-80-10-00001422.0004001 / 15 FEB 11
Applicable to: ALL
MAIN COMPONENTS
Ident.: DSC-34-80-10-00001423.0001001 / 15 FEB 11
Applicable to: ALL
A to B
DSC-34-80-10 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
TCAS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-34-80-10 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
TCAS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-34-80-10 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
TCAS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
PRINCIPLE
Ident.: DSC-34-80-10-00001424.0001001 / 15 FEB 11
Applicable to: ALL
The TCAS interrogates transponder of intruders. From the transponder replies, the TCAS determines
for each intruder:
Its relative bearing
Its range and closure rate
Its relative altitude if available (ATC mode C or S)
Then the TCAS computes the intruder trajectory, the Closest Point of Approach (CPA) and the
estimated time (TAU) before reaching the CPA.
Each time the relative position of the intruder presents a collision threat, aural and visual advisories
are triggered.
TCAS optimizes vertical orders to ensure a sufficient trajectory separation and a minimal vertical
speed variation considering all intruders.
INTRUDER CLASSIFICATION
Ident.: DSC-34-80-10-00001425.0001001 / 15 FEB 11
Applicable to: ALL
Proximate
INTRUDER POSITION
DISPLAYED INFORMATION
No collision threat
Intruder in the vicinity of the A/C
(closer than 6 nm laterally and
1200 ft vertically)
C to D
DSC-34-80-10 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
TCAS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
LEVEL
INTRUDER POSITION
Real collision threat
TAU is about 25 s
Other intruders
No collision threat
Any non proximate, TA, RA within
the surveillance envelope (lateral
range: closer than 30 nm. vertical
range: Refer to DSC-34-80-20
ATC/TCAS Panel)
TA/RA THRESHOLDS
Ident.: DSC-34-80-10-00001426.0002001 / 14 MAY 12
Applicable to: ALL
D to E
DSC-34-80-10 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
TCAS - DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
TCAS MODES
Ident.: DSC-34-80-10-00001427.0002001 / 17 MAR 11
Applicable to: ALL
F to G
DSC-34-80-10 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ATC/TCAS PANEL
Ident.: DSC-34-80-20-00001429.0004001 / 15 FEB 11
Applicable to: ALL
(1)
Mode sel
TA/RA : Normal position.
The RAs, TAs and proximate intruders are displayed if the ALT RPTG switch is ON
and the transponder is not on STBY.
TA
: The TCAS does not generate any vertical orders. This mode should be used, in
case of degraded aircraft performance (engine failure, landing gear extended, or
approach on parallel runways).
All RAs are converted into TAs. TAs, proximate and intruders are displayed if the
ALT RPTG switch is ON and the transponder is not on STBY
The "TA ONLY" white memo is displayed on the NDs.
STBY : The TCAS is on standby.
(2)
TRAFFIC sel
THRT : Proximate and other intruders are displayed only if a TA or RA is present, and they
are within 2 700 ft above and 2 700 ft below the aircraft.
ALL : Proximate and other intruders are displayed even if no TA or RA is present (full
time function). The altitude range is 2700 ft to +2 700 ft.
ABV : The same as ALL, except that the other intruders are displayed if within 9 900 ft
above the aircraft and 2 700 ft below.
BLW : The same as ALL, except that the other intruders are displayed if within 9 900 ft
below the aircraft and 2 700 ft above.
DSC-34-80-20 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ND INDICATIONS
Ident.: DSC-34-80-20-00001430.0002001 / 15 FEB 11
Applicable to: ALL
The traffic is displayed in all ROSE modes and ARC mode. Only the 8 most threatening intruders are
displayed.
(1)
Proximate intruder
Indicated by a white filled diamond.
(2)
TA intruder
Indicated by an amber circle.
Associated with the TRAFFIC-TRAFFIC aural message.
(3)
RA intruder
Indicated by a red square.
Associated with vertical orders displayed on the PFD and aural messages.
(4)
Other intruders
Indicated by a white empty diamond.
Note:
(5)
If the range of an intruder is not available, the intruder is not displayed. An intruder
may be partially displayed when its range is out of scale.
Relative altitude
Indicated in hundred of feet above or below the symbol depending on the intruder position.
DSC-34-80-20 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
(7)
If the altitude of an intruder is not available, neither altitude nor vertical speed
indications are displayed.
No bearing intruder
If the bearing of TA or RA intruder is not available the following data is presented in digital form
at the bottom of the ND:
range
relative altitude and vertical speed arrow if available.
Displayed amber or red according to threat level.
(8)
Range ring
A 2.5 nm white range ring is displayed when a 10 nm or 20 nm range is selected.
TCAS MESSAGES
DSC-34-80-20 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
In case of RA detection, the vertical speed scale becomes rectangular and the PFD presents vertical
orders on the vertical speed scale. The vertical speed scale background is normally grey, but may be
partially replaced by green and/or red areas.
DSC-34-80-20 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Red area
Indicates the vertical speed range, when there is a high risk of conflict.
(2)
Green area
Indicates the recommended vertical speed range. It is wider than the red area.
Note:
(3)
The aircraft can also fly in the grey vertical speed range, without the risk of conflict
(preventive RA)
The color of the digits corresponds to the appropriate area
In case of RA detection, the vertical speed needle that is normally green, becomes
white.
TCAS message
Appears in amber provided that the TCAS is not in standby, when the TCAS cannot deliver RA
data, or in case of an internal TCAS failure.
DSC-34-80-20 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL MESSAGES
Ident.: DSC-34-80-20-00001433.0002001 / 15 FEB 11
Applicable to: ALL
DSC-34-80-20 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TCAS FAULT
TCAS STBY
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
SINGLE
CHIME
MASTER
CAUT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
Flag on PFD
and ND
3, 4, 5, 7
NIL
ALL,
except 6
NIL
MEMO DISPLAY
TCAS STBY is displayed in green, when:
ATC STBY is selected by the crew, or
TCAS STBY is selected by the crew during flight phases other than 6, or
ALT RPTG is selected at off, or
both ATC or both RA are failed.
In the case of a triple ADR failure.
TCAS STBY is displayed in amber, when the flight crew sets the TCAS on STBY in flight phase 6.
DSC-34-80-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-80-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
TCAS
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
AC1
DSC-34-80-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-34-80-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-10 General
Description............................................................................................................................................................... A
DSC-35-PLP-TOC P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-PLP-TOC P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-35-PLP-TOC
Description
DSC-35-PLP-TOC
Controls and Indicators
DSC-35-30-10
Operation
DSC-35-30-20
Overhead Panel
Toc
Index
ID
1
Reason
DSC-35-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-35-10-00001448.0001001 / 20 DEC 10
Applicable to: ALL
DSC-35-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-35-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-35-20-10-00001449.0002001 / 09 DEC 09
Applicable to: ALL
The crewmember squeezes the red grips to pull the mask out of its box, and this action causes the
mask harness to inflate.
A mask-mounted regulator supplies a mixture of air and oxygen or pure oxygen, or performs
emergency pressure control. With the regulator set to NORMAL, the user breathes a mixture of cabin
air and oxygen up to the cabin altitude at which the regulator supplies 100 % oxygen. The user can
select 100 %, in which case the regulator supplies pure oxygen at all cabin altitudes.
If the situation calls for it, the user can use the emergency overpressure rotating knob and receive
pure oxygen at positive pressure.
The storage box contains a microphone lead, with a quick-disconnect, for connection to the
appropriate mask microphone cable.
Note:
Each mask may have a removable film that protects the visor against scratches.
This strip is optional and may be removed from the mask at any time.
A to B
DSC-35-20-10 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-35-20-10-00001451.0002001 / 14 FEB 11
Applicable to: ALL
DSC-35-20-10 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MASK SETTING
Ident.: DSC-35-20-10-00001452.0001001 / 22 MAY 12
Applicable to: ALL
DSC-35-20-10 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MASK STOWAGE
Ident.: DSC-35-20-10-00001453.0001001 / 29 MAR 12
Applicable to: ALL
DSC-35-20-10 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-35-20-20-00001454.0001001 / 14 FEB 11
Applicable to: ALL
(1)
CREW SUPPLY pb
This pushbutton controls the solenoid valve.
On : The valve is open, and supplies low pressure oxygen to the masks (normal position in
flight).
OFF: The valve is closed, and the white light comes on.
DSC-35-20-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STOWAGE BOX
Ident.: DSC-35-20-20-00001455.0001001 / 22 MAY 12
Applicable to: ALL
(1)
(2)
(3)
OXY ON flag
As soon as the left flap door opens, the mask is supplied with oxygen and, once it closes (mask
still supplied with oxygen), the OXY ON flag appears.
DSC-35-20-20 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-20-20 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRESSURE REGULATOR
Ident.: DSC-35-20-20-00001457.0001001 / 22 MAY 12
Applicable to: ALL
(1)
Red grips
Squeezing the right-hand side grip unlocks the two-flap door, and permits the harness to
inflate.
DSC-35-20-20 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
N/100 % selector
Pushing the button up from underneath releases it, and it pops up to the N (normal) position.
Pressing it again returns it to 100 %.
100 % : The mask delivers 100 % oxygen.
N
: The mask delivers a mixture of air and oxygen, the content of which varies with
cabin altitude. When cabin altitude goes above 35 000 ft, the air inlet closes and the
wearer breathes 100 % oxygen.
DOOR/OXY ECAM PAGE
(1)
DSC-35-20-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In this case, the flight crew must check that the remaining quantity is not below the minimum
(Refer to LIM-35 Cockpit Fixed Oxygen System).
(2)
REGUL LO PR indication
It is in amber, if oxygen pressure on the low-pressure circuit is low (50 PSI).
(3)
DSC-35-20-20 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
CREW OXY CTL
DC
DC
BAT
AC
ESS
EMER ELEC
DC
HOT
ESS
SHED
DSC-35-20-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-20-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-35-30-10-00001459.0001001 / 09 DEC 09
Applicable to: ALL
The cabins fixed oxygen system supplies oxygen to the occupants, in case of cabin
depressurization.
Chemical generators produce the oxygen. Each generator feeds a group of 2, 3, or 4 masks.
Generators and masks are in containers above the passenger seats, in the lavatories, in each galley
, and at each cabin crew station.
OPERATION
Ident.: DSC-35-30-10-00001460.0004001 / 16 MAY 12
1 Applicable to: ALL
Each container has an electrical latching mechanism that opens automatically to allow the masks to
drop, if the cabin pressure altitude exceeds 14 000 ft (+ 250, - 750 ft). The flight crew can override
the automatic control.
When the masks are released, the passenger address system automatically broadcasts prerecorded
instructions
for their use.
The generation of oxygen begins when the passenger pulls the mask towards the passenger seat.
The chemical reaction used for oxygen generation creates heat. Therefore, the smell of burning or
smoke, and cabin temperature increase, may be associated with the normal operation of the oxygen
generators. The mask receives pure oxygen under positive pressure for about 15 min, until the
generator is exhausted.
A reset is available for the rearming of the system after the masks are restowed. A manual release
tool allows crew members to manually open the doors in case of electrical failure.
A to B
DSC-35-30-10 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-35-30-10-00001461.0001001 / 16 MAY 12
Applicable to: ALL
DSC-35-30-10 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-35-30-20-00001462.0001001 / 11 FEB 11
1 Applicable to: ALL
(1)
(2)
A to B
DSC-35-30-20 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
HI ALT
SET
The ECAM displays this memo in green, when the crew sets the HI ALT LANDING pb
to ON. In this case, the passenger mask release altitude is 16 000 ft (+ 250 ft, - 750 ft).
B to C
DSC-35-30-20 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NORM
AC
PAX OXYGEN
ACTUATION
AUTOCONTROL
DC
DC
BAT
AC
ESS
SHED
EMER ELEC
DC
HOT
ESS
SHED
DSC-35-30-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-30-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight crew smoke hood located on the right back side of the cockpit, ensures the eyes and
respiratory system protection of one flight crew member when fighting a fire and in case of smoke or
noxious gas emissions or cabin depressurization.
The smoke hood is based on a chemical air regeneration system, located at the back of the hood.
An oronasal mask allows the inhalation of regenerated air via the inhalation valves and returns the
exhaled breath to the regenerator system.
The effective time of use is between 15 and 30 min, depending on the workrate.
DSC-35-40-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-35-40-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
PNEUMATIC
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-10 Description
DSC-36-10-10 General
GENERAL................................................................................................................................................................ A
DSC-36-10-40 Crossbleed
GENERAL................................................................................................................................................................ A
X-BLEED VALVE CONTROL LOGIC......................................................................................................................B
ECAM INDICATION.................................................................................................................................................C
DSC-36-PLP-TOC P 1/2
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-PLP-TOC P 2/2
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-36-10-10-00001468.0001001 / 09 DEC 09
Applicable to: ALL
DSC-36-10-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-36-10-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-36-10-20-00001469.0001001 / 09 DEC 09
Applicable to: ALL
DSC-36-10-20 P 1/6
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-36-10-20-00001470.0005001 / 09 DEC 09
Applicable to: ALL
DSC-36-10-20 P 2/6
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-10-20 P 3/6
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Air is normally bled from the intermediate pressure stage (IP) of engines high-pressure (HP)
compressor to minimize fuel penalty.
At low engine speed, when the pressure and temperature of the IP air are too low, the system bleeds
air from the HP stage and maintains it at 36 4 PSI.
An intermediate pressure check valve downstream of the IP port closes to prevent air from the HP
stage from being circulated to the IP stage.
L3
The bleed valve, which is downstream of the junction of HP and IP ducting, acts as a shut-off and
pressure regulating valve.
It maintains delivery pressure at 45 5 PSI.
Note:
Bleed pressure may fluctuate between 38 and 56 PSI (with a maximum peak to peak
pressure of 16 PSI) particularly at high engine power (takeoff or climb) up to FL 100.
C to D
DSC-36-10-20 P 4/6
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Overtemperature
Overpressure
Leak
Open starter valve
APU bleed being ON.
If pressure regulation fails, the overpressure valve closes when the pressure goes over 85 PSI.
Note:
If APU Bleed is ON and the crossbleed valve is SHUT, the Engine bleed valve 2, remains
open.
TEMPERATURE REGULATION AND LIMITATION
A precooler downstream of the bleed valve regulates the temperature of the bleed air.
The precooler is an air-to-air heat exchanger that uses cooling air bleed from the engine fan to
regulate the temperature to approximately 200 C.
The fan air valve controls fan air flow.
A spring keeps the fan air valve closed in the absence of pressure.
D to E
DSC-36-10-20 P 5/6
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-10-20 P 6/6
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-36-10-30-00001474.0001001 / 09 FEB 11
Applicable to: ALL
Air from the APU load compressor is available on ground and in flight.
The APU bleed valve operates as a shut-off valve to control APU bleed air. It is electrically controlled
and pneumatically operated.
The APU BLEED pb-sw, on the AIR COND panel, controls the APU bleed valve. When the flight
crew selects ON with the pushbutton, APU bleed air supplies the pneumatic system, if the APU
speed is above 95 %. This opens the crossbleed valve and closes the engine bleed automatically.
A check valve near the crossbleed duct protects the APU, when bleed air comes from another
source.
APU BLEED VALVE OPENING LOGIC
Ident.: DSC-36-10-30-00001475.0001001 / 09 FEB 11
Applicable to: ALL
Note:
A to B
DSC-36-10-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-10-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
DESCRIPTION - CROSSBLEED
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-36-10-40-00001476.0001001 / 09 DEC 09
Applicable to: ALL
A crossbleed valve on the crossbleed duct allows the air supply systems of the two engines to be
isolated or interconnected.
On the AIR COND panel, a rotary selector controls the crossbleed valve electrically.
Two electric motors, one for automatic mode and one for manual mode, control the valve.
In automatic mode, the crossbleed valve opens when the system uses APU bleed air. It closes, if the
system detects an air leak (except during engine start).
X-BLEED VALVE CONTROL LOGIC
Ident.: DSC-36-10-40-00001477.0001001 / 09 DEC 09
Applicable to: ALL
A to B
DSC-36-10-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
DESCRIPTION - CROSSBLEED
FLIGHT CREW
OPERATING MANUAL
ECAM INDICATION
Ident.: DSC-36-10-40-00001478.0002001 / 09 FEB 11
Applicable to: ALL
DSC-36-10-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LEAK DETECTION
Ident.: DSC-36-10-50-00001479.0001001 / 09 DEC 09
Applicable to: ALL
Leak detection loops detect any overheating near the hot air ducts in the fuselage, pylons, and
wings.
For the pylon and APU, the sensing elements are tied to form a single loop and for the wing, a
double loop.
When the two wing loops detect a leak, or when one loop detects the leak and the other one is
inoperative, they activate a wing leak signal.
BMC1 and BMC2 each contain identical control logic for the system.
A wing leak signal causes :
the bleed valve on the related side to close automatically
the associated FAULT light on the AIR COND panel to come on
the x-bleed valve to close automatically (except during an engine start)
the APU bleed valve to close automatically (if it is open, and if the leak concerns the left wing)
(except during engine start)
A pylon leak signal causes :
the bleed valve on the related side to close automatically
the FAULT light for the related engine on the AIR COND panel to come on
the x-bleed valve to close automatically (except during an engine start).
An APU leak signal causes :
the APU bleed valve to close automatically (except during engine start).
the FAULT light the APU BLEED pushbutton switch on the AIR COND panel to come on
the x-bleed valve to close automatically (except during an engine start).
DSC-36-10-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-10-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BMC FAILURE
Ident.: DSC-36-10-60-00001480.0001001 / 09 DEC 09
Applicable to: ALL
If one BMC fails, the adjacent BMC takes over the monitoring of the bleed system to issue the
following ECAM warnings if necessary :
overpressure
overtemperature
wing leak.
Nevertheless, the associated FAULT light on the AIR COND panel is lost, and the associated bleed
valve does not close automatically.
ENG BLEED LEAK warning is lost for the associated engine, as is also the APU BLEED LEAK
warning if BMC1 has failed.
DSC-36-10-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-10-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-36-20-00001481.0001001 / 16 FEB 11
Applicable to: ALL
(1)
(2)
APU BLEED pb sw
ON
: The APU valve opens if N > 95 % and there is no leak in the APU or in the left
side bleed. (If there is a leak on the right side, the x-bleed valve closes.)
The blue ON light comes on.
DSC-36-20 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Off
FAULT
light
(3)
:
:
X-BLEED selector sw
AUTO
: The crossbleed valve is open if the APU bleed valve is open.
The crossbleed valve is closed if the APU bleed valve is closed or, in case of a
wing, pylon, or APU leak (except during engine start).
OPEN
: The crossbleed valve is open.
CLOSE : The crossbleed valve is closed.
DSC-36-20 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
HP VALVES
Crossline - Green
In line - Green
Crossline - Amber
:
:
:
DSC-36-20 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Crossline - Green
In line - Amber
Crossline - Amber
(3)
:
:
:
When the engines are at idle, and depending on the ambient temperature, the
precooler outlet temperature may be below 150 C (displayed amber).
The APU valve is not fully open, and the APU master switch is ON.
The APU valve is fully open, and the APU master switch is ON.
The APU valve is fully closed, the APU master switch is ON, and the
APU bleed switch is ON for more than 10 s.
DSC-36-20 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(5)
CROSSBLEED VALVE
Crossline - Green
:
In line - Green
:
Crossline - Amber :
In line - Amber
:
Transit - Amber
:
(6)
(7)
(8)
Arrow
:
(9)
DSC-36-20 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-36-20 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
1, 3, 4, 5,
7, 8, 10
ENG BLEED
FAULT lt
3, 4, 5, 7, 8
SINGLE
CHIME
MASTER
CAUT
BLEED
ENG BLEED 1, 3, 4, 5,
OFF lt
7, 8, 9, 10
NIL
3, 4, 5, 7, 8
APU BLEED
FAULT lt
1, 3, 4, 5,
7, 8, 10
Continued on the following page
NIL
FLT
PHASE
INHIB
DSC-36-30 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
X BLEED FAULT
3, 4, 5, 8
BLEED
NIL
NIL
NIL
3, 4, 5,
6, 7, 8
NIL
3, 4, 5, 7, 8
MEMO DISPLAY
APU BLEED appears in green if the APU is available and the APU BLEED pb-sw is ON.
DSC-36-30 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
1
2
ENG 1
DC2
ENG 2
DC2
AUTO CONTROL
MANUAL CONTROL
DC2
BMC
BLEED
VALVES,
HP VALVES
AND FAN
AIR VALVES
X-BLEED
VALVE
DC
AC
ESS
EMER ELEC
DC
HOT
ESS
SHED
SHED
SHED
DSC-36-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-36-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-38-10 Description
General.....................................................................................................................................................................A
Potable Water.......................................................................................................................................................... B
Wastewater System.................................................................................................................................................C
Toilet System........................................................................................................................................................... D
DSC-38-PLP-TOC P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-38-PLP-TOC P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-38-10-00001485.0001001 / 19 JAN 11
Applicable to: ALL
Potable water is stored in a 200 l tank in front of the wing box behind the forward cargo compartment.
While airborne, the aircraft uses bleed air to pressurize the water system ; on the ground, it uses air
from the service panel pressure port.
Potable water is piped to the galleys and lavatories.
The system can be filled or drained from the service panel under the fuselage. Indicators on the
forward attendants panel and the aft service panel show how much water is in the water tank.
A to B
DSC-38-10 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
WASTEWATER SYSTEM
Ident.: DSC-38-10-00001487.0001001 / 19 JAN 11
Applicable to: ALL
Wastewater from the galleys and from the sinks in the lavatories, drains overboard through two
anti-iced drain masts.
The forward mast drains wastewater from the forward cabin; the aft mast drains it from the aft cabin.
Differential pressure discharges the wastewater in flight, and gravity does so on the ground.
DSC-38-10 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
TOILET SYSTEM
Ident.: DSC-38-10-00001488.0002001 / 16 MAR 11
Applicable to: ALL
Differential pressure forces waste from the toilet bowls into the waste storage tank. On ground, and
at altitudes below 16 000 ft , a vacuum generator produces the necessary pressure differential.
Clear water from the potable water system flushes the toilets.
A flush control unit, within each toilet, controls the flush sequence.
The Vacuum System Controller (VSC) furnishes operational information, such as the waste level in
the storage tank, to the Flight Attendants panel, and maintenance information and a test program to
the Centralized Fault Display System.
The waste tank has a usable capacity of 170 l .
Ground personnel services the waste tank via a single service panel under the fuselage.
A manual shut-off valve isolates an inoperative toilet.
DSC-38-10 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
DSC-38-10 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
DSC-38-10 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-38-10 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
DC
BAT
AC
ESS
EMER ELEC
DC
ESS
HOT
GND/FLT
AC2
GND/FLT
AC2
AC2
GND/FLT
GND/FLT
DSC-38-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-38-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-45-10 Description
GENERAL................................................................................................................................................................ A
COMPONENTS........................................................................................................................................................B
MODES OF OPERATION....................................................................................................................................... C
Architecture.............................................................................................................................................................. D
FAILURE/FAULT CLASSIFICATION.......................................................................................................................E
FUNCTIONS OF THE CENTRALIZED FAULT DISPLAY SYSTEM (CFDS)..........................................................F
COCKPIT/CFDS INTERFACE................................................................................................................................ G
DSC-45-30 PRINTER
GENERAL................................................................................................................................................................ A
SYSTEM DESCRIPTION.........................................................................................................................................B
DSC-45-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-45-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-45-10-00001490.0001001 / 09 DEC 09
Applicable to: ALL
The purpose of the Centralized Fault Display System (CFDS) is to make the maintenance task easier
by displaying fault messages in the cockpit and permitting the flight crew to make some specific
tests.
There are two levels of maintenance :
at the line stop
: removal and replacement of equipment
at the main base : troubleshooting
COMPONENTS
Ident.: DSC-45-10-00001491.0001001 / 09 DEC 09
Applicable to: ALL
A to C
DSC-45-10 P 1/6
25 NOV 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-45-10-00001493.0002001 / 14 FEB 11
Applicable to: ALL
DSC-45-10 P 2/6
25 NOV 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
FAILURE/FAULT CLASSIFICATION
Ident.: DSC-45-10-00001494.0002001 / 14 NOV 11
Applicable to: ALL
The Centralized Fault Display System (CFDS) identifies the faulty system and puts any failures or
faults into one of three classes :
Class 1 : Failures indicated to the flight crew by means of the ECAM, or other flight deck effect.
They must be repaired or entered in the MEL (Minimum Equipment List) before the
aircraft can depart.
Class 2 : Faults indicated to maintenance personnel by the CFDS and which trigger a MAINT
status entry on the maintenance part of the ECAM status page. The aircraft can
operate with these faults, but they must be rectified within the timescale defined in the
Trouble Shooting Manual (TSM).
Class 3 : Faults indicated to maintenance personnel by the CFDS, but which do not trigger a
MAINT status. The operator may have these faults corrected at his convenience.
Failure/fault classes
Operational
consequences
Indication to the
flight crew
Dispatch
consequences
Indication to the
maintenance team
Class 1
Class 2
Class 3
YES
NO
YES
YES
NO
Available on ECAM status
page.
Automatically displayed
Warning or caution messages on
Engine
Warning Display
Flag or indication in the flight
deck.
Refer to MMEL/MI-00-08
ECAM and
MAINTENANCE STATUS
YES
Automatically print out at the end of each flight :
Fault messages on the CFDS Post Flight Report.
NO
YES
Available on request
through system report/Test
DSC-45-10 P 3/6
25 NOV 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-45-10 P 4/6
25 NOV 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
COCKPIT/CFDS INTERFACE
Ident.: DSC-45-10-00001496.0001001 / 09 DEC 09
Applicable to: ALL
DSC-45-10 P 5/6
25 NOV 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DESCRIPTION
FLIGHT CREW
OPERATING MANUAL
DSC-45-10 P 6/6
25 NOV 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
MAINTENANCE MENU
Ident.: DSC-45-20-00001497.0002001 / 14 MAY 12
Applicable to: ALL
The CFDS uses menus displayed on the MCDU. The operator selects functions or reports from these
menus.
Pressing the MCDU MENU key and then selecting CFDS brings up the MAINTENANCE MENU page
(different pages for the aircraft in flight and the aircraft on the ground).
DSC-45-20 P 1/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
The LAST LEG REPORT (on the ground) or the CURRENT LEG REPORT (in flight), list all class 1
failures and class 2 faults and all system failure and system fault messages received by the CFDS
during the last flight leg or the current flight leg. Pressing the IDENT key displays a list of the systems
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
DSC-45-20 P 2/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM OPERATION
(called identifiers) affected by the failure or fault, which helps the pilot or maintenance person to
identify the failure or fault.
GENERAL
In flight
On the ground :
The CURRENT LEG ECAM REPORT displays the primary and independent
warning (class I) messages and MAINTENANCE STATUS (class II) messages
of the current flight leg.
The LAST LEG ECAM REPORT displays the primary and independent
warning (class I) messages plus MAINTENANCE STATUS (class II)
messages of the last flight leg.
DSC-45-20 P 3/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
Note:
DSC-45-20 P 4/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM OPERATION
This report gives access to the POST FLIGHT REPORTS of the previous 63 flight legs.
DSC-45-20 P 5/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
On ground, the Operator can print copies of the screen. If ACARS is installed, the Operator can
send the flight report (Refer to DSC-45-20-A Last (or Current) Leg ECAM Report - Post Flight Report
Print).
AVIONICS STATUS
Ident.: DSC-45-20-00001502.0001001 / 09 DEC 09
Applicable to: ALL
This screen displays the list of systems affected by a failure or fault. If a system is affected by at least
a Class 3 fault, CLASS 3 appears beside it. The display is continuously updated.
D to E
DSC-45-20 P 6/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
SYSTEM REPORT/TEST
Ident.: DSC-45-20-00001503.0001001 / 09 DEC 09
Applicable to: ALL
This screen gives the operator access to all electronic systems. The CFDIU enters into interactive
dialogue with the selected system.
DSC-45-20 P 7/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
DSC-45-20 P 8/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
In the above example, the operator has called up menus of the selected systems :
LAST or PREVIOUS LEG REPORT presents the list of Line-Replaceable Units (LRUs) affected by
a failure.
LRU IDENTIFICATION contains the part numbers of all LRUs in the system.
GND SCANNING runs the flight monitoring on the ground and indicates the faulty LRU.
CLASS 3 FAULTS lists class 3 faults detected by the system during the last flight leg.
SYSTEM CONFIGURATION presents the system configuration in a digital form.
Note:
These screens (except LAST or PREVIOUS LEG REPORT) are not shown above.
GMT/DATE INITIALIZATION
A CFDIU clock is synchronized with the cockpit clock in order to keep GMT (UTC) displayed on the
ECAM lower display (except in flight Phases 1 and 2, if the weight and balance system is installed). If
the cockpit clock fails, the CFDIU clock continues to display GMT (UTC) on the ECAM lower display.
If electrical power is interrupted for more than 200 ms, the crew initializes GMT (UTC) and the DATE
via the MCDU :
Write GMT (UTC) in the scratchpad, then press the INIT GMT key.
Do the same for the month and day.
DSC-45-20 P 9/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
DSC-45-20 P 10/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
BACK UP MODE
Ident.: DSC-45-20-00001505.0001001 / 09 DEC 09
Applicable to: ALL
If the CFDIU's main channel fails, the backup channel allows the CFDS to operate in backup mode :
on the ground only
through MCDU1
in one mode of operation only : SYSTEM REPORT/TEST
without the PRINTER or ACARS.
The system changes over from main channel to backup channel :
Automatically in case of an important failure (power supply, for example). In this case, when the
operator selects CFDS on the MCDU MENU, it displays the BACKUP MODE page.
Manually if the operator selects BACKUP MODE on the CFDS menu after a minor failure.
DSC-45-20 P 11/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEM OPERATION
DSC-45-20 P 12/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
Note:
The CFDIU memorizes all manual programming so that at initialisation the last configuration
will be retained.
DSC-45-20 P 13/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
SYSTEM OPERATION
FLIGHT CREW
OPERATING MANUAL
DSC-45-20 P 14/14
30 MAY 12
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DATA LOADING
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-45-25-00001506.0001001 / 10 JAN 11
Applicable to: ALL
With the data loading system, it is possible to upload databases and operational software, or to
download system reports from various onboard computers.
The data transfer is performed via 3.5 in disks and a portable data loader, or the aircraft fixed
Multipurpose Disk Drive Unit
(MDDU).
DATA LOADING SELECTOR ON THE OVERHEAD PANEL
Ident.: DSC-45-25-00001507.0001001 / 10 JAN 11
Applicable to: ALL
When the data loading selector is ON, the 3 keys (NEXT, PREV, SEL CTRL) enable the display and
selection of various applicable aircraft systems (FMGC, TCAS
etc...).
A to B
DSC-45-25 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
DATA LOADING
FLIGHT CREW
OPERATING MANUAL
DSC-45-25 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
PRINTER
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-45-30-00001508.0001001 / 09 DEC 09
Applicable to: ALL
The printer prints reports from the following systems (if installed) : ACARS, AIDS, FMGC, CFDIU and
EVMU. It prints these on paper, and does so either on the ground or in flight.
The printer is installed at the rear of the pedestal on the right side.
SYSTEM DESCRIPTION
Ident.: DSC-45-30-00001509.0001001 / 09 DEC 09
Applicable to: ALL
(1)
SLEW sw :
The SLEW switch is used to feed paper after having loaded a new roll.
(2)
A to B
DSC-45-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
PRINTER
FLIGHT CREW
OPERATING MANUAL
DSC-45-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
CFDS
DC
AC
ESS
EMER ELEC
DC
ESS
HOT
DC1
DSC-45-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-45-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-46-10 General
Introduction...............................................................................................................................................................A
System Architecture.................................................................................................................................................B
Cockpit Arrangement............................................................................................................................................... C
DSC-46-40 CNS/ATM
Introduction...............................................................................................................................................................A
DSC-46-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-46-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: DSC-46-10-00001511.0002001 / 16 MAR 11
Applicable to: ALL
The information system manages the datalink communication and provides the flight crew with
information coming from the airline and from the Air Traffic Control (ATC).
The information system consists mainly of an Air Traffic Service Unit (ATSU), two Data-link Control
and Display Units (DCDU
) located on the left and right central panels, and two illuminated
pushbuttons
ATC MSG.
The ATSU manages:
The Air-Ground communications through the appropriate communication media (SATCOM
VHF data radio or HF
data radio).
The exchange of information between the aircraft and:
or
The Operator according to the Airline Operational Control (AOC) applications defined in the
ATSU, or
The Air Traffic Control.
The information display via the MCDU and the DCDU
The appropriate warning for flight crew information.
A to B
DSC-46-10 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-46-10 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
COCKPIT ARRANGEMENT
Ident.: DSC-46-10-00001513.0002001 / 16 MAY 12
Applicable to: ALL
DSC-46-10 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-46-10 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: DSC-46-20-00001514.0002001 / 14 FEB 11
Applicable to: ALL
The Air-Ground communications are managed by the ATSU communication function either:
automatically without pilot action,
or manually using MCDU pages and/or RMPs.
The pilot controls the communications through the COMM MENU page on MCDU.
(*)
DSC-46-20 P 1/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DOWNLINK MESSAGES
Aircraft to ground messages (downlink) comprise maintenance, monitoring, operational,
performance and cabin data.
Reports generated by a peripheral (CFDS, AIDS, FMS, CABIN TERMINAL) system can be
automatically downlinked by the ATSU depending on each airline AOC programming.
Ident.: DSC-46-20-A-00001516.0016001 / 17 MAR 11
UPLINK MESSAGES
Ground to aircraft messages (uplink) either contain crew information (wind for example) or data
to be uploaded into the FMS (Flight plan for example). Uplinks can also contain requests for
transmission of specific downlink reports.
Messages are indicated to the crew by:
COMPANY MSG memo (in green) on the ECAM memo, or
COMPANY CALL memo (in green) on the ECAM memo, or
COMPANY ALERT memo (pulses green for around 180 s , then remains steady, and is
associated with a buzzer sound for 1 s ) on the ECAM memo, or
The MCDU MENU light comes on, if the MCDU is not in the mode where the uplink message
can be displayed, or
A Hard copy from the cockpit printer, depending on airline's AOC programming.
Note:
A steady green COMPANY DATALINK STBY memo is displayed, when the AOC
datalink air-ground communication is temporarily unavailable, but not lost.
DSC-46-20 P 2/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Depending on the memo displayed on the ECAM, the uplink message indications are available, as
the following examples:
For a "COMPANY MSG" ECAM memo:
On the AOC MENU page, pressing the [1R] key displays the received message and clears the
ECAM memo.
Note:
DSC-46-20 P 3/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-46-20 P 4/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
VHF 3 can be used in voice mode in case of a:
VHF 1 or VHF 2 failure, or
COMPANY CALL.
The green COMPANY CALL memo indicates that a request for voice contact was received from
the ground.
The green VHF 3 VOICE memo indicates that the VHF 3 tranceiver operates in voice mode.
Therefore, datalink communication is interrupted.
The voice frequency may be either tuned by the ATSU or tuned by the crew through the RMP. The
DATALINK/VOICE transfer can be done either from any of the RMPs or from the ATSU through
the VHF 3 VOICE DIRECTORY MCDU page.
DSC-46-20 P 5/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RMP
DATALINK/VOICE TRANSFER FROM A RMP
DSC-46-20 P 6/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ATSU
DATALINK/VOICE TRANSFER FROM THE ATSU THROUGH THE VHF 3 VOICE DIRECTORY
PAGE
After the activation of the voice frequency, DATA remains displayed in the active
window of the RMP.
DSC-46-20 P 7/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATALINK/VOICE TRANSFER ON HF 1
Ident.: DSC-46-20-00001520.0004001 / 14 FEB 11
Applicable to: ALL
HF 1 can also be used in data mode. It constitutes an alternative to VHF 3 and SATCOM.
The datalink HF frequency tuning is automatically managed.
The green HF VOICE memo indicates that the HF transceiver operates in voice mode, therefore,
datalink communications are interrupted.
The datalink/voice transfer can be done from any of the RMPs as follows:
Pressing the transfer key on the RMP again returns to voice mode.
DSC-46-20 P 8/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MESSAGE
NOT ALLOWED
ENTER A/C REGISTR
COLOR
W
A
CONDITIONS
It is not permitted to press this key.
The aircraft registration number is not valid.
To enter this parameter, Refer to PRO-SUP-46 ATSU Initialization.
PRINT FAILED
W
A print command is not successful.
FORMAT ERROR
W
The message was entered in an inappropriate format.
VHF 3 SWITCH IMPOSSIBLE
A
It is not possible to switch from VHF 3 voice mode to VHF 3 data mode.
A
The new SCAN MASK is not available.
DEFAULT VHF SP LIST (1)
The system displays the default SCAN MASK instead.
SYSTEM BUSY-TRY LATER
W
The system is busy. The command, selected by the flight crew, cannot
currently be performed.
COMMAND NOT AVAIL
W
The command is not available.
VHF 3 CAN BE SET IN VOICE
A
VHF 3 datalink communications are lost.
However, VHF 3 can be used in voice mode.
No service provider has been selected.
ENTER VHF 3 SCAN SELECT (1) A
To select a service provider, Refer to PRO-SUP-46 ATSU Initialization.
ENTER A/L ID
A
The airline identification number is not valid.
To enter this parameter, Refer to PRO-SUP-46 ATSU Initialization.
PRT MSG PRINT FAIL
W
Automatic print of an AOC uplink message was not successful.
(1) Depending on airline customization, access to the SCAN SELECT menu may not be possible. If it is not, the
DEFAULT VHF SP LIST and ENTER VHF 3 SCAN SELECT scratchpad messages are not applicable.
DSC-46-20 P 9/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-46-20 P 10/10
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
AOC APPLICATIONS
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: DSC-46-30-00001522.0001001 / 18 MAR 11
Applicable to: ALL
The remote AOC applications are accessible by pressing the related system key on the MCDU
MENU page.
Message/reports are processed by the AOC peripherals (FMGC, AIDS, CFDS) ; the ATSU
communication function only routes the request according to the company routing policy.
FLIGHT MANAGEMENT SYSTEM (FMGC)
Refer to DSC-22_45 General
Through the FMGC interface it is possible to access the following data:
Wind data (F-PLN page)
Takeoff data (uplink only)
A to B
DSC-46-30 P 1/4
25 NOV 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
AOC APPLICATIONS
FLIGHT CREW
OPERATING MANUAL
(1)
(2)
(3)
(4)
Pressing key gives access to F-PLN initialisation and wind data (Uplink only)
(5)
Pressing key gives access to Pre-flight, Post-flight report and ACARS print/program
(downlink only).
Refer to DSC-22_20-70 Flight Plan Initialization Through ACARS.
DSC-46-30 P 2/4
25 NOV 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
AOC APPLICATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-46-30 P 3/4
25 NOV 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
AOC APPLICATIONS
FLIGHT CREW
OPERATING MANUAL
DSC-46-30 P 4/4
25 NOV 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
CNS/ATM
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: DSC-46-40-00012715.0004001 / 29 MAR 12
Applicable to: ALL
DSC-46-40 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
CNS/ATM
FLIGHT CREW
OPERATING MANUAL
DSC-46-40 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUTION
NIL
NIL
ATSU FAULT
COMPANY FAULT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
NIL
NIL
3, 4, 5, 7, 8
MEMO DISPLAY
The COMPANY DATALINK STBY message is displayed in green, when AOC datalink
air-ground communication is temporarily unavailable, but not lost.
The COMPANY CALL message is displayed in green, when the aircraft receives a message
from the ground requesting voice communication on VHF.
The COMPANY MSG message is displayed in green, when the aircraft receives a message
from the ground.
The COMPANY ALERT message is displayed in green, when the aircraft receives an uplink
alert message, or when an AOC special condition requires a pilot action on the MCDU (depends
on AOC programming). This message pulses green for 180 s, then remains steady. It is
associated with a buzzer for 1 s.
DSC-46-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-46-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
ATSU
ATSU 1
AC
DC
AC1
DC1
DC
BAT
AC
ESS
EMER ELEC
DC
ESS
HOT
DSC-46-70 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-46-70 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
APU
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-49-10 Description
DSC-49-10-10 General
General.....................................................................................................................................................................A
DSC-49-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-49-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-49-10-10-00001527.0004001 / 03 FEB 11
Applicable to: ALL
GENERAL
The Auxiliary Power Unit (APU) is a self-contained unit that makes the aircraft independent of
external pneumatic and electrical power supplies.
On the ground
It supplies bleed air for starting the engines and for the air conditioning system
It supplies electrical power to the electrical system.
During takeoff
It supplies bleed air for air conditioning, thus avoiding a reduction in engine thrust caused by the
use of engine bleed air for this purpose when optimum aircraft performance is required.
In flight
It backs up the electrical system
It backs up the air conditioning
It can be used to start the engines.
The APU may obtain power for starting from the aircraft's batteries or normal electrical system, or
from ground service.
APU starting is permitted throughout the normal flight envelope (Refer to LIM-49-20 Envelope).
The ECAM displays APU parameters.
DSC-49-10-10 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-49-10-10 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APU ENGINE
Ident.: DSC-49-10-20-00001528.0001001 / 09 DEC 09
Applicable to: ALL
The basic element of the APU is a single-shaft gas turbine that delivers mechanical shaft power for
driving the accessory gearbox (electrical generator, starter, etc.) and produces bleed air (engine
starting and pneumatic supply).
ELECTRONIC CONTROL BOX
Ident.: DSC-49-10-20-00001529.0001001 / 09 DEC 09
Applicable to: ALL
The Electronic Control Box (ECB) is a full-authority digital electronic controller that performs the bulk
of the APU system logic for all modes of engine operation, such as :
Sequences the start and monitors it.
Monitors speed and temperature.
Monitors bleed air.
Sequences the shutdown.
Controls the automatic shutdown.
AIR INTAKE SYSTEM
Ident.: DSC-49-10-20-00001530.0001001 / 09 DEC 09
Applicable to: ALL
The air intake and an electrically operated flap allow external air to reach the compressor inlet.
STARTER
Ident.: DSC-49-10-20-00001531.0001001 / 09 DEC 09
Applicable to: ALL
The ECB controls the electric starter. The starter engages if the air intake is fully open and the
MASTER SW and the START pushbutton are ON.
FUEL SYSTEM
Ident.: DSC-49-10-20-00001532.0001001 / 09 DEC 09
Applicable to: ALL
A to E
DSC-49-10-20 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OIL SYSTEM
Ident.: DSC-49-10-20-00001533.0001001 / 09 DEC 09
Applicable to: ALL
The APU has an integral independent lubrication system (for lubrication and cooling).
INLET GUIDE VANES (IGV)
Ident.: DSC-49-10-20-00001534.0001001 / 09 DEC 09
Applicable to: ALL
The IGVs control bleed air flow, and a fuel-pressure-powered actuator positions the IGVs.
The ECB controls the actuator in response to aircraft demand.
AIR BLEED SYSTEM
Ident.: DSC-49-10-20-00001535.0003001 / 03 FEB 11
Applicable to: ALL
The flight crew uses the controls on the APU panel for routine shutdown. For emergency shutdown :
the flight crew can push the APU FIRE handle, or
the ground crew can push the APU SHUT OFF pushbutton on the interphone panel under the
nose fuselage.
GROUND OPERATION SAFETY DEVICES
Ident.: DSC-49-10-20-00001537.0001001 / 09 DEC 09
Applicable to: ALL
The APU may run without cockpit crew supervision when the aircraft is on the ground. In case of fire
in the APU compartment :
APU fire warnings operate in the cockpit.
A horn in the nose gear bay sounds.
The AVAIL light goes out.
The FAULT light in the MASTER SW lights up.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
F to J
DSC-49-10-20 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-49-10-20 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-49-10-20 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: DSC-49-20-00001538.0016001 / 19 JAN 11
Applicable to: ALL
(1)
MASTER SW pb
This switch controls the electric power supply for APU operation, and its protective features. It
also controls the starting and shutdown sequences.
ON
: The blue ON light comes on.
Electric power goes to the APU system; the ECB performs a power-up test.
The APU air intake flap opens.
The APU fuel isolation valve opens.
If no fuel tank pump is running, the APU fuel pump operates.
If the aircraft has ground power or main generator power, the APU page appears
on the ECAM display.
OFF
: Manual shutdown sequence.
The ON light on the MASTER SW pb, and the AVAIL light on the START pb,
go off.
If the aircraft was using APU bleed air, the APU keeps running for a cooling
period of 60 s.
At 7 %, the air inlet flap closes.
DSC-49-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAULT lt :
Note:
(2)
This amber light comes on, and a caution appears on ECAM, when an automatic
APU shutdown occurs, which happens in case of:
Fire (on ground only)
Air inlet flap closed
Overspeed
No acceleration
No speed
EGT overtemperature
No flame
Underspeed
Reverse flow
Low oil pressure
High oil temperature
DC power lost (BAT OFF when aircraft on batteries only)
ECB failure
Loss of overspeed protection
Oil system shutdown
Inlet overheat
Clogged oil filter
Loss of EGT thermocouples
In the case of an automatic, nonemergency shutdown, the air inlet flap closes 15 min
after the APU speed is lower than 7 %. If an automatic, non-emergency shutdown
happens on ground, the 15 min countdown starts after liftoff.
START pb-sw
ON
: Blue ON light comes on.
DSC-49-20 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXTERNAL CONTROLS
Ident.: DSC-49-20-00001539.0001001 / 16 MAR 11
Applicable to: ALL
DSC-49-20 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-49-20 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
AVAIL
Displayed in green when APU N is above 95 %.
(2)
(3)
(4)
DSC-49-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(5)
(6)
FUEL LO PR
Displayed in amber if APU fuel pressure gets low.
(7)
FLAP OPEN
Displayed in green when APU air intake flap is fully open.
(8)
APU N
Displays APU speed in green.
Becomes amber when N 102 %.
Becomes red when N 107 %.
(9)
APU EGT
ECB calculates EGT MAX and transmits it to the ECAM. It is a function of N during start,
and a function of ambient temperature when the APU is running.
Maximum EGT during start: 1 090 C.
Maximum EGT with APU running: 675 C.
DSC-49-20 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
SINGLE CHIME
MASTER
CAUT
APU
APU
MASTER
SW FAULT lt
3, 4,
5, 7, 8
MEMO DISPLAY
APU AVAIL appears in green when APU N is above 95 %.
DSC-49-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-49-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
DC
ECB SUPPLY
STARTER MOTOR
Note:
DC
BAT
X
X
AC
ESS
EMER ELEC
DC
ESS
HOT
DSC-49-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-49-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10 Description
DSC-52-10-10 General
Description............................................................................................................................................................... A
DSC-52-PLP-TOC P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-PLP-TOC P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: DSC-52-10-10-00001544.0002001 / 22 MAY 12
Applicable to: ALL
DSC-52-10-10 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
DESCRIPTION - GENERAL
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-10 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-52-10-20-00001545.0001001 / 20 DEC 10
Applicable to: ALL
The aircraft has four plug-type doors that open outward and forward. There are two of these on each
side of the fuselage (two forward, two aft).
They can be operated from inside or outside the aircraft. Normal operation is manual, with hydraulic
damping.
Each door has features that tailor it to emergency situations :
An escape slide stowed in a container attached to the inboard lower side of the door
A damper actuator that limits door travel in normal mode, but in an emergency acts as an actuator
for automatic door opening
A slide arming lever.
When the slide arming lever is in the ARMED position, the slide is connected to the floor brackets on
both sides of the door. When the door is opened, the slide inflates and deploys automatically. If the
inflation bottle fails to discharge automatically, a crew member can open its valve to make it perform
its function.
Opening the door from the outside disarms the door and the escape slide.
Each passenger door has :
A mechanical locking indicator that shows whether the door is locked or unlocked
One warning light to show whether the escape slide is ARMED or DISARMED
One CABIN PRESSURE warning light that warns of residual pressure in the cabin.
DSC-52-10-20 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OUTSIDE
Ident.: DSC-52-10-20-00001546.0001001 / 20 DEC 10
Applicable to: ALL
DSC-52-10-20 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INSIDE
Ident.: DSC-52-10-20-00001547.0002001 / 22 MAY 12
Applicable to: ALL
DSC-52-10-20 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-20 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT
Ident.: DSC-52-10-30-00001548.0002001 / 20 DEC 10
Applicable to: ALL
The two sliding windows in the cockpit are flight crew emergency exits.
A small compartment, located above each window, contains an escape rope that is long enough to
reach the ground when lowered through either sliding window.
The cockpit windows can only be opened from the inside.
DSC-52-10-30 P 1/4
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Emergency cockpit evacuation is also possible through the cockpit door escape panel. It is designed
to be pushed open in the direction of the cabin after removal of the quick-release pins.
DSC-52-10-30 P 2/4
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CABIN
Ident.: DSC-52-10-30-00001549.0001001 / 09 DEC 09
Applicable to: ALL
In case of an emergency, two inward opening emergency exits are provided on each side of the
cabin, in addition to the regular cabin doors. They are also equipped with an escape slide.
The slides of the overwing emergency exits are always in armed configuration.
To open :
Remove HANDLE COVER : The HANDLE LIGHT and SLIDE ARMED indicator illuminate.
Pull CONTROL HANDLE : The EXIT moves inwards.
Lift EXIT from frame by holding the GRIPMOULD.
Throw EXIT out.
DSC-52-10-30 P 3/4
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-30 P 4/4
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-52-10-40-00001550.0001001 / 20 DEC 10
Applicable to: ALL
The yellow hydraulic system opens these doors outward and upward. They lock open or closed
mechanically.
If the yellow system's electric pump fails, crewmen can use a hand pump to pressurize the system.
This hand pump is on the hydraulic maintenance panel.
The FWD and AFT cargo doors can be opened from the outside only.
Note:
When the electric pump is operating the FWD or AFT cargo doors, the only other yellow
system devices that can operate are braking and engine 2 reverse.
BULK CARGO DOOR (IF INSTALLED)
The bulk cargo door opens inward and upward. It is a plug-type door that is mechanically locked and
manually operated.
This door can be opened from the outside or from the inside.
A to C
DSC-52-10-40 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-40 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Four inward opening, manually operated, hinged doors give external access to the avionics
compartments. These doors are in the lower fuselage, around the nose landing gear bay.
DSC-52-10-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT DOOR
Ident.: DSC-52-10-60-00001554.0002001 / 09 DEC 09
Applicable to: ALL
Refer to DSC-25-11-10 Cockpit Door Description for information about the secured cockpit door.
DSC-52-10-60 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-60 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DOOR SLIDES
Ident.: DSC-52-10-80-00001555.0001001 / 09 DEC 09
Applicable to: ALL
DSC-52-10-80 P 1/6
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-80 P 2/6
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WING SLIDES
Ident.: DSC-52-10-80-00001556.0001001 / 16 MAR 11
Applicable to: ALL
DSC-52-10-80 P 3/6
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-80 P 4/6
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Each passenger door either has a single-lane escape slide, or a single-lane slideraft, and each
emergency exit has a dual-lane escape slide.
DSC-52-10-80 P 5/6
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-10-80 P 6/6
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DOOR/OXY SD PAGE
Ident.: DSC-52-20-00001558.0016001 / 10 JAN 11
Applicable to: ALL
(1)
Door Symbol
Green
:
Amber
:
(2)
Door Indication
This appears in amber, when the door is not locked.
(3)
Slide Indication
This appears in white, when the slide is armed.
(4)
Stair Symbol
This appears in amber, when the stair door is not closed.
DSC-52-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
SINGLE
CHIME
MASTER
CAUT
DOOR
NIL
1, 4, 5,
7, 8, 10
DSC-52-30 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-52-30 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
NORM
AC
AC
ESS
DC
DC BAT
DC GRND
CARGO DOORS
FLT
AIR STAIRS
DC2
(1) STBY supply (normally supplied by the EMER PWR SUPPLY UNIT)
(2) STBY supply
(1)
EMER ELEC
DC
ESS
HOT
HOT2 (1)
HOT2 (2)
DSC-52-50 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-52-50 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-10 Engine
General.....................................................................................................................................................................A
Description............................................................................................................................................................... B
DSC-70-20 Fadec
GENERAL................................................................................................................................................................ A
ARCHITECTURE..................................................................................................................................................... B
FUNCTIONS ...........................................................................................................................................................C
Power Supply...........................................................................................................................................................D
DSC-70-PLP-TOC P 1/4
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-20 Architecture
ARCHITECTURE..................................................................................................................................................... A
DSC-70-PLP-TOC P 2/4
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-PLP-TOC P 3/4
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-PLP-TOC P 4/4
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
DSC-70-40-50
IDG Cooling System
Toc
Index
ID
Reason
Improvement of illustration quality.
Documentation update: Deletion of information.
Update of the description of the Fuel Recirculation System, to
specify that on ground, fuel overflow in the surge tank does not
inhibit the fuel recirculation to the wing tank.
DSC-70-PLP-SOH P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-PLP-SOH P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
ENGINE
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-10-00001563.0002001 / 19 JAN 11
Applicable to: ALL
A to B
DSC-70-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
ENGINE
FLIGHT CREW
OPERATING MANUAL
ACCESSORY GEARBOX
The accessory gearbox, located at the bottom of the fan case, receives torque from horizontal HP
rotor drive shaft and drives gearbox mounted accessories.
DSC-70-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FADEC
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-20-00001565.0001001 / 09 DEC 09
Applicable to: ALL
Each powerplant has a FADEC (Full Authority Digital Engine Control) system.
FADEC, also called the Electronic Control Unit (ECU), is a digital control system that performs
complete engine management.
FADEC has two-channel redundancy, with one channel active and one in standby.
If one channel fails, the other automatically takes control.
The system has a magnetic alternator for an internal power source.
FADEC is mounted on the fan case.
The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management.
DSC-70-20 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FADEC
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-70-20-00001566.0005001 / 16 MAR 11
Applicable to: ALL
DSC-70-20 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FADEC
FLIGHT CREW
OPERATING MANUAL
DSC-70-20 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FADEC
FLIGHT CREW
OPERATING MANUAL
FUNCTIONS
Ident.: DSC-70-20-00001567.0001001 / 20 DEC 10
Applicable to: ALL
DSC-70-20 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FADEC
FLIGHT CREW
OPERATING MANUAL
DSC-70-20 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FADEC
FLIGHT CREW
OPERATING MANUAL
L3
DSC-70-20 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-30-10-00001569.0001001 / 20 DEC 10
Applicable to: ALL
DSC-70-30-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-30-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
THRUST LEVERS
Ident.: DSC-70-30-20-00001570.0003001 / 09 DEC 09
Applicable to: ALL
There is no reverse idle detent. When the pilot moves the lever out of the idle stop by
pulling up the reverse lever on the front of the thrust lever, he selects reverse idle.
DSC-70-30-20 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-30-20 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FADEC computes the thrust rating limit for each thrust lever position, as shown below.
If the thrust lever is set in a detent, the FADEC selects the rating limit corresponding to this detent.
If the thrust lever is set between two detents, the FADEC selects the rating limit corresponding to the
higher detent.
DSC-70-30-30 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-30-30 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MANUAL MODE
Ident.: DSC-70-30-40-00001572.0001001 / 16 MAR 11
Applicable to: ALL
The engines are in the manual mode provided the A/THR function is :
not armed or
armed and not active (thrust lever not in the A/THR operating range and no alpha floor).
In these conditions, each engine is controlled by the position of its thrust lever.
The pilot controls thrust by moving the thrust lever between the IDLE and TOGA positions. Each
position of the thrust lever within these limits corresponds to an N1.
When the thrust lever is in a detent, the corresponding N1 is equal to the N1 rating limit computed by
the FADEC for that engine.
DSC-70-30-40 P 1/6
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A change in FLEX TEMP during the takeoff has no effect on the thrust.
After takeoff
The pilot can change from FLX to MCT by moving the thrust lever to TOGA or CL, then back to
MCT. After that, he cannot use the FLX rating.
Note:
Setting the thrust lever out of FLX/MCT detent without reaching TOGA or CL detent has
no effect.
The pilot can always get MAX TO thrust by pushing the thrust lever all the way forward.
AUTOMATIC MODE
Ident.: DSC-70-30-40-00001573.0001001 / 20 DEC 10
Applicable to: ALL
In the autothrust mode (A/THR function active), the FMGC computes the thrust which is limited to the
value corresponding to the thrust lever position (unless the alpha-floor mode is activated).
DSC-70-30-40 P 2/6
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INDICATIONS ON FMA
The FADECs monitor the positions of the thrust levers, and trigger appropriate indications on the
FMA.
ASYM : appears in amber (3rd line on the FMA) if, with A/THR active and both engines running,
one thrust lever is set out of the CLB detent.
CLB : flashes white (2nd line on the FMA) if the thrust levers are not in CL position while the
aircraft is above the altitude of thrust reduction with both engines running.
MCT : flashes white (2nd line on the FMA) if the thrust levers are not in MCT position after an
engine failure (with speed above green dot).
DSC-70-30-40 P 3/6
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
THRUST CONTROL
Ident.: DSC-70-30-40-00001574.0002001 / 16 MAR 11
Applicable to: ALL
DSC-70-30-40 P 4/6
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-30-40 P 5/6
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-30-40 P 6/6
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-40-10-00001585.0001001 / 16 MAR 11
Applicable to: ALL
The fuel system supplies fuel to the combustion chamber at the required flow rate, pressure, and
temperature.
The fuel flows from the tank, via the fuel pump unit and the fuel/oil heat exchanger, to the
Hydromechanical Unit (HMU) and to the fuel nozzles.
DSC-70-40-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-40-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The HP compressor shaft drives the HP fuel pump assembly. Fuel flows through the LP pump, then
through the fuel/oil heat exchanger and the HP pump (gear pump).
The fuel then divides into a filtered flow for the servo fuel heater and the servo valves of the HMU,
and an unfiltered flow for the metering valve of the HMU.
DSC-70-40-20 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-40-20 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SHUT-OFF VALVES
Ident.: DSC-70-40-30-00001587.0001001 / 09 DEC 09
Applicable to: ALL
Moving the ENG1 (ENG2) MASTER switch to OFF directly commands the closing of the LP and HP
fuel shut off valves for that engine's fuel system.
It also closes the fuel return valve and opens the bypass valve.
DSC-70-40-30 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-40-30 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-40-40-00001588.0001001 / 09 DEC 09
Applicable to: ALL
The Fuel Metering Valve (FMV) transforms FADEC orders through a torque motor and servo valve
into fuel flow to the engine fuel nozzles.
The FMV resolver generates a feedback signal proportional to the FMV position.
The bypass valve maintains a constant pressure drop across the FMV to ensure that the metered
fuel flow is proportional to the FMV position.
L1
The FADEC computes the fuel flow that will maintain the target N1.
As the FADEC maintains this N1, it allows N2 to vary while remaining between N2 minimum and N2
maximum. The FADEC also controls the engine parameters to :
Limit acceleration and deceleration ;
Avoid engine stall or flameout ;
A to B
DSC-70-40-40 P 1/4
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Independent of the FADEC, the overspeed governor limits the N2 by opening the fuel bypass valve,
in the event of a malfunction that could lead to an overspeed condition.
IDLE CONTROL
Ident.: DSC-70-40-40-00001591.0002001 / 09 DEC 09
Applicable to: ALL
B to D
DSC-70-40-40 P 2/4
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-40-40 P 3/4
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-40-40 P 4/4
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Some of the fuel flowing out of the HMU goes to cool the oil systems of the Integrated Drive
Generators (IDGs). It then returns to the fuel pump unit or to the tank.
The Fuel Return Valve (FRV), controlled by the FADEC, ensures that this flow is adequate.
L3 At low engine thrust, if the oil going into the IDG is too hot, the cooling fuel is sent back to the tank
(300 kg/h).
If oil temperature continues to rise, the ECU increases the minimum N2.
If oil temperature still keeps rising, the FADEC increases the fuel flow to the tank (from 300 to
600 kg/h, depending on fuel return temperature).
The fuel return valve is always mixing hot fuel with cold fuel so that the temperature of fuel returning
to the tank stays below 100 C (from 200 to 400 kg/h, depending on fuel return temperature).
Fuel recirculation to the tank is inhibited (FRV closed) in the following cases :
at engine shutdown
during takeoff and climb
if :
wing tank level is below about 300 kg (660 lb).
there is fuel overflow in the surge tank
fuel feed is by gravity only.
when fuel temperature in the wing tank in flight is above 52.5 C
Note:
On the ground, high fuel temperature in the wing tank or fuel overflow in the surge tank
does not inhibit the fuel recirculation to the wing tank (FRV remains open).
DSC-70-40-50 P 1/2
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-40-50 P 2/2
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
OIL SYSTEM
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-50-00001603.0001001 / 16 MAR 11
Applicable to: ALL
DSC-70-50 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
OIL SYSTEM
FLIGHT CREW
OPERATING MANUAL
DSC-70-50 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-60-00001604.0002001 / 22 MAY 12
Applicable to: ALL
The air bleed system supplies the aircraft with compressed air.
It uses the air for:
pneumatic system (Refer to DSC-36-10-10 General)
cooling the engine compartment and the turbines.
COOLING
Ident.: DSC-70-60-00001605.0002001 / 20 DEC 10
Applicable to: ALL
A to B
DSC-70-60 P 1/2
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-60 P 2/2
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-70-00001612.0005001 / 09 DEC 09
Applicable to: ALL
The aircraft reverses engine thrust by using four pivoting blocker doors on each engine to deflect the
fan airstream.
DSC-70-70 P 1/6
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Deployment requires :
One FADEC channel, operating with its associated throttle reverse signal ;
Right and left main gear compressed signal from the corresponding LGCIUs ;
A Thrust Lever Angle (TLA) reverse signals from at least one Spoiler Elevator Computer (SEC).
Before deployment is completed, the FADEC sets reverse idle thrust on the engine that is having its
thrust reversed.
A to B
DSC-70-70 P 2/6
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROTECTION
Ident.: DSC-70-70-00001614.0004001 / 09 DEC 09
Applicable to: ALL
DSC-70-70 P 3/6
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCHEMATIC
Ident.: DSC-70-70-00001615.0005001 / 17 MAR 11
Applicable to: ALL
DSC-70-70 P 4/6
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-70 P 5/6
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-70 P 6/6
18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-80-10-00001616.0002001 / 15 FEB 11
Applicable to: ALL
The FADEC controls the ignition and starting system according to:
the position of the engine start selector
the position of the ENG MASTER sw
the position of the ENG MAN START pb-sw
the aircraft status (flight or ground).
The FADEC receives its inputs from the Engine Interface Unit (EIU).
DSC-70-80-10 P 1/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-10 P 2/2
03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ARCHITECTURE
Ident.: DSC-70-80-20-00001617.0002001 / 17 MAR 11
Applicable to: ALL
DSC-70-80-20 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-20 P 2/2
29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-80-30-00001618.0001001 / 09 DEC 09
Applicable to: ALL
The ignition system is for engine starting on the ground and restarting in flight. It consists of two
identical independent circuits for each engine, normally controlled by the FADEC channel A and
channel B. Each FADEC channel can control both igniters.
Note:
Supply for igniter A switches to the STAT INV BUS BAR as soon as the static inverter is
operative.
DSC-70-80-30 P 1/4
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ON THE GROUND
Automatic start:
Only one igniter is supplied.
The FADEC automatically alternates the use of igniters for the engine start of the successive
flights following the sequence below:
channel A, igniter A
channel B, igniter A
channel A, igniter B
channel B, igniter B
The ignition comes on automatically when N2 reaches 16 % and cuts off automatically when
N2 reaches 50 %.
If the automatic start fails, the FADEC energizes both igniters at the same time during the
second attempt at an engine start.
Manual start:
Both igniters start firing when the ENG MASTER sw is set to ON.
Both igniters are cut off when N2 reaches approximately 50 %.
IN FLIGHT
Both igniters are supplied when the ENG MASTER sw is set to ON.
CONTINUOUS IGNITION
Ident.: DSC-70-80-30-00001620.0004001 / 11 MAY 12
Applicable to: ALL
Continuous ignition may be selected either manually or automatically to maintain engine combustion.
MANUAL SELECTION
In flight, continuous ignition is on when the ENG START selector is on IGN/START, if the
corresponding engine is running.
Only one igniter is selected. If failed, both igniters are automatically selected.
On the ground after the engine is started, because ignition cuts off automatically, the flight crew
must switch the ENG MODE selector to NORM then back to IGN/START to turn on continuous
ignition.
B to C
DSC-70-80-30 P 2/4
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AUTOMATIC SELECTION
DSC-70-80-30 P 3/4
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-30 P 4/4
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: DSC-70-80-40-00001621.0001001 / 09 DEC 09
Applicable to: ALL
The engine starting system consists of an air turbine starter and a start valve.
The start valve admits air supplied by the pneumatic system to operate the starter.
The FADEC controls the start valve electrically. If electrical control fails when the aircraft is on the
ground, a handle allows the start valve to be operated manually.
AUTOMATIC STARTING
Ident.: DSC-70-80-40-00001622.0001001 / 15 FEB 11
Applicable to: ALL
This sequence is under the full authority of the FADEC, which controls:
the start valve
the igniters
the fuel HP valves
The FADEC:
detects a hot start, a hung start, a stall, or no light up
announces FAULT and identifies the fault in an ECAM message
runs an abort sequence if a start aborts on the ground
closes the HP valve
closes the start valve
turns off ignition
cranks the engine crank after the start abort in order to clear out fuel vapors
controls any additional start attempts.
For an inflight start, the FADEC decides whether the engine is windmilling fast enough or needs
assistance from the starter in view of current engine parameters and flight environment parameters.
Flight crew may interrupt this start sequence by moving the MASTER switch to OFF.
A to B
DSC-70-80-40 P 1/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-40 P 2/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MANUAL STARTING
Ident.: DSC-70-80-40-00001624.0001001 / 09 DEC 09
Applicable to: ALL
A dry cranking cycle ventilates the engine to remove fuel vapors after an unsuccessful start attempt
on the ground.
The flight crew can manually select cranking by setting the ENG MODE selector to CRANK and the
MAN START pushbutton switch to ON (MASTER switch OFF). Flight crew can stop the cranking by
setting the MAN START pushbutton switch to OFF.
D to E
DSC-70-80-40 P 3/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-40 P 4/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
DSC-70-80-40 P 5/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-80-40 P 6/6
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: DSC-70-90-00001627.0002001 / 22 MAY 12
Applicable to: ALL
(1)
Thrust levers
(Refer to DSC-70-30-20 Thrust Levers).
(2)
(3)
DSC-70-90 P 1/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
On ground, ignition shuts off automatically at the end of the start sequence (N2 >
50 %).
DSC-70-90 P 2/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
DSC-70-90 P 3/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
(1)
ECAM
Ident.: DSC-70-90-A-NG00098
Applicable to: ALL
Ident.: DSC-70-90-A-00001630.0001001 / 17 MAR 11
GENERAL
The ECAMs upper E/WD permanently displays the engines primary parameters. The ECAMs
lower SD displays the secondary parameters, either when they are automatically selected by the
system, or manually selected by the flight crew.
DSC-70-90 P 4/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRIMARY PARAMETER
(1)
(A) Actual N1
The N1 needle and N1 digital indication are normally in green. They pulse in:
Amber, when the actual N1 is above the N1 MAX (See (E));
Red, when the actual N1 is above the N1 RED line (104 %).
When the N1 is degraded (in case both N1 sensors fail), the last digit of the digital
display is dashed in amber.
DSC-70-90 P 5/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MAX permissible N1
This red arc, showing the prohibited or redline area of operation, begins at 104 %.
(G) N1 exceedance
If N1 exceeds 104 % during a flight, this red mark appears and remains at the highest
N1 attained. It disappears after a new start on the ground or after maintenance action
through the MCDU.
(H) REV
Appears in amber when any one blocker door is unstowed or unlocked.
It changes to green when all four blocker doors are fully deployed.
(If a door unlocks in flight the indication first flashes for 9 s seconds, then remains
steady).
(I)
AVAIL indication
Displayed in green to indicate a successful engine start on ground. It pulses in green
to indicate a successful engine relight in flight. It is triggered when the engine is at, or
above, idle.
(2)
(3)
N1 rating limit
It is computed by the FADEC for the present thrust lever angle, and is displayed in green.
DSC-70-90 P 6/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
When the aircraft is on ground with the engines running, the N1 rating limit
displayed here corresponds to the TOGA thrust limit, regardless of the thrust lever
position.
When the aircraft is on ground with the engines running and FLEX mode is
selected, this number is the FLEX N1, regardless of the thrust lever position
between idle and FLX/MCT.
(4)
FLEX temperature
If FLX mode is selected, the flexible takeoff temperature selected through the MCDUs is
displayed in blue.
(5)
EGT indicator
DSC-70-90 P 7/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(6)
HP rotor speed N2
The numbers are normally green. (During start sequence, they are green on a grey
background).
When N2 is above 105 %, the indication turns red and a red cross appears next to it. When
the N2 value is degraded (if both N2 sensors fail), the last digit is amber and is dashed.
(7)
Fuel flow
These numbers are green.
Note:
(8)
If the system detects a discrepancy between the N1, N2, EGT and fuel flow values
on the FADEC-DMC bus and the corresponding displayed values, an amber
CHECK appears underneath the affected parameter.
IDLE indication
This legend appears in green when both engines are at idle. It flashes for 10 s, then remains
steady.
SECONDARY PARAMETERS
START CONFIGURATION
(1)
Fuel used
The green number is the fuel used as computed by the FADEC.
The green number resets, when the engine starts (MASTER switch ON) on the ground.
DSC-70-90 P 8/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The green number is frozen at the last value (until the next engine start), when the engine
shuts down. (The CRUISE SD page also displays the last value).
The two last digits are dashed, if the fuel-used indication is inaccurate due to the loss of
fuel flow data for more than 1 min.
(2)
Oil quantity
The oil quantity indicators (needle and values) are green.
The indication pulses, when oil quantity decreases below three quarts or increases above
five quarts.
(3)
Oil pressure
The oil pressure indicators (needle and values) are green.
If the oil pressure:
Exceeds 90 PSI, the indicators begin to pulse
The indicators stop pulsing, when the oil pressure goes below 85 PSI.
Goes below 16 PSI, the indicators begin to pulse
The indicators stop pulsing, when the oil pressure returns above 20 PSI.
Goes below 13 PSI, the indicators become red, and the ECAM displays the ENG 1(2)
OIL LO PR alert.
(4)
Oil temperature
The oil temperature values are green.
If the oil temperature:
Exceeds 140 C, the value begins to pulse
The value stops pulsing, when the oil temperature goes below 135 C.
Exceeds 140 C for more than 15 min, the value becomes amber, and the ECAM
displays the ENG 1(2) OIL HI TEMP alert
Rapidly exceeds 155 C, the value becomes amber, and the ECAM displays the ENG
1(2) OIL HI TEMP alert.
(5)
VIB
The legend is green.
VIB N1 pulses above 6.
VIB N2 pulses above 4.3.
(These numbers also appear on the CRUISE SD page).
(6)
(7)
DSC-70-90 P 9/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(8)
Ignition
IGN appears in white during the start sequence.
The letters A, B, or AB appear in green, when the respective igniters are firing.
(9)
DSC-70-90 P 10/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MASTER
LIGHT
SD PAGE
CALLED
LOCAL
WARNING
FLT
PHASE
INHIB
NIL
ENG
Associated
with GEN
FAULT lts
and PACK
FAULT lt
1, 10
MASTER
WARN
RETARD
NIL
NIL
ENG STALL
ENG 1(2) HP FUEL VALVE
3, 4,
5, 7, 8
1, 2, 3, 4,
5, 6, 7, 10
SINGLE
CHIME
MASTER
CAUT
ENG
Associated
FAULT lt on
ENG panel
on pedestal
(exception
case of
starter time
exceeded)
3, 4, 5,
6, 7, 8
3, 4,
5, 7, 8
Position disagree.
4, 5, 7, 8
NIL
SINGLE
CHIME
every 5 s
MASTER
CAUT
every 5 s
NIL
4, 5, 6, 7,
8, 9, 10
1, 2, 3, 4,
8, 9, 10
DSC-70-90 P 11/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
SINGLE
CHIME
MASTER
CAUT
1, 4, 5, 6,
7, 8, 10
Continued on the following page
DSC-70-90 P 12/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
ENG
4, 5
((1))
1, 10
4, 8
((2))
SINGLE
CHIME
MASTER
CAUT
NIL
NIL
4, 5, 8
4, 5, 7, 8
4, 8
3, 4,
5, 7, 8
4, 5, 7, 8
DSC-70-90 P 13/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
3, 4, 5, 8
3, 4,
5, 7, 8
ENG
NIL
NIL
NIL
3, 4,
5, 7, 8
3, 4, 5,
6, 7, 8, 9
3, 4,
5, 7, 8
Continued on the following page
DSC-70-90 P 14/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AURAL
WARNING
MASTER
LIGHT
3, 4,
5, 7, 8
NIL
NIL
4, 5, 7, 8
NIL
NIL
3, 4, 5
SC
CAUT
3 to 7
3, 4, 5,
6, 7, 8
NIL
1 to 4
8 to 10
3, 4, 5,
6, 7, 8
NIL
1, 3, 4, 5,
7, 8, 10
Alert not inhibited in the flight phases 4 and 5, if the FADEC automatically selects IDLE thrust.
Alert not inhibited in the flight phase 4, if the engine thrust is automatically set to idle.
MEMO DISPLAY
IGNITION appears in green, when continuous ignition is activated on either engine.
DSC-70-90 P 15/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DSC-70-90 P 16/16
30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
ELECTRICAL SUPPLY
Ident.: DSC-70-98-00001649.0001001 / 09 DEC 09
Applicable to: ALL
NORM
AC
CHANNEL A
FADEC
CHANNEL B
EIU
ENG 1 and 2
ENG 1
ENG 2
ENG 1
ENG 2
OIL PRESS/QTY
A
ENG 1 and 2
AC ESS
ENG 1
ENG 2
ENG 1 and 2
AC1
AC2
AC1
IGNITION
HOT
X
X
X
X
DC2
DC1
DC2
ENG 1
ENG 2
EVMU
EMER ELEC
DC
ESS
X
BAT
DC2
BAT
HP VALVES
LP VALVES
DC
AC
ESS
AC ESS or
AC STAT INV
during RAT
extension
DSC-70-98 P 1/2
29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
ELECTRICAL SUPPLY
FLIGHT CREW
OPERATING MANUAL
DSC-70-98 P 2/2
29 JUL 11
PROCEDURES
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
PRO-PLP-TOC P 1/2
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
TABLE OF CONTENTS
FLIGHT CREW
OPERATING MANUAL
PRO-PLP-TOC P 2/2
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU identification
DU date
PRO-ABN-31
MULTIPLE UNDUE ECAM ALERTS
00012928.0001001
Criteria: P8671, P9824
Applicable to: ALL
Impacted DU: NONE
Reason for issue:
This Temporary Revision was re-issued to update the list of possible undue ECAM alerts.
DU Title
07 APR 11
PRO-NOR-SOP-10
Taxi
NG00715
PRO-NOR-SOP-10
Taxi - AFS/Flight Instruments
00013658.0007001
07 APR 11
Criteria: P10530, P11256, P7929, P9593, P9902, SA
Applicable to: ALL
Impacted DU: 00011932 Taxi - AFS/Flight Instruments
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
If the weather is good, or no significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-PLP-LETDU P 1/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU Title
DU identification
DU date
PRO-NOR-SOP-14
Climb
NG00723
PRO-NOR-SOP-14
Climb - Initial Climb
00013057.0001001
16 NOV 11
Criteria: P9207, SA
Applicable to: ALL
Impacted DU: 00010245 Climb - Initial Climb
Reason for issue:
The temporary revision is issued to advise operators that above the transition level, when the flight crew selects
"STD" on the FCU, the last QNH or QFE barometric pressure setting is transmitted to the ground, instead of the
standard pressure value (1 013 hPa).
Only the FCU selected altitude, if used by the ATC on ground, may be misinterpreted. The real aircraft altitude
transmitted to the ground is not affected, because the standard barometric altitude is transmitted, regardless of the
barometric setting selected on the FCU.
In addition, the "STD" value is correctly transmitted to other aircraft systems.
PRO-NOR-SOP-14
Climb - Radar
00013047.0003001
16 NOV 11
Criteria: P7754, P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00010259 Climb - Radar
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
If the weather is good, or no significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-PLP-LETDU P 2/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU Title
DU identification
DU date
PRO-NOR-SOP-15
Cruise
NG00734
PRO-NOR-SOP-15
Cruise - Radar Tilt
00013068.0006001
16 NOV 11
Criteria: P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00010291 Cruise - Radar Tilt
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
The weather is good, or no significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-PLP-LETDU P 3/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU Title
DU identification
DU date
PRO-NOR-SOP-17
Descent Adjustment
NG00915
PRO-NOR-SOP-17
Descent Adjustment - Radar
00013353.0003001
07 APR 11
Criteria: P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00011545 Descent Adjustment - Radar
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
If the weather is good, or no significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-PLP-LETDU P 4/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU Title
DU identification
DU date
PRO-NOR-SOP-18
Initial Approach
NG00918
PRO-NOR-SOP-18
Initial Approach - Initial Approach
00013098.0001001
07 APR 11
Criteria: P4495, P7929, P8710, P9902, SA
Applicable to: ALL
Impacted DU: 00011573 Initial Approach - Initial Approach
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary DU is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
If the weather is good, or no significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-PLP-LETDU P 5/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU Title
DU identification
DU date
PRO-NOR-SOP-19
Initial Approach
NG00982
PRO-NOR-SOP-19
Initial Approach - Initial Approach
00013522.0026001
07 APR 11
Criteria: P10530, P11256, P7929, P8710, P9593, P9902, SA
Applicable to: ALL
Impacted DU: 00011825 Initial Approach - Initial Approach
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
If the weather is good, or no significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-SUP-24
PRO-SUP-24
PRO-PLP-LETDU P 6/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
Localization
DU Title
DU identification
DU date
PRO-SUP-24
PRO-PLP-LETDU P 7/8
18 SEP 12
PROCEDURES
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-PLP-LETDU P 8/8
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY
PROCEDURES
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-01 Introduction
FCOM Procedure Layout.........................................................................................................................................A
Operational Recommendations............................................................................................................................... B
Use of Summaries...................................................................................................................................................C
PRO-ABN-PLP-TOC P 1/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-23 Communications
COM ACARS
FAULT..................................................................................................................................... A
COM CIDS 1 + 2 FAULT........................................................................................................................................ B
COM HF 1(2) DATA
COM SATCOM DATA
FAULT..........................................................................................................................C
FAULT....................................................................................................................... D
COM SATCOM
FAULT.................................................................................................................................. E
COM VHF 1(2)(3)/HF 1(2)
EMITTING........................................................................................................... F
COM VHF 3 DATA
FAULT............................................................................................................................G
PRO-ABN-PLP-TOC P 2/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-24 Electrical
C/B TRIPPED.......................................................................................................................................................... A
ELEC AC BUS 1 FAULT.........................................................................................................................................B
ELEC AC BUS 2 FAULT.........................................................................................................................................C
ELEC AC ESS BUS ALTN (on ground)..................................................................................................................D
ELEC AC ESS BUS FAULT....................................................................................................................................E
ELEC AC ESS BUS SHED..................................................................................................................................... F
ELEC APU GEN FAULT.........................................................................................................................................G
ELEC BAT 1(2) FAULT...........................................................................................................................................H
ELEC BAT 1(2) OFF.................................................................................................................................................I
ELEC BCL 1(2) FAULT............................................................................................................................................J
ELEC DC BAT BUS FAULT....................................................................................................................................K
ELEC DC BUS 1 FAULT.........................................................................................................................................L
ELEC DC BUS 2 FAULT........................................................................................................................................M
ELEC DC BUS 1+2 FAULT.................................................................................................................................... N
ELEC DC EMER CONFIG......................................................................................................................................O
ELEC DC ESS BUS FAULT................................................................................................................................... P
ELEC DC ESS BUS SHED.................................................................................................................................... Q
ELEC EMER CONFIG
...........................................................................................................................R
ELEC EMER CONFIG SYS REMAINING...............................................................................................................S
ELEC EMER GEN 1 LINE OFF.............................................................................................................................. T
ELEC ESS BUSES ON BAT
.................................................................................................................U
ELEC ESS TR FAULT............................................................................................................................................ V
ELEC GEN 1(2) or APU GEN OVERLOAD...........................................................................................................W
ELEC GEN 1(2) FAULT.......................................................................................................................................... X
ELEC GEN 1(2) OFF.............................................................................................................................................. Y
ELEC IDG 1(2) DISCONNECTED (on ground)..................................................................................................... Z
ELEC IDG 1(2) OIL LO PR/OVHT........................................................................................................................AA
ELEC STAT INV FAULT.......................................................................................................................................AB
ELEC TR 1(2) FAULT...........................................................................................................................................AC
PRO-ABN-25 Equipment
COCKPIT DOOR FAULT........................................................................................................................................ A
PRO-ABN-PLP-TOC P 3/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-PLP-TOC P 4/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-28 Fuel
FUEL APU LP VALVE FAULT................................................................................................................................ A
FUEL AUTO FEED FAULT..................................................................................................................................... B
FUEL CTR TK PUMP 1(2) LO PR......................................................................................................................... C
FUEL CTR TK PUMPS LO PR...............................................................................................................................D
FUEL CTR TK PUMPS OFF...................................................................................................................................E
FUEL ENG 1(2) LP VALVE OPEN......................................................................................................................... F
FUEL FQI CH 1(2) FAULT..................................................................................................................................... G
FUEL IMBALANCE..................................................................................................................................................H
FUEL LEAK............................................................................................................................................................... I
FUEL L (R) OUTER (INNER) TK HI TEMP............................................................................................................ J
FUEL L (R) OUTER (INNER) TK LO TEMP...........................................................................................................K
FUEL L (R) TK PUMP 1(2) LO PR......................................................................................................................... L
FUEL L (R) TK PUMP 1 + 2 LO PR (Center Tank Empty)....................................................................................M
FUEL L (R) TK PUMP 1 + 2 LO PR (Center Tank not Empty).............................................................................. N
FUEL L (R) WING TK LO LVL............................................................................................................................... O
FUEL L + R WING TK LO LVL.............................................................................................................................. P
FUEL L (R) XFR VALVE CLOSED.........................................................................................................................Q
FUEL L (R) XFR VALVE OPEN............................................................................................................................. R
FUEL X FEED VALVE FAULT................................................................................................................................S
GRVTY FUEL FEEDING......................................................................................................................................... T
PRO-ABN-PLP-TOC P 5/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-29 Hydraulic
HYD B RSVR LO AIR PR.......................................................................................................................................A
HYD B ELEC PUMP LO PR or OVHT................................................................................................................... B
HYD B RSVR LO LVL............................................................................................................................................ C
HYD B RSVR OVHT............................................................................................................................................... D
HYD G ENG 1 PUMP LO PR (PTU Operative)......................................................................................................E
HYD G ENG 1 PUMP LO PR (PTU Inoperative)....................................................................................................F
HYD G RSVR LO AIR PR...................................................................................................................................... G
HYD G RSVR LO LVL............................................................................................................................................ H
HYD G RSVR OVHT................................................................................................................................................ I
HYD Y ELEC PUMP LO PR or OVHT.................................................................................................................... J
HYD Y ENG 2 PUMP LO PR (PTU Operative)...................................................................................................... K
HYD Y ENG 2 PUMP LO PR (PTU Inoperative).................................................................................................... L
HYD Y RSVR LO AIR PR...................................................................................................................................... M
HYD Y RSVR LO LVL............................................................................................................................................ N
HYD Y RSVR OVHT...............................................................................................................................................O
HYD B+Y SYS LO PR
.......................................................................................................................... P
HYD G+B SYS LO PR
..........................................................................................................................Q
HYD G+Y SYS LO PR
..........................................................................................................................R
HYD PTU FAULT.................................................................................................................................................... S
HYD RAT FAULT.....................................................................................................................................................T
PRO-ABN-PLP-TOC P 6/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-PLP-TOC P 7/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-34 Navigation
ALL ADR OFF
....................................................................................................................................... A
EGPWS ALERTS
.................................................................................................................................. B
NAV ADR DISAGREE.............................................................................................................................................C
IR ALIGNMENT IN ATT MODE.............................................................................................................................. D
NAV ADR 1(2)(3) FAULT........................................................................................................................................ E
NAV ADR 1+2 (1+3) (2+3) FAULT......................................................................................................................... F
NAV ADR 1+2+3 FAULT
...................................................................................................................... G
NAV ALTI DISCREPANCY..................................................................................................................................... H
NAV ATT DISCREPANCY........................................................................................................................................I
NAV BARO REF DISCREPANCY..........................................................................................................................J
NAV CAPT (F/O) (STBY) AOA FAULT...................................................................................................................K
NAV FM/GPS POS DISAGREE.............................................................................................................................. L
NAV GPS 1(2) FAULT............................................................................................................................................M
NAV GPWS FAULT.................................................................................................................................................N
NAV GPWS TERR DET FAULT.............................................................................................................................O
NAV HDG DISCREPANCY..................................................................................................................................... P
NAV IAS DISCREPANCY....................................................................................................................................... Q
NAV ILS (1+2) FAULT............................................................................................................................................ R
NAV ILS 1(2) FAULT...............................................................................................................................................S
NAV IR 1(2)(3) FAULT............................................................................................................................................ T
NAV IR 1+2(1+3)(2+3) FAULT................................................................................................................................U
PRO-ABN-PLP-TOC P 8/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NAV IR DISAGREE................................................................................................................................................. V
NAV IR NOT ALIGNED .........................................................................................................................................W
NAV PRED W/S DET FAULT................................................................................................................................. X
NAV RA 1 AND 2 FAULT (Dual RA Failure).......................................................................................................... Y
NAV RA 1(2) FAULT............................................................................................................................................... Z
NAV RA DEGRADED........................................................................................................................................... AA
NAV TCAS
FAULT...................................................................................................................................... AB
NAV TCAS STBY..................................................................................................................................................AC
OVERSPEED
...................................................................................................................................... AD
Stall Warning
.......................................................................................................................................AE
TCAS WARNINGS
.............................................................................................................................. AF
UNRELIABLE SPEED INDIC/ADR CHECK PROC..............................................................................................AG
UNRELIABLE SPEED INDICATION/ADR CHECK PROC................................................................................... AH
PRO-ABN-36 Pneumatic
AIR APU BLEED FAULT.........................................................................................................................................A
AIR APU BLEED LEAK...........................................................................................................................................B
AIR BLEED 1(2) OFF..............................................................................................................................................C
AIR DUAL BLEED FAULT...................................................................................................................................... D
AIR ENG 1(2) BLEED ABNORM PR...................................................................................................................... E
AIR ENG 1(2) BLEED FAULT.................................................................................................................................F
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed Available)................................................................................ G
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed not Available).......................................................................... H
AIR ENG 1 + 2 BLEED LO TEMP........................................................................................................................... I
AIR ENG 1(2) BLEED NOT CLSD.......................................................................................................................... J
AIR ENG 1(2) HP VALVE FAULT...........................................................................................................................K
AIR ENG 1(2) LEAK DET FAULT........................................................................................................................... L
AIR L(R) WING or ENG 1(2) BLEED LEAK...........................................................................................................M
AIR L(R) WNG LEAK DET FAULT......................................................................................................................... N
AIR X BLEED FAULT............................................................................................................................................. O
BLEED MONITORING FAULT................................................................................................................................ P
BLEED MONIT SYS 1(2) FAULT........................................................................................................................... Q
PRO-ABN-49 APU
APU AUTO (EMER) SHUT DOWN.........................................................................................................................A
PRO-ABN-PLP-TOC P 9/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-52 Doors
DOORS (L/R/FWD/AFT) AVIONICS....................................................................................................................... A
DOORS CABIN/EMER EXIT/CARGO..................................................................................................................... B
PRO-ABN-PLP-TOC P 10/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-80 Miscellaneous
BOMB ON BOARD..................................................................................................................................................A
COCKPIT WINDSHIELD/WINDOW ARCING......................................................................................................... B
COCKPIT WINDSHIELD/WINDOW CRACKED......................................................................................................C
CREW INCAPACITATION.......................................................................................................................................D
DITCHING
..............................................................................................................................................E
ECAM Advisory Conditions......................................................................................................................................F
EMER DESCENT
..................................................................................................................................G
EMERGENCY EVACUATION
............................................................................................................... H
FORCED LANDING
................................................................................................................................ I
OVERWEIGHT LANDING........................................................................................................................................ J
TAILSTRIKE.............................................................................................................................................................K
VOLCANIC ASH ENCOUNTER ............................................................................................................................. L
WINDSHEAR
.........................................................................................................................................M
WINDSHEAR AHEAD
........................................................................................................................... N
PRO-ABN-PLP-TOC P 11/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-PLP-TOC P 12/12
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
Reason
PRO-ABN-PLP-TOC
ELEC ESS TR FAULT
PRO-ABN-PLP-TOC
Fuel
PRO-ABN-24
ELEC ESS TR FAULT
PRO-ABN-24
ELEC ESS TR FAULT - FWSPAGE
PRO-ABN-26
SMOKE/FUMES/AVNCS SMOKE
PRO-ABN-27
F/CTL L (R) AIL FAULT - FWSPAGE
PRO-ABN-28
FUEL AUTO FEED FAULT
PRO-ABN-28
FUEL L (R) TK PUMP 1 + 2 LO PR
(Center Tank not Empty)
PRO-ABN-34
NAV CAPT (F/O) (STBY) AOA
FAULT
PRO-ABN-34
NAV CAPT (F/O) (STBY) AOA
FAULT - FWSPAGE
PRO-ABN-34
NAV RA 1 + 2 FAULT - FWSPAGE
(Dual RA Failure)
PRO-ABN-70
ENG 1(2) SHUT DOWN - FWSPAGE
AF
PRO-ABN-80
BOMB ON BOARD
PRO-ABN-PLP-SOH P 1/2
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
PRO-ABN-80
WINDSHEAR
PRO-ABN-80
WINDSHEAR AHEAD
PRO-ABN-80
WINDSHEAR AHEAD
Toc
Index
ID
Reason
Update of the technical wording.
Documentation update: Deletion of information.
Update of the technical wording.
Documentation update: Deletion of information.
Correction of the reference.
PRO-ABN-PLP-SOH P 2/2
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
The presentation of procedures is, as far as practicable, identical to the presentation on ECAM.
The abbreviations are identical to those used on the cockpit panels.
All actions and information displayed on ECAM are provided in large letters. Other information, not
on ECAM, is provided in small letters.
Expanded information is as far as practicable provided in layer 2. This information:
Identifies the particular failures
Explains actions for which the reason is not self-evident
Furnishes additional background.
PROCEDURE TITLE
The title of an abnormal or emergency procedure, that appears on the ECAM, is on a white
background.
Abnormal procedure displayed on ECAM (amber caution) :
The title of an abnormal or emergency procedure, that does not appear on the ECAM is on a grey
background.
Abnormal procedure not displayed on ECAM :
PRO-ABN-01 P 1/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
Alerts that have the same procedure title may be differentiated by a subtitle (e.g. ENG
FIRE (On Ground) versus ENG FIRE (In Flight)).
CONDITIONS
BLACK SQUARE
When several procedures appear under the same title, a black square marks the starting point
of each procedure.
For example:
Black squares also indicate parts of a procedure among which only one is applicable.
For example:
PRO-ABN-01 P 2/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
INDENTATION
Indentation is used in order to identify when an action depends on a precondition/flight
phase/procedure.
For example:
The APPR SPEED is equal to VREF +30 kt only if the flaps are locked, because "APPR
SPEED......VREF +30" is indented below " If flaps locked".
The MAX SPEED of 250 kt does not depend on the flaps locked condition because it is
aligned with " If Flaps locked". Therefore, MAX SPEED has to be respected whether the
flaps are locked or not.
OPERATIONAL RECOMMENDATIONS
Ident.: PRO-ABN-01-00012639.0001001 / 27 JAN 12
Applicable to: ALL
OVERVIEW
Abnormal and Emergency procedures involve actions that the flight crew must perform in order to
ensure adequate safety, and help to make the remainder of the flight easier.
PRO-ABN-01 P 3/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
Abnormal and Emergency procedures are actions that the flight crew performs:
After failures, that the ECAM detects, or
After failures or situation, that the flight crew detects or encounters (e.g. CKPT WINDOW
CRACKED, OVERWEIGHT LANDING), or
After an aural alert (e.g. OBSTACLE AHEAD, PULL UP).
When the flight crew performs procedures, the flight crew uses the READ and DO principle
(oral reading).
TASKSHARING
The general tasksharing shown below applies to all procedures.
The pilot's flying remains the pilot flying throughout the procedure.
The Pilot Flying (PF), is responsible for the:
Thrust levers
Control of flight path and airspeed
Aircraft configuration (request configuration change)
Navigation
Communications.
The Pilot Not Flying (PNF), is responsible for:
Monitoring and reading aloud the ECAM and checklists
Performing required actions, or actions requested by the PF, if applicable
Using the engine master switches, cockpit C/Bs, IR and guarded switches, with PF's
confirmation.
MEMORY ITEMS
The following procedures are to be applied without referring to paper:
CREW INCAPACITATION
EGPWS
,
Immediate actions of EMER DESCENT
Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC
LOSS OF BRAKING
STALL RECOVERY
STALL WARNING AT LIFT-OFF
TCAS
WINDSHEAR
WINDSHEAR AHEAD
PRO-ABN-01 P 4/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-01 P 5/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
GENERAL
The summaries consist of QRH procedures.
They have been created to help the flight crew to handle the actions in the event of an ELEC
EMER CONFIG or a dual HYD failure.
In any case, the ECAM should be applied first. This includes both the procedure and the
STATUS page review.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
PRO-ABN-01 P 6/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
SITUATION ASSESSMENT
The CRUISE section highlights the remaining systems, the main limitations and the flight capability
of the aircraft.
This section may help the flight crew to assess the situation and to choose an appropriate landing
runway.
The flight crew refers, in the meantime, to the corresponding chapters of the QRH for:
The evaluation of an increased fuel consumption (FPE-FPF),
The VAPP computation at the selected airport (FPE-IFL),
The In-Flight Landing Distance computation (FPE-IFL).
APPROACH PREPARATION
As always, the approach preparation begins by the review of the STATUS page.
Then, the APPROACH, LANDING and GO AROUND sections of the summary should be used to
prepare and conduct the approach briefing, cross-checking, as usual, the associated FMS pages.
When appropriate, these sections include, among others, the LANDING WITH SLATS or FLAPS
JAMMED procedure and the L/G GRAVITY EXTENSION procedure.
APPROACH
The APPR PROC actions given by the STATUS page should be performed by reading the
APPROACH section of the summary (PNF), avoiding then to refer to other paper procedures.
Once the aircraft is in final configuration, the LANDING and the GO AROUND sections may
be shortly commented, as a reminder (braking, NWS, reversers and L/G retraction in case of
go-around).
Before the final approach, the PNF should review the STATUS page and check that all the APPR
PROC actions have been completed.
PRO-ABN-01 P 7/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-01 P 8/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATING TECHNIQUES
If an engine fails after the aircraft passes V1, the takeoff must be continued.
Use rudder conventionally to stay on the runway centerline.
At VR, rotate the aircraft smoothly using a continuous pitch rate to a pitch attitude of 12.5 . After
lift-off, follow the Speed Reference System (SRS).
When airborne with a positive rate of climb, select the landing gear up.
Use rudder to prevent yaw. Shortly after lift-off, target will appear. Adjust rudder position to zero
the target. Control heading conventionally with bank, keeping the target at zero with rudder.
Consider the use of TOGA thrust.
Consider the use of autopilot.
At 400 ft minimum, apply the ECAM procedure.
At acceleration height, level off and allow the speed to increase.
At F speed select CONF 1.
At S speed select CONF 0.
When the FLAPS lever is at zero, target reverts to sideslip indication: Center the
sideslip indication conventionally.
At green dot speed (engine-out operating speed in clean configuration):
Resume the climb using maximum continuous thrust and maintain green dot speed.
(If already in the FLX/MCT gate, move to CL and back to MCT).
MAXIMUM TAKEOFF THRUST IS ONLY ALLOWED FOR 10 min.
ENGINE FAILURE DURING INITIAL CLIMB-OUT
Proceed as above. However, if the failure occurs above V2 maintain the SRS commanded
attitude (or the speed reached after recovery). In any case, the minimum speed must be equal to
V2.
ENGINE OPERATION AT MAX T.O. THRUST IS LIMITED TO 10 min
PRO-ABN-10 P 1/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATING TECHNIQUES
PRO-ABN-10 P 2/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATING TECHNIQUES
PRO-ABN-10 P 3/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATING TECHNIQUES
PRO-ABN-10 P 4/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
LANDING WEIGHT..................................................................................................................CHECK
If the aircraft weight is above the maximum weight for circling in CONF 3 (given in the
table below):
The aircraft cannot maintain flight level with CONF 3 and the landing gear down.
FOR LDG.................................................................................................................. USE FLAP 3
CONF 3 is preferred, to minimize a configuration change in short final.
GPWS LDG FLAP 3.................................................................................................................ON
Delay gear extension.
Note:
OAT
(C)
0
5
10
15
20
25
30
35
40
45
50
55
If the approach is flown at less than 750 ft RA, the L/G NOT DOWN warning will
be triggered. The pilot can cancel the aural warning by pressing the EMER CANC
pb, located on the ECAM control panel.
A TOO LOW GEAR warning is to be expected, if the landing gear is not
downlocked at 500 ft RA.
AIRPORT ELEVATION (feet)
6 000
8 000
10 000
63
58
53
0
77
2 000
76
4 000
69
12 000
48
14 000
45
77
76
69
63
58
77
76
69
63
58
53
48
45
53
48
77
76
69
63
45
58
53
48
77
76
69
45
63
58
53
48
77
75
45
69
63
58
53
48
77
45
72
68
63
58
53
48
74
70
66
63
56
51
71
67
63
59
69
65
61
67
63
64
MAXIMUM WEIGHT FOR CIRCLING IN CONF 3 (1000 KG)
B to C
PRO-ABN-10 P 5/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored
Approach with selected speed is recommended
A/THR is recommended, except in the case of a G+B SYS LO PR warning
OVERSPEED warning and VLS, displayed on the PFD, are computed according to
the actual flaps/slats position
VFE and VFE NEXT are displayed on the PFD according to the FLAPS lever
position. If not displayed, use the placard speeds
If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever
can be set in the required next position, while the speed is reduced to follow VLS
reduction as surfaces extend. The VFE warning threshold should not be triggered.
In this case, disconnect the A/THR. A/THR can be re-engaged when the landing
configuration is established.
PRO-ABN-10 P 6/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
Slats
Flaps
S=0
0<S1
1<S3
S>3
0<F1
1< F 2
2< F 3
F>3
215 kt
200 kt
185 kt
Not allowed
(177 kt)
200 kt
200 kt
185 kt
177 kt
177 kt
177 kt
177 kt
177 kt
NO LIMITATION
230 kt
MAX SPEED
Continued on the following page
PRO-ABN-10 P 7/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATING TECHNIQUES
For flight with SLATS or FLAPS extended, fuel consumption is increased. Refer
to the fuel flow indication. As a guideline, determine the fuel consumption in
clean configuration at the same altitude without airspeed limitation (e.g. From
ALTERNATE FLIGHT PLANNING tables, Refer to PER-FPL-FLP-ALN-20
ALTERNATE PLANNING ISA) and multiply this result by the applicable Fuel
Penalty Factor provided in the QRH Refer to QRH/FPE-FPF Fuel Penalty
Factors Tables, to obtain the fuel penalty required to reach the destination in the
current configuration.
PRO-ABN-10 P 8/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
REJECTED TAKEOFF
Ident.: PRO-ABN-10-00010678.0001001 / 25 APR 12
Applicable to: ALL
GENERAL
The decision to reject the takeoff and the stop action is made by the Captain.
It is therefore recommended that the Captain keeps his hand on the thrust levers until the aircraft
reaches V1, whether he is Pilot Flying (PF) or Pilot Not Flying (PNF). As soon as he decides to
abort, he calls stop, takes over control of the aircraft and performs the stop actions.
It is not possible to list all the factors that could lead to the decision to reject the takeoff.
However, in order to help the Captain to make a decision, the ECAM inhibits the warnings that
are not essential from 80 kt to 1 500 ft (or 2 min after lift-off, whichever occurs first).
Experience has shown that rejected takeoffs can be hazardous even if the performance is
correctly calculated, based on flight tests.
This may be due to the following factors:
Delay in Performing the stopping procedure.
Damaged tires.
Brakes worn, brakes not working correctly, or higher than normal initial brakes temperature.
The brakes not being fully applied.
A runway friction coefficient lower than assumed in computations.
An error in gross weight calculation.
Runway line up not considered.
When the aircraft speed is at or above 100 kt, it may become hazardous to reject a takeoff.
Therefore, when the aircraft speed approaches V1, the Captain should be Go-minded if none of
the main failures quoted below (Above 100 kt and below V1) have occurred.
DECISION MANAGEMENT
Below 100 kt:
The decision to reject the takeoff may be taken at the Captains discretion, depending on the
circumstances.
Although we cannot list all the causes, the Captain should seriously consider discontinuing
the takeoff, if any ECAM warning/caution is activated.
Note:
The speed of 100 kt is not critical: It was chosen in order to help the Captain make
his decision, and to avoid unnecessary stops from high speed.
Continued on the following page
PRO-ABN-10 P 9/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-10 P 10/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
REVERSERS :
Note:
Full reverse may be used until coming to a complete stop. But, if there is
enough runway available at the end of the deceleration, it is preferable to
reduce reverse thrust when passing 70 kt.
1. If the brake response does not seem appropriate for the runway condition, FULL
manual braking should be applied and maintained. If IN DOUBT, TAKE OVER
MANUALLY. Do not attempt to clear the runway, until it is absolutely clear that an
evacuation is not necessary and that it is safe to do so.
2. If the autobrake is unserviceable, the Captain simultaneously reduces thrust and
applies maximum pressure on both pedals.
The aircraft will stop in the minimum distance, only if the brake pedals are maintained
fully pressed until the aircraft comes to a stop.
3. If normal braking is inoperative, immediately apply the Loss of Braking procedure
(Refer to PRO-ABN-32 LOSS OF BRAKING)
4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake
MAX, release brakes prior to taxi by disarming spoilers.
PRO-ABN-10 P 11/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
STALL RECOVERY
Ident.: PRO-ABN-10-00013768.0001001 / 18 MAR 11
Applicable to: ALL
As soon as any stall indication (could be aural warning, buffet...) is recognized, apply the immediate
actions:
NOSE DOWN PITCH CONTROL.............................................................................................APPLY
This will reduce angle of attack
Note:
BANK............................................................................................................................WINGS LEVEL
When out of stall (no longer stall indications) :
THRUST........................................................................... INCREASE SMOOTHLY AS NEEDED
Note:
If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.
STALL WARNING AT LIFT-OFF
Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this
case, apply immediately the following actions:
THRUST..................................................................................................................................... TOGA
At the same time:
PITCH ATTITUDE..........................................................................................................................15
BANK............................................................................................................................WINGS LEVEL
Note:
When a safe flight path and speed are achieved and maintained, if stall warning
continues, consider it as spurious.
F to G
PRO-ABN-10 P 12/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
For performance reasons, do not extend flaps full until established on a final descent to landing.
If a level off is expected during the final approach, perform the approach and landing in CONF 3.
PRO-ABN-10 P 13/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
OPERATING TECHNIQUES
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-10 P 14/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
STATUS
INOP SYS
A to B
PRO-ABN-21 P 1/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
If ACSC 1 failed:
CKPT AT FIXED TEMP
If ACSC 2 failed:
CAB AT FIXED TEMP
INOP SYS
PACK 1(2)
COND CTL 1(2)
FWD CRG HEAT
1 failed)
(If ACSC
L1
C to D
PRO-ABN-21 P 2/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
PACK 1 + 2
COND CTL 1
COND CTL 2
FWD CRG HEAT
STATUS
INOP SYS
D to E
PACK 1(2)
PRO-ABN-21 P 3/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
L1
STATUS
WHEN PACK OVHT OUT:
PACK (AFFECTED)...............................................ON
INOP SYS
(1)
PACK 1(2)
(1)
Ident.: PRO-ABN-21-E-NG00791
Applicable to: ALL
Ident.: PRO-ABN-21-E-00010718.0006001 / 05 AUG 10
L2
F to G
PRO-ABN-21 P 4/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
PACK 1(2) REGUL
(1)
(2)
HOT AIR
(1)
(2)
Apply the following procedure (not displayed on ECAM) in case of total loss of cabin pressure
control leading to overpressure.
PACK 1 or 2..................................................................................................................................OFF
BLOWER + EXTRACT...............................................................................................................OVRD
Cabin air is extracted overboard
P............................................................................................................... FREQUENTLY MONITOR
If P > 9 PSI:
PACK 1 + 2............................................................................................................................ OFF
LAND ASAP
Before 10 min from landing:
PACK 1 + 2...................................................................................................................................OFF
BLOWER + EXTRACT............................................................................................................... AUTO
CAUTION
G to H
PRO-ABN-21 P 5/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Rely on the CAB PR EXCESS CAB ALT warning even if not confirmed on the CAB PRESS SD
page. The warning can be triggered by a cabin pressure sensor different from the one used to
control the pressure and display the cabin altitude on the SD.
L1
L2
L1
L2
L1
L2
If above FL 160:
SIGNS....................................................................................................................................... ON
EMER DESCENT
DESCENT........................................................................................................................INITIATE
THR LEVERS (IF A/THR NOT ENGAGED)..........................................................................IDLE
SPD BRK...............................................................................................................................FULL
Extension of speedbrakes will significantly increase VLS.
In order to avoid autopilot disconnection and automatic retraction of speedbrakes due to
possible activation of angle of attack protection, allow the speed to increase before starting to
use speedbrakes.
SPD..............................................................................................................MAX/APPROPRIATE
Descend at maximum appropriate speed. However, if structural damage is suspected use
the flight controls with care and reduce speed as appropriate. Landing gear may be extended
below 25 000 ft. In this case, speed must be reduced to VLO/VLE.
ENG MODE SEL..................................................................................................................... IGN
ATC................................................................................................................................... NOTIFY
Notify ATC of the nature of the emergency, and state intention. If not in contact with ATC,
transmit a distress message on one of the following frequencies: (VHF) 121.5 MHz, or (HF)
2.182 kHz, or 8 364 kHz.
Squawk 77000 unless otherwise specified by ATC.
To save oxygen, set the oxygen diluter selector to N position.
With the oxygen diluter left to 100 %, oxygen quantity may not be sufficient for the entire
descent profile.
Ensure that the flight crew can communicate wearing oxygen masks. Avoid the continuous use
of the interphone position to minimize the interference from the noise of the oxygen mask.
PRO-ABN-21 P 6/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
When descent is established and if time permits, check that the OUTFLOW VALVE
is closed on the CAB PRESS SD page. If it is not closed and P is positive, select
the other CPC. If the OUTFLOW VALVE is still not closing set the cabin pressure
MODE SEL pb to MAN and the V/S CTL sw to full down.
Notify the cabin crew when the aircraft reaches a safe flight level, and when cabin
oxygen is no more necessary.
PACK 1..........................................................................................................................................OFF
PACK 2..........................................................................................................................................OFF
CABIN CREW........................................................................................................................... ALERT
CAB PR LDG ELEV FAULT
Ident.: PRO-ABN-21-00010765.0002001 / 17 MAR 11
Applicable to: ALL
L2
I to K
PRO-ABN-21 P 7/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAB PR LO DIFF PR
Ident.: PRO-ABN-21-00010762.0002001 / 05 AUG 10
Applicable to: ALL
IF UNSUCCESSFUL:
PACK 1................................................................................................................................... OFF
PACK 2................................................................................................................................... OFF
L to M
PRO-ABN-21 P 8/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
L1
The safety valve has opened due to cabin overpressure, or negative differential pressure.
IF DIFF PR ABV 8 PSI:
MODE SEL.............................................................................................................................MAN
MAN V/S CTL................................................................................................................AS RQRD
If overpressure is confirmed, reduce cabin P.
It may take 10 s in manual mode before the crew notices a change of the outflow valve
position.
IF UNSUCCESSFUL:
A/C FL...................................................................................................................... REDUCE
IF DIFF PR BELOW 0 PSI:
EXPECT HI CAB RATE
A/C V/S........................................................................................................................... REDUCE
PRO-ABN-21 P 9/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
CAB PR 1 (2)
Due to the slow closure of the outflow valve in manual pressurization mode and depending on the
failure, the following procedure may not avoid the depressurization.
L1
L2
It may take 10 s in manual mode before the crew notices a change of the outflow valve position.
Use the cabin V/S indication to confirm the outflow valve operation.
Monitor cabin V/S and CAB ALT frequently and adjust as necessary.
Maintain aircraft altitude at or above cabin altitude.
The two safety valves limit P to 8.6 PSI.
Continued on the following page
O to P
PRO-ABN-21 P 10/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
MAN CAB PR CTL
TGT V/S: CLIMB............................................ 500 FT/MIN
TGT V/S: DESC............................................. 300 FT/MIN
A/C FL
390
350
300
250
< 200
INOP SYS
CAB PR 1 + 2
Ident.: PRO-ABN-21-H-NG00794
Applicable to: ALL
Ident.: PRO-ABN-21-H-00010724.0004001 / 05 AUG 10
L2
STATUS
INOP SYS
P to Q
PRO-ABN-21 P 11/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
Crew awareness
STATUS
INOP SYS
R to S
PRO-ABN-21 P 12/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
STATUS
INOP SYS
HOT AIR
T to U
PRO-ABN-21 P 13/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
L1
PACK FLOW..................................................................................................................................... HI
STATUS
INOP SYS
L + R CAB FAN
Cabin zone temperature sensors are normally ventilated by the air extracted by the fan.
Therefore, cabin zone temperature regulation is lost.
Crew awareness.
Continued on the following page
PRO-ABN-21 P 14/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
If ACSC 2 is operative:
CAB TEMP CKPT CTL ONLY
INOP SYS
GALLEY FAN
PACK 2
(1)
COND CTL 2
(1)
If ACSC 2 is inoperative:
CAB AT FIXED TEMP
PRO-ABN-21 P 15/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the warning and the TRIM AIR HI PR message are triggered when all trim air valves
are closed (during the first 30 s after the packs are selected on, or in flight, if all zone
heating demands are fulfilled), disregard them.
VENT AVNCS SYS FAULT
Ident.: PRO-ABN-21-AA-NG00813
Applicable to: ALL
Ident.: PRO-ABN-21-AA-00010774.0001001 / 05 AUG 10
L2
Triggered when the AEVC is not supplied, or when the valve position disagrees with the
commanded position, or when the power-up test is not satisfactory.
Crew awareness.
STATUS
INOP SYS
AVNCS VENT
VENT BLOWER
(1)
(1)
VENT EXTRACT
(1)
X to Y
PRO-ABN-21 P 16/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
L1
LAND ASAP
STATUS
INOP SYS
(1)
VENT BLOWER
(1)
Ident.: PRO-ABN-21-Y-NG00811
Applicable to: ALL
Ident.: PRO-ABN-21-Y-00010770.0001001 / 05 AUG 10
L2
EXTRACT................................................................................................................................... OVRD
The ventilation system is in closed circuit configuration and air from air conditioning is added to the
ventilation air.
STATUS
INOP SYS
Z to AA
VENT EXTRACT
PRO-ABN-21 P 17/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
Crew awareness
No action is required, since there is a non return valve at the air inlet.
If EXTRACT valve affected:
BLOWER..............................................................................................................................OVRD
EXTRACT............................................................................................................................ OVRD
These actions send additional closure signals to the inlet and extract valves.
The weather radar image on both NDs may be lost, in case of insufficient ventilation.
IF UNSUCCESSFUL:
MAX FL.....................................................................................................................100/MEA
CAB PR MODE SEL....................................................................................................... MAN
MAN V/S CTL...........................................................................................................FULL UP
The aircraft is manually depressurized.
It may take 10 s in manual mode before the crew notices a change of the outflow valve
position.
STATUS
MAX FL: 100/MEA (or minimum obstacle clearance altitude)
INOP SYS
AB
AVNCS VALVE
PRO-ABN-21 P 18/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
This warning is displayed only for involuntary disconnection. For voluntary disconnection an amber
A/THR OFF message is displayed in the right lower part of ECAM upper DU. If the A/THR is
failed, the flight crew may recover it by engaging the other AP, and then trying to re-engage the
A/THR.
Note:
Crew awareness
Ident.: PRO-ABN-22-L-00010469.0001001 / 05 AUG 10
STATUS
CAT 2 ONLY
INOP SYS
A/THR
CAT 3
This warning is displayed only for involuntary disconnection. For voluntary disconnection a red AP
OFF message is displayed in the right lower part of ECAM upper DU.
Crew awareness
STATUS
INOP SYS
A to B
AP (Affected)
CAT 2 (If both AP lost)
PRO-ABN-22 P 1/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
STATUS
BOTH PFD ON SAME FAC
(1)
See
CAT 3 SINGLE ONLY
INOP SYS
(1)
CAT 3 DUAL
FAC 1(2)
Characteristic speeds, displayed on the two PFDs, are computed by the same FAC.
PRO-ABN-22 P 2/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
L12
ASSOCIATED PROCEDURES
L1
L2
PRO-ABN-22 P 3/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
RUD WITH CARE ABV 160 KT
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by "FOR LDG : USE FLAP 3" when
INOP SYS
REAC W/S DET
F/CTL PROT
FAC 1 + 2
AP 1 + 2
A/THR
CAT 2
At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN 27 F/CTL DIRECT LAW procedure).
AUTO FLT FCU 1(2) FAULT
Ident.: PRO-ABN-22-J-NG00762
Applicable to: ALL
Ident.: PRO-ABN-22-J-00010464.0001001 / 05 AUG 10
L2
PRO-ABN-22 P 4/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
FCU 1(2)
PRO-ABN-22 P 5/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
L2
PRO-ABN-22 P 6/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
STATUS
PFD BARO REF : STD ONLY
If in LAND or GA:
CAT 2 ONLY
INOP SYS
FCU 1 + 2
AP 1 + 2
A/THR
(1)
(2)
CAT 3
GPWS TERR
CAT 2
(1)
(1)
(2)
Crew awareness.
STATUS
INOP SYS
Note:
On ground, this warning may appear spuriously. This warning is cancelled by resetting
both FACs, one after the other.
FAC 1: Pull then push AUTO FLT/FAC 1/26VAC and 28VDC circuit breakers BO3
and B04 on 49VU.
FAC 2: Pull then push AUTO FLT/FAC 2/26VAC and 28VDC circuit breakers M18
and M19 on 121VU.
F to G
PRO-ABN-22 P 7/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
CAT 3 SINGLE ONLY
INOP SYS
CAT 3 DUAL
RUD TRIM 1(2)
STATUS
INOP SYS
H to I
RUD TRIM
AP 1 + 2
CAT 2
PRO-ABN-22 P 8/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
L1
AT LDG ROLL:
DIFF BRAKING............................................................................................................. AS RQRD
Continued on the following page
J to K
PRO-ABN-22 P 9/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
STATUS
RUD WITH CARE ABV 160 KT
If TLU (rudder or pedals) remains locked at high speed
after slat extension:
MAX X WIND FOR LDG 15 KT
INOP SYS
RUD TRV LIM
CAT 3 DUAL
Ident.: PRO-ABN-22-A-NG00753
Applicable to: ALL
Ident.: PRO-ABN-22-A-00010444.0001001 / 05 AUG 10
L2
Crew awareness.
STATUS
CAT 3 SINGLE ONLY
INOP SYS
K to L
CAT 3 DUAL
YAW DAMPER 1(2)
PRO-ABN-22 P 10/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
L12
ASSOCIATED PROCEDURES
L2
L1
PRO-ABN-22 P 11/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
Speed is limited, due to the loss of high-speed protections.
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by "FOR LDG : USE FLAP 3" when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when flaps in CONF 3.
APPR SPD.................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
INOP SYS
F/CTL PROT
YAW DAMPER
AP 1 + 2
CAT 2
At landing gear extension, control reverts to direct law in pitch,as well as in roll
Refer to FCOM-PRO-ABN-27 F/CTL DIRECT LAW.
PRO-ABN-22 P 12/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
AP/FD lateral and vertical selected modes, and A/THR, are available immediately after the reset. If
necessary, the pilot may perform the FCU selections for short-term navigation.
When the FMS has automatically recovered:
The database cycle may have changed
The FMGS does not autotune the ILS and ADF
The FMS position bias is lost
Lateral and vertical managed modes cannot re-engage
The CAB PR LDG ELEV FAULT message is displayed on the ECAM
A MAP NOT AVAIL message may be displayed on one ND.
Depending on the flight phase, apply the following procedure(s) as appropriate:
INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION:
When the system has recovered:
Access the RAD NAV Page, and manually tune the ILS (preferably using Ident). Enter the
ILS course, if a frequency has been entered.
Fly in selected speed.
Note:
PRO-ABN-22 P 13/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
AUTO FLIGHT
FLIGHT CREW
OPERATING MANUAL
The SPEED SPEED SPEED synthetic voice sounds every 5 s whenever the aircraft energy goes
below a threshold under which thrust must be increased.
SPEED SPEED SPEED
Increase the thrust until the warning stops and, depending on the circumstances, adjust the pitch
accordingly.
PRO-ABN-22 P 14/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
COM ACARS
FAULT
Ident.: PRO-ABN-23-B-NG00690
Applicable to: ALL
Ident.: PRO-ABN-23-B-00010443.0001001 / 05 AUG 10
STATUS
INOP SYS
ACARS
Passenger address, cabin and service interphone, and passenger signs are inoperative.
Crew awareness
STATUS
INOP SYS
A to B
CIDS
PRO-ABN-23 P 1/4
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
FAULT
Ident.: PRO-ABN-23-F-NG00694
Applicable to: ALL
Ident.: PRO-ABN-23-F-00010044.0001001 / 17 MAR 11
L2
L1
STATUS
INOP SYS
HF 1(2) DATA
FAULT
Ident.: PRO-ABN-23-D-NG00692
Applicable to: ALL
Ident.: PRO-ABN-23-D-00010040.0001001 / 17 MAR 11
Crew awareness.
Ident.: PRO-ABN-23-D-00010041.0001001 / 17 MAR 11
STATUS
INOP SYS
C to D
SATCOM DATA
PRO-ABN-23 P 2/4
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
COM SATCOM
FAULT
Ident.: PRO-ABN-23-C-NG00691
Applicable to: ALL
Ident.: PRO-ABN-23-C-00010038.0002001 / 05 AUG 10
L2
L1
ACARS
Crew awareness.
STATUS
INOP SYS
SATCOM
EMITTING
In this case, the ACP of the unaffected side may be used to recover the deselected
VHF/HF channel.
3. If no transmission key on the ACP is found in the transmit position, pull the affected VHF/HF
C/B associated to the ECAM message : COM\HF1 C/B HA 14 on 49 VU, COM NAV\HF2 C/B
L13 on 121 VU, COM\VHF\1 C/B G09 on 49 VU, COM NAV\VHF\2 C/B L04 on 121 VU, COM
\VHF\3 C/B L05 on 121 VU.
E to F
PRO-ABN-23 P 3/4
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
FAULT
Ident.: PRO-ABN-23-E-NG00693
Applicable to: ALL
Ident.: PRO-ABN-23-E-00010042.0001001 / 17 MAR 11
Crew awareness.
Ident.: PRO-ABN-23-E-00010043.0001001 / 17 MAR 11
STATUS
INOP SYS
VHF 3 DATA
PRO-ABN-23 P 4/4
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
C/B TRIPPED
Ident.: PRO-ABN-24-00012551.0001001 / 14 NOV 11
Applicable to: ALL
L2
Crew awareness.
L1
If one green circuit breaker (C/B) is tripped, one of the following messages appears after
one minute, depending on the location of the affected C/B:
C/B TRIPPED ON OVHD PNL
C/B TRIPPED ON L(R) ELEC BAY
C/B TRIPPED REAR PNL J-M OR N-R OR S-V OR W-Z
L2
Note:
In flight, do not reengage a C/B that has tripped by itself, unless the Captain judges
it necessary to do so for the safe continuation of the flight. This procedure should be
adopted only as a last resort, and only one reengagement should be attempted.
On ground, do not reengage the C/B of the fuel pump(s) of any tank. For all other
C/Bs, if the flight crew coordinates the action with maintenance, the flight crew may
reengage a tripped C/B, provided that the cause of the tripped C/B is identified.
PRO-ABN-24 P 1/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
AC BUS 1 normally supplies the AC ESS BUS, and, via the TR1, the DC ESS BUS. In the case of
an AC BUS 1 FAULT, the AC ESS BUS and the DC ESS BUS will automatically recover, due to the
fact that the AC BUS 2 will automatically supply the AC ESS BUS.
If AC BUS 2 does not automatically supply the AC ESS BUS, the flight crew can recover the AC
ESS BUS and the DC ESS BUS by setting the AC ESS FEED pb-sw to ALTN, as requested by the
AC ESS BUS FAULT ECAM procedure.
L1
BLOWER.................................................................................................................................... OVRD
The avionics ventilation system is in the closed circuit configuration.
Air conditioning is added to the ventilation air.
L2
L1
ASSOCIATED PROCEDURES
WHEEL N.W. STEER FAULT
SECONDARY FAILURES
* AVNCS VENT
* HYD
* FUEL
* F/CTL
Continued on the following page
PRO-ABN-24 P 2/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
SLATS SLOW
CAT 2 ONLY
See below
INOP SYS
BLUE HYD
RA 1
L WNDW HEAT
SPLR 3
CAPT TAT
CAT 3
ADR 3
L WSHLD HEAT
L+R TK PUMP 1
CTR TK PUMP 1
CRG HEAT (if both FWD and aft crg
heat installed)
VENT BLOWER
GALLEY FAN
GND COOL
B ELEC PUMP
GPWS
N.W. STEER
MAIN GALLEY
DMC 3
ADF 1
Stby Pitot/AOA
ACARS
Radar 1
HUD
EVMU eng 1 and eng 2
MCDU 3
Printer
Engine 1 ignition B
Partial galley
PVI
/ATSU
TCAS
Note:
The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
PRO-ABN-24 P 3/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
L2
EXTRACT................................................................................................................................... OVRD
The avionics ventilation system is in the closed circuit configuration.
Air conditioning is added to the ventilation air.
L1
ASSOCIATED PROCEDURES
L/G LGCIU 2 FAULT
SECONDARY FAILURES
* AVNCS VENT
* FUEL
Continued on the following page
PRO-ABN-24 P 4/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
See below
INOP SYS
ADR 2
FWC 2
R WSHLD HEAT
F/O PITOT
R WNDW HEAT
Y ELEC PUMP
DMC 2
LGCIU 2
F/O AOA
L+R TK PUMP 2
SDAC 2
RECORDER SYS (OR FDIU)
RA 2
F/O TAT
RUD TRV LIM 2
REVERSER 2
VENT EXTRACT
PACK 2 REGUL
RUD TRIM 2
MAIN GALLEY
FAC 2
GND COOL
YAW DAMPER 2
VHF 2
CAT 2
CTR TK PUMP 2
ILS 2 (OR LS 2 for aircraft with
MLS/GLS/FLS)
ACT PUMP
GPS 2
ADF 2
DME 2
MCDU 2
ENG 2 ignition B
WXR 2
VOR 2
QAR
ECAM lower DU
HF 2
ATC 2
Note:
The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
PRO-ABN-24 P 5/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
The AC ESS BUS is supplied from the AC BUS 2 although the AC ESS FEED pb-sw switch is set
to normal.
Crew awareness.
ELEC AC ESS BUS FAULT
Ident.: PRO-ABN-24-K-NG01099
Applicable to: ALL
Ident.: PRO-ABN-24-K-00012502.0001001 / 24 JAN 11
ASSOCIATED PROCEDURES
AUTO FLT YAW DAMPER 1
ASSOCIATED PROCEDURES
AUTO FLT RUD TRIM 1 FAULT
ASSOCIATED PROCEDURES
AUTO FLT RUD TRV LIM 1
Continued on the following page
D to E
PRO-ABN-24 P 6/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
See below
INOP SYS
ADR 1
RUD TRIM 1
SDAC 1
GPWS
FWC 1
ILS 1
RUD TRV LIM 1
CAPT PITOT
GPWS terr
DMC 1
GPS 1
CAT 2
CAPT AOA
YAW DAMPER 1
Note:
VOR 1
CVR
ATC 1
DDRMI
MCDU 1
ECAM upper display
DME 1
APU fuel pump
ADF 1
The warning may be caused by a sub BUS failure. As a result, only a part of the
above-listed systems may be lost.
ELEC AC ESS BUS SHED
Ident.: PRO-ABN-24-L-NG01100
Applicable to: ALL
Ident.: PRO-ABN-24-L-00012504.0001001 / 19 AUG 10
ATC............................................................................................................................................ SYS 2
Continued on the following page
PRO-ABN-24 P 7/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
CAPT AOA
See below
Note:
MCDU 1
CAPT ND
CAPT AOA heat
ADF 1
ATC 1
DME 1
CVR
APU fuel pump
Passenger oxygen masks (auto
+ manual)
HF 1
The warning may be caused by a failure in a sub BUS. Consequently only a part of the
systems listed above may be lost.
ELEC APU GEN FAULT
Ident.: PRO-ABN-24-E-NG01093
Applicable to: ALL
Ident.: PRO-ABN-24-E-00012490.0002001 / 18 MAR 11
PRO-ABN-24 P 8/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
(1)
MAIN GALLEY
APU GEN
(1)
Ident.: PRO-ABN-24-F-NG01094
Applicable to: ALL
Ident.: PRO-ABN-24-F-00012492.0001001 / 19 AUG 10
L2
STATUS
APU BAT START NOT AVAIL
INOP SYS
BAT 1(2)
PRO-ABN-24 P 9/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
APU BAT START NOT AVAIL
Crew awareness
STATUS
APU BAT START NOT AVAIL
INOP SYS
BCL 1(2)
Crew awareness.
Continued on the following page
PRO-ABN-24 P 10/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
APU BAT START NOT AVAIL
ECB is no longer supplied
INOP SYS
APU FIRE DET
Note:
PRO-ABN-24 P 11/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
L2 The Air conditioning system provides ventilation to the avionics. This ventilation air is exhausted
overboard.
L1
SECONDARY FAILURES
*AVNCS VENT
*FUEL
STATUS
CAT 3 SINGLE ONLY
INOP SYS
See below
INOP SYS
ACP 3
L. WSHLD HEAT
AVNCS VENT
GALLEY FAN
REVERSER 1
CAT 3 DUAL
BRAKES SYS 1
GND COOL
LAV DET
Sel cal
CFDIU
Hot air
VHF 3
Capt wiper
RMP 3
Eng 1 oil press and qty ind.
TPIS
Note:
The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
PRO-ABN-24 P 12/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
SECONDARY FAILURES
* CAB PRESS
* FUEL
* WHEEL
* F/CTL
Continued on the following page
PRO-ABN-24 P 13/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
See below
INOP SYS
SPLR 1+2+5
VHF 2
REVERSER 2
FAC 2
ENG 1 LOOP B
FCU 2
BRAKES SYS 2
R WNDW HEAT
(1)
ELAC 2
CTR TK PUMP 2
FCDC 2
L TK PUMP 2
ENG 2 LOOP A
MAIN GALLEY
F/O STAT
CAB PR 2
SEC 2+3
LGCIU 2
CAT 3 DUAL
R TK PUMP 2
AP 2
Y ELEC PUMP (if selected ON)
R WSLHD HEAT
R cabin fan
Eng 1 and 2 fire ext btl 2
BMC 2
FQI channel 2
F/O wiper
FMGC 2
Bleed X feed auto control
Autobrake (due to loss of 2 SECs)
Brake fan
rudder trim ind
R loudspeaker
Note:
(1)
The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
PRO-ABN-24 P 14/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and PFDs.
L1 MAX BRK PR.......................................................................................................................1 000 PSI
L2 Brake pressure must be limited to approximately 1 000 PSI, since antiskid is lost.
L1
ASSOCIATED PROCEDURES
ELEC DC BAT BUS FAULT
SECONDARY FAILURES
* CAB PRESS
* FUEL
* AIR COND
* BRAKES
* F/CTL
Continued on the following page
PRO-ABN-24 P 15/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX BRK PR............................................................1000 PSI
LDG DIST PROC...................................................APPLY
INOP SYS
See below
(1)
ELAC 2
ACP 3
STBY STAT heat
AP 2
CAT 3 DUAL
N.W. STEER
LGCIU 2
AVNCS VENT
SEC 2+3
GND COOL
BRAKE SYS 1
LAV DET
PACK 2
R TK PUMP 2
MAIN GALLEY
TPIS
Autobrake
Brake fans
Eng 1 and 2 oil pressure and quantity
indication
VHF 3
Continued on the following page
PRO-ABN-24 P 16/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
Note:
(1)
RMP 3
SFCC 2
Manual pressure control
BMC 2
X Bleed auto control
CFDIU
CDLS
FMGC 2
FQI channel 2
CIDS 2 SMOKE DETECT
The warning may be caused by a failure in a sub BUS. Consequently, only a part of
the above-listed systems may be lost.
PRO-ABN-24 P 17/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
L1
ASSOCIATED PROCEDURES
ELEC DC BUS 1 + 2 FAULT
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and PFDs.
L1 MAX BRK PR.......................................................................................................................1 000 PSI
L2 Brake pressure must be limited to approximately 1 000 PSI, since antiskid is lost.
L1
ASSOCIATED PROCEDURES
ELEC DC BAT BUS FAULT
SECONDARY FAILURES
* CAB PRESS
* HYD
* FUEL
* AIR COND
* BRAKES
* WHEEL
* F/CTL
Continued on the following page
PRO-ABN-24 P 18/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
MIN RAT SPEED......................................................... 140 KT
PROC: GRVTY FUEL FEEDING
MAX BRK PR.......................................................... 1 000 PSI
FUEL GRVTY FEED
LDG DIST PROC...................................................APPLY
INOP SYS
See below
To verify the other INOP SYS not displayed on the ECAM, Refer to
PRO-ABN-24-ELEC DC BUS 1+2 FAULT-FWSPAGE, Refer to PRO-ABN-24-ELEC
DC BAT BUS FAULT-FWSPAGE.
INOP SYS
FCU 2
FUEL PUMPS
AUTO BRK
BRAKES SYS 2
ENG 1 LOOP B
CAT 3
ANTI SKID
Y ELEC PUMP
APU FIRE DET
L+R CAB FAN
FAC 2
NORM BRK
BRAKES SYS 1
LAV DET
FCDC 2
GALLEY FAN
CRG HEAT
ACP 3
STBY STAT
PACK 1
SPLR 1+2+5
VHF 2
REVERSER 2
GND COOL
CAPT STAT
WSHLD HEAT
PACK 2
ELAC 2
N.W. STEER
CAB PRESS 2
Continued on the following page
MAIN GALLEY
F/O STAT
WNDW HEAT
COND CTL 1
SEC 2+3
LGCIU 2
PRO-ABN-24 P 19/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
VENT BLOWER
COND CTL 2
ENG 2 LOOP A
Note:
To shut down the engines on ground, use the ENG FIRE pb-sw.
L1
SECONDARY FAILURES
* CAB PRESS
* HYD
* F/CTL
Continued on the following page
PRO-ABN-24 P 20/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
See below
INOP SYS
B HYD
ACP 1+2
A/THR
R TK PUMP 1
ENG 2 START
B ELEC PUMP
ENG 2 LOOP B
SPLR 3
WING A. ICE
FCU 1
FAC 1
CAB PR 1
GPWS
FCDC 1
VHF 1
AP 1
L TK PUMP 1
REV 2
VENT EXTRACT
ENG 1 LOOP A
CAT 3
Flight interphone
EIU 2
SFCC 1
Ram air inlet
DC SHED ESS BUS
RMP 1
ECAM Control Panel
Note:
(1)
1. Before arming the approach mode, the ECAM STATUS displays CAT 3 SINGLE.
However, the real landing capability is CAT 2, and is correctly displayed on the
FMA when the approach mode is armed.
2. The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
PRO-ABN-24 P 21/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
EXTRACT................................................................................................................................... OVRD
Cooling air is supplied by the air conditioning system, without overboard extraction.
L1 AVOID ICING CONDITIONS
SECONDARY FAILURES
L2
*AVNCS VENT
Continued on the following page
PRO-ABN-24 P 22/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
AVOID ICING CONDITIONS
IF SEVERE ICE ACCRETION
MIN SPD................................................VLS + 10/G DOT
MANEUVER WITH CARE
LDG DIST PROC...................................................APPLY
INOP SYS
WING A. ICE
AP 1
CAT 3 DUAL
FAC 1
VENT EXTRACT
AFT CRG HEAT
FWD CRG HEAT
AFT CRG VENT
FWD CRG VENT
FCDC 1
See below
Note:
The warning
may be caused
by a failure in
a sub BUS.
Consequently
only a part of the
systems listed
above may be
lost.
PRO-ABN-24 P 23/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
LAND ASAP
MIN RAT SPEED......................................................................................................................140 KT
CAUTION
The RAT is capable of supplying the EMER GEN down to 125 kt, except during
flare.
Note:
L1
L2
L1
L2
VHF1/HF1
/ATC1/...................................................................................................................USE
Only VHF 1, HF 1 and ATC 1 are supplied in the electrical emergency configuration.
Note:
FMGC 1, which is lost temporarily, can be regained by flight crew passing through the
MCDU MENU page.
PRO-ABN-24 P 24/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
L1
L2
Note:
On IAE powered aircraft, the warning EPR MODE FAULT N1 DEGRADED MODE is
displayed.
L1
ASSOCIATED PROCEDURES
FLT CTL ALTN LAW
(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
L2 Speed limited due to loss of flight control normal laws.
Continued on the following page
PRO-ABN-24 P 25/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ECAM lower display is not available. STATUS page is displayed on the upper ECAM display, as
long as the STS pb is pressed.
L12
STATUS
MIN RAT SPEED......................................................... 140 KT
MAX SPEED................................................................ 320 KT
MAX BRK PR.......................................................... 1 000 PSI
FUEL GRVTY FEED
AVOID NEGATIVE G FACTOR
Note:
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by "FOR LDG: USE FLAP 3" when
INOP SYS
F/CTL PROT
REVERSER 1 + 2
ADR 2+3
IR 2
RA 1+2
SPLR 1+2+5
ELAC 2
SEC 2+3
A/CALL OUT
AP 1+2
A/THR
FUEL PUMPS
ANTI SKID
N/W STRG
CAT 2
Note:
PRO-ABN-24 P 26/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
AIR COND
PRESS
NORM
INOP
NORM
NORM
Closure Inop
NORM
NORM
NORM
NORM
INOP
NORM
Closure Inop
Closure Inop
NORM
INOP
INOP
NORM
INOP(a)
NORM
Closure Inop
Closure Inop(a)
Partial
INOP
INOP
N1 only
N1 only
N1 only
ch 1 only
Inop
Inop
Inop
ch 1 only
Inop
Inop
Inop
ch 1 only
VHF 1
HF 1
RMP 1
ACP (CAPT, F/O)
CIDS
INTERPHONE
CVR
LOUDSPEAKER 1
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
INOP
NORM
NORM
NORM
NORM
INOP
NORM
NORM
INOP
NORM
NORM
NORM
NORM
INOP
NORM
CREW OXY
PAX OXY mask release
(auto + man)
SLIDES ARM/WARN
NORM
NORM (b)
NORM (b)
NORM
INOP
INOP
NORM
NORM
FMGS
COM
EMER EQPT
BAT ONLY
ON THE GROUND
IN FLIGHT
NORM
Continued on the following page
PRO-ABN-24 P 27/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ENG 1 LOOP
ENG 2 LOOP
APU LOOP
CARGO SMOKE DET
ENG FIRE EXT.
APU FIRE EXT.
CARGO FIRE EXT.
APU AUTO EXT.
BAT ONLY
ON THE GROUND
IN FLIGHT
A only
B only
INOP
Channel 1
Bottle 1 only
Squib A only
INOP
INOP
A only
B only
INOP
INOP
Bottle 1 only
Squib A only
INOP
INOP
A only
B only
INOP(a)
INOP
Bottle 1 only
Squib A only
INOP(a)
INOP(a)
N1 only
N1 only
N1 only
N1 only
NORM
N1 + 2
N1
INOP
N1 only
NORM
N1 + 2 (d)
N1 (d)
INOP
N1 only
NORM (c)
LP VALVE
FQI channel 1
X FEED VALVE
TRANSFER VALVE
NORM
NORM
NORM
NORM
NORM
INOP
INOP
INOP
NORM
INOP
INOP
INOP
HYD
FIRE VALVES
NORM
NORM
NORM
ICE-RAIN
WING A.ICE
ENG A.ICE VALVE
CAPT PITOT
CAPT AOA
RAIN REPELLENT (CAPT)
NORM
OPEN
NORM
NORM
NORM
INOP
OPEN
NORM
INOP
NORM
INOP
OPEN
NORM(e)
INOP
NORM
PFD 1
ND 1
ECAM upper disp.
DMC 1 or 3
SDAC 1, FWC 1
ECAM CONT. panel
CLOCKS
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
INOP
NORM
NORM
NORM
NORM
NORM
FIRE
FLT CTL
ELAC
SEC
FCDC
SFCC
Flaps pos ind
FUEL
EIS
FLT INS
NORM (c)
INOP
NORM (c)
NORM (c)
NORM (c)
NORM
NORM
Continued on the following page
PRO-ABN-24 P 28/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
L/G
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
NORM
EMER CKPT
EMER CAB
NORM
NORM
NORM
NORM
NORM
NORM
IR
ADR
ADF
VOR-MMR
DME
VOR/DDRMI
ATC
ISIS
N1 only (f)
N1 only
N1 only
N1 only
N1 only
NORM
N1 only
NORM
N1 only (f)
N1 only
INOP
N1 only
INOP
NORM
INOP
NORM
N1 only (f)
N1 only
INOP
N1 only (e)
INOP
NORM (e)
INOP
NORM
ENG 1 BLEED
ENG 2 BLEED
APU BLEED
X BLEED (MAN CTL)
Norm
BMC 2 inop
Inop
Norm
BMC 1 INOP
BMC 2 inop
Inop
Inop
BMC 1 inop
BMC 2 inop
Inop(g)
Inop
NORM(h)
NORM
NORM
INOP
NORM
NORM
INOP(a)
NORM
NORM
FADEC
IGNITION
HP FUEL VALVE closure
A+B (i)
A only
NORM
A+B (i)
A only
NORM
A+B (i)
A only
NORM
MECH HORN
NORM
NORM
NORM
NAV
PNEU
APU
ECB-STARTER
FUEL LP VALVE
FUEL PUMP
PWR PLT
MISC
(a)
(b)
(c)
(d)
(e)
BAT ONLY
ON THE GROUND
LGCIU SYS 1
BRK PRESS IND
PARK BRK
ABCU
LIGHTS
IN FLIGHT
PRO-ABN-24 P 29/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
(f)
(g)
(h)
(i)
IR 2 and IR 3 are lost 5 min after failure of main generators but if IR 3 replaces IR 1 (ATT-HDG selector at CAPT 3),
IR 3 remains supplied.
Restored when speed below 100 kt
For APU start only.
channels A and B self powered above 12 % N2. If N2 below 12 % only channel A is powered.
With the GEN 1 LINE pb-sw (on the EMER ELEC PWR panel) in the OFF position, the GEN 1 line
contactor is open and GEN 2 supplies the AC BUS 1 channel.
Crew awareness.
Set the GEN 1 LINE pb-sw to ON.
ELEC ESS BUSES ON BAT
DC ESS BUS is supplied by the batteries. AC ESS BUS is also supplied by the batteries, via the
STATIC INVERTER.
LAND ASAP
L1
Ident.: PRO-ABN-24-V-NG01110
Applicable to: ALL
L2
Crew awareness.
Continued on the following page
PRO-ABN-24 P 30/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
ESS TR
GALY/CAB..................................................................................................................................... OFF
Ident.: PRO-ABN-24-T-00012540.0002001 / 19 AUG 10
STATUS
INOP SYS
GALY/CAB
PRO-ABN-24 P 31/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
Note:
INOP SYS
MAIN GALLEY
GEN 1(2)
CAT 3 DUAL
(1)
STATUS
CAT 3 SINGLE ONLY
INOP SYS
(1)
MAIN GALLEY
GEN 1(2)
CAT 3 DUAL
(1)
X to Y
PRO-ABN-24 P 32/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
Crew awareness
STATUS
Note:
INOP SYS
MAIN GALLEY
GEN 1(2)
CAT 3 DUAL
(1)
L2
IDG (AFFECTED)..........................................................................................................................OFF
If the associated engine is running, the IDG (integrated drive generator) must be disconnected from
the engine at, or above, idle to prevent damage to the disconnect mechanism.
Press the IDG pb-sw until the GEN FAULT light comes on. However, do not press for more than
3 s, to avoid damage to the disengage solenoid
The IDG FAULT light goes off, when the IDG is disconnected.
Continued on the following page
PRO-ABN-24 P 33/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
STATUS
Note:
INOP SYS
MAIN GALLEY
GEN 1(2)
CAT 3 DUAL
(1)
Crew awareness.
ELEC TR 1(2) FAULT
Ident.: PRO-ABN-24-U-NG01109
Applicable to: ALL
Ident.: PRO-ABN-24-U-00012541.0001001 / 19 AUG 10
L2
Crew awareness.
STATUS
CAT 3 SINGLE ONLY
INOP SYS
TR 1(2)
CAT 3 DUAL
PRO-ABN-24 P 34/34
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
EQUIPMENT
FLIGHT CREW
OPERATING MANUAL
This procedure should be applied, if the Cockpit Door Locking System (CDLS) fails. This failure is
indicated when the FAULT light on the center pedestals COCKPIT DOOR panel comes on.
In the case of a DC BUS 2 fault, no FAULT indication appears on the center pedestals COCKPIT
DOOR panel. The CDLS is not electrically-supplied, and is inoperative.
CKPT DOOR CONT panel .....................................................................................................CHECK
This panel is located on the overhead panel. It is used to identify the faulty CDLS item, and to verify
the status of the pressure sensors and the three electrical latches (referred to as strikes).
If one or more electrical latches (strikes) are faulty:
The cockpit door is not intrusion-proof if two or more electrical latches are faulty.
The system may be recovered by performing the following steps:
Cockpit door.........................................................................................................................OPEN
COCKPIT DOOR sw.......................................................................................... SET to UNLOCK
After 30 s:
COCKPIT DOOR sw.............................................................................................. SET to NORM
If two pressure sensors are faulty:
Automatic latch release is not available, in case of cockpit decompression.
If no LED on the CKPT DOOR CONT panel is on:
The CDLS control unit is faulty, therefore, the cockpit door might unlock automatically. If it does
not, consider using the mechanical override system to unlock the door.
PRO-ABN-25 P 1/2
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
EQUIPMENT
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-25 P 2/2
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
APU FIRE
Ident.: PRO-ABN-26-C-NG01038
Applicable to: ALL
Ident.: PRO-ABN-26-C-00012209.0002001 / 16 NOV 11
LAND ASAP
APU FIRE P/B............................................................................................................................ PUSH
APU LP valve closes.
Aural warning stops.
APU FIRE pb-sw remains on, as long as a fire is detected.
L1 AGENT AFTER 10 S................................................................................................................ DISCH
L2 The 10 s delay allows the airflow to decrease, which increases the effect of the agent.
Automatic countdown on the ECAM.
L1 MASTER SW.................................................................................................................................OFF
L2 Do not attempt to restart the APU.
L2
STATUS
INOP SYS
APU
PRO-ABN-26 P 1/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
LAND ASAP
THR LEVER (AFFECTED)...........................................................................................................IDLE
ENG MASTER (AFFECTED)........................................................................................................ OFF
L2 LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED)..................................................................................................... PUSH
L2 Aural warning stops.
ENG FIRE pushbutton remains on, as long as a fire is detected.
FADEC is no longer supplied. So, the THR LEVER ... IDLE line reappears, even if the thrust lever is
at idle.
L1 AGENT 1 AFTER 10 S............................................................................................................. DISCH
L2 The 10 s delay allows N1 to decrease, reducing nacelle ventilation, and thereby increasing the
effect of the agent.
Automatic countdown on the ECAM.
L1 ATC..........................................................................................................................................NOTIFY
L2 Notify ATC of the nature of the emergency, and state intentions
L1
IF FIRE AFTER 30 S:
AGENT 2.............................................................................................................................DISCH
Discharge the second agent, if the fire warning remains 30 s after the discharge of the first
agent.
L2
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUTDOWN
Do not attempt to restart the engine.
For the ENG SHUTDOWN procedure, see the ENG section. (Refer to PRO-ABN-70 ENG 1(2)
SHUT DOWN).
PRO-ABN-26 P 2/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
L1
L2
L1
L2
L1
L2
Ident.: PRO-ABN-26-B-NG01037
Applicable to: ALL
Ident.: PRO-ABN-26-B-00012204.0001001 / 18 AUG 10
L2
C to D
PRO-ABN-26 P 3/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
STATUS
INOP SYS
D to E
PRO-ABN-26 P 4/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
LAND ASAP
AFT ISOL VALVE (IF NOT AUTOMATICALLY CLOSED AND AFT AFFECTED)....................... OFF
CAB FANS.....................................................................................................................................OFF
IF FWD (AFT) CRG CLOSED (displayed on ground only):
L2
L1
Order the ground crew not to open the door of the affected cargo compartment, unless the
passengers have disembarked and fire services are present. Also ensure that the FWD(AFT)
cargo door is closed before discharging the extinguishing agent.
AGENT................................................................................................................................ DISCH
L2
Note:
L1
L2
Note:
Expect the SMOKE warning to remain after agent discharge, even if the smoke
source is extinguished. Gases from the smoke source are not evacuated, and smoke
detectors are also sensitive to the extinguishing agent.
If the warning has been displayed temporarily, and agent has not been discharged,
normal cargo ventilation may be recovered when ventilation is required for livestock
transportation:
C/B of CARGO VENT controller (S20 on 122VU, or C7 on 49VU, as installed) ...... PULL
then PUSH
STATUS
BEFORE OPEN CRG DOORS (displayed on
ground only):
PAX........................................................ DISEMBARK
INOP SYS
(If aft
PRO-ABN-26 P 5/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
) FAULT
If bottle 1 is lost, fire extinguishing capability is lost in the FWD(AFT) cargo compartment.
If bottle 2 is lost, agent concentration will not be ensured after fire extinguishing.
Crew awareness.
SMOKE FWD(AFT) CRG DET FAULT
Ident.: PRO-ABN-26-F-NG01041
Applicable to: ALL
Ident.: PRO-ABN-26-F-00012553.0005001 / 18 AUG 10
IF NO LIVE STOCK:
AFT ISOL VALVE (IF AFT AFFECTED)................................................................................ OFF
Ident.: PRO-ABN-26-F-00012377.0005001 / 18 AUG 10
STATUS
INOP SYS
G to H
FWD(AFT)
CRG DET
PRO-ABN-26 P 6/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE
Ident.: PRO-ABN-26-D-NG01039
Applicable to: ALL
Ident.: PRO-ABN-26-D-00012212.0004001 / 19 JUN 12
1
This procedure includes all the steps of the AVIONICS SMOKE ECAM procedure.
Apply this procedure when:
The flight (cabin) crew suspect that smoke is coming from the avionics, and/or the air
conditioning, and/or the cabin equipment.
Requested by the AVIONICS SMOKE ECAM procedure.
There is a smell of smoke/fumes in the cockpit :
If the smell is similar to that of orange peels, suspect a toxic leak of rain repellent fluid.
If the smell is similar to that of pine needles, suspect a non-toxic leak.
If any other ECAM SMOKE alert triggers (CARGO, ...), the crew must first apply the ECAM
procedure, then consider applying this procedure.
Note that these ECAM alerts may be caused by another source, that should usually first be
detected by the flight crew/cabin crew/avionics smoke detectors.
The following explains the layout of this procedure:
The procedure lines above the text boxes indicate the actions that the flight crew must
immediately perform, if smoke is detected (with or without ECAM activation and regardless of
the smoke source). These immediate actions correspond to the most common steps to be taken
in smoke cases. In all cases, the flight crew must also be prepared to immediately perform a
diversion. However, this diversion may be avoided if the smoke source is obvious, accessible
and extinguishable or confirmed isolated (after completion of the immediate actions).
The text boxes indicate the actions that the flight crew must consider, if at any time during the
remainder of the procedure but always after the initial steps:
Smoke/fumes become the greatest threat and smoke/fumes removal is required, and/or
The situation becomes critical and can no longer be controlled.
The procedure lines below the text boxes indicate the actions that the flight crew must perform,
as soon as they suspect a source of smoke. The actions will depend on whether the smoke is
coming from the avionics, and/or air conditioning, and/or cabin equipment.
LAND ASAP
IF PERCEPTIBLE SMOKE APPLY IMMEDIATELY:
If smoke is confirmed, the following procedure must be applied.
BLOWER..............................................................................................................................OVRD
EXTRACT............................................................................................................................ OVRD
PRO-ABN-26 P 7/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-26 P 8/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-26 P 9/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
When both BLOWER and EXTRACT are in the OVRD position, a single pack may not
be able to maintain the cabin pressure.
PRO-ABN-26 P 10/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-26 P 11/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-26 P 12/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
The electrical configuration is the same as for loss of both generators (except
that one fuel pump in each wing tank remains supplied).
PRO-ABN-26 P 13/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
ECAM lower display is not available. STATUS SD page is displayed on the upper ECAM display, as
long as the STATUS pb is pressed.
STATUS
MIN RAT SPEED......................................................... 140 KT
MAX SPEED................................................................ 320 KT
MAX BRK PR............................................................1000 PSI
FOR LDG................................................... USE FLAPS 3
GPWS LDG FLAP 3.................................................... ON
APPR SPD..................................................VREF +10 KT
LDG DIST PROC...................................................APPLY
ENG 1+2 APPR IDLE ONLY
ENG 1+2 N1 DEGRADED MODE
(IAE-powered aircraft
)
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
CTR TK
FUEL UNUSABLE
INCREASED FUEL CONSUMP
SLATS/FLAPS SLOW
After recovery of normal electrical supply, the
following STATUS will be displayed:
MAX SPEED................................................... 320 KT
APPR SPD........................................... VREF +10 KT
LDG DIST PROC............................................ APPLY
INOP SYS
Refer to PRO-ABN-24-ELEC
EMER CONFIG SYS
REMAINING-21-AIR
CONDITIONING/VENTILATION
/PRESSURIZATION ELEC
EMER CONFIG SYS
REMAINING (except for fuel
pumps).
APPR PROC
3 MN/2000 FT BEFORE LDG:
GEN 2....................................................................ON
EMER ELEC GEN 1 LINE.....................................ON
WHEN A/C IS STOPPED:
ALL GEN..............................................................OFF
ALTN LAW: PROT LOST
(1)
See
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-ABN-26 P 14/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-26 P 15/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
SMOKE/FUMES REMOVAL
Ident.: PRO-ABN-26-00012218.0003001 / 18 AUG 10
Applicable to: ALL
Apply the SMOKE/FUMES REMOVAL paper procedure, if smoke/fumes become the greatest
threat when applying the SMOKE/FUMES/AVNICS SMOKE paper procedure.
EMER EXIT LIGHT.......................................................................................................................... on
If fuel vapors:
CAB FANS................................................................................................................................ON
The recirculating air ventilates the air mixer bay and other fuselage area. This prevents fuel
vapors from accumulating and the risk of explosion. Passenger health is not affected.
PACK 1+2............................................................................................................................... OFF
If no fuel vapors:
CAB FANS.............................................................................................................................. OFF
To prevent smoke from entering the cockpit and cabin.
PACK FLOW.............................................................................................................................. HI
To provide maximum airflow from the packs.
Do not shut down the air conditioning packs, and do not reduce ventilation in an attempt to
smother the fire.
Do not deploy oxygen masks, if fire is suspected in the cabin.
LDG ELEV....................................................................................................................10000 FT/MEA
DESCENT (FL 100, or MEA, or minimum obstacle clearance altitude)................................ INITIATE
The most effective means of smoke removal is use of ram air. Therefore, descent is initiated
to FL 100 or the MEA, or the minimum obstacle clearance altitude, while the cabin altitude is
increased to 10 000 ft or the MEA.
The increase in cabin altitude also reduces, at least temporarily, the smoke concentration. Cabin
depressurization starts, when descent is initiated.
Passenger oxygen, as required by regulation.
ATC..........................................................................................................................................NOTIFY
SMOKE/FUMES/AVNCS SMOKE PROC..........................................................................CONTINUE
While descending, continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE
procedure depending on the suspected smoke source.
At FL100, or MEA:
APU MASTER SW (if in ELEC EMER CONFIG).....................................................................ON
PRO-ABN-26 P 16/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
IF NO LIVE STOCK:
AFT ISOL VALVE................................................................................................................... OFF
PAX SYS
............................................................................................................................... OFF
Continued on the following page
PRO-ABN-26 P 17/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FIRE PROTECTION
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
SMOKE DET
STATUS
INOP SYS
LAV DET
Communication must be established with the cabin crew in order to follow up on the smoke origin
and dissipation.
Consider applying the SMOKE/FUMES/AVNCS SMOKE paper procedure.
L1
CKPT/CAB COM...............................................................................................................ESTABLISH
K to M
PRO-ABN-26 P 18/18
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
The warning is triggered, when on the ground, if either stick is inoperative (takeover pushbutton
pressed more than 30 s).
L1 L (R) TAKEOVER .............................................................................................................. DEPRESS
L2 The affected stick becomes operative.
L2
Crew Awareness.
CONFIG RUD TRIM NOT IN T.O RANGE
Ident.: PRO-ABN-27-00011776.0001001 / 18 AUG 10
Applicable to: ALL
L2
Crew awareness
CONFIG SLATS (FLAPS) NOT IN T.O CONFIG
Crew awareness.
Config SPD BRK NOT RETRACTED
Crew awareness.
A to E
PRO-ABN-27 P 1/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Crew awareness
F/CTL ALTN LAW
Ident.: PRO-ABN-27-K-NG00967
Applicable to: ALL
Ident.: PRO-ABN-27-K-00011774.0001001 / 18 AUG 10
L1
Note:
MAX SPEED.............................................................................................................................320 KT
(320/.77 if dual hydraulic system low pressure). Speed is limited to 320 /.82 or 320/.77 for dual
hydraulic failure, due to the loss of high-speed protection.
L1 SPD BRK (IF L OR R ELEVATOR FAULT) .................................................................DO NOT USE
L2
F to G
PRO-ABN-27 P 2/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
(320/.77, if dual hydraulic system low pressure).
SPD BRK (IF L OR R ELEVATOR FAULT)....... DO NOT USE
INOP SYS
F/CTL PROT
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by FOR LDG : USE FLAP 3 when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3 ................................................... ON
APPR SPD ........................................................VREF+10
LDG DIST PROC ..................................................APPLY
If no AP engaged:
WHEN L/G DN: DIRECT LAW
At landing gear extension, control reverts to direct law
in pitch, as well as in roll. Refer to PRO-ABN-27-F/CTL
DIRECT LAW
If AP engaged:
WHEN L/G DN AND AP OFF: DIRECT LAW
PRO-ABN-27 P 3/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
L1
PFD displays USE MAN PITCH TRIM in amber. Refer to PRO-SUP-27-50 Aircraft Trimming
(PROT LOST)
L2
Note:
L2
MAX SPEED.............................................................................................................................320/.77
Speed is limited, due to the loss of high-speed protection. Do not exceed M 0.77, so as not to
degrade handling qualities.
L1 MAN PITCH TRIM (EXCEPT IF HYD Y + G SYS LO PR).......................................................... USE
L2 Automatic trim is inoperative in direct law.
L1 MANEUVER WITH CARE
L2 Use small control inputs at high speed, since in direct law the controls are powerful. Use of manual
thrust is recommended. Avoid large thrust changes.
L1 USE SPD BRK WITH CARE
L2 At high Mach numbers, use speed brakes with care to avoid too strong nose up changes.
L1
L2
PRO-ABN-27 P 4/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320/.77
MANEUVER WITH CARE
USE SPD BRK WITH CARE
INOP SYS
F/CTL PROT
APPR PROC
FOR LDG................................................... USE FLAPS 3
This line is replaced by FOR LDG : USE FLAP 3 when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
MAN PITCH TRIM..................................................... USE
APPR SPD.........................................................VREF+10
LDG DIST PROC...................................................APPLY
DIRECT LAW
PRO-ABN-27 P 5/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
CAUTION
L1
L2
Note:
1. In some sidestick transducer failure cases, ELAC 1(2) FAULT is triggered without the
procedure, and FAULT It on associated pb does not come on.
2. If the ELAC 1 computer is reset on ground the pitch trim returns to the ground setting
position (0 ).
IF UNSUCCESSFUL:
ELAC (AFFECTED)................................................................................................................ OFF
Functions are performed by the other ELAC. LAF is degraded (A320 with LAF only)
STATUS
CAT 3 SINGLE ONLY
INOP SYS
ELAC 1(2)
CAT 3 DUAL
PRO-ABN-27 P 6/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Note:
If the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 ).
L1
L2
L1
Pitch and roll normal laws are lost: Refer to PRO-ABN-27-K F/CTL ALTN LAW. THS motor 1
and both ailerons are lost. LAF is degraded and uses spoilers only (A320 only).
MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
PRO-ABN-27 P 7/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
APPR PROC
FOR LDG......................................................USE FLAP 3
Do not select CONF FULL, so as not to degrade handling
qualities.
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3
APPR SPD................................................... VREF+10 KT
LDG DIST PROC...................................................APPLY
INOP SYS
F/CTL PROT
L+R AIL
ELAC 1+2
AP 1+2
CAT 2
At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27-J F/CTL DIRECT LAW).
F/CTL ELAC 1 (2) PITCH FAULT
Ident.: PRO-ABN-27-H-NG00964
Applicable to: ALL
Ident.: PRO-ABN-27-H-00011763.0001001 / 18 AUG 10
L2
PRO-ABN-27 P 8/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
CAT 3 SINGLE ONLY
INOP SYS
(1)
ELAC PITCH
CAT 3 DUAL
(1)
Ident.: PRO-ABN-27-P-NG00972
Applicable to: ALL
Ident.: PRO-ABN-27-P-00011786.0001001 / 18 AUG 10
L2
L1
L2
Crew awareness
L1
CAUTION
STATUS
CAT 3 SINGLE ONLY
INOP SYS
CAT 3 DUAL
Crew awareness
Continued on the following page
PRO-ABN-27 P 9/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
FCDC 1(2)
L2
STATUS
F/CTL INDICATIONS LOST
INOP SYS
M to N
FCDC 1 + 2
PRO-ABN-27 P 10/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
The flap lever is not in the zero position, and the aircraft is above 22 000 ft.
Crew awareness.
F/CTL FLAP SYS 1(2) FAULT
Ident.: PRO-ABN-27-E-NG00961
Applicable to: ALL
Ident.: PRO-ABN-27-E-00011753.0001001 / 18 AUG 10
STATUS
ENG 1(2) APPR IDLE ONLY
FLAPS SLOW
O to Q
PRO-ABN-27 P 11/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
If flaps locked:
WING TIP BRK ON OR ALIGNMENT FAULT
MAX SPEED......................... REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
Limit speed to the VFE corresponding to the next flap position
FLAPS LEVER (IF FLAPS NOT LOCKED).................................................................. RECYCLE
Return to the previous selection, then back to the desired position.
If unsuccessful:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed .
The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal configurations,
its behavior can be less than optimum and must be monitored.
Continued on the following page
PRO-ABN-27 P 12/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
APPR PROC
INOP SYS
FLAPS
AP 1+2
A/THR
(1)
(1)
(1)
(1)
PRO-ABN-27 P 13/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
(1)
MAX SPEED
Flaps(1)
F
=
0
0<F1
Slats(1)
S=0
NO LIMITATION
215 kt
0 < S <1
230 kt
S=1
1<S3
200 kt
S>3
Slats/Flaps position displayed on the upper ECAM display.
1<F2
200 kt
2<F3
185 kt
F>3
Not allowed
(177 kt)
177 kt
APPR SPD
Slats(1)
Flaps(1)
S=0
(1)
F=0
0<F<1
0<S<1
VREF +45
1S3
VREF +25
S>3
Slats/Flaps position displayed on the upper ECAM display.
CAUTION
1F<2
2F<3
VREF +30
VREF +25
VREF +15
VREF +10
F3
(FLAPS > 3
not allowed)
VREF +25
VREF +10
VREF +5
PRO-ABN-27 P 14/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Crew awareness
GND SPLR FAULT:
Loss of ground spoiler function in SEC 1+3, or 1+2, or 2+3, or 1+2+3.
If ground spoiler function is lost in SEC (1+2) or (1+3), one reverser is inoperative.
If ground spoiler function is lost in SEC (1+2+3), both reversers are inoperative.
In any case, the autobrake function is lost.
GND SPLR 1+2(3+4) FAULT:
Loss of ground spoiler function in SEC 3 (or 1).
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
Crew awareness
Continued on the following page
T to U
PRO-ABN-27 P 15/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
Note:
L (R) AIL
Ident.: PRO-ABN-27-Q-NG00973
Applicable to: ALL
Ident.: PRO-ABN-27-Q-00011788.0001001 / 24 MAR 11
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2
Note:
If the L(R) elevator fails, the ELACs loose pitch control through the elevator. Therefore,
the SECs control pitch in alternate law. This is not the case, if the right elevator is lost, due
to the failure of B+Y hydraulic circuits. Pitch normal law remains active in ELAC.
MAX SPEED.............................................................................................................................320 KT
Speed is limited, due to the loss of high-speed protection.
L1 SPD BRK.......................................................................................................................DO NOT USE
L1
L2
PRO-ABN-27 P 16/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
SPD BRK...........................................................DO NOT USE
APPR PROC
FOR LDG......................................................USE FLAP 3
INOP SYS
F/CTL PROT
L (R) ELEV
ELAC PITCH
AP 1+2
CAT 2
At landing gear extension, control reverts to direct law in pitch, as well as in roll.Refer to
PRO_ABN_27_F/CTL DIRECT LAW.
PRO-ABN-27 P 17/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
MAX SPEED.............................................................................................................................320/.77
Due to loss of high speed protections.
L1 MAN PITCH TRIM........................................................................................................................ USE
L2 Only manual trim is available for pitch control.
L1 SPD BRK.......................................................................................................................DO NOT USE
L2 Do not use speed brakes, because it is difficult to control the induced pitch moment with manual
pitch trim only.
L2
STATUS
MAX SPEED................................................................ 320/.77
SPD BRK...........................................................DO NOT USE
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by FOR LDG : USE FLAP 3 when
CONF 3 is selected, as a reminder
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3.
MAN PITCH TRIM..................................................... USE
APPR SPD.........................................................VREF+10
LDG DIST PROC...................................................APPLY
INOP SYS
L+R ELEV
ELAC PITCH
AP 1+2
CAT 2
PRO-ABN-27 P 18/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Crew awareness
F/CTL SEC 1 (2) (3) FAULT
Ident.: PRO-ABN-27-I-NG00965
Applicable to: ALL
Ident.: PRO-ABN-27-I-00011768.0002001 / 16 NOV 11
If SEC 1 + 2 + 3 fail
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
PROT LOST
Continued on the following page
X to Y
PRO-ABN-27 P 19/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
SPD BRK...........................................................DO NOT USE
(If SEC 1 is affected.)
If SEC 1 + 2 + 3 fail:
FOR LDG............................................... USE FLAP 3
APPR SPD..............................................VREF+15KT
LDG DIST PROC...................................................APPLY
(1)
(2)
(3)
INOP SYS
(1)
F/CTL PROT
SPLR (associated)
SEC (affected)
REVERSER 1(2)
AUTO BRK
(2)
(3)
PRO-ABN-27 P 20/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
L1
L2
L1
Check the integrity of flight control priority, as follows (not displayed on ECAM) :
ELAC 1........................................................................................................................ OFF THEN ON
L2
Note:
L1
L2
When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 ).
If the warning does not disappear, or if the warning reappears after the above check:
Maintenance action is due.
PRO-ABN-27 P 21/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Ident.: PRO-ABN-27-D-NG00960
Applicable to: ALL
Ident.: PRO-ABN-27-D-00011751.0001001 / 18 AUG 10
L2
Crew awareness
STATUS
SLATS SLOW
FLAPS LEVER.....................................................................................................................RECYCLE
If both slat channels fail:
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
PRO-ABN-27 P 22/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
APPR PROC
INOP SYS
F/CTL PROT
SLATS
FLAPS
AP 1+2
A/THR
(1)
(2)
(2)
(2)
(2)
(1)
(2)
AC
PRO-ABN-27 P 23/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
L1
L2
If unsuccessful:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed.
The autopilot may be used down to 500 ft AGL. As it is not tuned for the abnormal
configurations, its behavior could be less than optimum and must be monitored.
Note:
L1
L2
L1
L2
If there is a SLATS FAULT after both slat channels fail, alternate law becomes active
(Refer to PRO-ABN-27-K F/CTL ALTN LAW).
AD
PRO-ABN-27 P 24/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
APPR PROC
INOP SYS
F/CTL PROT
SLATS
AP 1+2
A/THR
(1)
(1)
(1)
(1)
(1)
Ident.: PRO-ABN-27-W-NG00979
Applicable to: ALL
Ident.: PRO-ABN-27-W-00011800.0001001 / 18 AUG 10
L2
L1
L2
PRO-ABN-27 P 25/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
STATUS
SPD BRK...........................................................DO NOT USE
INOP SYS
After automatic retraction (due to activation of alpha protection or slats/flaps in configuration full),
surface position is not in agreement with handle position.
L1 SPD BRK LEVER................................................................................................................RETRACT
L2
PRO-ABN-27 P 26/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Loss of speedbrake surfaces, due to failure of the speedbrake lever transducer(s). In addition,
associated ground spoilers are available only through reverse selection.
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
SPD BRK
Ident.: PRO-ABN-27-R-NG00974
Applicable to: ALL
Ident.: PRO-ABN-27-R-00011790.0002001 / 18 AUG 10
L2
L1
L2
If heavy vibrations are felt, CONF 3 may be used for landing in order to reduce the
buffeting.
PRO-ABN-27 P 27/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
SPLR (affected)
(1)
SPD BRK
(1)
Ident.: PRO-ABN-27-X-NG00980
Applicable to: ALL
Ident.: PRO-ABN-27-X-00011804.0001001 / 18 AUG 10
L2
When the Flight Control Computers detect a loss of electrical control of the stabilizer, pitch control
law reverts to alternate law. Depending on the type of failure, the MAN PITCH TRIM may still be
available.
L1
L2
L1
L2
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
Continued on the following page
PRO-ABN-27 P 28/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
APPR PROC:
FOR LDG......................................................USE FLAP 3
This line is replaced by FOR LDG : USE FLAP 3 when
INOP SYS
F/CTL PROT
STABILIZER
ELAC PITCH
AP 1 + 2
CAT 2
APPR SPD:................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
At landing gear extension, control reverts to direct law in
pitch, as well as in roll. Refer to PRO-ABN-27-J F/CTL
DIRECT LAW.
AK
PRO-ABN-27 P 29/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
STABILIZER JAM
Ident.: PRO-ABN-27-00011806.0001001 / 18 AUG 10
Applicable to: ALL
L2
The ELACs may not detect a stabilizer jam when the pitch trim wheel is jammed.
The flight control normal law remains active in this case and there is no ECAM warning.
Apply the following procedure.
AP.................................................................................................................................................. OFF
MAN PITCH TRIM................................................................................................................... CHECK
L2 The pitch trim wheel may not be fully jammed, the force needed may be higher than pre-takeoff
manual setting.
L1
L1
L2
L1
L2
L1
AL
PRO-ABN-27 P 30/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
ACTIVE LAW
SYS FAILED
ELAC 1 or 2
or SEC 1 or 2
ELAC 1 and 2
or both ailerons
2 SEC
3 SEC
2 FAC
Yaw damper
2 SFCC (slat channel)
2 ADR or 2 IR
(2nd self detected)
2 ADR (2nd
not self detec.)
2 IR (2nd not
self detec.)
3 ADR
3 IR
2 RADIO ALT
SPOILER 4 or
5 or (4 and 5)
All SPOILERS
1 AIL SERVO
or 1 AILERON
1 ELEV SERVO
1 ELEVATOR
THS (jammed) (5)
HYD G or Y or B
HYD G + Y
HYD G + B
HYD Y + B
on BATTERIES
on EMER GEN
PITCH
ROLL
YAW
NORM
NORM
NORM
ALTN
REDUCED
DIRECT
ALTN
NORM
ALTN
ALTN
ALTN
ALTN
NORM
REDUCED
REDUCED
REDUCED
NO
NORM
DIRECT
DIRECT
DIRECT
DIRECT
NORM
ALTN
MECH
MECH
ALTN
ALTN
REDUCED
DIRECT
ALTN
DIRECT
ALTN
LAW
PROTEC
NORM
DIRECT
ALTN (2)
ALTN (6)
DIRECT
NORM
DIRECT (4)
NO
REDUCED (1)
NO
REDUCED (2)
NO
NO
NORM
NO (4)
DIRECT
DIRECT
NORM
DIRECT (4)
MECH
ALTN (2)
MECH
MECH
NORM
MECH (4)
NORM
NORM
NORM
NORM
ALTN
REDUCED
DIRECT
ALTN
NORM
NORM
NORM
NORM
NORM
ALTN
NORM
ALTN
NORM
ALTN
ALTN
NORM
ALTN
ALTN
NORM
REDUCED
NORM
REDUCED
NORM
REDUCED
NO
NORM
REDUCED
REDUCED
NORM
DIRECT
NORM
DIRECT
NORM
DIRECT
DIRECT
NORM
DIRECT
DIRECT
ALTN
AM
DIRECT
NORM
ALTN
NORM
ALTN
NORM
MECH
ALTN
NORM
MECH
MECH
Continued on the following page
PRO-ABN-27 P 31/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
PITCH
LAW
ROLL
PROTEC
YAW
ALTN (3)
(1)
(2)
(3)
(4)
(5)
(6)
NORM OPERATION
SINGLE FAILURE
ELAC 2
ELAC 1
SEC 2
SEC 1
G
Y
B
DOUBLE FAILURE
ELAC + ELAC 1
2
+ SEC 2
+ SEC 1
+G
+Y
+B
ELAC + SEC 2
1
+ SEC 1
+G
+Y
+B
SEC 2 + SEC 1
+G
LEFT ELEVATOR
BLUE
GREEN
ELAC 2
ELAC 1
ELAC 1
ELAC 1
ELAC 1
ELAC 1
ELAC 1
ELAC 1
SEC 1
ELAC 1
THS
GREEN AND YELLOW
ELAC 2
ELAC 2
ELAC 1
ELAC 2
ELAC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 2
SEC 2
SEC 2
SEC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 1
ELAC 1
SEC 2
ELAC 2
ELAC 2
ELAC 2
ELAC 2
ELAC 2
SEC 2
ELAC 2
ELAC 2
ELAC 2
SEC 2
SEC 2
ELAC 2
ELAC 2
ELAC 1
RIGHT ELEVATOR
YELLOW
BLUE
ELAC 2
ELAC 2
ELAC 2
ELAC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 1
SEC 2
SEC 2
ELAC 2
ELAC 2
SEC 2
ELAC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 1
ELAC 1
SEC 1
ELAC 1
Continued on the following page
PRO-ABN-27 P 32/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
+Y
+B
SEC 1 + G
+Y
+B
G+Y
B+G
B+Y
TRIPLE FAILURE
ELAC 2
ELAC + SEC 2
1
+ SEC 1
+G
+Y
+B
SEC 2 + SEC 1
+G
+Y
+B
SEC 1 + G
+Y
+B
G+Y
B+G
B+Y
ELAC 1
SEC 2 + SEC 1
+G
+Y
+B
SEC 1 + G
+Y
+B
G+Y
B+G
B+Y
SEC 2
SEC 1 + G
+Y
+B
G+Y
B+G
B+Y
SEC 1
ELAC 1
ELAC 2
ELAC 1
ELAC 1
ELAC 1
Damped
ELAC 2
ELAC 2
ELAC 1
ELAC 2
ELAC 1
ELAC 1
ELAC 2
INOP
ELAC 2
ELAC 2
SEC 1
SEC 1
SEC 1
SEC 2
SEC 2
SEC 2
ELAC 1
ELAC 1
ELAC 1
Centered
ELAC 1
ELAC 1
SEC 2
ELAC 1
Damped
SEC 2
SEC 1
SEC 1
SEC 1
ELAC 1
ELAC 1
ELAC 1
ELAC 2
ELAC 2
Damped
SEC 2
ELAC 2
Damped
ELAC 2
ELAC 2
Damped
ELAC 2
SEC 1
SEC 2
SEC 2
SEC 2
SEC 2
ELAC 1
ELAC 1
ELAC 1
Mechanical
ELAC 1
ELAC 1
SEC 2
INOP
SEC 2
SEC 2
SEC 2
SEC 2
ELAC 2
SEC 1
SEC 1
ELAC 2
SEC 2
SEC 2
ELAC 2
INOP
ELAC 2
ELAC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 2
INOP
ELAC 2
ELAC 2
SEC 1
SEC 2
Centered
SEC 2
SEC 2
ELAC 2
SEC 2
ELAC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 1
Damped
SEC 1
SEC 1
Damped
SEC 1
Damped
ELAC 1
ELAC 1
ELAC 2
ELAC 2
ELAC 1
ELAC 1
ELAC 1
ELAC 1
Damped
AN
PRO-ABN-27 P 33/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
G+Y
B+G
B+Y
ELAC 1
Damped
ELAC 2
INOP
ELAC 2
ELAC 2
Rudder jamming may be detected by undue (and adverse) pedal movement during rolling
maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed back to the
pedals.
Use F/CTL SD page for a visual check of the rudder position.
L1
FOR APPROACH
L2
L1
AVOID LANDING WITH CROSSWIND from the side where the rudder is deflected.
MAX CROSSWIND for LDG 15 kt
AUTO BRK................................................................................................................ DO NOT USE
Do not use the autobrake, so as not to delay the application of differential braking at landing roll.
FOR LDG...................................................................................................... USE NORMAL CONF
SPEED AND TRAJECTORY............................................................................... STABILIZE ASAP
LDG DIST PROC..................................................................................................................APPLY
ON GROUND
L2
PRO-ABN-27 P 34/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
Even if the autopilot is disengaged, the sidestick and/or the rudder pedals may be stiff. This may
affect either:
Both sidesticks (CAPT and F/O) at the same time, but not the rudder pedals, or
One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive.
However, the flight crew should keep in mind that they may need to use extra force on the
sidesticks and/or the rudder pedals.
The extra force required to move the controls out of the neutral position is moderate.
This extra force does not significantly affect the handling of the aircraft.
L1
If sidesticks and/or rudder pedals are stiff after autopilot disengagement, apply the
following procedure:
AP DISENGAGEMENT................................................................................................. CONFIRM
L2
L1
L2
L1
L2
AP
PRO-ABN-27 P 35/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CONTROLS
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-27 P 36/36
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Crew awareness
FUEL AUTO FEED FAULT
Ident.: PRO-ABN-28-Q-NG00867
Applicable to: ALL
L2
L1
L2
L1
STATUS
CTR TK FEED : MAN ONLY
A to B
PRO-ABN-28 P 1/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
IF NO FUEL LEAK:
FUEL X FEED.......................................................................................................................... ON
CTR TK PUMP (AFFECTED)....................................................................................................... OFF
L2
A fuel imbalance may occur, if the performance of the pumps of one wing is different from that of
the other wing, and the CTR TK PUMP that is not affected stops automatically because:
The R(L) INR TK is full, or
The CTR TK is empty.
In this case, apply the FUEL IMBALANCE procedure, as required. When the CTR TK is empty, the
X FEED pb-sw may be turned off, to avoid a possible fuel imbalance.
STATUS
INOP SYS
Set FUEL MODE SEL pb-sw to MAN, to avoid the possible triggering of the FUEL CTR TK PUMPS
OFF ECAM caution.
C to D
PRO-ABN-28 P 2/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
STATUS
CTR TK FUEL UNUSABLE
INOP SYS
CTR TK PUMPS
The center tank pumps pushbuttons are OFF, with slats retracted.
CTR TK PUMP 1............................................................................................................................ ON
CTR TK PUMP 2............................................................................................................................ ON
FUEL ENG 1(2) LP VALVE OPEN
Crew awareness
FUEL FQI CH 1(2) FAULT
Crew awareness
D to G
PRO-ABN-28 P 3/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
FUEL IMBALANCE
Ident.: PRO-ABN-28-00011257.0002001 / 13 AUG 10
Applicable to: ALL
FOB.......................................................................................................................................... CHECK
Compare the FOB + FU, with the FOB at departure.
If the difference is significant, or if the FOB + FU decreases, suspect a fuel leak.
CAUTION
FUEL X FEED.................................................................................................................................ON
On the lighter side and in the center tank:
FUEL PUMPS......................................................................................................................... OFF
When fuel is balanced:
FUEL PUMPS (WING + CTR)................................................................................................. ON
FUEL X FEED........................................................................................................................ OFF
Note:
PRO-ABN-28 P 4/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
FUEL LEAK
Ident.: PRO-ABN-28-00011251.0012001 / 17 MAR 11
Applicable to: ALL
PRO-ABN-28 P 5/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-28 P 6/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
This caution may spuriously trigger due to interference from communication equipment.
Therefore, the flight crew should wait 2 min while the fuel temperature measurement is updated.
After 2 min, if the ECAM caution has not disappeared, the flight crew must apply the following
procedure:
L1
GALLEY......................................................................................................................................... OFF
Reducing electrical loads reduce heat emitted by IDG.
L2
L1
L2
L1
L2
L1
On the ground:
LIMITED TAXI TIME
If temp reaches 60 C in outer cell or 54 C in inner cell:
DELAY T.O.
ENG MASTER (AFFECTED SIDE)................................................................................. OFF
In flight:
ENG F. FLOW (AFFECTED SIDE)............................................................................. INCREASE
Disconnect autothrust. Adjust the thrust lever to increase fuel flow through the IDG oil heat
exchanger and decrease the temperature of the fuel returning to the outer cell.
IF TEMP ABV 65 DEG C in outer cell or 57 DEG C in inner cell:
APU.........................................................................................................................AS RQRD
APU if available may be started and APU GEN used to allow IDG disconnection.
If opposite GEN avail:
IDG (AFFECTED SIDE).............................................................................................OFF
PRO-ABN-28 P 7/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
Ident.: PRO-ABN-28-D-NG00850
Applicable to: ALL
Ident.: PRO-ABN-28-D-00011177.0002001 / 13 AUG 10
TK PUMP (AFFECTED)................................................................................................................OFF
L2
Note:
Aircraft altitude must be limited to 35 000 ft if a single fuel pump feeds both engines with
hot JET B (JP4) fuel (fuel temperature above 30 C).
STATUS
INOP SYS
K to L
TK PUMP (affected)
PRO-ABN-28 P 8/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
The alert is automatically recalled, when reaching FL 150, while climbing or descending.
L1
IF NO FUEL LEAK:
FUEL X FEED (IF ABOVE FL150).......................................................................................... ON
L1
L2
L1
L2
L1
L2
STATUS
INOP SYS
TK PUMPS (affected)
PRO-ABN-28 P 9/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Ident.: PRO-ABN-28-B-NG00848
Applicable to: ALL
L1
STATUS
PROC:GRVTY FUEL FEEDING
TK (AFFECTED) GRVTY FEED ONLY
INOP SYS
TK PUMPS (affected)
PRO-ABN-28 P 10/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
L2
STATUS
INOP SYS
TK PUMPS
O to P
PRO-ABN-28 P 11/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Note:
When fuel quantity in affected wing reaches low level, corresponding WING TK LO LVL
warning is triggered.
L1
STATUS
OUTER TK UNUSABLE (affected side)
Crew awareness
STATUS
INOP SYS
If valve failed open, maintain fuel balance with selective use of pumps.
If valve failed closed and if unable to maintain an acceptable balance, land as soon as possible.
Crew awareness
Continued on the following page
Q to S
PRO-ABN-28 P 12/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
FUEL X FEED
PRO-ABN-28 P 13/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
(1)
PRO-ABN-28 P 14/14
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
IF PRESS FLUCTUATES:
BLUE ELEC PUMP.................................................................................................................OFF
ASSOCIATED PROCEDURES
B SYS LO PR
SECONDARY FAILURES
*F/CTL
STATUS
APPR PROC
INOP SYS
HYD LO PR
BLUE ELEC PUMP................................................. AUTO
If sys not recovered:
LDG DIST PROC............................................ APPLY
BLUE HYD
SPLR 3
CAT 3 DUAL
B ELEC PUMP
SLATS SLOW
CAT 3 SINGLE ONLY
PRO-ABN-29 P 1/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
APPR PROC
INOP SYS
HYD LO PR
IF BLUE OVHT OUT:
BLUE ELEC PUMP...........................................AUTO
LDG DIST PROC...................................................APPLY
BLUE HYD
SPLR 3
CAT 3 DUAL
B ELEC PUMP
SLATS SLOW
CAT 3 SINGLE ONLY
PRO-ABN-29 P 2/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
SECONDARY FAILURES
*F/CTL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
SLATS SLOW
CAT 3 SINGLE ONLY
BLUE HYD
SPLR 3
CAT 3 DUAL
EMER GEN
B ELEC PUMP
SECONDARY FAILURES
*F/CTL
Continued on the following page
C to D
PRO-ABN-29 P 3/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
APPR PROC
INOP SYS
HYD LO PR
IF BLUE OVHT OUT:
BLUE ELEC PUMP...........................................AUTO
If sys not recovered:
LDG DIST PROC............................................ APPLY
BLUE HYD
SPLR 3
CAT 3 DUAL
B ELEC PUMP
SLATS SLOW
CAT 3 SINGLE ONLY
HYD G ENG 1 PUMP LO PR
(PTU OPERATIVE)
Ident.: PRO-ABN-29-N-NG00940
Applicable to: ALL
Ident.: PRO-ABN-29-N-00011648.0001001 / 18 AUG 10
STATUS
INOP SYS
D to E
G ENG 1 PUMP
PRO-ABN-29 P 4/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
L/G..............................................................GRVTY EXTN
LDG DIST PROC...................................................APPLY
INOP SYS
SLATS/FLAPS SLOW
CAT 3 SINGLE
GREEN HYD
SPLR 1+5
CAT 3 DUAL
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
PTU
G ENG 1 PUMP
YAW DAMPER 1
PRO-ABN-29 P 5/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
IF PRESS FLUCTUATES:
PTU......................................................................................................................................... OFF
GREEN ENG 1 PUMP........................................................................................................... OFF
G ENG 1 PUMP LO PR
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
STATUS
APPR PROC
INOP SYS
HYD LO PR
The probability of cavitation increases with altitude.
Therefore, it may be possible to restore the system after
descending to a lower altitude.
GREEN ENG 1 PUMP.................................................ON
IF HYD NOT RECOVERED:
GREEN HYD
SPLR 1 + 5
CAT 3 DUAL
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
YAW DAMPER 1
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
PRO-ABN-29 P 6/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
PTU................................................................................................................................................OFF
GREEN ENG 1 PUMP..................................................................................................................OFF
G ENG 1 PUMP LO PR
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
STATUS
L/G..............................................................GRVTY EXTN
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION
LDG DIST PROC...................................................APPLY
INOP SYS
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
GREEN HYD
SPLR 1 + 5
CAT 3 DUAL
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
YAW DAMPER 1
PRO-ABN-29 P 7/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
PTU................................................................................................................................................OFF
GREEN ENG 1 PUMP..................................................................................................................OFF
G ENG 1 PUMP LO PR
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
STATUS
APPR PROC
INOP SYS
HYD LO PR
IF GREEN OVHT OUT:
GREEN ENG 1 PUMP.......................................... ON
IF HYD NOT RECOVERED:
L/G....................................................... GRVTY EXTN
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION
GREEN HYD
SPLR 1 + 5
CAT 3 DUAL
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
YAW DAMPER 1
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
PRO-ABN-29 P 8/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
If the ELEC PUMP overheats, or if the Y ELEC PUMP fails, while the Y ENG PUMP and the PTU
are inoperative:
L1
Y SYS LO PR
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is the normal braking using green pressure, the parking brake should not be used
since it is not available and the chocks should be in place before engine 1 shutdown.
L1
SECONDARY FAILURES
*F/CTL
STATUS
APPR PROC
INOP SYS
HYD LO PR
IF YELLOW OVHT OUT:
YELLOW ENG 2 PUMP........................................ ON
PTU................................................................... AUTO
The above two lines are only displayed, in case of an
electrical pump overheat.
LDG DIST PROC...................................................APPLY
YELLOW HYD
SPLR 2+4
CAT 3 DUAL
N.W STEER
ALTN BRK
REVERSER 2
Y ELEC PUMP
YAW DAMPER 2
FLAPS SLOW
CAT 3 SINGLE ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-ABN-29 P 9/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
Y ENG 2 PUMP
Note:
L1
SECONDARY FAILURES
*F/CTL
Continued on the following page
K to L
PRO-ABN-29 P 10/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
FLAPS SLOW
CAT 3 SINGLE
(1)
See
(1)
Note:
YELLOW HYD
SPLR 2+4
CAT 3 DUAL
N.W. STEER
ALTN BRK
REVERSER 2
PTU
Y ENG 2 PUMP
YAW DAMPER 2
Following a yellow hydraulic system failure, the parking brake may be inoperative due to
a yellow accumulator low pressure.
PRO-ABN-29 P 11/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
IF PRESS FLUCTUATES:
PTU......................................................................................................................................... OFF
YELLOW ENG 2 PUMP......................................................................................................... OFF
YELLOW ELEC PUMP........................................................................................................... OFF
BRK Y ACCU PR MONITOR
This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case : The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
L2
ASSOCIATED PROCEDURES
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
Continued on the following page
PRO-ABN-29 P 12/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
L1
APPR PROC
INOP SYS
HYD LO PR
YELLOW ENG 2 PUMP...............................................ON
If sys not recovered:
LDG DIST PROC............................................ APPLY
ALTN Y BRK WITH A/SKID
FLAPS SLOW
CAT 3 SINGLE
YELLOW HYD
SPLR 2 + 4
CAT 3 DUAL
N/W STRG
ALTN BRK
REVERSER 2
YAW DAMPER 2
PRO-ABN-29 P 13/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
PTU................................................................................................................................................OFF
YELLOW ENG 2 PUMP................................................................................................................OFF
YELLOW ELEC PUMP................................................................................................................. OFF
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
ASSOCIATED PROCEDURES
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
(1)
Note:
YELLOW HYD
SPLR 2 + 4
CAT 3 DUAL
N/W STRG
ALTN BRK
REVERSER 2
CARGO DOOR
YAW DAMPER 2
Following a yellow hydraulic system failure, the parking brake may be inoperative due to
a yellow accumulator low pressure.
PRO-ABN-29 P 14/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
PTU................................................................................................................................................OFF
YELLOW ENG 2 PUMP................................................................................................................OFF
YELLOW ELEC PUMP................................................................................................................. OFF
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
ASSOCIATED PROCEDURES
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
STATUS
APPR PROC
INOP SYS
HYD LO PR
IF YELLOW OVHT OUT:
YELLOW ENG 2 PUMP........................................ ON
If not recovered:
LDG DIST PROC............................................ APPLY
YELLOW HYD
SPLR 2 + 4
CAT 3 DUAL
N/W STRG
ALTN BRK
REVERSER 2
YAW DAMPER 2
PRO-ABN-29 P 15/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
Note:
If the yellow system has been lost by low level or overheat, HYD PTU FAULT should
appear to demand the PTU pb-sw at OFF.
LAND ASAP
L1
L2
L1
L2
Note:
L1
L2
SECONDARY FAILURES
*F/CTL
Continued on the following page
PRO-ABN-29 P 16/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
MIN RAT SPD..............................................................140 KT
(If B PUMP LO PR)
MAX SPEED................................................................ 320/.77
MANEUVER WITH CARE
APPR PROC
DUAL HYD LO PR
(Line not displayed for dual LO LVL).
If sys lost by RSVR LO AIR PR:
In approach, system lost by RSVR LO AIR PR may
be recovered at low altitude.
RELATED PUMP...................................................ON
INOP SYS
B+Y HYD
R ELEV
SPLR 2+3+4
SPD BRK
AP 1+2
N/W STRG
ALTN BRK
CARGO DOOR (If Y RSVR LO
LVL)
REVERSER 2
B ELEC PUMP
EMER GEN (If B RSVR LO LVL)
YAW DAMPER 2
CAT 2
PRO-ABN-29 P 17/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
Note:
Following a yellow hydraulic system failure, the parking brake may be inoperative due to
yellow accumulator low pressure.
PRO-ABN-29 P 18/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
Note:
If green system has been lost because of fluid low level or overheat, HYD PTU FAULT
should appear demanding that the flight crew switches the PTU OFF.
LAND ASAP
L1
PRO-ABN-29 P 19/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
MIN RAT SPD (IF RAT OUT)...................................... 140 KT
(If B PUMP LO PR)
MAX SPEED.............................................................. 320/0.77
MANEUVER WITH CARE
SPD BRK...........................................................DO NOT USE
APPR PROC
DUAL HYD LO PR
(Line not displayed for a double LO LVL):
If sys lost by RSVR LO AIR PR:
RELATED PUMPS................................................ ON
If sys lost by RSVR OVHT:
INOP SYS
G+B HYD
F/CTL PROT
L ELEV
L+R AIL
SPLR 1+3+5
SLATS
AP 1+2
AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
EMER GEN (If B RSVR LO LVL)
B ELEC PUMP
YAW DAMPER 1
CAT 2
PRO-ABN-29 P 20/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
At landing gear extension, control reverts to direct law in pitch, as well as in roll. (Refer to
"PRO-ABN-27 F/CTL DIRECT LAW)
PRO-ABN-29 P 21/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
LAND ASAP
PTU................................................................................................................................................OFF
AFFECTED PUMPS......................................................................................................................OFF
If yellow sys lost by ENG 2 PUMP LO PR:
YELLOW ELEC PUMP.............................................................................................................ON
MANEUVER WITH CARE
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2
Flight control normal laws and associated protections are lost. Only load factor limitation, high and
low speed stability are provided (alternate law with reduced protection).
L1 MAX SPEED...........................................................................................................................320/0.77
L2 Speed is limited due to loss of high speed protection.
L1
PRO-ABN-29 P 22/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED.............................................................. 320/0.77
MAX BRK PR.......................................................... 1 000 PSI
MANEUVER WITH CARE
APPR PROC
DUAL HYD LO PR
(Line not displayed for a double LO LVL)
If sys lost by RSVR LO AIR PR:
RELATED PUMP...................................................ON
If sys lost by RSVR OVHT:
IF GREEN OVHT OUT:
GREEN ENG 1 PUMP....................................ON
IF YELLOW OVHT OUT:
YELLOW ENG 2 PUMP..................................ON
INOP SYS
G+Y HYD
F/CTL PROT
STABILIZER
REVERSER 1+2
SPLR 1+2+4+5
FLAPS
YAW DAMPER
AP 1+2
ANTI SKID
N.W. STEER
NORM BRK
AUTO BRK
L/G RETRACT
CARGO DOOR (If Y RSVR LO
LVL)
CAT 2
PRO-ABN-29 P 23/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
(2)
(3)
At landing gear extension, control reverts to direct law in pitch, as well as in roll. (Refer to
PRO-ABN-27-F/CTL DIRECT LAW).
7 full brake applications are available.
Note:
Following a yellow hydraulic system failure, the parking brake may be inoperative due to
yellow accumulator low pressure.
HYD PTU FAULT
Ident.: PRO-ABN-29-R-NG00945
Applicable to: ALL
Ident.: PRO-ABN-29-R-00011657.0001001 / 18 AUG 10
L2
L1
Note:
This warning is triggered, if the second engine is started within 40 s, following the end of
the cargo doors operation. In this case, reset the warning by switching the yellow ELEC
pump ON, then OFF.
STATUS
INOP SYS
R to S
PTU
PRO-ABN-29 P 24/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
Ident.: PRO-ABN-29-S-00011660.0001001 / 18 AUG 10
STATUS
INOP SYS
RAT
PRO-ABN-29 P 25/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
HYDRAULIC
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-29 P 26/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAPT, F/O and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same
amount, ADR 1, ADR 2, and ADR 3 speeds will be in agreement, but incorrect. The following
ECAM procedure avoids that the flight controls use erroneous, but coherent, sources.
L1
L2
Note:
L1
In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs, the
ADR DISAGREE ECAM caution will be triggered.
IF ICING EXPECTED:
ADR 2 (3) P/B........................................................................................................................ OFF
Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 2 or 3 be switched OFF.
UNREL SPD PROC........................................................................................................... APPLY
Only one ADR is available, and the corresponding pitot probe may be affected by ice accretion.
Be prepared to use the UNRELIABLE SPEED INDICATION/ADR CHECK PROC procedure.
L2
L1
L2
L12
ASSOCIATED PROCEDURES
NAV ADR FAULT
Single ADR FAULT or double ADR FAULT ECAM cautions may be triggered, depending on the
number of ADRs switched OFF.
L12
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
Alternate law becomes active, if:
One ADR has already been switched OFF, and the 2 remaining ADRs are not in agreement, or
Two ADRs have been switched OFF.
Continued on the following page
PRO-ABN-30 P 1/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
IF ICING EXPECTED:
ADR 2 (3) P/B......................................................OFF
UNREL SPD PROC........................................ APPLY
INOP SYS
CAPT PITOT
F/O PITOT
STBY PITOT
CAPT PROBES
F/O PROBES
(1)
(2)
(3)
(1)
(2)
STBY PROBES
(3)
Ident.: PRO-ABN-30-E-NG00721
Applicable to: ALL
Ident.: PRO-ABN-30-E-00010246.0002001 / 05 AUG 10
L2
Crew awareness.
STATUS
INOP SYS
A to B
PRO-ABN-30 P 2/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAPT and F/O pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 1 and ADR 2 speeds will be in agreement, but incorrect. Therefore, flight controls will consider
the remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
L1
L2
Note:
L1
L2
L1
L2
L1
L2
L1
ASSOCIATED PROCEDURES
NAV ADR FAULT
Continued on the following page
PRO-ABN-30 P 3/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
If ADR 3 failed or OFF:
IF ICING EXPECTED:
ADR 1 (2) P/B............................................... OFF
UNREL SPD PROC.................................. APPLY
(1)
(2)
CAPT PITOT
F/O PITOT
CAPT PROBES
INOP SYS
F/O PROBES
(1)
(2)
PRO-ABN-30 P 4/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L1
L2
CAPT and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 1 and ADR 3 speeds will be in agreement, but incorrect. Flight controls will consider the
remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
If ADR 2 operative and ON:
ADR 1 (3) P/B........................................................................................................................ OFF
Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 1 or 3 be switched OFF
Note:
L1
L2
L1
L2
L1
L2
L1
ASSOCIATED PROCEDURES
NAV ADR FAULT
Continued on the following page
PRO-ABN-30 P 5/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
If ADR 2 failed or OFF:
IF ICING EXPECTED:
ADR 1 (3) P/B............................................... OFF
UNREL SPD PROC.................................. APPLY
(1)
(2)
INOP SYS
CAPT PITOT
STBY PITOT
CAPT PROBES
STBY PROBES
(1)
(2)
L1
L2
Note:
AIR DATA SWTG should not be selected to CAPT 3 if ADR 3 is not available.
STATUS
INOP SYS
D to E
CAPT PITOT
CAPT L(R) STAT
CAPT AOA
PRO-ABN-30 P 6/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
AIR DATA SWTG should not be selected to CAPT 3 if ADR 3 is not available.
STATUS
INOP SYS
CAPT PROBES
STATUS
AVOID ICING CONDITIONS
INOP SYS
F to H
PRO-ABN-30 P 7/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
THRUST LIM PENALTY
PRO-ABN-30 P 8/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F/O and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 2 and ADR 3 speeds will be in agreement, but incorrect. Therefore, flight controls will consider
the remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
L1
L2
Note:
L1
L2
L1
L2
L1
L2
L1
ASSOCIATED PROCEDURES
NAV ADR FAULT
Continued on the following page
PRO-ABN-30 P 9/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
If ADR 1 failed or OFF:
IF ICING EXPECTED:
ADR 2 (3) P/B............................................... OFF
UNREL SPD PROC.................................. APPLY
(1)
(2)
INOP SYS
F/O PITOT
STBY PITOT
F/O PROBES
(1)
STBY PROBES
(2)
L1
L2
Note:
AIR DATA SWTG should not be selected to F/O 3 if ADR 3 is not available.
STATUS
INOP SYS
I to J
F/O PITOT
F/O L(R) STAT
F/O AOA
PRO-ABN-30 P 10/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
AIR DATA SWTG should not be selected to F/O 3 if ADR 3 is not available.
STATUS
INOP SYS
F/O PROBES
Crew awareness.
STATUS
INOP SYS
WSHLD HEAT
Crew awareness.
Continued on the following page
K to M
PRO-ABN-30 P 11/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
Crew awareness.
STATUS
INOP SYS
Crew awareness
If standby instruments are used, monitor air data information.
Continued on the following page
PRO-ABN-30 P 12/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
STBY PITOT
STBY L(R) STAT
STBY AOA
Crew awareness
Ident.: PRO-ABN-30-I-00010266.0001001 / 05 AUG 10
STATUS
INOP SYS
STBY PROBES
In case of double failure of the alpha probe heaters in icing conditions, the choice made by the
computers among the 3 ADR values may be erroneous.
If icing conditions cannot be avoided:
One of affected ADRs............................................................................................................ OFF
There will be a disagreement between the two remaining ADRs, which will trigger the ADR
DISAGREE ECAM caution.
O to Q
PRO-ABN-30 P 13/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
THRUST LIM PENALTY
INOP SYS
WAI REGUL
R to S
PRO-ABN-30 P 14/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
THRUST LIM PENALTY
(2)
See
WAI AVAIL IN FLT
(2)
See
INOP SYS
ENG 1(2) BLEED
(1)
See
PACK 1(2)
(1)
(2)
See
(1)
Displayed on ground.
Displayed in flight.
PRO-ABN-30 P 15/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
WAI AVAIL IN FLT
Displayed before takeoff only.
THRUST LIM PENALTY
Displayed in flight.
INOP SYS
ENG 1 (2) BLEED
(1)
See
PACK 1 (2)
(1)
See
(1)
Displayed on ground.
PRO-ABN-30 P 16/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L1
STATUS
WAI AVAIL IN FLT
STATUS
AVOID ICING CONDITIONS
IF SEVERE ICE ACCRETION:
MIN SPD................................................. VLS +10/G DOT
(1)
Note:
INOP SYS
WING ANTI ICE
In the case of severe ice accretion, with wing anti-ice failed, the Angle-of-Attack (AOA)
protections remain efficient. However, if full backstick is maintained while at maximum
AOA, a divergent roll oscillation may occur. Slightly release the backstick to stop this
oscillation.
U to V
PRO-ABN-30 P 17/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
X BLEED.................................................................................................................................... OPEN
L2
Note:
PRO-ABN-30 P 18/18
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-31 P 1/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The ND display may disappear, if too many waypoints and associated information
are displayed. Reduce the range, or deselect WPT or CSTR, and the display will
automatically recover, after about 30 s.
PRO-ABN-31 P 2/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
L1
DMC 1
EIS DMC SWITCH .......................................................................................................... CAPT 3
DMC 3 replaces DMC 1.
DMC 2
EIS DMC SWITCH............................................................................................................... F/O 3
DMC 3 replaces DMC 2.
DMC 3
Crew awareness.
STATUS
INOP SYS
A to B
DMC 1(2)(3)
PRO-ABN-31 P 3/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MONITOR SYS
MONITOR OVERHEAD PANEL
Continued on the following page
C to D
PRO-ABN-31 P 4/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
ECAM WARN
ALTI ALERT
STATUS
(1)
(1)
A/CALL OUT
MEMO
(1)
(1)
(1)
CAT 2
ECAM cautions and warnings, aural warnings, master caution and warning lights are lost. ECAM
system pages are still available. Therefore cockpit panels must be monitored for local warnings
and ECAM system pages must be regularly called for system checks.
(1)
(The following systems are not available, in the case of FWC 1 and 2 failure)
FWS FWC 1(2) FAULT
Ident.: PRO-ABN-31-G-NG00701
Applicable to: ALL
Ident.: PRO-ABN-31-G-00010059.0001001 / 10 AUG 10
Crew awareness.
Ident.: PRO-ABN-31-G-00010060.0001001 / 10 AUG 10
STATUS
CAT 3 SINGLE ONLY
INOP SYS
D to E
CAT 3 DUAL
FWC 1(2)
PRO-ABN-31 P 5/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L2
Ident.: PRO-ABN-31-E-NG00698
Applicable to: ALL
Ident.: PRO-ABN-31-E-00010053.0001001 / 10 AUG 10
STATUS
INOP SYS
SDAC 1 + 2
Crew awareness
Continued on the following page
F to H
PRO-ABN-31 P 6/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
Note:
SDAC 1(2)
Although the ECAM may display some symbols and/or parameters in amber, this does
not always signify that additional systems are failed.
MULTIPLE UNDUE ECAM ALERTS
H to I
PRO-ABN-31 P 7/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
Ident.: PRO-ABN-31-A-00010047.0001001 / 10 AUG 10
STATUS
INOP SYS
DFDR
Crew awareness.
Ident.: PRO-ABN-31-B-00010049.0002001 / 10 AUG 10
STATUS
INOP SYS
J to K
RECORDER SYS
PRO-ABN-31 P 8/8
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
BRAKES A/SKID NWS FAULT OR ANTI SKID/NWS OFF
Ident.: PRO-ABN-32-J-NG00879
Applicable to: ALL
Ident.: PRO-ABN-32-J-00011305.0001001 / 05 AUG 10
L2
Either both BSCU channels are failed, or the A/SKID & N/W STRG sw is OFF.
L1
L2
STATUS
MAX BRK PR............................................................1000 PSI
LDG DIST PROC...................................................APPLY
If Y SYS LO PR
BRK Y ACCU PR ONLY
CAT 3 SINGLE ONLY
(1)
See
INOP SYS
(1)
Note:
CAT 3 DUAL
ANTI SKID
N/W STRG
NORM BRK
AUTO BRK
A to B
PRO-ABN-32 P 1/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
ALTN BRK
L1
As long as the normal braking system is available, braking is normal. In alternate braking mode,
braking of all wheels on one gear is lost.
If normal braking is lost:
ASYM BRK PROC............................................................................................................. APPLY
STATUS
If normal braking is lost:
LDG DIST PROC............................................ APPLY
INOP SYS
C to D
PRO-ABN-32 P 2/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
AUTO BRK
The yellow electrical pump can be used to pressurize the accumulator. If the accumulator pressure
is still low, chocks are required before Engine 1 shut down. This message is replaced on ground by
BRAKES PARK BRK LO PR if parking brake is on and yellow hydraulic system pressure is low.
L1
On ground:
BEFORE ENG SHUT DOWN:
CHOCKS CONSIDER
STATUS
If Y SYS LO PR
NORM BRK ONLY
INOP SYS
E to F
BRK Y ACCU
PRO-ABN-32 P 3/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
BRAKES HOT
Ident.: PRO-ABN-32-M-NG00882
Applicable to: ALL
Ident.: PRO-ABN-32-M-00011311.0017001 / 05 AUG 10
On ground:
PARK BRK: PREFER CHOCKS
L2
If the BRAKES HOT message is still on when the aircraft is parked, the flight crew should not
set the PARKING BRK ON.
L1
L2
Note:
L1
L2
Delay takeoff, until the brake temperature is below 300 C with the brake fans OFF, and
150 C with the brake fans
ON.
Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for
brake temperature limitations requiring maintenance actions.
L1
In flight:
IF PERF PERMITS:
L/G..................................................................................................................DN FOR COOL
MAX SPEED................................................................................................................250/.60
If performance permits, the landing gear should be extended or, if already extended, it
should remain so, to improve brake cooling.
L2
L1
L2
Before selecting the brake fans at the gate, the flight crew should first warn the ground
personnel in order to avoid blowing carbon brake dust on them.
PRO-ABN-32 P 4/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
(1)
Ident.: PRO-ABN-32-Q-NG00886
Applicable to: ALL
Ident.: PRO-ABN-32-Q-00011324.0001001 / 05 AUG 10
L2
L1
STATUS
PARK BRK ONLY
LDG DIST PROC...................................................APPLY
INOP SYS
CAT 2 ONLY
G to H
CAT 3
ANTI SKID
N/W STRG
NORM BRK
AUTO BRK
ALTN BRK
PRO-ABN-32 P 5/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
CAT 3
NORM BRK
AUTO BRK
L1
On ground, yellow hydraulic system and accumulator pressures are low with parking brake valve
on. Chocks are required before Engine 1 shut down.
On ground:
BEFORE ENG SHUT DOWN:
CHOCKS CONSIDER
STATUS
NORM BRK ONLY
INOP SYS
I to J
BRK Y ACCU
PRO-ABN-32 P 6/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
L1
Ident.: PRO-ABN-32-P-NG00885
Applicable to: ALL
Ident.: PRO-ABN-32-P-00011322.0001001 / 05 AUG 10
L2
STATUS
LDG DIST PROC...................................................APPLY
INOP SYS
AUTO BRK
Crew awareness.
STATUS
INOP SYS
K to M
PRO-ABN-32 P 7/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
ASYMMETRIC BRAKING
Ident.: PRO-ABN-32-00011331.0001001 / 11 MAY 12
Applicable to: ALL
Normal braking is faulty, or the green hydraulic system is in low pressure, and one gear is released.
Progressively apply brake on the available side. Counter swing with the rudder.
Avoid crosswind in excess of 10 kt from the side of available brake.
IF ONLY ONE REVERSE IS AVAILABLE:
Do not use Reverse on the side of available brake
LDG DIST PROC......................................................................................................................APPLY
LOSS OF BRAKING
Ident.: PRO-ABN-32-00011315.0001001 / 17 MAR 11
Applicable to: ALL
IF NO BRAKING AVAILABLE:
REV........................................................................................................................................ MAX
BRAKE PEDALS........................................................................................................... RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, since
the pedal force or displacement produces more braking action in alternate mode than in normal
mode.
A/SKID & N/W STRG............................................................................................................. OFF
Braking system reverts to alternate mode.
BRAKE PEDALS................................................................................................................PRESS
Apply brake with care, since initial pedal force or displacement produces more braking action in
alternate mode than in normal mode.
MAX BRK PR..................................................................................................................1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately
1 000 PSI and, at low ground speed, adjust brake pressure as required.
If STILL NO BRAKING:
PARKING BRAKE...........................................SHORT AND SUCCESSIVE APPLICATIONS
Use short successive parking brake applications to stop the aircraft. Brake onset
asymmetry may be felt at each parking brake application. If possible, delay the use of the
parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.
N to O
PRO-ABN-32 P 8/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
IN FLIGHT:
BRAKE PEDALS.................................................................................. APPLY SEVERAL TIMES
Press the brake pedals several times. This could zero a residual pressure on the alternate
system.
IF RESIDUAL PRESSURE REMAINS:
A/SKID & N/W STRG selector................................................................................KEEP ON
IF AUTOBRAKE IS AVAILABLE:
FOR LANDING...................................................................................... AUTO/BRK MED
Using MED mode gives immediate priority to normal braking upon landing gear
touchdown, which cancels residual alternate pressure.
IF AUTOBRAKE IS NOT AVAILABLE:
JUST AFTER TOUCHDOWN.............................................................. APPLY BRAKING
Pressing the brake pedals gives immediate priority to normal braking, which cancels
residual alternate pressure.
Beware of possible braking asymmetry after touchdown, which can be controlled by using
the pedals.
Note:
In case of taxi with deflated or damaged tires, Refer to LIM-32 Taxi with Deflated
Tires.
CONFIG PARK BRK ON
Check that the parking brake handle is in the OFF position. If warning stays on, check that the
brake pressure is at zero on the BRAKES PRESSURE indicator.
P to Q
PRO-ABN-32 P 9/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 250/.60
INCREASED FUEL CONSUMP
(1)
See
(1)
INOP SYS
L/G DOOR
Disregard FMS fuel predictions and Refer to QRH/FPE-FPF Fuel Penalty Factors Tables in order
to find the applicable Fuel Penalty Factor.
L/G GEAR NOT DOWN
This warning appears in approach at 750 ft RA, if the landing gear is not set to DOWN, and the
system has not failed. When this warning appears, the red arrow on the instrument panel comes
on.
This warning could be wrongly triggered in case of landing gear position sensors disagreement
between LGCIU 1 and LGCIU 2. In this case, check that at least one green triangle is displayed
on each landing gear strut on the WHEEL SD page page. This confirms that the landing gear is
downlocked. Rely also on the LDG GEAR DN green LDG MEMO message to confirm that the
landing gear is downlocked. Press the EMER CANC pb Cancel the warning by on the ECAM
Control Panel (ECP) to stop the Continus Repetitive Chime (CRC) and press CLR pb on the ECP to
clear the warning on the ECAM display.
Crew awareness.
R to S
PRO-ABN-32 P 10/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
This warning appears, if the landing gear sequence is not completed after 30 s.
L1
L/G....................................................................................................................................... RECYCLE
Note:
L2
For recycling, set the landing gear lever to UP, wait for landing gear uplock, then set the
landing gear lever to DOWN again.
The active LGCIU changes when the landing gear is recycled.
IF UNSUCCESSFUL:
L/G.......................................................................................................................... GRVTY EXTN
Rotate the handle clockwise about 3 turns until reaching the mechanical stop. Refer to
PRO-ABN-32 L/G GRAVITY EXTENSION.
STATUS
L/G..............................................................GRVTY EXTN
CAT 3 SINGLE ONLY
(1)
See
(1)
INOP SYS
CAT 3 DUAL
PRO-ABN-32 P 11/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
L2
L1
This warning appears if the landing gear sequence is not completed after 30 s.
L/G doors closed:
AVOID EXCESS G FACTOR
Because the gear rests on the doors, avoid excessive load factors in order not to damage door
structure.
L/G doors not closed and shock absorber fault:
MAX SPEED...................................................................................................................... 220/.54
L/G...................................................................................................................................... DOWN
MAX SPEED...................................................................................................................... 280/.67
L/G doors not closed and no shock absorber fault:
MAX SPEED...................................................................................................................... 220/.54
L/G.................................................................................................................................RECYCLE
Note:
For recycling, select landing gear UP, wait for landing gear uplock, then select landing
gear down again. The active LGCIU changes when the landing gear is recycled.
IF UNSUCCESSFUL:
L/G................................................................................................................................DOWN
MAX SPEED................................................................................................................280/.67
Continued on the following page
PRO-ABN-32 P 12/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 280/.67
INCREASED FUEL CONSUMP
(1)
See
(1)
INOP SYS
L/G RETRACT
If the flight is continued (to destination or to alternate) with landing gear extended:
Disregard FMS fuel predictions. Refer to QRH/FPE-FPF Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
Do not use the managed speed mode (except in approach)
Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.
L/G GEAR UPLOCK FAULT
Ident.: PRO-ABN-32-E-NG00874
Applicable to: ALL
Ident.: PRO-ABN-32-E-00011289.0001001 / 05 AUG 10
PRO-ABN-32 P 13/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 280/.67
L/G..................................................................... KEEP DOWN
INOP SYS
L/G RETRACT
If the flight is continued (to destination or to alternate) with landing gear extended:
Disregard FMS fuel predictions. Refer to QRH/FPE-FPF Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
Do not use the managed speed mode (except in approach)
Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.
L/G LGCIU 1 FAULT
Ident.: PRO-ABN-32-G-NG00876
Applicable to: ALL
Ident.: PRO-ABN-32-G-00011295.0001001 / 05 AUG 10
L2
GPWS............................................................................................................................................ OFF
GPWS receives L/G in up position information even if the landing gear is down.
Setting the GPWS SYS pb-sw to OFF will prevent untimely warnings during the approach.
Continued on the following page
PRO-ABN-32 P 14/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
ENG 1 APPR IDLE ONLY
(1)
See
INOP SYS
Note:
(1)
LGCIU 1
REVERSER 1
GPWS
When idle is selected on the ground with slats extended, only approach idle is available.
L/G LGCIU 1(2) FAULT
(TWO LGCIUS FAULTY)
Ident.: PRO-ABN-32-I-NG00878
Applicable to: ALL
Ident.: PRO-ABN-32-I-00011299.0001001 / 05 AUG 10
L2
Normal landing gear control and position indications are lost. LDG GEAR lights on LDG GEAR
control panel remain available if LGCIU 1 is electrically supplied.
PRO-ABN-32 P 15/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
L/G..............................................................GRVTY EXTN
INOP SYS
REVERSER 1 + 2
AP 1 + 2
A/THR
LGCIU 1
LGCIU 2
GPWS
Note:
(1)
CAT 2
(1)
(1)
Ident.: PRO-ABN-32-H-NG00877
Applicable to: ALL
Ident.: PRO-ABN-32-H-00011297.0001001 / 05 AUG 10
L2
Crew awareness
Continued on the following page
PRO-ABN-32 P 16/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
ENG 2 APPR IDLE ONLY
(1)
See
INOP SYS
Note:
(1)
LGCIU 2
REVERSER 2
When idle is selected on the ground with slats extended, only approach idle is available.
L/G SHOCK ABSORBER FAULT
(SHOCK ABSORBER EXTENDED ON THE GROUND)
Crew awareness
Y to Z
PRO-ABN-32 P 17/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
L/G RETRACT
If the flight is continued (to destination or to alternate) with landing gear extended:
Disregard FMS fuel predictions. Refer to QRH/FPE-FPF Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
Do not use the managed speed mode (except in approach)
Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.
Note:
If WHEEL N.W. STEER FAULT is also displayed, then the nose wheels may be at
maximum deflection. (Turned 90 from center.) During landing, delay nose wheel
touchdown for as long as possible.
AA
PRO-ABN-32 P 18/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
Disagreement between the landing gear positions are detected by LGCIU 1 and LGCIU 2.
L1
L2
Crew awareness.
AB
PRO-ABN-32 P 19/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
CAUTION
Do not apply this procedure if at least one green triangle is displayed on each
landing gear on the WHEEL SD page. This is sufficient to confirm that the landing
gear is downlocked. Disregard any possible L/G GEAR NOT DOWN ECAM alert at
750 ft RA and any possible GPWS "TOO LOW GEAR" aural alert.
1. Depending on aircraft speed, the display may show the landing gear doors in the amber
transit position.
2. In the event of gravity extension, caused by the failure of both LGCIUs, landing gear
position indication on ECAM are lost. LDG GEAR lights on LDG GEAR control panel
remain available, if LGCIU 1 is electrically supplied.
3. The L/G LGCIU 2 FAULT or BRAKES SYS 1(2) FAULT warning may be spuriously
triggered after a gravity extension.
4. If the three green downlock arrows are not on, it is possible that the handcrank is not at
the mechanical stop. Check that the handcrank is firmly against the mechanical stop.
If successful:
Do not reset the free-fall system. This will avoid such undesirable effects as further loss of fluid,
in the event of a leak, or possible landing gear unlocking, in the event of a gear selector valve
jamming in the UP position.
Note:
The free-fall system may be reset in flights used for training. If the green hydraulic
system is available, resetting the free-fall system allows the landing gear doors to be
closed.
The flight crew should not reset the free-fall system on the ground after flight.
Continued on the following page
AC
PRO-ABN-32 P 20/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
AC
PRO-ABN-32 P 21/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
The procedure is intended for use when the nose or main landing gear fail to extend and/or lock
down following the application of the L/G GRVTY EXTN procedure.
It is preferable to use any available landing gear, rather than carry out a belly landing.
Under these circumstances, a hard surface runway landing is recommended.
Full advantage should be taken of any foam, spread on the runway.
CAUTION
Do not apply this procedure if at least one green triangle is displayed on each
landing gear on the WHEEL SD page. This is sufficient to confirm that the landing
gear is downlocked. Disregard any possible L/G GEAR NOT DOWN ECAM alert at
750 ft RA and any possible GPWS "TOO LOW GEAR" aural alert.
PREPARATION
CABIN CREW......................................................................................................................NOTIFY
Notify the cabin crew of the nature of the emergency encountered and state intentions. Specify
the amount of available preparation time.
ATC......................................................................................................................................NOTIFY
Notify ATC of the nature of the emergency and state intentions.
Consider fuel reduction to a safe minimum. This reduces VREF and, consequently, the load
factor at impact and the energy to be dissipated.
GALY & CAB pb-sw.................................................................................................................. OFF
If NOSE L/G abnormal:
CG location (if possible)......................................................................................................AFT
10 passengers from front to rear moves the CG roughly 4 % aft
10 passengers from mid to rear moves the CG roughly 2.5 aft.
If one MAIN L/G abnormal:
FUEL IMBALANCE................................................................................................. CONSIDER
Open the fuel X-FEED valve and switch off the pumps on the side with landing gear normally
extended.
OXYGEN CREW SUPPLY........................................................................................................OFF
SIGNS..........................................................................................................................................ON
CABIN and COCKPIT..................................................................................................... PREPARE
Secure loose equipment, prepare survival equipment, and lock belts and shoulder harnesses.
AD
PRO-ABN-32 P 22/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
AD
PRO-ABN-32 P 23/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
AD
PRO-ABN-32 P 24/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
Failure of normal brake selector valve, or the steering selector valve, in the open position:
If the normal brake selector valve is failed open, full green hydraulic pressure is present at
normal servovalves entry.
Nosewheel steering remains available.
On ground, do not tow the aircraft with the yellow hydraulic system pressurized: If the steering
selector valve is failed open, nosewheel steering remains pressurized, and so towing may either
break the towbar shear pin, or the nose gear (if towbarless towing).
If the steering selector valve is failed open, setting A/SKID & N/W STRG sw to OFF will cause
the nosewheel to go to maximum deflection.
L1
L2
PRO-ABN-32 P 25/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
STATUS
CAT 3 SINGLE ONLY
(1)
See
INOP SYS
(1)
Note:
CAT 3 DUAL
N/W STRG
1. If the L/G SHOCK ABSORBER FAULT is also displayed, then the nose wheels may
be at maximum deflection. (turned 90 from center). During landing, delay nose wheel
touchdown as long as possible.
2. As specified in theRefer to QRH/OPS Required Equipment for CAT2 and CAT3
automatic rollout is not permitted.
WHEEL TYRE LO PR
Crew awareness.
AF to AG
PRO-ABN-32 P 26/26
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Apply this paper procedure when requested by the "NAV ADR 1+2+3 FAULT" ECAM alert.
SPD......................................................................................................................... FLY THE GREEN
Fly within the green area of the speed scale to ensure safe flight. For slats/flaps retraction, it is
better to fly at the top of the green area of the speed scale.
CAUTION
BACK UP NAV..............................................................................................................................USE
When all ADRs are OFF, both FMs are lost.
Revert to Back Up Nav via the NAV B/UP prompt on the MCDU MENU page.
NAVAID TUNING.................................................................................................................USE RMP
Set both RMPs to NAV.
MANUAL CABIN PRESSURE CONTROL
MODE SEL............................................................................................................................... MAN
MAN V/S CTL.................................................................................................................. AS RQRD
MAN CAB PR CTL
TGT V/S : CLIMB 500 FT/MIN
DESC 300 FT/MIN
A/C GPS ALT
410
350
300
250
<200
FOR APPROACH
SPD......................................................................................................................FLY THE GREEN
Before extending the slats/flaps, it is better to fly at the bottom of the speed scale green area,
and to be in straight flight.
FOR LDG.....................................................................................................................USE FLAP 3
Note:
Do not select CONF FULL so as not to degrade the handling qualities. Since ADR
parameters are lost, the SFCCs will set CONF 1+F instead of CONF 1
Continued on the following page
PRO-ABN-34 P 1/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Check that the outflow valve is fully open and that cabin altitude is at airfield
elevation before opening the doors.
STATUS
INOP SYS
REAC W/S DET
PRED W/S DET
F/CTL PROT
ADR 1+2+3
RUD TRV LIM
AP 1+2
A/THR
CAB PR 1+2
GPWS
GPWS TERR
PRO-ABN-34 P 2/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
EGPWS ALERTS
Ident.: PRO-ABN-34-00012453.0005001 / 17 MAR 11
Applicable to: ALL
CAUTION
During night or IMC conditions, immediately apply the procedure. Do not delay
reaction for diagnosis.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert stops,
or until a safe trajectory is ensured.
PULL UP - TERRAIN TERRAIN PULL UP - TERRAIN AHEAD PULL UP OBSTACLE AHEAD PULL UP:
Simultaneously:
AP............................................................................................................................................OFF
PITCH............................................................................................................................. PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS............................................................................................................... TOGA
SPEED BRAKES lever...............................................................................CHECK RETRACTED
BANK................................................................................................. WINGS LEVEL or ADJUST
Best climb performance is obtained when close to wings level. Then, for TERRAIN AHEAD
PULL UP or for OBSTACLE AHEAD PULL UP, and if the crew concludes that turning is the
safest way of action, a turning maneuver can be initiated.
When flight path is safe and the warning stops:
Decrease pitch attitude and accelerate.
When speed is above VLS, and vertical speed is positive:
Clean up aircraft, as required.
TERRAIN TERRAIN TOO LOW TERRAIN:
Adjust the flight path, or initiate a go-around.
TERRAIN AHEAD - OBSTACLE AHEAD
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all
available instruments and information.
SINK RATE DONT SINK:
Adjust pitch attitude and thrust to silence the alert.
PRO-ABN-34 P 3/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
If one ADR is faulty, or has been rejected by the ELAC, and if there is a speed or alpha
disagreement between the 2 remaining ADRs, alternate law becomes active, and protections are
lost.
L1 AIR SPD............................................................................................................................... X CHECK
IF SPD DISAGREE:
ADR CHECK PROC...........................................................................................................APPLY
L2
L2
L1
PRO-ABN-34 P 4/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED..........................................................320 KT
APPR PROC
INOP SYS
F/CTL PROT
At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27-J F/CTL DIRECT LAW).
PRO-ABN-34 P 5/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
If IR alignment is lost, the navigation mode is inoperative (red ATT flag on PFD and red HDG flag
on ND).
Aircraft attitude and heading may be recovered by applying the following procedure.
Aircraft must stay level with constant speed during 30 s.
MODE SELECTOR........................................................................................................................ATT
LEVEL A/C ATTITUDE...............................................................................................................HOLD
CONSTANT A/C SPEED.................................................................................................... MAINTAIN
MCDU INITIALIZATION
DATA (MCDU KEY)...........................................................................................................PRESS
The DATA INDEX page is displayed
IRS MONITOR (2L KEY)...................................................................................................PRESS
The IRS MONITOR page is displayed.
A/C HEADING....................................................................................................................ENTER
The heading must be entered in the SET HDG field (5R KEY).
PRO-ABN-34 P 6/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
L1
L2
L1
L2
L1
L2
L1
Note:
In case of simultaneous failure of ADR and IR (same ADIRU), apply ADR FAULT
procedure before IR FAULT procedure.
ADR 1 FAULT:
AIR DATA SWTG..............................................................................................................CAPT 3
Select ADR 3 pb-sw (if available ) to captain side.
The GPWS TERR FAULT light comes on as the enhanced functions of the EGPWS TERR are
inhibited. As such, the GPWS TERR pb-sw should be switched OFF.
ADR 1 P/B.............................................................................................................................. OFF
ADR 2 FAULT:
AIR DATA SWTG................................................................................................................. F/O 3
Select ADR 3 pb-sw (if available) to first officer side.
ADR 2 P/B.............................................................................................................................. OFF
BARO REF........................................................................................................................ CHECK
If ADR 2 fails, both baro reference channels are driven by the same FCU channel.
Consequently the baro reference displays must be checked.
ADR 3 FAULT:
AIR DATA SWTG (IF ADR 3 IN USE)............................................................................... NORM
ADR 3 P/B.............................................................................................................................. OFF
STATUS
CAT 3 SINGLE ONLY
INOP SYS
ADR 1(2)(3)
CAT 3 DUAL
(1)
GPWS
(1)
PRO-ABN-34 P 7/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
L1
L2
L1
L2
Flight control normal laws are lost. Pitch alternate law preserves the neutral static stability. All
protections, except maneuver protections are lost.
ADR 1+2 FAULT:
AIR DATA SWTG..............................................................................................................CAPT 3
Set ADR 3 pb-sw (if available) to the captain's side.
ADR (AFFECTED) P/B........................................................................................................... OFF
The GPWS TERR FAULT light comes on, as the enhanced functions of the EGPWS are
inhibited. As such, the GPWS TERR pb-sw should be switched OFF.
L1
ASSOCIATED PROCEDURES
L2
L1
L2
L1
L2
In case of an ADR 1+3 FAULT, the landing gear safety valve is controlled closed:
Landing gear retraction is inoperative
Landing gear extension must be performed by gravity.
PRO-ABN-34 P 8/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
ASSOCIATED PROCEDURES
L2
PRO-ABN-34 P 9/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by FOR LDG : USE FLAP 3 when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
INOP SYS
F/CTL PROT
ADR 1 + 2 or (2 + 3) or (1 + 3)
AP 1 + 2
A/THR
(1)
APPR SPD.................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
At L/G extension, control reverts to direct law in pitch and
roll (Refer to PRO-ABN-27-J F/CTL DIRECT LAW).
If ADR 1 + 3 (or 2 + 3) FAULT:
BOTH PFD ON THE SAME FAC
In the case of an ADR 1 + 3 FAULT, the GPWS
TERR FAULT light comes on, because the predictive
functions of the GPWS are inhibited. So, the GPWS
TERR pb-sw should be switched OFF.
(1)
PRO-ABN-34 P 10/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
This alert triggers if each of the three ADRs self-detects a failure, or receives irrelevant data from
the probes. This procedure requires that the 3 ADRs be switched OFF, to replace the PFDs normal
speed scale and altitude indication by the backup speed scale and GPS altitude indication.
L1 AP+FD........................................................................................................................................... OFF
A/THR............................................................................................................................................ OFF
ADR 1+2+3 P/B.............................................................................................................................OFF
L2
L2
Note:
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2
Note:
When the aircraft is in clean configuration, the flight control law reverts to direct law.
L1
L2
Note:
L1
The rudder travel limiter is frozen at the value it had at the moment when the failure
occurred, and may not be in correct position for the flight speed. At slats extension, full
rudder travel authority is recovered.
Continued on the following page
PRO-ABN-34 P 11/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
MANEUVER WITH CARE
SPD BRK...........................................................DO NOT USE
STBY INST............................................. MAY BE UNREL
INOP SYS
APPR PROC
FOR LDG......................................................USE FLAP 3
LDG............................................................ GRVTY EXTN
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
Crew awareness.
NAV ATT DISCREPANCY
ATT....................................................................................................................................... X CHECK
Crosscheck with standby horizon.
L1 ATT HDG SWTG................................................................................................................. AS RQRD
L2 Select IR 3 (if available) to faulty side.
L2
G to I
PRO-ABN-34 P 12/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
L2
Ident.: PRO-ABN-34-V-NG01084
Applicable to: ALL
Ident.: PRO-ABN-34-V-00012458.0003001 / 19 JUN 12
1
L2
Crew awareness.
STATUS
INOP SYS
J to K
PRO-ABN-34 P 13/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
L1
A/C POS...................................................................................................................................CHECK
The following procedure is not displayed on the ECAM:
If the message occurs during ILS/LOC approach (LOC green):
DISREGARD it.
If the message occurs during climb, cruise, or descent:
CHECK navigation accuracy, using raw data.
If the check is positive:
NAV mode and ND ARC/ROSE NAV may be used.
If the check is negative:
HDG/TRK mode and raw data must be used.
When possible, compare the FM position versus the GPIRS position, on the POSITION
MONITOR page.
If one FM position agrees with the GPIRS position on the POSITION MONITOR page:
Use the associated FD/AP.
If not:
Deselect GPS and revert to basic information.
If the message occurs during a non-precision approach:
Overlay approach:
SELECT HDG, or TRK, and use raw data.
GPS or RNAV approach:
GO AROUND or fly visual, if visual conditions are met.
PRO-ABN-34 P 14/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
GPS 1(2)
L2
GPWS............................................................................................................................................ OFF
This line remains displayed, even after the GPWS pb-sw has been switched OFF.
STATUS
INOP SYS
M to N
GPWS
PRO-ABN-34 P 15/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
The enhanced TCF and TAD modes of the EGPWS are inoperative.
L1
GPWS TERR.................................................................................................................................OFF
The basic GPWS mode 1 to mode 5 are still operative if SYS pusbutton switch lights FAULT or
OFF are not illuminated.
L2
HDG......................................................................................................................................X CHECK
Compare the 3 IR headings on MCDU or crosscheck with standby compass.
L1 ATT HDG SWTG................................................................................................................. AS RQRD
L2 Select IR 3 (if available) to faulty side.
L2
STATUS
CAT 3 SINGLE ONLY
INOP SYS
O to Q
CAT 3 DUAL
PRO-ABN-34 P 16/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
ILS 1+2
GPWS
Crew awareness.
STATUS
INOP SYS
ILS 1(2)
CAT 2
(1)
GPWS
(1)
R to S
PRO-ABN-34 P 17/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Note:
L1
In case of a simultaneous ADR and IR (same ADIRU) failure, apply the ADR FAULT
procedure before the IR FAULT procedure.
IR 1 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
IR 2 FAULT:
ATT HDG SWTG..................................................................................................................F/O 3
L2
IR 3 FAULT:
ATT HDG SWTG (IF IR 3 IN USE).................................................................................... NORM
This line is not displayed on the ECAM.
STATUS
IR MAY BE AVAIL IN ATT
Refer to PRO-ABN-34 IR ALIGNMENT IN ATT MODE
CAT 3 SINGLE ONLY
INOP SYS
IR 1(2)(3)
CAT 3 DUAL
GPWS TERR
TCAS
(1)
(2)
(1)
(1)
See
(2)
PRO-ABN-34 P 18/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
If IR 1 + 2 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
Set IR 3 (If available) to the Captain's side.
Attitude information is lost on first officer's PFD.
If IR 1 + 3 (or 2 + 3) FAULT:
ATT HDG SWTG................................................................................................................ NORM
Attitude information is lost on one side (Captain or first officer).
L1
ASSOCIATED PROCEDURES
L2
L1
L2
PRO-ABN-34 P 19/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
APPR PROC
FOR LDG .....................................................USE FLAP 3
This line is replaced by FOR LDG : USE FLAP 3 when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Will appear, when CONF 3 is selected.
APPR SPD : VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
At landing gear extension, control reverts to direct law,
in pitch, as well as in roll (Refer to PRO-ABN-27 F/CTL
DIRECT LAW).
IR (AFFECTED) MAY BE AVAIL IN ATT
Refer to PRO-ABN-34 IR ALIGNMENT IN ATT MODE
Note:
(1)
(2)
INOP SYS
F/CTL PROT
IR 1 (2)(3)
IR 1+2 or 1+3 or 2+3
AP 1+2
A/THR
YAW DAMPER 1
(1)
(2)
YAW DAMPER 2
GPWS TERR (if IR 1 fault)
TCAS
CAT 2
PRO-ABN-34 P 20/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
NAV IR DISAGREE
Ident.: PRO-ABN-34-G-NG01072
Applicable to: ALL
Ident.: PRO-ABN-34-G-00012428.0014001 / 16 NOV 11
L2
Disagreement between two IRs, the third one having failed or been rejected by the ELACs. Pitch
direct, roll direct, and yaw mechanical laws become active. All protections (pitch and roll) are lost.
L1 ATT....................................................................................................................................... X CHECK
L2 Use the standby horizon to determine the faulty IR.
L1
IF DISAGREE CONFIRMED:
FAULTY IR P/B...................................................................................................................... OFF
ELAC 2..................................................................................................................OFF THEN ON
ELAC 1..................................................................................................................OFF THEN ON
L2
Note:
When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground
setting position (0 ).
After corrective action (faulty IR switched off and ELACs reset), pitch alternate law
with reduced protections is recovered.
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
PRO-ABN-34 P 21/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
MAX SPEED................................................................ 320 KT
APPR PROC
INOP SYS
F/CTL PROT
At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
NAV IR NOT ALIGNED
This caution is available in Phase 2 (after first engine start, until takeoff)
L1
POSITION DISAGREE
POSITION MISSING
PRESENT POS....................................................................................................................... INSERT
EXCESS MOTION
IR 1 (2) (3) (1+2) (2+3) (1+2+3) IN ALIGN
V to W
PRO-ABN-34 P 22/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
Crew awareness.
Continued on the following page
X to Y
PRO-ABN-34 P 23/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
(1)
RA 1+2
A/CALL OUT
GPWS
CAT 2 (when landing gear is
down)
REAC W/S DET
At landing gear extension, flight controls revert to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
ILS APPR mode cannot be engaged, LOC mode is available via the FCU LOC pb.
NAV RA 1(2) FAULT
Ident.: PRO-ABN-34-I-NG01073
Applicable to: ALL
Ident.: PRO-ABN-34-I-00012430.0001001 / 18 MAR 11
L2
Crew awareness.
STATUS
CAT 2 ONLY
INOP SYS
Y to Z
RA 1(2)
CAT 3
GPWS (If RA 1 fault)
PRO-ABN-34 P 24/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
NAV RA DEGRADED
Ident.: PRO-ABN-34-00012436.0001001 / 19 AUG 10
Applicable to: ALL
L2
Crew awareness.
If a significant discrepancy occurs in flight between the two radio altimeters, the NAV RA
DEGRADED alert only appears after landing.
NAV TCAS
FAULT
Ident.: PRO-ABN-34-K-NG01075
Applicable to: ALL
Ident.: PRO-ABN-34-K-00012434.0001001 / 19 AUG 10
L2
Crew awareness.
STATUS
INOP SYS
TCAS
L2
Crew awareness.
If the flight crew sets the TCAS on STBY in flight, the NAV TCAS STBY alert appears.
AA to AC
PRO-ABN-34 P 25/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
OVERSPEED
Ident.: PRO-ABN-34-00012412.0001001 / 16 NOV 11
Applicable to: ALL
VMO/MMO................................................................................................................................ 350/.82
(235/0.60 in case of dispatch with landing gear down).
L1 VLE........................................................................................................................................... 280/.67
VFE..................................................................................................................................SEE BELOW
L2
CONF
FULL
3
2
1+F
1
VFE
177
185
200
215
230
STALL WARNING
Ident.: PRO-ABN-34-00013994.0001001 / 22 JUL 11
Applicable to: ALL
When the threshold is reached, a permanent aural warning is triggered "STALL + CRICKET"
as long as a correct angle-of-attack is not recovered. (Refer to FCOM/PRO/ABN - Operating
Techniques Section - Stall Recovery and Stall Warning At Lift-Off procedures).
AD to AE
PRO-ABN-34 P 26/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
TCAS WARNINGS
Ident.: PRO-ABN-34-00012455.0007001 / 17 MAR 11
Applicable to: ALL
Avoid excessive maneuvers while aiming to keep the vertical speed just outside the
red area of the VSI, and within the green area. If necessary, use the full speed range
between Vmax and VMAX.
AF
PRO-ABN-34 P 27/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Unreliable speed indication may be due to radome damage, or due to air probe failure or
obstruction.
The indicated altitude may also be affected, if static probes are affected.
Unreliable speed cannot be detected by the ADIRU. The flight control and flight guidance
computers normally reject erroneous speed/altitude source(s), provided a significant difference is
detected.
However, they will not be able to reject two erroneous speeds or altitudes that synchronously
and similarly drift away. In this remote case, the aircraft systems will consider the remaining
correct source as being faulty and will reject it. Consequently, the flight control and flight guidance
computers will use the remaining two wrong ADRs for their computation.
Therefore, in all cases of unreliable speed, the pilots must identify the faulty ADR(s) and then
switch it (them) OFF.
If all ADRs provide unreliable data:
Below FL250: Switch OFF the 3 ADRs to display the Backup Speed Scale (BUSS) and fly the
green area of the speed scale.
Above FL250: Keep one ADR ON to prevent the display of the BUSS, and fly the aircraft using
the Pitch/Thrust tables.
Unreliable speed indications may be suspected, either by:
Speed discrepancies (between ADR 1, 2, 3, and standby instruments).
Fluctuating or unexpected increase/decrease/steady indicated speed, or pressure altitude.
Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust, climb rate).
Abnormal AP/FD/ATHR behavior.
STALL warning, or OVERSPEED warnings, that contradicts with at least one of the indicated
speeds.
Rely on the stall warning that could be triggered in alternate or direct law. It is not affected by
unreliable speeds, because it is based on angle of attack.
Depending on the failure, the OVERSPEED warning may be false or justified. Buffet,
associated with the OVERSPEED VFE warning, is a symptom of a real overspeed condition.
Inconsistency between radio altitude and pressure altitude.
Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise with
decreasing speed.
Impossibility of extending the landing gear by the normal landing gear control.
AG
PRO-ABN-34 P 28/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
AH
PRO-ABN-34 P 29/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Check the actual slat/flap config. on ECAM, as flap auto-retraction may occur.
CONF
3
2
1+F
1
FL
Below FL 200
FL 200 - FL 320
Above FL 320
Below 57 t
7.0/53.0
8.5/53.0
4.5/52.3
7.5/51.0
2.0/60.3
1.0/75.3
2.0/80.8
AH
PRO-ABN-34 P 30/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
If the failure is due to radome destruction, the drag will increase and therefore
N1 must be increased by 5 %. Fuel flow will increase by about 27 %.
AH
PRO-ABN-34 P 31/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Speed
275 kt
M 0.76
3.5/CLB
3.5/CLB
67 t - 57 t
Pitch ()/Thrust (% N1)
3.5/CLB
3.5/CLB
Below 57 t
3.5/CLB
3.5/CLB
Speed
275 kt
M 0.76
2.5/78.7
3.0/84.6
67 t - 57 t
Pitch ()/Thrust (% N1)
2.0/76.8
2.5/83.3
Below 57 t
1.0/75.3
2.0/80.8
Speed
M 0.76
275 kt
-0.5/IDLE
-0.5/IDLE
AH
67 t - 57 t
Pitch ()/Thrust (% N1)
-1.0/IDLE
-1.0/IDLE
Below 57 t
-2.0/IDLE
-2.0/IDLE
PRO-ABN-34 P 32/32
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
The valve position disagrees with the commanded position, when the APU is running.
Crew awareness.
STATUS
INOP SYS
With the APU BLEED pb-sw ON, the FAULT light remains on.
With the APU BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
STATUS
INOP SYS
A to B
APU BLEED
PRO-ABN-36 P 1/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-36 P 2/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-36 P 3/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-36 P 4/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
L2
L1
STATUS
ONE PACK ONLY IF WAI ON
INOP SYS
L1
L2
L1
With the ENG BLEED pb-sw on, the FAULT light remains on.
With the ENG BLEED pb-sw OFF, the FAULT light goes out when the failure (overheat or
overpressure) disappears.
If wing anti-ice is on and both packs are on:
PACK AFFECTED.................................................................................................................. OFF
One pack must be closed when the pilot is using wing anti-ice because of precooler
performance.
X BLEED.................................................................................................................................... OPEN
Continued on the following page
E to F
PRO-ABN-36 P 5/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
STATUS
ONE PACK ONLY IF WAI ON
INOP SYS
In flight, engine bleed temperature is too low for correct wing de-icing.
A/THR............................................................................................................................................ OFF
THR LEVER (AFFECTED ENGINE)...................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
L1
L2
IF UNSUCCESSFUL:
X BLEED..............................................................................................................................OPEN
ENG BLEED (AFFECTED).....................................................................................................OFF
ASSOCIATED PACK (IF OPPOSITE PACK ON).................................................................. OFF
One pack must be closed, when the pilot is using wing anti-ice, due to precooler performance.
STATUS
ONE PACK ONLY IF WAI ON
INOP SYS
F to G
PRO-ABN-36 P 6/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
In flight, engine bleed temperature is too low for correct wing de-icing.
A/THR............................................................................................................................................ OFF
THR LEVER (AFFECTED ENGINE)...................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
L1
IF UNSUCCESSFUL:
WING A. ICE.......................................................................................................................... OFF
AVOID ICING CONDITIONS
STATUS
AVOID ICING CONDITIONS
IF SEVERE ICE ACCRETION:
MIN SPD...............................................VLS +10 / G DOT
INOP SYS
WING A. ICE
PRO-ABN-36 P 7/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
A/THR ...........................................................................................................................................OFF
THR LEVERS......................................................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
IF UNSUCCESSFUL:
WING A. ICE.......................................................................................................................... OFF
AVOID ICING CONDITIONS
PRO-ABN-36 P 8/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
L1
L2
Note:
The warning may be triggered due to residual pressure between the HP or IP valves and
the engine bleed valve:
After engine shutdown, or
After APU BLEED pb-sw is selected OFF with engine not running.
Select the ENG BLEED pb-sw OFF then on. If the warning disappears, no maintenance
action is due.
STATUS
ONE PACK ONLY IF WAI ON
INOP SYS
Crew awareness.
STATUS
AIR PRESS LOW AT IDLE
J to K
PRO-ABN-36 P 9/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
L1
With the ENG BLEED pb-sw on, the FAULT light remains on.
With the ENG BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
If left wing or engine 1 bleed leak:
APU BLEED (IF NOT CLOSED)............................................................................................ OFF
X BLEED (IF NOT CLOSED).....................................................................................................SHUT
WING ANTI-ICE............................................................................................................................ OFF
AVOID ICING CONDITIONS
STATUS
AVOID ICING CONDITIONS
IF SEVERE ICE ACCRETION:
MIN SPD...............................................VLS +10 / G DOT
MANEUVER WITH CARE
LDG DIST PROC...................................................APPLY
L to M
INOP SYS
WING A.ICE
ENG 1(2) BLEED
PACK 1(2)
PRO-ABN-36 P 10/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
STATUS
INOP SYS
L2
L1
N to O
PRO-ABN-36 P 11/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
STATUS
If manual opening inoperative:
AVOID ICING CONDITIONS
IF SEVERE ICE ACCRETION:
MIN SPD..................................VLS +10 / G DOT
MANEUVER WITH CARE
INOP SYS
X BLEED
WING A.ICE
Crew awareness.
STATUS
INOP SYS
BMC 1 + 2
Crew awareness.
Continued on the following page
PRO-ABN-36 P 12/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
BMC 1(2)
PRO-ABN-36 P 13/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
PNEUMATIC
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-36 P 14/14
30 MAY 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INFORMATION SYSTEMS
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
ATSU INIT FAULT
L2 Displayed, in case of failure upon ATSU initialization. Refer to PRO-SUP-46 ATSU Initialization
Ident.: PRO-ABN-46-A-00010425.0006001 / 17 MAR 11
STATUS
INOP SYS
ATSU
DATA COMPANY
Crew awareness.
Ident.: PRO-ABN-46-C-00010432.0006001 / 17 MAR 11
STATUS
INOP SYS
A to B
DATA COMPANY
PRO-ABN-46 P 1/2
25 NOV 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
INFORMATION SYSTEMS
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-46 P 2/2
25 NOV 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
APU
FLIGHT CREW
OPERATING MANUAL
L1
MASTER SW.................................................................................................................................OFF
STATUS
INOP SYS
APU
PRO-ABN-49 P 1/2
29 JUL 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
APU
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-49 P 2/2
29 JUL 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
DOORS
FLIGHT CREW
OPERATING MANUAL
On the ground:
Crew awareness.
In flight:
No crew action required as long as cabin pressure is normal.
IF ABN CAB V/S:
MAX FL.....................................................................................................................100/MEA
Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
Avionics doors are of plug type. Therefore full depressurization is not recommended.
L2
PRO-ABN-52 P 1/2
29 JUL 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
DOORS
FLIGHT CREW
OPERATING MANUAL
Crew may confirm a cabin door warning by checking the visual indicator on the door.
L1
On the ground:
Crew may confirm a cargo door warning by checking the indication on the cargo door.
L2
L1
Crew awareness.
In flight:
No crew action required as long as cabin pressure is normal.
IF ABN CAB V/S:
MAX FL.....................................................................................................................100/MEA
Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
If door warning is accompanied by abnormal increase of cabin altitude, flight crew must
reduce cabin P and altitude by descending.
L2
PRO-ABN-52 P 2/2
29 JUL 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
Status of bleed valves, pack valves, wing and engine anti ice valves, X bleed valves is not received
by the FADEC active channel.
If ENG ANTI ICE on:
ENG MODE SEL..................................................................................................................... IGN
STATUS
ENG 1(2) HI GND IDLE
Status of bleed valves, pack valves, wing and engine anti ice valves, X bleed valve is not received
by the FADEC active channel.
L2
L1
HI GND IDLE
FADEC increases minimum idle as if valves were opened.
L1
L2
L1
L2
A to B
PRO-ABN-70 P 1/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
STATUS
ENG 1(2) HI GND IDLE
STATUS
AVOID RAPID THR CHANGES
B to C
PRO-ABN-70 P 2/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
MAX N2........................................................................................................................................96 %
Retard associated thrust lever to limit N2 to 96 %.
L2
The data bus between the EIU and ECU fails. Therefore:
Affected engine start is lost
Autothrust control is lost
Thrust reverser on the affected engine is lost
When idle is selected, only approach idle is available
Bleed corrections on N1 limit are lost (Refer to PRO-ABN-70-W ENG 1(2) BLEED STATUS
FAULT (In Flight)).
Crew awareness.
STATUS
ENG 1(2) APPR IDLE ONLY
Minimum idle is lost.
INOP SYS
D to E
A/THR
REVERSER 1(2)
ENG 1(2) START
PRO-ABN-70 P 3/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L2
Note:
Some cases of spurious FADEC fault have been experienced at engine start on ground.
The warning can be considered as spurious, if it disappears after application of the
following procedure:
Set the master sw to OFF, and wait until N2 speed goes below 5 %.
Pull and reset the C/Bs of the affected ECU electrical supply (A04 or A05 on 49 VU or
R41 or Q40 on 120 VU).
Wait for the ECU power-up sequence, and restart the engine.
F to G
PRO-ABN-70 P 4/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
L1
On ground:
THR LVR (affected) NOT ABOVE IDLE
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
Due to the fact that engine indications are lost, other system pages such as HYD SD page,
ELEC SD page or BLEED SD page must be used to check engine status.
IF ABN ENG OPERATION:
ENG MASTER (AFFECTED)........................................................................................... OFF
In flight:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
Due to the fact that engine indications are lost, other system pages such as HYD SD page,
ELEC SD page or BLEED SD page must be used to check engine status.
IF ABN ENG OPERATION:
ENG MASTER (AFFECTED)........................................................................................... OFF
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
(Refer to PRO-ABN-70 ENG 1(2) SHUT DOWN).
PRO-ABN-70 P 5/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L12
PRO-ABN-70 P 6/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF, followed by decrease
in N1.
Engine damage may be accompanied by:
Loud noise,
Significant increase in aircraft vibrations and/or buffeting,
Repeated or uncontrollable engine stalls,
Associated abnormal indications such as hydraulic fluid loss, or no N2 indication.
LAND ASAP (AMBER)
L1
L1
L2
IF NO DAMAGE:
If conditions permit, do not restart the engine. A new engine start would erase FADEC
troubleshooting data.
ENG (AFFECTED) RELIGHT...............................................................................CONSIDER
If no damage, a new start sequence may be initiated.
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70 ENG 1(2) SHUT
DOWN), if damage or if engine relight is unsuccessful.
L1
L2
L1
In flight:
ENG MODE SEL..................................................................................................................... IGN
Selection of continuous ignition confirms the immediate relight attempt made by the FADEC.
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
PRO-ABN-70 P 7/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L12
Note:
L2
IF NO DAMAGE:
ENG (AFFECTED) RELIGHT........................................................................ CONSIDER
If there is no damage, an engine relight can be considered. To restart the engine,
(Refer to PRO-ABN-70 ENG RELIGHT (In Flight)) apply the ENG RELIGHT (in flight)
procedure.
PRO-ABN-70 P 8/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
Depending on the type of failure, one of the above two messages is displayed.
STATUS
AVOID RAPID THR CHANGES or
Crew awareness.
Maintenance action is due.
K to L
PRO-ABN-70 P 9/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
L2
L1
L2
L1
Ident.: PRO-ABN-70-J-NG01023
Applicable to: ALL
Ident.: PRO-ABN-70-J-00012134.0001001 / 12 JAN 11
L2
Crew awareness.
Continued on the following page
M to O
PRO-ABN-70 P 10/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
STATUS
INOP SYS
O to Q
PRO-ABN-70 P 11/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
There is discrepancy between the value displayed on the ECAM and the real value. The upper
ECAM upper displays a CHECK message below the affected indication.
Normal indication may be recovered by switching from DMC 1 to DMC 3.
If unsuccessful, and if both thrust levers are at the same position, crosscheck with the opposite
parameter.
Crew awareness.
PRO-ABN-70 P 12/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L2
EGT between 915 C and 950 C (except during takeoff, alpha floor activation, or reverse
selected), or EGT between 950 C and 990 C, or
N1 between 104.0 % and 105.8 % or
N2 between 105.0 % and 105.8 %
THR LEVER (OF AFFECTED ENGINE)................................................................ BELOW LIMIT
Normal operation may be resumed and maintained until next landing. Report in maintenance
log.
L1
L2
L1
L2
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
PRO-ABN-70 P 13/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
Crew awareness.
Maintenance action is due, except if the caution is temporarily displayed during cold engine start
with engine oil temperature lower than 40 C.
ENG 1(2) OIL HI TEMP
Oil temp between 140 C and 155 C for more than 15 min, or oil temp above 155 C.
L1
L12
ASSOCIATED PROCEDURES
ENG 1 (2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
T to U
PRO-ABN-70 P 14/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L12
If oil pressure is low (< 13 PSI ) is indicated only on ENG SD page (red
indication) without the ENG OIL LO PR warning, it can be assumed, that
the oil pressure transducer is faulty. Flight crew may continue engine
operation while monitoring other engine parameters.
Crew awareness.
ENG 1(2) OVSPD PROT FAULT
Crew awareness.
Note:
If the warning appears during engine start, shut down the engine. Restart the engine. If
the warning still appears, maintenance action is due.
V to X
PRO-ABN-70 P 15/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
Reverse thrust system is pressurized with reverser doors stowed and locked.
In flight:
THR LEVER 1(2)................................................................................................................... IDLE
If flight conditions permit, reduce the thrust of the affected engine to IDLE as a precautionary
measure.
On ground:
THR LVR 1(2) NOT ABOVE IDLE
ENG 1(2) REV SWITCH FAULT
Crew awareness.
Y to AB
PRO-ABN-70 P 16/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L2
L1
On ground:
ENG 1(2) AT IDLE
Only displayed, if the FADEC automatically sets the engine at idle (i.e. when 4 reverser doors
are not stowed, or 1, 2, or 3 reverser doors are not stowed with the reverser pressurized).
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG MASTER (AFFECTED ENGINE)...................................................................................OFF
In flight:
L2
L1
L2
L1
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
AC
PRO-ABN-70 P 17/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
STATUS
INOP SYS
REVERSER 1(2)
PS3, T25, T3, N1, N2 data not available on both ECU channels.
On ground:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG MASTER (AFFECTED)..................................................................................................OFF
In flight:
AVOID RAPID THR CHANGES.
AD to AE
PRO-ABN-70 P 18/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L2
L1
L2
L1
L2
L1
L2
L1
AF
PRO-ABN-70 P 19/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
Note:
In some conditions, with full asymmetric power, the aircraft may be control-limited before
reaching the protection system limit. Therefore, in extreme conditions, where low speed
may be advantageous (GPWS, WINDSHEAR, etc.), reduce speed with care below VLS
and respect the minimum control speed.
Continued on the following page
AF
PRO-ABN-70 P 20/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
STATUS
INOP SYS
CAT 3 DUAL
ENG 1(2) BLEED
PACK 1(2)
MAIN GALLEY
GEN 1(2)
G ENG 1 PUMP or
Y ENG 2 PUMP
If REV unlocked:
MAX SPEED................................................. 300/0.78
(1)
APPR PROC
WING A. ICE
AFT CRG HEAT
AF
PRO-ABN-70 P 21/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
If available, the APU may be started and the APU GEN used
If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used.
If ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X BLEED
rotary selector is set at SHUT.
After landing, the Fuel Used value of the engine, shutdown in flight, becomes
incorrect.
AF
PRO-ABN-70 P 22/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
Engine restart at crew discretion.
L2
L1
L12
On the ground:
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG MASTER (AFFECTED ENGINE)...................................................................................OFF
In flight:
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG PARAMETERS (AFFECTED ENGINE)....................................................................CHECK
Abnormal:
ENG MASTER (AFFECTED ENGINE)............................................................................ OFF
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2)
SHUT DOWN).
AG
PRO-ABN-70 P 23/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
Normal:
ENG A. ICE (AFFECTED ENGINE).................................................................................. ON
WING A. ICE......................................................................................................................ON
Operation of engine and wing anti ice will increase the stall margin, but EGT will increase
accordingly.
THR LEVER (AFFECTED ENGINE)......................................................SLOWLY ADVANCE
If stall recurs:
THR LEVER (AFFECTED ENGINE)................................................................. REDUCE
Reduce thrust and operate below the stall threshold.
L1
L2
AG
PRO-ABN-70 P 24/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
L1
L2
The engine does not start within the 18 s that follow the ignition start.
In flight:
ENG MASTER (AFFECTED)........................................................................................... OFF
Wait 30 s before attempting a new start (to drain the engine).
On the ground (auto start) :
If the engine does not start, the FADEC can attempt an additional engine restart. After any
start attempt that is not successful, a dry crank phase automatically occurs. The ECAM
displays the following message:
NEW START IN PROGRESS
When the final dry cranking process is finished:
ENG MASTER (AFFECTED).....................................................................................OFF
Following starter cooldown, the pilot must decide whether to attempt auto or manual
start, or to report the no start condition for appropriate maintenance action.
L1
L2
Note:
L1
L2
ECAM does not display the last two lines of the above procedure.
Dry crank the engine for 30 s. The start valve automatically reopens when N2 is
below 20 %.
After the starter cools, and for any subsequent attempt to start the engine, the
flight crew must perform a manual engine, or must report the no start condition
to maintenance for appropriate action.
AH
PRO-ABN-70 P 25/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L2
L1
L2
The fuel metering valve and starter air valve are automatically closed. Both igniters are
turned off
Setting ENG MASTER to OFF confirms automatic start abort
In case of ENG STALL, consider making a XBLEED start, if pressure is low.
L1
L2
Note:
L1
ECAM does not display the last two lines of the above procedure.
Dry crank the engine for 30 s. The start valve automatically reopens when N2 is
below 20 %.
After the starter cools, and for any subsequent attempt to start the engine, the
flight crew must perform a manual engine, or must report the no start condition
to maintenance for appropriate action.
AH
PRO-ABN-70 P 26/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
L1
L2
L1
L2
If UNSUCCESSFUL:
MAN START (IF MAN START PERFORMED)................................................................OFF
ENG MASTER (AFFECTED) (IF AUTO START PERFORMED).....................................OFF
MAN START procedure is useless since in both cases, the start valve is controlled by
FADEC.
On the ground, consider application of START VALVE MANUAL OPERATION procedure.
AI
PRO-ABN-70 P 27/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
This alert is triggered associated with the repetitive "RETARD-RETARD" synthetic voice at landing
when:
One thrust lever is above idle while the other thrust lever is in reverse detent,
One thrust lever is above idle while the other thrust lever is at idle.
L1
AJ
PRO-ABN-70 P 28/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
Both Thrust Lever Angle (TLA) sensors not in agreement on one engine.
LAND ASAP (AMBER)
L1
L2
L1
L2
L1
L2
L1
L2
L1
L2
L1
On ground (if both TLA not at TOGA or FLX/MCT or if only one TLA is at TOGA or
FLX/MCT and the other is below IDLE):
ENG (AFFECTED) IDLE POWER ONLY.
In that situation, the FADEC automatically selects IDLE.
THR LEVER (AFFECTED)................................................................................................... IDLE
During take-off (if both TLA are above IDLE):
ENG (AFFECTED) TO, FLX, OR DRT TO
If both TLA are above IDLE, the FADEC automatically selects TO, FLX TO, or DRT TO
thrust until thrust reduction, after which the maximum available thrust is CLB.
In cruise (with slats retracted):
AVAIL MAX POWER : CLB
In flight, if the failure occurs while the thrust lever is between idle and MCT, and if the slats are
not extended, (or when MN > 0.55, if the onside EIU is failed) the FADEC selects the larger
TLA power limited to CLB.
A/THR (IF ENGAGED) ................................................................................................. KEEP ON
A/THR (IF NOT ENGAGED AND IF SLATS ARE NOT EXTENDED) .................................... ON
With A/THR engaged, thrust is automatically managed between IDLE and higher TLA position.
In approach (with slats extended):
ENG (AFFECTED) AT IDLE (WHEN SLATS ARE EXTENDED FOR APPROACH)..
If TLA at, or below, MCT and if the slats are extended for approach, (or when MN < 0.47, if the
onside EIU is failed).
THR LEVER (AFFECTED)................................................................................................... IDLE
Continued on the following page
AK
PRO-ABN-70 P 29/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
STATUS
If TLA at, or below, MCT
WHEN SLATS OUT:
INOP SYS
AK
PRO-ABN-70 P 30/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
L2
On the ground:
ENG (AFFECTED) IDLE POWER ONLY.
Idle power is automatically selected by FADEC.
If associated thrust reverser is already deployed, FADEC commands restow.
THR LEVER (AFFECTED).................................................................................................... IDLE
L1
In flight:
L2
L1
L2
L1
L2
L1
L2
L1
If the selected thrust lever position at the time of fault detection is:
TO or FLEX: FADEC freezes TO or flex TO thrust until slat retraction. At slat retraction it will
select CLB thrust.
Between IDLE and MCT: in manual thrust setting mode, engine rating increases and freezes
at CLB or IDLE with slats extended (or MN < 0.47 if the FADEC no longer receives the slats
position due to EIU failure). It is possible to activate autothrust. If selected, autothrust mode
will manage thrust between idle and CLB.
ENG (AFFECTED) AT IDLE
For any case of thrust lever fault (TO, FLEX or between IDLE and MCT) the FADEC will
command idle thrust for the approach when slats are extended (or when MN < 0.47 if
associated EIU is failed). It is independant of the autothrust condition. Thrust of affected engine
remains definitively at idle even for go around.
THR LEVER (AFFECTED) ................................................................................................... IDLE
When slats are extended or MN < 0.47, if on side EIU is failed.
A/THR engaged:
A/THR......................................................................................................................KEEP ON
A/THR not engaged:
ENG (AFFECTED) HI PWR IN MAN THR.
Inhibited when the FADEC commands the affected engine at IDLE.
BEFORE SLATS IN:
A/THR .........................................................................................................................ON
AL
PRO-ABN-70 P 31/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L2
STATUS
WHEN SLATS OUT:
INOP SYS
REVERSER 1(2)
ENG 1(2) THR
Engine 1 and 2 VBV or VSV motor fault detected on the standby ECU channel.
Crew awareness.
PRO-ABN-70 P 32/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
This warning inhibits the ELEC EMER CONFIG warning, and provides the flight crew with the
immediate actions to take in the case of a dual engine failure. This procedure then directs the flight
crew to apply the applicable QRH procedure, depending on if there is fuel or not.
When applying the QRH ENG DUAL FAILURE paper procedure:
If one or more engines are recovered, apply the corresponding ECAM procedure instead
If no engines are recovered, continue to apply the QRH ENG DUAL FAILURE paper procedure.
If time permits, clear ECAM alerts, and check the ECAM STATUS page.
LAND ASAP
L1
L1
L2
L1
L2
L1
L2
L1
IF NO FUEL:
OPT SPD.....................................................................................................220 KT/GREEN DOT
If there is no fuel remaining, the optimum speed is the green dot speed.
Initially fly 220 kt then refer to the paper procedure to get the accurate green dot speed.
ENG/NO FUEL PROC........................................................................................................APPLY
Refer to FCOM - QRH ABN 70 ENG DUAL FAILURE - NO FUEL REMAINING.
IF FUEL REMAINS:
ENG MODE SEL..................................................................................................................... IGN
OPT RELIGHT SPD...........................................................................................................300 KT
If there is fuel remaining, the optimum speed is the optimum relight speed.
The ECAM provides reference to an envelope speed. In case of speed indication failure
(volcanic ash), pitch attitude for optimum relight is provided in the paper procedure.
ENG/FUEL PROC.............................................................................................................. APPLY
AN
PRO-ABN-70 P 33/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AN
PRO-ABN-70 P 34/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
STATUS
MIN RAT SPEED......................................................... 140 KT
MAX SPEED ............................................................. 320/0.77
MAX BRK PR.......................................................... 1000 PSI
MANEUVER WITH CARE
FUEL GRVTY FEED
AVOID NEGATIVE G FACTOR
INOP SYS
See below
APPR PROC
IF HYD NOT RECOVERED:
FOR LDG............................................... USE FLAP 3
WHEN CONF 3 AND VAPP:
L/G ...................................................... GRVTY EXTN
(Refer to PRO-ABN-32 L/G GRAVITY EXTENSION).
Being stabilized at VAPP before selecting the
gear down enables the aircraft to be trimmed for
approach.
APPR SPD........................................... VREF +25 KT
Approach speed must be increased, due to the loss
of flaps.
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
BRK Y ACCU PR ONLY
(2)
See
SLATS SLOW
INOP SYS
G+Y HYD
F/CTL PROT
STABILIZER
Continued on the following page
AN
PRO-ABN-70 P 35/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
(2)
REVERSER 1+2
RA 1+2
SEC 2+3
A/CALL OUT
FUEL PUMPS
AUTO BRK
CAB PR 1+2
ADR 2+3
SPLR 1+2+4+5
FLAPS
AP 1+2
ANTI SKID
CAT 2
PACK 1+2
At landing gear extension, control reverts to direct law in pitch as well as in roll (Refer to
PRO-ABN-27-J F/CTL DIRECT LAW).
7 full brake applications are available.
AN
PRO-ABN-70 P 36/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
As long as none of the engines recover, the flight crew must apply this paper procedure when
required by the ECAM ENG DUAL FAILURE procedure. If time permits, clear ECAM alerts, and
check the ECAM STATUS page.
LAND ASAP
OPTIMUM RELIGHT SPD........................................................................................................300 KT
In the case of a speed indication failure (volcanic ash), Pitch attitude for optimum relight speed is:
WEIGHT
At or below 50 000 kg/110 000 lb
60 000 kg/132 000 lb
70 000 kg/154 000 lb
PITCH ()
-4.5
-3.5
-2.5
At 300 kt, the aircraft can fly up to about 2 nm per 1 000 ft (with no wind).
LANDING STRATEGY.................................................................................................... DETERMINE
Determine whether a runway can be reached, or the most appropriate place for a forced
landing/ditching.
VHF1/HF1
/ATC1....................................................................................................................USE
ATC/TRANSPONDER...................................................................................NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code A7700,
or transmit a distress message on one of the following frequencies: VHF frequency 121.5 MHz, HF
2 182 kHz or 8 364 kHz.
IF NO RELIGHT AFTER 30 SEC:
ENG MASTERS...................................................................................................... OFF 30 S/ON
Unassisted start attempts can be repeated until successful, or until APU bleed is available.
IF UNSUCCESSFUL:
CREW OXY MASKS (Above FL 100)......................................................................................ON
Cabin altitude will increase, due to the lack of engine bleed: The EXCESS CAB ALT warning
could be triggered. Depending on the situation, to gain gliding distance, the flight crew may
disregard the ECAM emergency descent requirement, because passengers will be provided
with oxygen for a sufficient period of time.
APU (IF AVAIL)..................................................................................................................START
AO
PRO-ABN-70 P 37/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AO
PRO-ABN-70 P 38/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
78
76
72
68
64
60
56
52
48
44
40
At or below FL 200
241
FL 300
251
FL 400
261
237
247
257
229
239
249
221
231
241
213
223
233
205
215
225
197
207
217
189
199
209
181
191
201
173
183
193
165
175
185
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no wind).
Average rate of descent is approximately 1 600 ft/min.
CABIN AND COCKPIT................................................................................................. PREPARE
Loose equipment secured.
Survival equipments prepared.
Belts and shoulder harnesses locked.
CABIN SIGNS...........................................................................................................................ON
COMMERCIAL........................................................................................................................ OFF
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
WHEN BELOW FL 150:
RAM AIR...................................................................................................................................ON
Continued on the following page
AO
PRO-ABN-70 P 39/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
Final descent slope, when configured (CONF 3; L/G DOWN) will be approximately
1.2 nm per 1 000 ft (with no wind).
BARO......................................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100).........................................................................OFF
Continued on the following page
AO
PRO-ABN-70 P 40/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
40
150
44
150
48
150
52
150
56
150
60
155
64
159
68
163
72
167
76
171
78
173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3 ; L/G DOWN):
When in CONF 3 and VAPP:
GRAVITY GEAR EXTN handcrank.................................................... PULL AND TURN
Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and
VAPP before extending the landing gear to enable the aircraft to be trimmed for
approach. Disregard USE MAN PITCH TRIM on the PFD, because the stabilizer is
frozen in the position where it was at, when the windmilling was insufficient to provide
hydraulic power.
When L/G downlocked
L/G lever...............................................................................................................DOWN
APPROACH SPEED..........................................................................................ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing
field/runway, the approach speed may be adjusted up to 200 kt (max speed with slats
extended).
GND SPLR..................................................................................................................... ARM
MAX BRK PR........................................................................................................ 1 000 PSI
AT 2 000 FT AGL
CABIN....................................................................................................NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
AO
PRO-ABN-70 P 41/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AO
PRO-ABN-70 P 42/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
IF DITCHING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 150 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt:
Weight (1 000 kg)
VAPP
40
150
44
150
48
150
52
150
56
150
60
155
64
159
68
163
72
167
76
171
78
173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever..............................................................................................................CHECK UP
AT 2 000 FT AGL
CABIN...................................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton............................................................................................................ ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 .
Minimize aircraft vertical speed.
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
APU MASTER SW................................................................................................................ OFF
AFTER DITCHING
ATC (VHF 1)....................................................................................................................NOTIFY
FIRE pushbutton (ENG and APU)......................................................................................PUSH
AGENT (ENG and APU)................................................................................................... DISCH
Engine Agent 2 is not available.
AO
PRO-ABN-70 P 43/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AO
PRO-ABN-70 P 44/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
The flight crew must apply this paper procedure when required by the ENG DUAL FAILURE
procedure. If time permits, clear ECAM alerts, and check the ECAM STATUS page.
OPTIMUM SPEED............................................................................................. 220 KT/GREEN DOT
Initially, fly 220 kt, because the PFD may not display the correct green dot speed. Then fly the
green dot speed according to the following table:
Weight
(1000 kg)
68
64
60
56
52
48
44
40
At or below
FL 200
221
213
205
197
189
181
173
165
FL 300
FL 400
231
223
215
207
199
191
183
175
241
233
225
217
209
201
193
185
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no wind).
Average rate of descent is approximately 1 600 ft/min .
LANDING STRATEGY.................................................................................................... DETERMINE
Determine whether a runway can be reached or the most appropriate place for a forced
landing/ditching.
VHF1
/HF1
/ATC1............................................................................................................USE
ATC/TRANSPONDER...................................................................................NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code A7700,
or transmit a distress message on one of the following frequencies: VHF frequency 121.5 MHz, HF
2 182 kHz or 8 364 kHz.
CREW OXY MASKS (Above FL 100)............................................................................................ ON
Cabin altitude will increase due to the lack of engine bleed: The EXCESS CAB ALT warning could
be triggered. Depending on the situation, to gain gliding distance, the flight crew may disregard the
ECAM emergency descent requirement, because passengers will be provided with oxygen for a
sufficient period of time.
AP
PRO-ABN-70 P 45/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
Final descent slope, when configured (CONF 3/L/G DOWN), will be approximately
1.2 nm per 1 000 ft (with no wind).
BARO..................................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100).....................................................................OFF
Continued on the following page
AP
PRO-ABN-70 P 46/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
40
150
44
150
48
150
52
150
56
150
60
155
64
159
68
163
72
167
76
171
78
173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3; L/G DOWN):
When in CONF 3 and VAPP:
GRAVITY GEAR EXTN handcrank.................................................... PULL AND TURN
Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and
VAPP before extending the landing gear to enable the aircraft to be trimmed for
approach. Disregard USE MAN PITCH TRIM on the PFD, because the stabilizer is
frozen in the position where it was at, when the windmilling was insufficient to provide
hydraulic power.
When L/G downlocked:
L/G lever...............................................................................................................DOWN
APPROACH SPEED..........................................................................................ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing
field/runway, the approach speed may be adjusted up to 200 kt (max speed with slats
extended).
GND SPLR..................................................................................................................... ARM
MAX BRK PR..........................................................................................................1000 PSI
AT 2 000 FT AGL
CABIN....................................................................................................NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
AP
PRO-ABN-70 P 47/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AP
PRO-ABN-70 P 48/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
IF DITCHING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 150 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt:
Weight (1 000 kg)
VAPP
40
150
44
150
48
150
52
150
56
150
60
155
64
159
68
163
72
167
76
171
78
173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever..............................................................................................................CHECK UP
AT 2 000 FT AGL
CABIN...................................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton............................................................................................................ ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 .
Minimize aircraft vertical speed.
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
AFTER DITCHING
ATC (VHF 1)....................................................................................................................NOTIFY
EVACUATION................................................................................................................ INITIATE
ELT
.........................................................................................................CHECK EMITTING
If not, switch on the transmitter.
AP
PRO-ABN-70 P 49/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
ENG RELIGHT
(IN FLIGHT)
Ident.: PRO-ABN-70-00012594.0026001 / 22 MAY 12
Applicable to: ALL
AQ
PRO-ABN-70 P 50/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AQ
PRO-ABN-70 P 51/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
L1
Internal engine fire may be encountered during engine start or engine shutdown.
It may be seen by the ground crew, or the EGT may fail to decrease after the MASTER switch is
turned OFF.
CAUTION
External fire agents can cause severe corrosive damage and should, therefore,
only be considered after having applied the following procedure:
Do not press the engine fire pushbutton, since this would cut off the FADEC power supply,
which would prevent motoring sequence.
AR to AS
PRO-ABN-70 P 52/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
At least one FADEC engaged a takeoff thrust mode that is not in accordance with the position of
the thrust levers.
L1
Note:
1. The takeoff thrust mode is engaged when the flight crew sets the thrust levers above
the CL position.
2. The flex takeoff thrust mode is armed only if the flight crew entered a FLEX TO TEMP
on the MCDU that is above the OAT.
If the flex mode is not armed, and the flight crew sets the thrust levers below or at the
MCT/FLX position:
THR LEVERS..................................................................................................................... TO/GA
If the flex mode is armed, and the flight crew sets the thrust levers below the MCT/FLX
position:
THR LEVERS ............................................................................................................... MCT/FLX
ENG TYPE DISAGREE
Ident.: PRO-ABN-70-00012288.0001001 / 16 NOV 11
Applicable to: ALL
L2
This caution is triggered when a rating discrepancy is detected between two engines.
Crew awareness
ENG VIB SYS FAULT
Crew awareness.
AT to AV
PRO-ABN-70 P 53/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
The VIB advisory on ECAM (N1 6 units, N2 4.3 units) is mainly a guideline to induce the crew to
monitor engine parameters more closely.
VIB detection alone does not require engine shut down.
Note:
1. High engine vibrations may be accompanied by cockpit and cabin smoke and/or the
smell of burning. This may be due only to compressor blade tip contact with associated
abradable seals.
2. High N1 vibrations are generally accompanied by perceivable airframe vibrations. High
N2 vibrations can occur without perceivable airframe vibrations.
If no icing conditions:
ENG PARAMETERS ........................................................................................................CHECK
Check engine parameters and especially EGT; crosscheck with other engine. Report in
maintenance log.
If rapid increase above the advisor:
THRUST LEVER (affected engine).......................................................................... RETARD
Flight conditions permitting reduce N1 to maintain vibration level below advisory threshold.
Note:
If the VIB indication does not decrease following thrust reduction, this may
indicate other problems on the engine. Apply adequate procedure.
If icing conditions:
An increase of engine vibration in icing conditions with or without engine anti-ice may be due to
fan blades and/or spinner icing.
ATHR ..................................................................................................................................... OFF
ENGINE ANTI ICE............................................................................................................ CHECK
If ENG ANTI ICE is off, switch it ON at idle fan speed, one engine after the other with
approximately 30 s interval.
THRUST LEVER (one engine at a time)..................................................... INCREASE THRUST
Increase thrust to a setting compatible with the flight phase. VIB level will come back to normal
after ice shed despite a slight increase during acceleration.
Resume normal operation.
Note:
If possible, shut the engine down after landing for taxiing, when vibrations above the
advisory level have been experienced during the flight.
AW
PRO-ABN-70 P 54/54
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
BOMB ON BOARD
Ident.: PRO-ABN-80-00012095.0002001 / 12 JUL 12
Applicable to: ALL
PRO-ABN-80 P 1/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-80 P 2/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
CABIN PROCEDURES
If a suspect device is found in the cabin:
WARNING
Do not cut or disconnect any wires and do not open or attempt to gain entry to
internal components of a closed or concealed suspect device. Any attempt may
result in an explosion. Booby-trapped closed devices have been used on aircraft
in the past.
Continued on the following page
PRO-ABN-80 P 3/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
CAUTION
The least risk bomb location for the aircraft structure and systems is center of
the RH aft cabin door.
PRO-ABN-80 P 4/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
Position the bomb indication line from the location on the platform where you will place the
suspect device, EXTENDING outward into the aisle.
BOMB..............................................................................................................MOVE TO LRBL
Carefully carry in the attitude found and place on top of the wetted materials in the same
attitude and as close to the door structure as possible.
CAUTION
Ensure that the suspect device, when placed on the stack against the door,
is above the slide pack but not against the door handle, and if possible,
avoid placement in the view port.
PRO-ABN-80 P 5/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND MINIMIZE
AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force is
directed in the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as hand
luggage (saturated with water or any other nonflammable liquid) up to the cabin ceiling,
compressing as much as possible. Secure the LRBL stack in place using belt, ties or other
appropriate materials. The more material stacked around the bomb, the less the damage will
be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY
INFLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME
DANGEROUS PROJECTILES.
LRBL STACK
PASSENGERS.................................................................................................. MOVE/ADVISE
PRO-ABN-80 P 6/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
A to B
PRO-ABN-80 P 7/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
The following procedure enables maintaining P 5 PSI in manual cabin pressure mode.
CAB PRESS MODE SEL...................................................................................................... MAN
MAN V/S CTL................................................................................................................AS RQRD
Disregard the CAB ALT TARGET table displayed on the ECAM and set the cabin altitude
according to the table below:
P =
5 PSI
FL
CABIN ALTITUDE
100
0
150
3 000
200
6 000
230
8 000
If all front facing windows are affected and if sufficient visibility is not granted for approach,
consider AUTOLAND. If AUTOLAND is not available, consider opening the sliding window
(maximum speed 200 kt) on the PFs side, after cabin depressurization. To manually
depressurize the cabin:
CAB PRESS MODE SEL.............................................................................................. MAN
MAN V/S CTL.........................................................................................................FULL UP
Due to the increased noise level, pay particular attention to visual warnings.
PRO-ABN-80 P 8/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
CREW INCAPACITATION
Ident.: PRO-ABN-80-00012094.0001001 / 13 JAN 11
Applicable to: ALL
If a cockpit crew member becomes incapacitated, the remaining crew member must call a cabin
attendant as soon as practicable. The best way to request assistance from the cabin crew, is by
means of the passenger address system:
"ATTENTION, PURSER TO COCKPIT PLEASE he purser or any other cabin attendant must
proceed to the cockpit immediately.
The cabin attendant must then:
Tighten and manually lock the shoulder harness of the incapacitated crew member;
Push the seat completely aft;
Recline the seat back.
It takes 2 people to remove the dead weight of an unconscious body from a seat without
endangering any controls and switches.
If it is not possible to remove the body, one cabin attendant must remain in the cockpit to take care
of and observe the incapacitated crew member.
In coordination with the purser:
Request assistance from any medically qualified passenger.
Check if a type qualified company pilot is on board to replace the incapacitated crew member.
PRO-ABN-80 P 9/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
DITCHING
Ident.: PRO-ABN-80-00012087.0037001 / 18 MAR 11
Applicable to: ALL
This procedure applies when engines are running. If engines are not running, Refer to
QRH/ABN-70-A ENG DUAL FAILURE - FUEL REMAINING - DITCHING or Refer to
QRH/ABN-70-B ENG DUAL FAILURE - NO FUEL REMAINING - DITCHING, which has been
amended to include the ditching procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER...............................................................................NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions.
Select transponder code A7700 or transmit a distress message on: (VHF) 121.5 MHz or (HF)
2 182 kHz or 8 364 kHz.
CABIN AND COCKPIT....................................................................................................PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
Loose equipment secured
Survival equipment prepared
Belts and shoulder harnesses locked
GPWS SYS............................................................................................................................... OFF
GPWS TERR.............................................................................................................................OFF
Pressing OFF the SYS pb and TERR pb avoids nuisance warnings.
SIGNS..........................................................................................................................................ON
EMER EXIT LT........................................................................................................................... ON
COMMERCIAL...........................................................................................................................OFF
LDG ELEV.....................................................................................................................SELECT 00
BARO......................................................................................................................................... SET
Omit normal approach and landing check list.
CREW MASKS/OXY SUPPLY (below FL100)..........................................................................OFF
APPROACH
L/G lever...................................................................................................................................... UP
SLATS and FLAPS....................................................................................................... MAX AVAIL
AT 2 000 FT AGL
CAB PRESS MODE SEL......................................................................................... CHECK AUTO
PRO-ABN-80 P 10/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
DITCHING (Cont'd)
The outflow valve would remain open, if the MODE SEL pb were not at AUTO.
BLEED (ENGs and APU)..........................................................................................................OFF
CABIN...................................................................................................... NOTIFY FOR DITCHING
DITCHING pushbutton................................................................................................................ ON
The outflow valve, emergency ram air inlet, avionics ventilation inlet and extract valves, and pack
flow control valves close.
The ditching direction mainly depends on the wind direction, and on the state of the sea.
These factors may be considered as follows:
1. Wind direction:
This may be determined by observing of the waves, which move and break downwind. Spray
from the wave tops is also a reliable indicator.
2. Wind speed:
The following guidelines can be used to evaluate wind speed:
A few white crests
Many white crests
Streaks of foam along the water
Spray from the waves
:
:
:
:
8-17 kt
17-26 kt
23-35 kt
35-43 kt
3. Sea state:
This is best determined from a height of 500 to 1 000 ft.
At a lower altitude, the swell direction may be less obvious than the wave direction, even
though the waves are much smaller.
4. When there is no swell, align into the wind. In the presence of swell, and provided that drift
does not exceed 10 , ditch parallel to the swell and as nearly into wind as possible. If drift
exceeds 10 , ditch into the wind. The presence of drift on touchdown is not dangerous, but
every effort should be made to minimize roll.
Touch down with approximately 11 of pitch, and minimum aircraft vertical speed.
AT 500 FT AGL
BRACE FOR IMPACT......................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS........................................................................................................................ OFF
APU MASTER SW.................................................................................................................... OFF
AFTER DITCHING
ATC (VHF 1)........................................................................................................................NOTIFY
PRO-ABN-80 P 11/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
DITCHING (Cont'd)
With engine and APU shut down, only VHF 1 is supplied.
FIRE pushbutton (ENG and APU)..........................................................................................PUSH
AGENTS (ENG and APU).....................................................................................................DISCH
EVACUATION.................................................................................................................... INITIATE
ELT.................................................................................................................... CHECK EMITTING
If not, switch on the transmitter.
After impact the lowest point of the passenger exits (aft door) remains above the waterline for
more than 7 min.
PRO-ABN-80 P 12/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
SYSTEM
CONDITIONS
RECOMMENDED ACTION
CAB PRESS
CAB ALTITUDE
altitude 8 800 ft
CAB DIFF PRESS
P 1.5 PSI in phase 7
OXY
APU
PRO-ABN-80 P 13/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
SYSTEM
CONDITIONS
OIL PRESS
P < 16 PSI
OIL PRESS
P > 90 PSI
OIL TEMP
T > 140 C
ENG
OIL QTY
< 3 qt
NAC TEMP 240 C
VIBRATION
N1 6 units
N2 4.3 units
PRO-ABN-80 P 14/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
EMER DESCENT
Ident.: PRO-ABN-80-00012092.0001001 / 04 MAY 12
Applicable to: ALL
IMMEDIATE ACTIONS
CREW OXY MASKS...................................................................................................................ON
EMER DESCENT................................................................................................ ANNOUNCE(PA )
The flight crew should inform the cabin of emergency descent on the PA system.
SIGNS..........................................................................................................................................ON
EMER DESCENT...............................................................................................................INITIATE
Descend with the autopilot engaged:
Turn the ALT selector knob and pull.
Turn the HDG selector knob and pull.
Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode
THR LEVERS (if A/THR not engaged).................................................................................... IDLE
If autothrust is engaged, check that THR IDLE is displayed on the FMA.
If not engaged, retard the thrust levers
SPD BRK................................................................................................................................. FULL
Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible
activation of the angle of attack protection, allow the speed to increase before starting to use the
speedbrakes.
WHEN DESCENT ESTABLISHED
EMER DESCENT FL 100 or minimum allowable altitude
SPEED............................................................................................................MAX/APPROPRIATE
CAUTION
Landing gear may be extended below 25 000 ft. Speed must be reduced to VLO/VLE
ENG MODE SEL........................................................................................................................IGN
ATC......................................................................................................................................NOTIFY
PRO-ABN-80 P 15/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
Notify the cabin crew, when the aircraft reaches a safe flight level, and when cabin
oxygen is no more necessary.
PRO-ABN-80 P 16/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
EMERGENCY EVACUATION
Ident.: PRO-ABN-80-00012083.0001001 / 14 NOV 11
Applicable to: ALL
Apply this procedure when considering an emergency evacuation, or when required by the ECAM.
Carefully analyze the situation before deciding to evacuate passengers. However do not waste
valuable time.
AIRCRAFT/PARKING BRK.................................................................................................. STOP/ON
ATC (VHF1).............................................................................................................................NOTIFY
Notify ATC of the nature of the emergency, and state intentions.
Only VHF 1 is available on batteries.
CABIN CREW (PA)...................................................................................................................ALERT
Make a short and precise announcement to warn that an emergency evacuation may be required.
P (only if MAN CAB PR has been used)................................................................... CHECK ZERO
If P is not at zero, MODE selector on MAN and V/S CTL FULL UP, to fully open the outflow valve.
ENG MASTER (ALL).....................................................................................................................OFF
Associated LP and HP valves close.
FIRE Pushbuttons (ALL: ENG and APU)...................................................................................PUSH
AGENTS (ENG and APU)................................................................................................... AS RQRD
Engine Agent 2 is not available.
The use of agents is required if the ENG FIRE or APU FIRE is displayed.
If Evacuation required:
EVACUATION................................................................................................................. INITIATE
Notify the cabin crew about the emergency encountered and the intentions.
Press the EVAC COMMAND
pb.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)..........................................................................NOTIFY
PRO-ABN-80 P 17/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
FORCED LANDING
Ident.: PRO-ABN-80-00012090.0032001 / 22 MAY 12
Applicable to: ALL
This procedure applies when engines are running. If engines are not running, Refer to
QRH/ABN-70-A ENG DUAL FAILURE - FUEL REMAINING - FORCED LANDING or Refer to
QRH/ABN-70-B ENG DUAL FAILURE - NO FUEL REMAINING - FORCED LANDING, which has
been amended to include the forced landing procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER...............................................................................NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions.
Select transponder code A7700, or transmit a distress message on: (VHF) 121.5 MHz or (HF)
2 182 kHz or 8 364 kHz.
CABIN and COCKPIT..................................................................................................... PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
Loose equipment secured.
Survival equipment prepared.
Belts and shoulder harnesses locked.
GPWS SYS............................................................................................................................... OFF
GPWS TERR.............................................................................................................................OFF
Switching the SYS pb and TERR pb OFF avoids nuisance warnings.
SIGNS..........................................................................................................................................ON
EMER EXIT LT........................................................................................................................... ON
COMMERCIAL...........................................................................................................................OFF
LDG ELEV................................................................................................................................. SET
If not known, select an approximate value.
BARO......................................................................................................................................... SET
Omit normal approach and landing checklist.
CREW MASKS/OXY SUPPLY (below FL100)..........................................................................OFF
APPROACH
RAM AIR..................................................................................................................................... ON
Switch ON the RAM AIR to ensure complete cabin depressurization on ground.
L/G lever................................................................................................................................DOWN
PRO-ABN-80 P 18/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-80 P 19/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
OVERWEIGHT LANDING
Ident.: PRO-ABN-80-00012093.0057001 / 16 NOV 11
Applicable to: ALL
For weights greater than 70 000 kg (or 154 000 lb) S speed is greater than VFE CONF 2
(200 kt). Consequently the crew must select on FCU a speed below 200 kt before setting
FLAPS 2. When in FLAPS 2, the crew can use managed speed again.
LDG DIST.................................................................................................................................CHECK
PACK 1 and PACK 2................................................................................... OFF or supplied by APU
Selecting packs OFF (or supplied from APU) will increase the maximum thrust available from the
engines, in the event of a go-around.
In the final stages of approach:
TARGET SPEED.....................................................................................................................VLS
Reduce the selected speed on the FCU to reach VLS at runway threshold.
Touch down as smoothly as possible (Maximum V/S at touchdown 360 ft/min).
At main landing gear touchdown:
REVERSE THRUST................................................................................. USE MAX AVAILABLE
After nosewheel touchdown:
BRAKES................................................................................................APPLY AS NECESSARY
Maximum braking may be used after nosewheel touchdown. But, if landing distance permits,
delay or reduce braking to take full benefit of the available runway length.
Landing complete:
BRAKE FANS
................................................................................................................... ON
Be prepared for tire deflation, if temperatures exceed 800 C.
OAT C
<10
15
20
0
85
85
85
2 000
83
83
83
4 000
84
83
83
10 000
12 000
14 000
71
66
61
70
64
57
67
61
55
Continued on the following page
PRO-ABN-80 P 20/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
25
30
35
40
45
50
55
0
85
84
84
84
82
78
2 000
83
83
83
81
76
72
4 000
83
81
79
75
70
10 000
64
12 000
58
14 000
TAILSTRIKE
Ident.: PRO-ABN-80-00012273.0001001 / 18 AUG 10
Applicable to: ALL
J to K
PRO-ABN-80 P 21/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
A/THR......................................................................................................................................OFF
This prevents the autothrust from generating thrust variations.
THRUST (if conditions permit)........................................................................................REDUCE
Reduced thrust minimizes ash ingestion.
If altitude permits, reduce thrust to idle. This maximizes engine surge margin and lowers engine
turbine temperature.
CREW OXYGEN MASKS..................................................................................ON/100 %/EMER
CABIN CREW................................................................................................................... NOTIFY
PASSENGER OXYGEN................................................................................................AS RQRD
Depending on contamination.
ENG ANTI ICE......................................................................................................................... ON
WING ANTI ICE....................................................................................................................... ON
PACK FLOW.............................................................................................................................. HI
Maximum air bleed gives the engines additional stall margin.
Note:
APU.................................................................................................................................... START
If possible, start the APU and have it ready for an assisted engine relight in the event of an
engine flame-out. Refer to APU limitations to get maximum FL for engine start using APU
BLEED.
ENGINE PARAMETERS...............................................................................................MONITOR
Monitor particularly EGT. If EGT exceeds limits, it may become necessary to consider a
precautionary engine shutdown and engine restart in flight.
PRO-ABN-80 P 22/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
If both engines flame out and speed indications are lost,Refer to DUAL ENGINE
FAILURE procedure to get the required pitch attitude for the optimum relight speed. In
case of engine failure, switch off the wing anti ice before engine restart.
Note:
PRO-ABN-80 P 23/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
WINDSHEAR
Ident.: PRO-ABN-80-00012271.0002001 / 27 JUN 12
Applicable to: ALL
A red flag WINDSHEAR is displayed on each PFD associated with an aural synthetic voice
WINDSHEAR repeated three times.
If windshear is detected either by the system or by pilot observation, apply the following recovery
technique:
2
At Takeoff:
If 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.
If after V1:
THR LEVERS...............................................................................................................TOGA
REACHING VR........................................................................................................ROTATE
SRS ORDERS........................................................................................................ FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note:
PRO-ABN-80 P 24/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
WINDSHEAR AHEAD
Ident.: PRO-ABN-80-00012272.0001001 / 27 JUN 12
Applicable to: ALL
The W/S AHEAD message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear
Note:
When airborne:
THR LEVERS...........................................................................................................TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not
entered.
SRS ORDERS.................................................................................................... FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note:
PRO-ABN-80 P 25/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-80 P 26/26
18 SEP 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-ABN-90-00010415.0001001 / 05 AUG 10
Applicable to: ALL
A successful outcome for an emergency situation depends, first of all, upon each crew members
perfect knowledge and execution of the duties assigned to him.
The captain should check frequently that all crew members know exactly their assigned positions and
their specific duties, as well as the duties of the other crew members, in case of an abnormal or an
emergency condition.
Since it is not possible to cover all the situations that may occur, the captain will be responsible
for adapting the following instructions to obtain the best coordination of the emergency operation.
Should it be physically impossible for the captain to carry out his duties, another crew member will
substitute for him according to the chain of command. The procedures in this manual are AIRBUS
INDUSTRIE procedures and should be considered to be a reference.
COCKPIT-ASSIGNED DUTIES FOR EVACUATION
Ident.: PRO-ABN-90-00010416.0001001 / 05 AUG 10
Applicable to: ALL
F/O
A to B
PRO-ABN-90 P 1/6
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CABIN CREW
DESIGNATION
1 PURSER
1 CABIN CREW
1 CABIN CREW
1 CABIN CREW
Note:
ASSIGNED JUMPSEAT
AND DOOR
DOOR 1 LH
DOOR 1 RH/LH
DOOR 2 RH
DOOR 2 LH
ASSIGNED DOOR
FWD OUTBOARD
FWD INBOARD
AFT CENTER
REARWARD
ASSIGNED AREA
FWD/MID
FWD/MID
MID/AFT
MID/AFT
These procedures are established for the minimum required number of 4 cabin crews.
COMMUNICATIONS
1. EMERGENCY CALL
FROM
TO
CABIN
COCKPIT
CABIN
COCKPIT
COMMUNICATION METHOD(S)
Press EMER pb-sw on the CALLS panel,
or
Passenger Address (PA) System:
"PURSER TO COCKPIT PLEASE!"
Interphone: "PRIO CAPT"
C to D
REMARKS
PRO-ABN-90 P 2/6
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
2. EMERGENCY ALERT
FROM
TO
CABIN
COCKPIT
COMMUNICATION METHOD(S)
PA System: "ATTENTION CREW! AT
STATIONS!"
3. NOTIFICATION TO PASSENGERS
FROM
TO
COMMUNICATION METHOD(S)
CABIN
COCKPIT
SIGNS ON
PA System
PURSER
CABIN
4. FINISH PREPARATION
FROM
TO
CABIN
COCKPIT
REMARKS
The cockpit crew makes a short and precise
announcement to warn that an emergency
evacuation may soon be required.
Cabin crews must proceed to their
emergency stations, and fasten their
seatbelts.
REMARKS
For psychological reasons, the cockpit crew
should be the first to inform of an intended
emergency landing.
Purser informs passengers that they have to
pay special attention to these warnings:
FINISH PREPARATION
BRACE FOR IMPACT
PASSENGERS EVACUATE
COMMUNICATION METHOD(S)
REMARKS
The cockpit crew gives this order a short time
Passenger Address (PA) System: "FINISH
before an emergency landing.
PREPARATION"
COMMUNICATION METHOD(S)
PA System: "BRACE FOR IMPACT!"
REMARKS
The cockpit crew gives this order no later
than 1 min before impact.
CABIN
CABIN
COCKPIT
EVAC SIGNAL SYSTEM
AND CABIN
ATTND panel (FAP)
PA System or megaphone
CABIN
on FWD
Verbal
PRO-ABN-90 P 3/6
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REMARKS
When the Captain decides that an evacuation
is not required, the cockpit crew makes an
immediate announcement to this effect.
ON GROUND EVACUATION
Ident.: PRO-ABN-90-A-NG00767
Applicable to: ALL
Ident.: PRO-ABN-90-A-00010419.0001001 / 05 AUG 10
PRO-ABN-90 P 4/6
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EVACUATION ON WATER
Ident.: PRO-ABN-90-C-NG00769
Applicable to: ALL
Ident.: PRO-ABN-90-C-00010423.0001001 / 05 AUG 10
PRO-ABN-90 P 5/6
03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-ABN-90 P 6/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
General.....................................................................................................................................................................A
Exterior Walk-Around...............................................................................................................................................B
PRO-NOR-PLP-TOC P 1/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Glareshield................................................................................................................................................................L
Lateral Consoles..................................................................................................................................................... M
CM 1/2 Instrument Panels.......................................................................................................................................N
FMGS Data Confirmation........................................................................................................................................O
ATC.......................................................................................................................................................................... P
Fuel.......................................................................................................................................................................... Q
Takeoff Briefing........................................................................................................................................................R
PC Dedicated to Maintenance
....................................................................................................................... S
PRO-NOR-SOP-10 Taxi
Taxi...........................................................................................................................................................................A
Visual Ground Geometry......................................................................................................................................... B
180 Deg Turn on Runway.......................................................................................................................................C
PRO-NOR-SOP-12 Takeoff
Takeoff..................................................................................................................................................................... A
PRO-NOR-SOP-14 Climb
Climb........................................................................................................................................................................ A
PRO-NOR-SOP-15 Cruise
Cruise....................................................................................................................................................................... A
PRO-NOR-PLP-TOC P 2/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-17 Descent
Descent Initiation..................................................................................................................................................... A
Descent Monitoring.................................................................................................................................................. B
Descent Adjustment.................................................................................................................................................C
PRO-NOR-SOP-21 Landing
ILS Final Approach and Landing Geometry............................................................................................................A
Minimum Visual Ground Segments (Flare Phase)..................................................................................................B
Ground Clearance Diagram.................................................................................................................................... C
Landing.................................................................................................................................................................... D
PRO-NOR-SOP-22 Go-Around
Go Around with FD..................................................................................................................................................A
PRO-NOR-SOP-24 Parking
Parking..................................................................................................................................................................... A
PRO-NOR-PLP-TOC P 3/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-20 Taxi
FCU Selection for Takeoff.......................................................................................................................................A
FMA Mode Check....................................................................................................................................................B
Selecting a Navigation Display................................................................................................................................C
SELECTING TAKEOFF DISPLAYS FOR PILOT'S AND COPILOT'S MCDU........................................................ D
PRO-NOR-SRP-01-30 Takeoff
Monitoring the Takeoff.............................................................................................................................................A
PRESELECTING A HDG OR A TRK......................................................................................................................B
Normal Takeoff Profile.............................................................................................................................................C
No Flight Director Takeoff....................................................................................................................................... D
TAKEOFF WITH NO V2 ENTRY............................................................................................................................ E
Takeoff Using the Localizer of the Opposite Runway.............................................................................................F
PRO-NOR-SRP-01-40 Climb
Monitoring the Climb Phase.................................................................................................................................... A
Immediate Return to Origin Airport......................................................................................................................... B
PRO-NOR-PLP-TOC P 4/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-50 Cruise
Reaching Cruise Flight Level.................................................................................................................................. A
Monitoring the Navigation Accuracy........................................................................................................................B
Monitoring the Fuel Predictions...............................................................................................................................C
Entering a Step Climb or a Step Descent.............................................................................................................. D
Immediate Change of Level in Cruise.....................................................................................................................E
Preparation for Descent and Approach................................................................................................................... F
PRO-NOR-SRP-01-60 Descent
DESCENT INITIATION............................................................................................................................................ A
Descent Monitoring.................................................................................................................................................. B
Expedite Descent (If installed)................................................................................................................................ C
Monitoring the Navigation in the Terminal Control Area.........................................................................................D
Too Steep Path........................................................................................................................................................E
Holding Pattern........................................................................................................................................................ F
MANUAL TERMINATION........................................................................................................................................G
PRO-NOR-SRP-01-70 Approach
Initial Approach........................................................................................................................................................ A
ILS/MLS/GLS/FLS Approach................................................................................................................................... B
Switching from Non ILS to ILS Approach............................................................................................................... C
Task Sharing During CAT I, CAT II and CAT III Approach and Landing................................................................D
Task Sharing for CAT I Approach (or better)..........................................................................................................E
Task Sharing for CAT II Approach..........................................................................................................................F
Task Sharing for CAT III Approach with DH.......................................................................................................... G
Task Sharing for CAT III Approach/Landing without DH........................................................................................ H
Landing Categories................................................................................................................................................... I
Warnings for ILS Approach......................................................................................................................................J
Failures and Associated Actions Above 1 000 ft for CAT II or CAT III................................................................... K
Failures and Associated Actions Below 1 000 ft During A CAT II Approach.......................................................... L
FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT III WITH DH................................................... M
Failures and Associated Actions Below 1 000 ft for CAT III without DH................................................................ N
Back-Course Localizer Approach - Procedure....................................................................................................... O
Non Precision Approach..........................................................................................................................................P
Non Precision Approach Profile.............................................................................................................................. Q
CIRCLING APPROACH.......................................................................................................................................... R
Visual Approach.......................................................................................................................................................S
PRO-NOR-PLP-TOC P 5/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-80 Go-Around
MONITORING THE GO-AROUND..........................................................................................................................A
Go-Around Profile.................................................................................................................................................... B
Missed Approach: Try Again...................................................................................................................................C
Missed Approach: Divert......................................................................................................................................... D
Task Sharing During a Go-Around..........................................................................................................................E
PRO-NOR-PLP-TOC P 6/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
PRO-NOR-PLP-TOC
Exterior Walk-Around
PRO-NOR-SOP-04
Aircraft Power Up - ELEC
PRO-NOR-SOP-04
APU Fire Test/Start - APU Start
ID
1
Reason
Documentation update: Deletion of the "00010386.0001001
Exterior Walk-Around - ENG 1 RH Side" documentary unit.
Documentation update: Deletion of the "00010386.0002001
Exterior Walk-Around - ENG 1 RH Side" documentary unit.
Simplification of configuration management
Documentation update: Deletion of the "00010384.0001001
Exterior Walk-Around - ENG 1 LH Side" documentary unit.
Documentation update: Deletion of the "00010384.0002001
Exterior Walk-Around - ENG 1 LH Side" documentary unit.
Revision for clarification purposes.
Documentation update: Deletion of information.
Revision for clarification purposes.
Documentation update: Deletion of text.
Documentation update: Deletion of information.
Revision for clarification purposes
Documentation update: Deletion of information.
Revision for clarification purposes.
PRO-NOR-SOP-04
Cockpit Lights
PRO-NOR-SOP-04
Before Walk-Around - Parking Brake
PRO-NOR-SOP-04
Before Walk-Around - Cargo Heat
PRO-NOR-SOP-04
Before Walk-Around - ECAM
PRO-NOR-SOP-04
Before Walk-Around - Emergency
Equipment
PRO-NOR-SOP-04
Before Walk-Around - Rain Repellent
PRO-NOR-SOP-05
Exterior Walk-Around - ENG 1 LH
Side
PRO-NOR-SOP-05
Exterior Walk-Around - ENG 1 RH
Side
PRO-NOR-SOP-06
Overhead Panel - White Lights On
Overhead Panel
PRO-NOR-PLP-SOH P 1/4
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
PRO-NOR-SOP-06
Overhead Panel - White Lights On
Overhead Panel
PRO-NOR-SOP-06
Overhead Panel - ADIRS
PRO-NOR-SOP-06
Overhead Panel - ADIRS
PRO-NOR-SOP-06
Overhead Panel - EXT LT
PRO-NOR-SOP-06
Overhead Panel - SIGNS
PRO-NOR-SOP-06
Overhead Panel - Elec
PRO-NOR-SOP-06
Overhead Panel - ENG 1- ENG 2 Fire
PRO-NOR-SOP-06
Overhead Panel - Audio Switching
Panel
PRO-NOR-SOP-06
Overhead Panel - Third Occupant
Audio Control Panel
PRO-NOR-SOP-06
Overhead Panel - Maintenance Panel
PRO-NOR-SOP-06
CTR Instrument Panel - Clock
PRO-NOR-SOP-06
Pedestal - Weather Radar
PRO-NOR-SOP-06
Pedestal - Switching Panel
PRO-NOR-SOP-06
Pedestal - Engines
PRO-NOR-SOP-06
Pedestal - Parking BRK
PRO-NOR-SOP-06
Pedestal - ATC
C
D
PRO-NOR-SOP-06
Airfield Data
PRO-NOR-SOP-06
FMGS Initialization - Flight Plan
Initialization
E
E
E
Reason
PRO-NOR-PLP-SOH P 2/4
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
PRO-NOR-SOP-06
Glareshield - Lighting
PRO-NOR-SOP-06
Glareshield - EFIS Control Panel
PRO-NOR-SOP-06
CM 1/2 Instrument Panels
PRO-NOR-SOP-18
Intermediate/Final Approach - When
Landing Gear is Down
PRO-NOR-SRP-01-70
Non Precision Approach - Managed
Non Precision Approach
ID
Reason
PRO-NOR-PLP-SOH P 3/4
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-PLP-SOH P 4/4
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FOREWORD
Ident.: PRO-NOR-SOP-01-00010142.0001001 / 05 AUG 10
Applicable to: ALL
The procedures contained in this Chapter are recommended by Airbus, and are consistent with the
other Chapters of this manual.
The Authorities do not certificate Standard Operating Procedures. The manufacturer presents them
herein as the best way to proceed, from a technical and operational standpoint. They are continually
updated and the revisions take into account Operator input, as well as manufacturer experience.
In addition, Operators may amend them, as needed. However, the manufacturer recommends that
Operators using the FCOM as onboard operational manual submit suggested changes to expedite
publication, and maintain consistency of the manual. The Operator should note that they may rewrite
this Chapter, at their own responsibility; this could, however, make it difficult to update the manual
and keep it consistent with the other Chapters.
The following sections contain expanded information on normal procedures.
Standard Operating Procedures consist of inspections, preparations, and normal procedures. All
items of a given procedure are listed in a sequence that follows a standardized scan of the cockpit
panels, unless that sequence goes against the action priority logic, to ensure that all actions are
performed in the most efficient way.
Standard Operating Procedures are divided into flight phases, and are performed by memory.
These procedures assume that all systems are operating normally, and that all automatic functions
are used normally.
Some normal procedures, that are non-routine will be found in the SUPPLEMENTARY
TECHNIQUES (Refer to PRO-SUP-10 General), and in the SPECIAL OPERATIONS (Refer to
PRO-SPO-20 General).
PRO-NOR-SOP-01 P 1/2
29 JUL 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-01 P 2/2
29 JUL 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The crew will verify the technical state of the aircraft (deferred defect list), with regard to
airworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.
WEATHER BRIEFING
Ident.: PRO-NOR-SOP-02-00010148.0001001 / 05 AUG 10
Applicable to: ALL
The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability
of runways and approach aids etc, all of which may affect the final fuel requirement
In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer
and the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,
under repair, covered with debris...).
A to C
PRO-NOR-SOP-02 P 1/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The crew will check the company flight plan for routing, altitudes, and flight time
The Captain will check the ATC flight plan and ensure that:
It is filled in and filed, in accordance with the prescribed procedures
It agrees with the fuel flight plan routing.
The crew will check the estimated load figures, and will calculate the maximum allowable takeoff
and landing weights.
OPTIMUM FLIGHT LEVEL
Ident.: PRO-NOR-SOP-02-00010151.0001001 / 05 AUG 10
Applicable to: ALL
The flight crew should choose a flight level that is as close to the optimum as possible. To obtain
the optimum flight level, use the chart in the QRH or in the FCOM (Refer to PER-FPL-FLP-ALT-10
DEFINITIONS).
As a general rule, an altitude that is 4 000 ft below the optimum produces a significant penalty
(approximately 5 % of fuel). Flight 8 000 ft below the optimum altitude produces a penalty of more
than 10 % against trip fuel. (The usual contingency allowance is 5 %).
FUEL REQUIREMENTS
Ident.: PRO-NOR-SOP-02-00010152.0001001 / 05 AUG 10
Applicable to: ALL
D to F
PRO-NOR-SOP-02 P 2/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector and
therefore reduces the economy of the operation (lower flex temperature, more tire and brake wear,
more time in climb phase, lower optimum flight level etc).
PRO-NOR-SOP-02 P 3/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-02 P 4/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Items marked by (*) are the only steps to be completed during a transit stop.
This inspection ensures that the aircraft and its surroundings are safe for operations.
On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refueling, etc.
Ident.: PRO-NOR-SOP-03-A-00010154.0001001 / 05 AUG 10
Do not pressurize the green hydraulic system without clearance from ground
personnel, if any gear door is open. Remember that the green hydraulic system is
pressurized if the yellow system is pressurized and the PTU is on AUTO.
PRO-NOR-SOP-03 P 1/2
29 JUL 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-03 P 2/2
29 JUL 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-NOR-SOP-04-00010164.0001001 / 16 MAR 11
Applicable to: ALL
Items marked by asterisks (*) are the only steps to be completed during a transit stop.
The following procedure, performed by the PNF, ensures that all the required checks are performed
before applying electrical power to avoid inadvertent operation of systems and danger to the aircraft
and personnel.
Included is APU starting and the establishment of electrical and pneumatic power.
AIRCRAFT POWER UP
Ident.: PRO-NOR-SOP-04-A-NG00707
Applicable to: ALL
Ident.: PRO-NOR-SOP-04-A-00010165.0001001 / 14 NOV 11
ENG
ENG MASTER 1 and 2 sw ........................................................................................................ OFF
MODE selector.........................................................................................................................NORM
Ident.: PRO-NOR-SOP-04-A-00010166.0001001 / 16 MAR 11
L/G
L/G lever.......................................................................................................CHECK DOWN position
Ident.: PRO-NOR-SOP-04-A-00010167.0001001 / 05 AUG 10
WIPERS
CAPT WIPER selector and F/O WIPER selector........................................................................OFF
Ident.: PRO-NOR-SOP-04-A-00010168.0001001 / 14 SEP 12
1
ELEC
If the aircraft has not been electrically supplied for 6 h or more, perform the following
check:
BAT 1 pb and BAT 2 pb......................................................................................... CHECK OFF
BAT 1 and 2 VOLTAGE......................................................................... CHECK ABOVE 25.5 V
Battery voltage above 25.5 V ensures a charge above 50 %.
If battery voltage is below 25.5 V:
A charging cycle of about 20 min is required.
BAT 1 pb and BAT 2 pb..............................................................................................AUTO
A to B
PRO-NOR-SOP-04 P 1/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HYD
WARNING
APU FIRE
APU FIRE pb-sw...................................................................................................IN and GUARDED
AGENT lights ............................................................................................................................. OUT
If the APU is already running, ensure that the following check has already been completed. If not,
perform it.
APU FIRE TEST pb................................................................................................................PRESS
Check :
APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).
APU FIRE pb-sw lighted red.
SQUIB light and DISCH light on
PRO-NOR-SOP-04 P 2/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APU START
If EXT PWR pb ON light is on:
APU MASTER SW pb-sw.......................................................................................................ON
APU START pb-sw................................................................................................................. ON
For more information on the APU start, Refer to APU Controls and indicators/Overhead panel.
EXT PWR pb............................................................................................................... AS RQRD
The flight crew should keep ON the external power units to reduce the APU load, particularly
in hot weather conditions.
If EXT PWR pb ON light is out:
APU MASTER SW pb-sw.......................................................................................................ON
APU START pb-sw................................................................................................................. ON
For more information on the APU start, Refer to APU Controls and indicators/Overhead panel.
COCKPIT LIGHTS
Ident.: PRO-NOR-SOP-04-00010172.0001001 / 14 SEP 12
Applicable to: ALL
COCKPIT LIGHTS
* COCKPIT LIGHTS..........................................................................................................AS RQRD
DOME light should be on because it is the only lighting source in the EMER ELEC configuration.
The DIM position is recommended for takeoff.
BEFORE WALK-AROUND
Ident.: PRO-NOR-SOP-04-E-NG00709
Applicable to: ALL
Ident.: PRO-NOR-SOP-04-E-00010173.0001001 / 05 AUG 10
F/CTL
FLAPS.................................................................................................................. CHECK POSITION
Check the upper ECAM display to confirm that the FLAPS position agrees with the handle
position.
* SPEEDBRAKE lever........................................................ CHECK RETRACTED and DISARMED
WARNING
If flight control surface positions do not agree with the control handle positions,
check with the maintenance crew before applying hydraulic power.
PRO-NOR-SOP-04 P 3/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
* PARKING BRAKE
* PRK BRK handle.......................................................................................................................ON
* BRAKE and ACCU PRESS indicator.................................................................................CHECK
Check for normal indications.
The ACCU PRESS indication must be in the green band. If required use the electric pump on
yellow hydraulic system to recharge the brake accumulator.
WARNING
Yellow and green hydraulic systems are pressurized from yellow electric pump.
Get ground crew clearance before using the electric pump.
PROBE/WINDOW HEAT
PROBE/WINDOW HEAT pb....................................................................................... CHECK AUTO
Ident.: PRO-NOR-SOP-04-E-00010177.0001001 / 05 AUG 10
AIR COND
APU BLEED pb-sw........................................................................................................................ON
Do not use APU BLEED, if ground personnel confirms that ground air unit is connected. Pilots
should also check the BLEED SD page to determine whether an HP ground air unit is connected
(pressure in the bleed system).
ALL WHITE LIGHTS....................................................................................................................OFF
X BLEED selector..................................................................................................................... AUTO
Zone temperature selectors............................................................................................... AS RQRD
Full range temperature 24 6 C (75 11 F).
Ident.: PRO-NOR-SOP-04-E-00010178.0001001 / 14 SEP 12
5
CARGO HEAT
TEMPERATURE selector ................................................................................................. AS RQRD
Ident.: PRO-NOR-SOP-04-E-00010179.0001001 / 05 AUG 10
ELEC
Scan and check that there are no amber lights, except GEN FAULT lights.
Ident.: PRO-NOR-SOP-04-E-00010185.0001001 / 05 AUG 10
VENT
Check all lights off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-04 P 4/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
* ECAM
* RCL key........................................................................................................................PRESS 3 s
This action recalls all the warnings that the flight crew cleared or cancelled during the last flight.
* Check MEL if required.
On the DOOR SD page:
* OXY.........................................................................................................CHECK PRESSURE
If the OXY pressure is half boxed in amber:
MIN FLT CREW OXY CHART............................................................. CHECK PRESSURE
Verify that the pressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed
Oxygen System).
On the HYD SD page:
* RESERVOIR FLUID LEVEL................................................CHECK WITH NORMAL RANGE
On the ENG SD page:
* ENG OIL QUANTITY.................................................................................. CHECK NORMAL
Check that the oil quantity is at or above 9.5 qt + estimated consumption (average estimated
consumption ~ 0.5 qt/h).
Ident.: PRO-NOR-SOP-04-E-00010205.0001001 / 05 AUG 10
If there is a transfer of duties during this flight, the flight crew must remind the incoming
flight crew of the applicable OEB(s) during the briefing that is done when transferring the
duties.
EMERGENCY EQUIPMENT
EMER EQPT.......................................................................................................................... CHECK
Check the emergency equipments as follows:
Life jackets stowed
Axe stowed
Smoke hoods
or portable oxygen equipment and full face masks
serviceable
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
stowed and
PRO-NOR-SOP-04 P 5/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RAIN REPELLENT
RAIN RPLNT indicators.......................................................... CHECK PRESSURE and QUANTITY
CAUTION
Never use rain repellent to wash the windshield and never use it on a dry
windshield.
PRO-NOR-SOP-04 P 6/6
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-NOR-SOP-05-00010360.0001001 / 16 MAR 11
Applicable to: ALL
The exterior inspection ensures that the overall condition of the aircraft and its visible components
and equipment are safe for the flight.
Complete inspection is normally performed by maintenance personnel or in the absence of
maintenance personnel by a flight crew member before each originating flight.
Items marked by asteriks (*) must be performed again by a flight crew member before each flight.
The parking brake must be ON during the exterior inspection to allow the flight crew to check brake
wear indicators.
Check structure for impact damage
Check that there is no evident fuel, oil or hydraulic leaks.
WARNING
If a landing gear door is open, contact the maintenance crew before applying
hydraulic power.
PRO-NOR-SOP-05 P 1/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXTERIOR WALK-AROUND
Ident.: PRO-NOR-SOP-05-A-NG00744
Applicable to: ALL
Ident.: PRO-NOR-SOP-05-A-00010361.0001001 / 22 MAY 12
SCHEMATIC
PRO-NOR-SOP-05 P 2/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LH FWD FUSELAGE
* AOA probes................................................................................................................ CONDITION
F/O and CAPT static ports..................................................................................................... CLEAR
Avionics equipment vent air inlet valve.......................................................................... CONDITION
Oxygen bay.......................................................................................................................... CLOSED
Oxygen overboard discharge indicator.................................................................................. GREEN
* Toilet servicing door
................................................................................................. CLOSED
Ident.: PRO-NOR-SOP-05-A-00010364.0001001 / 05 AUG 10
NOSE SECTION
* Pitot probes.................................................................................................................CONDITION
STBY static ports.................................................................................................................... CLEAR
* TAT probes................................................................................................................. CONDITION
* Radome and latches................................................................................. CONDITION/LATCHED
Forward avionics compartment door....................................................................................CLOSED
Ground electrical power door (if not required.)....................................................................CLOSED
Ident.: PRO-NOR-SOP-05-A-00010365.0001001 / 05 AUG 10
NOSE L/G
* Nose wheel chocks........................................................................................................ IN PLACE
* Wheels and tires......................................................................................................... CONDITION
Nose gear structure........................................................................................................ CONDITION
Taxi, TO, turn-off lights...................................................................................................CONDITION
Hydraulic lines and electrical wires................................................................................ CONDITION
Wheel well.............................................................................................................................. CHECK
Safety pin.......................................................................................................................... REMOVED
Ident.: PRO-NOR-SOP-05-A-00010366.0001001 / 05 AUG 10
RH FWD FUSELAGE
RH + AFT avionic compartment doors................................................................................ CLOSED
Avionic equipment vent air outlet valve..........................................................................CONDITION
F/O-CAPT static ports.............................................................................................................CLEAR
* AOA probe.................................................................................................................. CONDITION
Forward cargo door and selector panel.................................................................................CHECK
PRO-NOR-SOP-05 P 3/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RH CENTER WING
Yellow hydraulic bay door....................................................................................................CLOSED
Fuel panel.............................................................................................................................CLOSED
Inner tank magnetic fuel......................................................................................................... FLUSH
Fuel water drain valve inner tank....................................................................................... NO LEAK
Landing light....................................................................................................................CONDITION
* Slat 1...........................................................................................................................CONDITION
Ident.: PRO-NOR-SOP-05-A-00010370.0002001 / 05 AUG 10
ENG 2 LH SIDE
Oil fill access door (CFM and IAE only).............................................................................. CLOSED
Master magnetic chip detector access door (IAE only)....................................................... CLOSED
* Thrust Recovery Nozzle (PW only)................................................................ CLOSED/LATCHED
Hydraulic filter visual access door (PW only)...................................................................... CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
* Drain mast..................................................................................................CONDITION/NO LEAK
* Engine inlet and fan blades............................................................................................... CHECK
Ident.: PRO-NOR-SOP-05-A-00010371.0002001 / 05 AUG 10
ENG 2 RH SIDE
Vent inlet (CFM only)..............................................................................................................CLEAR
Pressure-relief/Start valve handle access door (CFM and IAE only)...................................CLOSED
Nose cowl pressure relief door (PW only)........................................................................... CLOSED
Engine oil fill access/starter air valve override access door (PW only)................................CLOSED
Master chip detector access door (PW only).......................................................................CLOSED
IDG servicing access door (PW only)..................................................................................CLOSED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-05 P 4/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RH AFT FUSELAGE
Cargo door and selector panel.............................................................................................. CHECK
Bulk door
........................................................................................................................ CHECK
* Toilet service access door............................................................................................... CLOSED
Outflow valve.................................................................................................................. CONDITION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-05 P 5/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAIL
* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION
Static dischargers................................................................................................................... CHECK
* Lower fuselage structure (tail impact on runway).......................................................CONDITION
Ident.: PRO-NOR-SOP-05-A-00010377.0001001 / 05 AUG 10
APU
Access doors........................................................................................................................CLOSED
Air intake......................................................................................................................... CONDITION
Drain...............................................................................................................CONDITION/NO LEAK
Oil cooler air outlet ................................................................................................................ CLEAR
Exhaust....................................................................................................................................CLEAR
Navigation light............................................................................................................... CONDITION
Fire extinguisher overpressure indication (red disc).......................................................... IN PLACE
Ident.: PRO-NOR-SOP-05-A-00010378.0001001 / 16 MAR 11
LH AFT FUSELAGE
* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION
* Potable water service door.............................................................................................. CLOSED
Ground hydraulic connection blue door............................................................................... CLOSED
Ground hydraulic connection green and reservoir filling door............................................. CLOSED
Ident.: PRO-NOR-SOP-05-A-00010379.0001001 / 05 AUG 10
LH LANDING GEAR
* Chocks.......................................................................................................................... REMOVED
* Wheels and tires......................................................................................................... CONDITION
Brakes and brake wear indicator....................................................................................CONDITION
Torque link damper
.................................................................................................CONDITION
Hydraulic lines........................................................................................................................ CHECK
Landing gear structure........................................................................................................... CHECK
Downlock springs................................................................................................................... CHECK
Safety pin.......................................................................................................................... REMOVED
PRO-NOR-SOP-05 P 6/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ENG 1 LH SIDE
Oil fill access door (CFM and IAE only).............................................................................. CLOSED
Master magnetic chip detector access door (IAE only)....................................................... CLOSED
* Thrust Recovery Nozzle (PW only)................................................................ CLOSED/LATCHED
Hydraulic filter visual door (PW only).................................................................................. CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
* Drain mast..................................................................................................CONDITION/NO LEAK
* Engine inlet and fan blades............................................................................................... CHECK
2 Ident.: PRO-NOR-SOP-05-A-00010386.0004001 / 07 SEP 12
ENG 1 RH SIDE
Vent inlet (CFM only)..............................................................................................................CLEAR
Pressure relief/Start valve handle access door (CFM and IAE only)...................................CLOSED
Nose cowl pressure relief door (PW only)........................................................................... CLOSED
Engine oil fill access/starter air valve override access door (PW only)................................CLOSED
Master chip detector access door (PW only).......................................................................CLOSED
IDG servicing access door (PW only)..................................................................................CLOSED
Turbine exhaust...................................................................................................................... CLEAR
Pylon/access panel......................................................................................... CONDITION/CLOSED
PRO-NOR-SOP-05 P 7/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LH CENTER WING
* Slat 1...........................................................................................................................CONDITION
Wing leading edge ventilation intake
.............................................................................. CLEAR
Fuel water drain valves.......................................................................................................NO LEAK
Inner tank magnetic fuel......................................................................................................... FLUSH
Landing lights..................................................................................................................CONDITION
Hydraulic reservoir pressurization door............................................................................... CLOSED
RAT doors............................................................................................................................ CLOSED
PRO-NOR-SOP-05 P 8/8
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PRO-NOR-SOP-06-00011153.0001001 / 18 MAR 11
Applicable to: ALL
Items marked by (*) are the only steps to be completed during a transit stop.
The PF and PNF should perform the cockpit preparation according to the panel scan sequence
defined below (Refer to Panel Scan Sequence), and the task sharing defined in the QRH (Refer to
QRH/Task Sharing for Abnormal/Emergency Procedures).
DOCUMENTATION AND MAINTENANCE
On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate of
maintenance and daily inspection (or similar) are up to date and signed. Check the deferred or
carried-forward defects. If refueling has already been completed, check the uplift.
PRO-NOR-SOP-06 P 1/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-06 P 2/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OVERHEAD PANEL
Ident.: PRO-NOR-SOP-06-A-NG00846
Applicable to: ALL
Ident.: PRO-NOR-SOP-06-A-00011155.0001001 / 14 SEP 12
1
2
RCDR
* RCDR GND CTL....................................................................................................................... ON
In order to perform the test, ensure that the PARK BRK is on.
LOUDSPEAKER VOLUME knob....................................................................... OFF (BOTH SIDES)
ACP INT/RAD sw (CAPT or F/O).....................................................................................SET to INT
INTERPHONE VOLUME RECEPTION KNOB.................................................................. RELEASE
Turn up the volume to the maximum.
CVR TEST...................................................................................................PRESS AND MAINTAIN
An audio test signal, and a beep every 4 s, should be heard through the loudspeakers. Once this
is done, talk through the handmike, ensure that your voice is heard on the loudspeakers, and only
then release the CVR test push button.
Note:
Only the handmike, not the boomset, should be used to carry out the test, as the audio
signal must be heard on the loudspeakers.
EVAC
CAPT & PURS/CAPT sw ..................................................................................................AS RQRD
Usual position is CAPT.
PRO-NOR-SOP-06 P 3/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
*ADIRS
If this is the first flight of the day, or there is a change in flight crew, or the GPS is not
available and the flight crew expects long segments in poor NAVAIDS coverage:
ALL IR MODE selector......................................................................................................... NAV
This action launches a complete alignment of the ADIRS.
For other flights, if the residual ground speed is greater than 5 kt:
ALL IR MODE selector.........................................................................................OFF then NAV
Set the mode selectors back to NAV within 5 s to perform a fast alignment.
For additional training-oriented information on the ADIRS, Refer to FCTM/ADIRS Initialization.
Ident.: PRO-NOR-SOP-06-A-00011160.0001001 / 14 SEP 12
EXT LT
STROBE sw.............................................................................................................................. AUTO
BEACON sw................................................................................................................................ OFF
REMAINING EXTERIOR LIGHTS......................................................................................AS RQRD
Ident.: PRO-NOR-SOP-06-A-00011161.0002001 / 14 SEP 12
*SIGNS
* SIGNS sw....................................................................................................................... ON/AUTO
* EMER EXIT LT selector......................................................................................................... ARM
Note:
If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING or
NO PORTABLE/ELEC DEVICE
signs are permanently on, with the EXIT sw or NO
SMOKING sw or NO PORTABLE/ELEC DEVICE sw
at AUTO.
CABIN PRESS
LDG ELEV knob....................................................................................................................... AUTO
Ident.: PRO-NOR-SOP-06-A-00011163.0001001 / 13 AUG 10
*AIR COND
* PACK FLOW selector.................................................................................................... AS RQRD
Select:
LO
: If the number of passengers is below 115.
HI
: For abnormally hot and humid conditions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-06 P 4/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ELEC
ELEC pb (on the ECAM Control Panel).................................................................................PRESS
BAT 1 pb-sw and BAT 2 pb-sw....................................................................................OFF then ON
This action initiates a charging cycle of the batteries.
10 s after setting all BAT pb-sw ON, check on the ELEC SD page that the current charge of the
battery is below 60 A, and is decreasing.
If the charge of at least one battery is not below 60 A:
Wait until the end of the charging cycle of the batteries and perform this check again.
Ident.: PRO-NOR-SOP-06-A-00011166.0002001 / 18 MAR 11
*FUEL
If the center tank is empty for the flight:
Apply the following procedure, if your airline is affected by FUEL CTR TK PUMPS LO PR
cautions on ground or in flight when the center tank is empty:
FUEL MODE SEL pb-sw......................................................................................................MAN
CTR TK PUMP 1 pb-sw and CTR TK PUMP 2 pb-sw......................................................... OFF
If the center tank is NOT empty for the flight:
CAUTION
If the FUEL MODE SEL pb is unduly left in the MAN position on ground, when
the CTR TK PUMP 1 pb & CTR TK PUMP 2 pb are not in the OFF position:
There is a possibility of fuel spillage, if there are any hidden failures.
PRO-NOR-SOP-06 P 5/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
10
11
MAINTENANCE PANEL
ALL LIGHTS...................................................................................................................CHECK OFF
Use of the ISIS bugs function is not recommended (Refer to DSC-34-25 Bugs Function)
*CLOCK
CLOCK..................................................................................... CHECK and SET AS NECESSARY
For more information on the setting of the clock, Refer to DSC-31-55-10 GENERAL.
Ident.: PRO-NOR-SOP-06-B-00011186.0001001 / 13 AUG 10
NOSEWHEEL STEERING
* A/SKID & N/W STRG sw.......................................................................................................... ON
C to D
PRO-NOR-SOP-06 P 6/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PEDESTAL
Ident.: PRO-NOR-SOP-06-C-NG00854
Applicable to: ALL
Ident.: PRO-NOR-SOP-06-C-00011187.0001001 / 13 AUG 10
ACP
INT knob ..................................................................................... PRESS OUT / VOLUME CHECK
Make sure that INT volume is turned up to permit contact with the ground crew.
VHF ....................................................................................................................................... CHECK
Check transmission and reception.
HF (if required for flight).........................................................................................................CHECK
Check transmission and reception.
Do not transmit on HF during refueling.
Ident.: PRO-NOR-SOP-06-C-00011188.0001001 / 14 SEP 12
13
*WEATHER RADAR
*
*
*
*
SWITCHING PANEL
All selectors................................................................................................................CHECK NORM
Ident.: PRO-NOR-SOP-06-C-00011190.0001001 / 18 MAR 11
PRO-NOR-SOP-06 P 7/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT DOOR
If required by local Airworthiness Authorities:
ANN LT selector........................................................................................................................ TEST
Check that the OPEN and FAULT lights (on the pedestal), and the three LED lights (on the
overhead panel) come on.
ANN LT selector.......................................................................................................................... BRT
Check that all lights go off.
CKPIT DOOR................................................................................CHECK CORRECT OPERATION
Set the COCKPIT DOOR sw to the UNLOCK position. Check that the door opens, and that the
OPEN light comes on
Then, with the door fully open, release the COCKPIT DOOR sw (check that it returns to NORM
position). Close the door. Check that it is locked, and that the OPEN Indication goes off.
CKPIT DOOR MECHANICAL OVERRIDE............................................................................ CHECK
Check that the door opens normally, and that it closes when the mechanical override is used.
Ident.: PRO-NOR-SOP-06-C-00011192.0001001 / 14 SEP 12
15
*ENG
* THRUST lever ....................................................................................................................... IDLE
* ENG MASTER lever ...............................................................................................................OFF
* ENG MODE selector............................................................................................................NORM
Ident.: PRO-NOR-SOP-06-C-00011195.0001001 / 14 SEP 12
16
*PARKING BRK
* PARK BRK handle................................................................................................................... ON
* BRAKES PRESSURE ....................................................................................................... CHECK
Check for normal indication on the ACCU and BRAKES PRESS indicator.
If brakes are hot and chocks are in place:
PARK BRK handle ...............................................................................................................OFF
This action increases the brake cooling.
Ident.: PRO-NOR-SOP-06-C-00011198.0001001 / 07 FEB 11
PRO-NOR-SOP-06 P 8/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ATC
* ATC........................................................................................................... SET FOR OPERATION
Perform the appropriate ATC selection to allow the ATC transponder to operate in mode S (Refer
to DSC-34-50-10 Description), TCAS is on standby. To prevent possible interference to radar
surveillance systems, TCAS should not be selected before the holding point/lining up.
ALT RPTG..................................................................................................................................... ON
ATC SYS 1........................................................................................................................... SELECT
For RVSM operations (Refer to PRO-SPO-50 General), select SYS 1 if AP 1 is used, and SYS 2 if
AP 2 is used.
Only system 1 is available, in emergency electrical configuration.
RMP
Ident.: PRO-NOR-SOP-06-00011202.0001001 / 13 AUG 10
Applicable to: ALL
RMP................................................................................................................................................... ON
Green NAV light.................................................................................................................CHECK OFF
SEL light.............................................................................................................................CHECK OFF
COM FREQUENCIES................................................................................................................... TUNE
Use VHF 1 for ATC (only VHF 1 is available in emergency electrical configuration), VHF 2 for ATIS
and company frequencies. VHF 3 is normally devoted to ACARS.
AIRFIELD DATA
Ident.: PRO-NOR-SOP-06-00011204.0001001 / 14 SEP 12
Applicable to: ALL
18
E to H
PRO-NOR-SOP-06 P 9/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACARS
Ident.: PRO-NOR-SOP-06-00011224.0001001 / 18 MAR 11
Applicable to: ALL
* Initialize ACARS at that point or after FMGS INITIALIZATION, as per company policy.
FMGS INITIALIZATION
Ident.: PRO-NOR-SOP-06-D-NG00864
Applicable to: ALL
Ident.: PRO-NOR-SOP-06-D-00011226.0001001 / 13 AUG 10
At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time
(3 min) for tests completion, and do not start to press pushbuttons until the tests are over. If the
PLEASE WAIT message appears, do not press any MCDU key until the message clears.
Ident.: PRO-NOR-SOP-06-D-00011227.0001001 / 13 AUG 10
I to J
PRO-NOR-SOP-06 P 10/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For ATC needs, the crew should enter exactly the entire flight number, as shown on the
ICAO flight plan, without inserting any space, on the MCDU INIT page.
PRO-NOR-SOP-06 P 11/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
* WINDS.................................................................................................................AS APPROPRIATE
Choose between using trip wind and the forecast wind for CLB, CRZ and DES phases.(Refer to
DSC-22_20-30-20-05 Flight Phases).
* F-PLN......................................................................................................................................CHECK
Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan
or navigation chart.
Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight
with the computer (paper) flight plan.
Ident.: PRO-NOR-SOP-06-D-00011234.0001001 / 18 MAR 11
* RADIO NAV............................................................................................................................CHECK
Check the VOR, ILS and ADF tuned by the FMGC.
Modify them if required, and check that the correct identifier is displayed on the ND and PFD (ILS).
If unsatisfactory, go through the audio check.
The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are
computed from the ZFW and ZFWCG entered by the crew on the MCDU.
Therefore, this data must be carefully checked (Captains responsibility).
PRO-NOR-SOP-06 P 12/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight crew should insert the weights after completing all other insertions. This is to avoid
cycles of prediction computations at each change in flight plan, constraints, etc.
If ZFW and ZFWCG are unavailable, it is acceptable to enter the expected values in order to
obtain predictions. Similarly, the flight crew may enter the expected fuel on board, if refueling
has not been completed at that time.
If ZFW, ZFWCG, and BLOCK FUEL are inserted, the FM will provide all predictions, as well as
the EXTRA fuel, if any.
Ident.: PRO-NOR-SOP-06-E-00011240.0001001 / 18 MAR 11
PRO-NOR-SOP-06 P 13/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GLARESHIELD
Ident.: PRO-NOR-SOP-06-F-NG00868
Applicable to: ALL
Ident.: PRO-NOR-SOP-06-F-00011245.0001001 / 14 SEP 12
20
LIGHTING
GLARESHIELD INTEGRAL LIGHT selector and FLOOD LIGHT .....................................AS RQRD
Ident.: PRO-NOR-SOP-06-F-00011247.0006001 / 14 SEP 12
21
Do not engage the autothrust on ground, as it may generate the AUTO FLT A/THR OFF
warning at engine start.
*FCU
* SPD MACH window......................................................................................................... DASHED
* HDG V/S -TRK FPA pb................................................................................................... HDG V/S
* ALT window..................................................................... INITIAL EXPECTED CLEARANCE ALT
PRO-NOR-SOP-06 P 14/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LATERAL CONSOLES
Ident.: PRO-NOR-SOP-06-00011249.0002001 / 22 MAY 12
Applicable to: ALL
WARNING
PRO-NOR-SOP-06 P 15/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Press and hold the reset/test button in the direction of the arrow.
Check that the blinker turns yellow for a short time, and then goes black.
Hold the reset/test button down, and press the emergency pressure selector.
Check that the blinker turns yellow and remains yellow, as long as the emergency pressure
selector is pressed.
Listen for oxygen flow through the loudspeakers. Warn any engineer, whose headset may be
connected to the nose intercom, that a loud noise may be heard when performing this check.
Check that the reset/test button returns to the up position and the N 100 % selector is in the
100 % position.
Press the emergency pressure selector again, and check that the blinker does not turn yellow.
This ensures that the mask is not supplied.
On the ECAM DOOR/OXY page:
REGUL LO PR message...............................................................................................CHECK OFF
The crew must perform this check after having checked all masks. It ensures that the LP valve is
open, (due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in
the closed position may not be detected during the oxygen mask test).
CM 1/2 INSTRUMENT PANELS
Ident.: PRO-NOR-SOP-06-00011252.0001001 / 14 SEP 12
Applicable to: ALL
22
M to N
PRO-NOR-SOP-06 P 16/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
* AIRFIELD DATA.................................................................................................................CONFIRM
* ATC CLEARANCE.................................................................................................................OBTAIN
* IRS ALIGN..............................................................................................................................CHECK
On the POSITION MONITOR page, check that the IRS are in NAV mode, and check that the
distance between each IRS and the FMS position is lower than 5 nm. Select ND in ROSE-NAV or
ARC mode, and confirm that the aircraft position is consistent with the position of the airport, the SID
and the surrounding NAVAIDs.
* GROSS WEIGHT INSERTION.............................................................................................. CHECK
The PNF checks FMGS data.
* TO DATA..........................................................................................................CALCULATE/CHECK
The PNF calculates and checks takeoff data.
* F-PLN A page........................................................................................................................ CHECK
Select the EFIS CSTR pushbutton switch on.
Ensure that the inserted F-PLN agrees with planned routes. Refer to PRO-NOR-SRP-01-10 FMGS
Initialization
Use the scroll key to check the whole F-PLN thoroughly, using ND in PLAN mode as necessary.
Tracks and distances between waypoints are displayed on the second line from the top of the
MCDU. SID and EOSID tracks and distances must be checked from the appropriate navigation
charts.
Check speed and altitude constraints. Add new speed or altitude constraints if required.
ATC
Ident.: PRO-NOR-SOP-06-00011254.0001001 / 13 AUG 10
Applicable to: ALL
* ATC CODE...................................................................................................................................SET
O to P
PRO-NOR-SOP-06 P 17/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FUEL
Ident.: PRO-NOR-SOP-06-00011255.0001001 / 17 NOV 11
Applicable to: ALL
* TAKEOFF BRIEFING........................................................................................................PERFORM
PC DEDICATED TO MAINTENANCE
Ident.: PRO-NOR-SOP-06-00011258.0001001 / 07 FEB 11
Applicable to: ALL
Check that the Personal Computer (PC) dedicated to maintenance use and located in front of lower
stowage at RH rear corner is stowed.
Check that the light of its manual switch is off. If not, switch it off.
Check that its associated printer located in front of RH rear of the cockpit is stowed.
Q to S
PRO-NOR-SOP-06 P 18/18
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LOADSHEET .............................................................................................................................CHECK
The Captain should thoroughly check the Load and Trim Sheet (LTS), particularly for gross errors.
Make sure that the loadsheet data is correct: Correct flight, correct aircraft, dry operating index,
configuration, Fuel On Board, etc.
Compare the ZFWCG/ZFW with the previously-entered data, and adjust if necessary.
Check that the takeoff CG is within the LTS operational limits.
Ident.: PRO-NOR-SOP-07-A-00010189.0001001 / 16 MAR 11
PRO-NOR-SOP-07 P 1/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AT START CLEARANCE
Ident.: PRO-NOR-SOP-07-B-NG00713
Applicable to: ALL
Ident.: PRO-NOR-SOP-07-B-00010197.0001001 / 05 AUG 10
If NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that
the steering selector bypass pin is in the towing position, then the pushback must
not be performed. This is to avoid possible nose landing gear damage upon yellow
hydraulic pressurization.
To dispatch the aircraft in such a case, Refer to MMEL/MI-32-51 Nose Wheel
Steering Control System.
In case of a powerpush by the main landing gear, the nosewheel steering selector should remain in
the normal position to steer the aircraft (Refer to PRO-SUP-80-A Pushback with Power Push Unit Via
the Main Landing Gear - General).
Ident.: PRO-NOR-SOP-07-B-00010199.0002001 / 17 NOV 11
PRO-NOR-SOP-07 P 2/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BEACON sw...................................................................................................................................... ON
Ident.: PRO-NOR-SOP-07-B-00010201.0001001 / 05 AUG 10
Engines will start, regardless of the thrust lever position; thrust will rapidly increase
to the corresponding thrust lever position, causing a hazardous situation, if thrust
levers are not at IDLE.
After pushback is completed, set the PRK BRK handle to ON and inform the ground crew to allow
towbar to be disconnected.
Ident.: PRO-NOR-SOP-07-B-00010203.0001001 / 05 AUG 10
PRO-NOR-SOP-07 P 3/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-07 P 4/4
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Use the automatic engine start procedure in most circumstances. However, if the start aborts due
to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from an
external pneumatic power group), it is recommended to use the manual start procedure, instead the
automatic procedure.
If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run the
engine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatched
without maintenance action. If the leak is still present after 5 min, maintenance action may be
required before the flight.
ENG MODE selector........................................................................................................... IGN/START
The lower ECAM displays the ENG SD page.
START ENGINE 2..............................................................................................................ANNOUNCE
Engine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parking
brake.
ENG 2 MASTER sw..........................................................................................................................ON
Do not turn the ENG 2 MASTER sw ON before all amber crosses and messages have
disappeared on the engine parameters (upper ECAM display).
Parameter callouts are not mandatory.
In case the electrical power supply is interrupted during the start sequence (indicated by the loss
of ECAM DUs), abort the start by switching OFF the ENG 2 MASTER sw. Then, perform a 30 s
dry crank.
ON ECAM UPPER DISPLAY
N2 increases
At 16 % N2
At 22 % N2
FF increases (1)
15 s (maximum) after fuel is on
EGT increases
N1 increases
At 50 % N2
(1)
PRO-NOR-SOP-08 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A PTU FAULT is triggered, if the second engine is started within 40 s following the end
of the cargo doors operation.
PRO-NOR-SOP-08 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-08 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-08 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AFTER START
Ident.: PRO-NOR-SOP-09-A-NG00714
Applicable to: ALL
Ident.: PRO-NOR-SOP-09-A-00010210.0002001 / 05 AUG 10
ENG 1 ANTI ICE pb-sw and ENG 2 ANTI ICE pb-sw...........................................................AS RQRD
Note:
Icing conditions may be expected when the OAT (on ground and for takeoff), or the TAT (in
flight), is 10 C or below, and there is visible moisture in the air (such as clouds, fog with
low visibility, rain, snow, sleet, ice crystals), or when standing water, slush, ice or snow is
present on the taxiways or runway.
During ground operation, when in icing conditions for more than 30 min, the following procedure
should be applied for ice shedding :
CAUTION
If, during thrust increase, the aircraft starts to move, immediately retard the thrust
levers to IDLE.
If ground surface conditions and the environment permit, the flight crew should accelerate the
engines to approximately 70 % of N1 for 30 s at intervals not greater than 30 min.
In addition, this engine acceleration should also be performed just before take-off, with particular
attention to engine parameters to ensure normal engine operation. If ground surface or environment
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-09 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
do not permit to accelerate the engine to 70 % N1, then power setting and dwell time should be as
high as practical.
When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, ice
shedding may be enhanced, by additional run ups at intervals, to not exceed 10 min, advancing
throttles to 70 % N1 momentarily (no hold time).
Ident.: PRO-NOR-SOP-09-A-00010213.0001001 / 05 AUG 10
PRO-NOR-SOP-09 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ECAM STATUS..........................................................................................................................CHECK
PNF checks and PF crosschecks that there is no status reminder (STS) on the upper ECAM
display
If STS is displayed, press the STS key and review the ECAM Status page.
Ident.: PRO-NOR-SOP-09-A-00010221.0001001 / 05 AUG 10
CLEAR TO DISCONNECT.................................................................................................ANNOUNCE
Request :
Chocks removed
Nose wheel steering bypass pin removed (NW STRG DISC memo not displayed)
Interphone disconnect
Hand signal on the left/right side.
Ident.: PRO-NOR-SOP-09-A-00010222.0001001 / 05 AUG 10
PRO-NOR-SOP-09 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-09 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAXI
Ident.: PRO-NOR-SOP-10-A-NG00715
Applicable to: ALL
Ident.: PRO-NOR-SOP-10-A-00010226.0001001 / 18 AUG 10
PRO-NOR-SOP-10 P 1/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BRAKES ....................................................................................................................................CHECK
Once the aircraft starts moving:
Check the brake efficiency of the normal braking system: The aircraft must slow down when
pressing the brake pedals.
CAUTION
If the aircraft has been parked in wet conditions for a long period, the efficiency
of the first brake application at low speed will be reduced.
If an arc is displayed on the WHEEL SD page, above the brake temperature, set the brake fans
on.
Ident.: PRO-NOR-SOP-10-A-00010243.0001001 / 18 AUG 10
FLIGHT CONTROLS..................................................................................................................CHECK
1. At a convenient stage, prior to or during taxi, and before arming the autobrake, the PF silently
applies full longitudinal and lateral sidestick deflection.
On the F/CTL SD page, the PNF checks full travel and the correct sense of all elevators and all
ailerons, and the correct deflection and retraction of all spoilers.
The PNF calls out full up, full down, neutral, full left, full right, neutral, as each full
travel/neutral position is reached.
The PF silently checks that the PNF calls are in accordance with the sidestick order.
Note:
In order to reach full travel, full sidestick must be held for a sufficient period of time.
2. The PF presses the PEDALS DISC pb on the nosewheel tiller, and silently applies full left
rudder, full right rudder, and neutral. The PNF calls out full left, full right, neutral, as each full
travel/neutral position is reached.
3. The PNF applies full longitudinal and lateral sidestick deflection, and silently checks full travel and
the correct sense of all elevators and all ailerons, and the correct deflection and retraction of all
spoilers, on the F/CTL SD page.
Note:
ATC clearance........................................................................................................................CONFIRM
Ident.: PRO-NOR-SOP-10-A-00010248.0001001 / 18 AUG 10
TAKEOFF DATA/CONDITIONS
If takeoff data has changed, or in case of a runway change, prepare updated takeoff data, as
appropriate:
F-PLN (Runway).................................................................................................................... REVISE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-10 P 2/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AFS/FLIGHT INSTRUMENTS
F-PLN (SID,TRANS)............................................................................................REVISE or CHECK
Carefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.
INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECK
Use VERT REV at departure, or at a CLB waypoint.
CLEARED ALTITUDE ON FCU.................................................................................................. SET
HDG ON FCU............................................................................................. IF REQUIRED, PRESET
If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset the
heading on the FCU. NAV mode will be disarmed.
RWY TRK mode will keep the aircraft on the runway track.
FD.....................................................................................................CHECK BOTH SELECTED ON
FMA........................................................................................................................................ CHECK
FLIGHT INSTRUMENTS........................................................................................................CHECK
RADAR (if required)...................................................................................................................... ON
To check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew can
then set the radar to the AUTO position.
PREDICTIVE WINDSHEAR SYSTEM
.............................................................................. AUTO
Ident.: TDU / PRO-NOR-SOP-10-A-00013658.0007001 / 07 APR 11
Impacted DU: 00011932 Taxi - AFS/Flight Instruments
AFS/FLIGHT INSTRUMENTS
F-PLN (SID,TRANS)............................................................................................REVISE or CHECK
Carefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.
INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECK
Use VERT REV at departure, or at a CLB waypoint.
CLEARED ALTITUDE ON FCU.................................................................................................. SET
HDG ON FCU............................................................................................. IF REQUIRED, PRESET
If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset the
heading on the FCU. NAV mode will be disarmed.
RWY TRK mode will keep the aircraft on the runway track.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-10 P 3/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. If the weather is good, or no significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes
2. If the weather display is ambiguous or unexpected, in order to better analyze the
weather situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and
Manual modes to display lower levels of weather. In both cases, ground clutter may
also be displayed as a result of low settings and/or increased gain.
.............................................................................. AUTO
TERR ON ND
.................................................................................................................AS RQRD
PRO-NOR-SOP-10 P 4/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AUTO BRK......................................................................................................................................MAX
ON light comes on
Autobrake may be armed, with the parking brake on
In the event of an aborted takeoff, selecting the MAX mode before takeoff improves safety.
If the takeoff must be aborted, the autobrake system applies maximum braking as soon as the
thrust levers are set to idle, if the ground speed is above 72 kt.
Ident.: PRO-NOR-SOP-10-A-00010267.0001001 / 18 AUG 10
TAKEOFF BRIEFING.............................................................................................................CONFIRM
Ident.: PRO-NOR-SOP-10-A-00010268.0001001 / 18 AUG 10
A to B
PRO-NOR-SOP-10 P 5/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The standard width of a runway is 45 m. However, this aircraft only needs a runway width of 30 m
(99 ft) for a 180 turn.
The following procedure is recommended for performing a 180 turn on the runway.
FOR THE CM1:
Taxi on the right of the runway and turn left, maintaining 25 of divergence from the runway
axis
When physically over the runway edge:
Turn the nosewheel fully right
On ENG 1, set N1 to between 30 % and 35 % (CFM engines), or the EPR to between 1.02
and 1.03 (IAE engines)
Set ENG 2 to idle.
The Ground Speed (GS) for the entire maneuver should be between 5 kt and 8 kt, to prevent the
width of the turn from increasing.
FOR THE CM2:
The procedure is symmetrical. (Taxi on the left-hand side of the runway).
PRO-NOR-SOP-10 P 6/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
To prevent the nosewheel from skidding on a wet runway, it is possible to perform the
turn at a very low speed using asymmetric thrust and differential braking, as necessary.
PRO-NOR-SOP-10 P 7/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-10 P 8/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BEFORE TAKEOFF
Ident.: PRO-NOR-SOP-11-A-NG00745
Applicable to: ALL
Ident.: PRO-NOR-SOP-11-A-00010388.0001001 / 05 AUG 10
L2
TCAS
Mode selector..................................................................................................TA or TA/RA
The flight crew should use the TA/RA mode as the default mode of the TCAS.
The flight crew may use the TA ONLY mode in specific airports, and for specific procedures
(identified by Operators) that may provide resolution advisories that are neither wanted nor
appropriate (e.g. closely-spaced parallel or converging runways).
EXTERIOR LIGHTS.........................................................................................................................SET
Set RWY TURN OFF sw, L LAND sw and R LAND sw, and NOSE sw at ON/TO in order to minimize
bird strike hazard during takeoff.
Set the STROBE selector to ON, before entering the runway.
Ident.: PRO-NOR-SOP-11-A-00010393.0001001 / 16 MAR 11
TAKEOFF RUNWAY..............................................................................................................CONFIRM
Confirm that the line up is performed on the intended runway. Useful aids are:
The runway markings,
The runway lights,
Be careful that in low visibility, edge lights could be mixed up with the center line lights.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-11 P 1/2
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SLIDING TABLE
...................................................................................................................STOW
CABIN CREW............................................................................................................................ADVISE
Advise the cabin crew that takeoff is imminent.
Ident.: PRO-NOR-SOP-11-A-00010400.0001001 / 16 MAR 11
PRO-NOR-SOP-11 P 2/2
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
Ident.: PRO-NOR-SOP-12-A-NG00917
Applicable to: ALL
Ident.: PRO-NOR-SOP-12-A-00011559.0001001 / 07 FEB 11
THRUST SETTING
If the crosswind is at or below 20 kt and there is no tailwind:
THRUST LEVERS................................................................................................. FLX or TOGA
To counter the nose-up effect of setting engine takeoff thrust, apply half forward stick until
the airspeed reaches 80 kt. Release the stick gradually to reach neutral at 100 kt.
PF progressively adjusts engine thrust in two steps:
from idle to about 50 % N1 (1.05 EPR).
from both engines at similar N1 to takeoff thrust.
Once the thrust levers are set to FLX or TOGA detent, the captain keeps his hand on
the thrust levers until the aircraft reaches V1.
In case of tailwind or if crosswind is greater than 20 kt:
THRUST LEVERS................................................................................................. FLX or TOGA
PF applies full forward stick.
PF sets 50 % N1 (1.05 EPR) on both engines then rapidly increases thrust to about 70 %
N1 (1.15 EPR) then progressively to reach takeoff thrust at 40 kt ground speed, while
maintaining stick full forward up to 80 kt. Release stick gradually to reach neutral at 100 kt.
Once the thrust levers are set to FLX or TOGA detent, the captain keeps his hand on the
thrust levers until the aircraft reaches V1.
Note:
PRO-NOR-SOP-12 P 1/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PFD/ND..................................................................................................................................... SCAN
1. Check the FMA on the PFD. The following modes are displayed: FLX (or TOGA) /SRS/RWY (or
BLANK) / A/THR (in blue).
Note:
If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If
not, no lateral mode appears until the aircraft lifts off.
FMA................................................................................................................................ ANNOUNCE
Ident.: PRO-NOR-SOP-12-A-00011561.0001001 / 13 AUG 10
BEFORE REACHING 80 KT
TAKEOFF N1......................................................................................................................... CHECK
Check that the actual N1 of the individual engines has reached the N1 rating limit, before the
aircraft reaches 80 kt. Check EGT.
THRUST SET................................................................................................................. ANNOUNCE
PFD and ENG indications.........................................................................................................SCAN
Scan airspeed, N1, and EGT throughout the takeoff.
Ident.: PRO-NOR-SOP-12-A-00011562.0001001 / 13 AUG 10
REACHING 100 KT
ONE HUNDRED KNOTS............................................................................................... ANNOUNCE
The PF crosschecks and confirms the speed indicated on the PFD
Below 100 kt the Captain may decide to abort the takeoff, depending on the circumstances
Above 100 kt, rejecting the takeoff is a more serious matter.
Ident.: PRO-NOR-SOP-12-A-00011563.0001001 / 13 AUG 10
AT V1
V1....................................................................................................................................ANNOUNCE
Ident.: PRO-NOR-SOP-12-A-00011564.0001001 / 13 AUG 10
AT VR
ROTATION ............................................................................................................................ORDER
PRO-NOR-SOP-12 P 2/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ROTATION........................................................................................................................ PERFORM
At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 /s, towards a
pitch attitude 15 (12.5 , one engine is failed)
Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension
In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level
After lift-off, follow the SRS pitch command bar.
CAUTION
1. Selecting pack on before reducing takeoff thrust would result in an EGT increase.
2. PACK 2 may be selected earlier, but not sooner than 10 s after PACK 1 is selected on,
for passenger comfort.
3. If packs are not switched on after the takeoff phase, an ECAM caution will be
triggered.
PRO-NOR-SOP-12 P 3/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AT ACCELERATION ALTITUDE
FMA................................................................................................................................ ANNOUNCE
Check the target speed change from V2 + 10 to the first CLB speed (either preselected or
managed).
Note:
1. When THR RED and ACC ALT are equal, the FMA will change from MAN FLX/SRS/--to CLB/CLB/---.
2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA
will switch from SRS to ALT*.
PRO-NOR-SOP-12 P 4/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-12 P 5/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-12 P 6/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AFTER TAKEOFF
Ident.: PRO-NOR-SOP-13-A-NG00706
Applicable to: ALL
Ident.: PRO-NOR-SOP-13-A-00010157.0001001 / 05 AUG 10
TCAS
Mode selector ...........................................................................................................TA/RA
Select TA/RA, if the takeoff has been performed with TA only.
Ident.: PRO-NOR-SOP-13-A-00010160.0002001 / 05 AUG 10
PRO-NOR-SOP-13 P 1/2
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-13 P 2/2
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CLIMB
Ident.: PRO-NOR-SOP-14-A-NG00723
Applicable to: ALL
Ident.: PRO-NOR-SOP-14-A-00010245.0001001 / 05 AUG 10
Impacted by TDU: 00013057 Climb - Initial Climb
The best speed (and rate of climb) for long-term situations lies between green dot
speed and ECON speed. At high altitude, acceleration from green dot to ECON
speed can take a long time.
EXPEDITE CLIMB
If ATC requires a rapid climb through a particular level:
Push the EXP pb on the FCU.
The target speed is now green dot speed. FMA: CLB/EXP CLB/ - - -.
PRO-NOR-SOP-14 P 1/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Use EXP
only for short-term tactical situations. For the best overall economy fly
at ECON IAS.
To return to ECON CLB speed:
Push ALT knob.
Check FMA: CLB/CLB/---
BARO REF...................................................................................................................................SET
At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standby
altimeter.
Cross-check baro settings and altitude readings.
CRZ FL...................................................................................................................... SET AS RQRD
If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ
FL entered in the INIT A page during cockpit preparation. The FCU will automatically take into
account a higher CRZ FL selected with the FCU ALT knob.
If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the
PROG page) the flight crew must insert this lower CRZ FL in the PROG page.
Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are not
modified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/- - instead of MACH/- - -/- - -.
Ident.: TDU / PRO-NOR-SOP-14-A-00013057.0001001 / 16 NOV 11
Impacted DU: 00010245 Climb - Initial Climb
PRO-NOR-SOP-14 P 2/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The best speed (and rate of climb) for long-term situations lies between green dot
speed and ECON speed. At high altitude, acceleration from green dot to ECON
speed can take a long time.
EXPEDITE CLIMB
If ATC requires a rapid climb through a particular level:
Push the EXP pb on the FCU.
The target speed is now green dot speed. FMA: CLB/EXP CLB/ - - -.
Note:
Use EXP
only for short-term tactical situations. For the best overall economy fly
at ECON IAS.
To return to ECON CLB speed:
Push ALT knob.
Check FMA: CLB/CLB/---
BARO REF...................................................................................................................................SET
At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standby
altimeter.
Cross-check baro settings and altitude readings.
Note:
When STD is set on the EFIS control panel, the transponder transmits the last QNH or
QFE baro setting to the Air Traffic Control (ATC).
Only the FCU selected altitude, if used by the Air Traffic Control (ATC) on ground may be
misinterpreted.
PRO-NOR-SOP-14 P 3/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are not
modified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/- - instead of MACH/- - -/- - -.
Ident.: PRO-NOR-SOP-14-A-00010257.0001001 / 05 AUG 10
RADAR.................................................................................................................... AS APPROPRIATE
Ident.: TDU / PRO-NOR-SOP-14-A-00013047.0003001 / 16 NOV 11
Impacted DU: 00010259 Climb - Radar
RADAR.................................................................................................................... AS APPROPRIATE
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying below
FL 200.
Note:
1. If the weather is good, or no significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
AT 10.000FT
LAND lights........................................................................................................................ RETRACT
SEAT BELTS......................................................................................................................AS RQRD
EFIS option.........................................................................................................................AS RQRD
Select CSTR on one side, for grid MORA, and ARPT on the other side.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-14 P 4/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-14 P 5/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-14 P 6/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CRUISE
Ident.: PRO-NOR-SOP-15-A-NG00734
Applicable to: ALL
Ident.: PRO-NOR-SOP-15-A-00010287.0001001 / 05 AUG 10
This check must also be performed each time a FUEL IMBALANCE procedure is
necessary. Perform the check before applying the FUEL IMBALANCE procedure.
If a fuel leak is confirmed, apply the FUEL LEAK procedure.
PRO-NOR-SOP-15 P 1/4
25 NOV 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-15 P 2/4
25 NOV 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. If the weather is good, or no significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-15 P 3/4
25 NOV 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-15 P 4/4
25 NOV 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT PREPARATION
Ident.: PRO-NOR-SOP-16-A-NG00916
Applicable to: ALL
Ident.: PRO-NOR-SOP-16-A-00011551.0001001 / 16 MAR 11
Descent preparation and approach briefing can take approximately 10 min, so they should begin
approximately 80 nm before top of descent.
Ident.: PRO-NOR-SOP-16-A-00011552.0001001 / 18 AUG 10
LDG ELEV..................................................................................................................................CHECK
Check on ECAM CRUISE page that LDG ELEV AUTO is displayed.
WEATHER AND LANDING INFORMATION.............................................................................OBTAIN
Check weather reports at ALTERNATE and DESTINATION airports. Airfield data should include
runway in use for arrival.
Ident.: PRO-NOR-SOP-16-A-00014394.0002001 / 22 MAY 12
PRO-NOR-SOP-16 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Insert the average wind given by the ATC or ATIS. Do not insert the gust value. During
approach, the Ground Speed Mini function (manage speed mode) takes into account the
instantaneous gust.
For more information: Refer to Ground Speed Mini Function.
For example, if the wind is 15020G35KT, insert 150/20.
To avoid undershooting the published minimum during go-around, due to aircraft inertia
during pull-up, some Authorities may require Operators to add a specific number of feet
to the published minimum.
Changing the RWY or type of approach automatically erases the previous minimums.
Note:
After the activation of the SEC F-PLN, check the VAPP, and modify if necessary.
Check or modify the landing configuration. Always select the landing configuration on the PERF APP
page: CONF FULL in the normal landing configuration. CONF 3 should be considered, depending
on the available runway length and go-around performance, or if windshear/severe turbulence is
considered possible during approach.
If the forecasted tailwind at landing is greater than 10 kt, CONF FULL is the required configuration.
Check or modify the transition altitude.
GO-AROUND page..................................................................................................... CHECK/MODIFY
Check THR RED ALT and ACC ALT, and modify, if necessary.
RAD NAV page.......................................................................................................................... CHECK
Set navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DME
exists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, for
NAV ACCY monitoring during descent.
SELECTED NAVAID page.......................................................................................... CHECK/MODIFY
For RNP AR approaches, deselect all NAVAIDS through the RADIONAV SELECTED/DESELECTED
prompt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-16 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If, on very long runways, the flight crew anticipates that braking will not be needed, use of
the autobrake is not necessary.
Firmly press the appropriate pushbutton, according to the runway length and condition, and check
that the related ON light comes on.
Ident.: PRO-NOR-SOP-16-A-00011557.0001001 / 18 AUG 10
DESCENT CLEARANCE...........................................................................................................OBTAIN
When clearance is obtained, set the ATC-cleared altitude (FL) on the FCU (also considering what is
the safe altitude).
If the lowest safe altitude is higher than the ATC-cleared altitude, check with the ATC that this
constraint applies.
If it is confirmed, set the FCU altitude to the safe altitude, until it is safe to go to the ATC-cleared
altitude.
Ident.: PRO-NOR-SOP-16-A-00011558.0004001 / 07 FEB 11
PRO-NOR-SOP-16 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When ENG ANTI ICE is ON, the FADEC selects a higher idle thrust which gives better protection
against flame-out.
ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can
compensate for this by increasing the descent speed, or by extending up to half speedbrakes.
PRO-NOR-SOP-16 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT INITIATION
Ident.: PRO-NOR-SOP-17-00011541.0001001 / 16 MAR 11
Applicable to: ALL
DESCENT................................................................................................................................ INITIATE
The normal method of initiating the descent is to select DES mode at the FMGS calculated top of
descent (T/D).
If ATC requires an early descent:
Use DES mode which will guide the aircraft down at a lower vertical speed in order to converge
on the required descent path. (The pilot may use a V/S of -1 000 ft/min).
If ATC delays the descent:
Beyond T/D, a DECELERATE message comes up on the PFD and MCDU. This suggests to the
crew that it starts reducing speed towards green dot speed (with ATC permission). When cleared
to descend, select DES mode with managed speed active.
DESCENT MONITORING
Ident.: PRO-NOR-SOP-17-00011542.0003001 / 20 DEC 10
Applicable to: ALL
PF MCDU..................................................................................................................PROG/PERF DES
PF MCDU should be set to PROG or PERF DES page:
PROG page in order to get VDEV or RQD DIST TO LAND/DIRECT DIST TO DEST information
PERF DES in order to get predictions down to any inserted altitude in DES/OP DES modes and
EXP mode
.
PNF MCDU...................................................................................................................................F-PLN
DESCENT.............................................................................................................................. MONITOR
Refer to PRO-NOR-SRP-01-60-A Descent Monitoring - DES Mode Engaged
A to B
PRO-NOR-SOP-17 P 1/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT ADJUSTMENT
Ident.: PRO-NOR-SOP-17-A-NG00915
Applicable to: ALL
Ident.: PRO-NOR-SOP-17-A-00011543.0001001 / 13 AUG 10
EXPEDITE DESCENT.
If a high rate of descent is required, push the EXPED pushbutton
on the FCU. The
target speed for the Descent now becomes M 0.8 or 340 kt, whichever is lower. The FMA
will display IDLE/EXP/DES - - -.
To return to DES mode, push the FCU ALT knob.
To return to SPEED/V/S modes, pull the FCU V/S knob.
In all cases, monitor the FMA to ensure that the mode engages properly.
PRO-NOR-SOP-17 P 2/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. If speedbrakes are used above 315 kt/M .75, with the AP engaged, their rate of retraction
is low (total time for retraction from full extension is approximately 25 s). The ECAM
memo page displays SPD BRAKES in amber until retraction is complete.
2. In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode,
retract the speedbrakes at least 2 000 ft before the selected altitude.
1. If the weather is good, or no significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-17 P 3/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BARO REF.......................................................................................................................................SET
Set QNH (or QFE) on the EFIS control panel and on the standby altimeter, when approaching the
transition level and when cleared for an altitude.
Crosscheck BARO settings and altitude readings.
Note:
TERR ON ND
.................................................................................................................AS RQRD
ECAM STATUS..........................................................................................................................CHECK
Check that there is no status reminder on the upper ECAM display.
If there is a status reminder, check the aircraft STATUS.
Check the ECAM status page before completing the approach checks. Take particular note of any
degradation in landing capability, or any other aspect affecting the approach and landing.
Ident.: PRO-NOR-SOP-17-A-00011549.0003001 / 16 MAR 11
AT 10 000 FT
LAND lights....................................................................................................................................ON
LAND lights may be switched ON, according to the airline policy/regulatory recommendations.
SEAT BELTS sw................................................................................................................AS RQRD
EFIS option................................................................................................................................CSTR
Select CSTR on both sides.
LS pushbutton.................................................................................................................... AS RQRD
Select LS, if an ILS or LOC approach is intended.
The PFD displays the LOC and glide scales and deviation symbol, if there is a valid ILS signal.
RAD NAVAIDS............................................................................................SELECTED/IDENTIFIED
Ensure that appropriate radio NAVAIDS are tuned and identified.
For NDB approaches, manually select the reference NAVAID.
NAV ACCURACY................................................................................................................... CHECK
On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS
PRIMARY function is available.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-17 P 4/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Otherwise, crosscheck NAV ACCURACY using the PROG page (BRG/DIST computed data), and
the ND (VOR/DME raw data).
PRO-NOR-SOP-17 P 5/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-17 P 6/6
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INITIAL APPROACH
Ident.: PRO-NOR-SOP-18-A-NG00918
Applicable to: ALL
Ident.: PRO-NOR-SOP-18-A-00011571.0002001 / 16 MAR 11
For more information about precision approaches and how to use the FMGS, Refer to
PRO-NOR-SRP-01-70-A ILS/MLS/GLS Approach - Intermediate/Final Approach. The approach
procedures described here assume that the flight crew uses managed speed guidance which is
recommended.
Note:
If the forecasted tail wind at landing is greater than 10 kt, decelerated approach is not
allowed, and the speed should be stabilized around VREF + 5 kt in final.
PRO-NOR-SOP-18 P 1/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RADAR.................................................................................................................... AS APPROPRIATE
Ident.: TDU / PRO-NOR-SOP-18-A-00013098.0001001 / 07 APR 11
Impacted DU: 00011573 Initial Approach - Initial Approach
PRO-NOR-SOP-18 P 2/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
1. If the weather is good, or no significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
NAV ACCURACY...................................................................................................................MONITOR
When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.
When GPS PRIMARY is lost, check the PROG page to verify that the required navigation accuracy
is appropriate to the flight phase. Monitor NAV accuracy, and be prepared to change approach
strategy. If NAV ACCURACY DOWNGRAD occurs, use raw data to crosscheck navigation accuracy.
Navigation accuracy determines which autopilot modes the flight crew should use, and the type of
displays to be shown on the ND.
NAVIGATION ACCURACY
GPS PRIMARY
NAV ACCUR HIGH
NAV ACCUR LOW and NAV
ACCURACY check 1 nm
GPS PRIMARY LOST and
NAV ACCUR LOW and NAV
ACCURACY check > 1 nm
GPS PRIMARY LOST
and Aircraft flying within
unreliable radio NAVAID area
ND
PF
AP/FD mode
PNF
NAV
ROSE LS
HDG or TRK
PRO-NOR-SOP-18 P 3/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTERMEDIATE/FINAL APPROACH
Ident.: PRO-NOR-SOP-18-B-NG00921
Applicable to: ALL
Ident.: PRO-NOR-SOP-18-B-00011580.0001001 / 07 JUL 11
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at
1 000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield elevation in visual
conditions, after continuous deceleration on the glide slope).
To be stabilized, all of the following conditions must be achieved prior to, or upon reaching this
stabilization height:
The aircraft is on the correct lateral and vertical flight path
The aircraft is in the desired landing configuration
The thrust is stabilized, usually above idle, to maintain the target approach speed along the
desired glide path
No excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration, at 1 000 ft above airfield
elevation in instrument conditions, or at 500 ft above airfield elevation in visual conditions, or as
restricted by Operator policy/regulations, the flight crew must initiate a go-around, unless they think
that only small corrections are necessary to rectify minor deviations from stabilized conditions due,
amongst others, to external perturbations.
Ident.: PRO-NOR-SOP-18-B-00011583.0001001 / 07 JUL 11
The ECAM automatically displays the STATUS page, if it is applicable, and if the flight
crew has not already selected a system page manually.
PRO-NOR-SOP-18 P 4/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L1
TCAS
Mode selector..............................................................................................TA or TA/RA
The flight crew should use the TA/RA mode as the default mode of the TCAS.
The flight crew may use the TA ONLY mode in specific airports, and for specific procedures
(identified by Operators) that may provide resolution advisories that are neither wanted nor
appropriate (e.g. closely-spaced parallel or converging runways).
FMA........................................................................................................... CHECK and ANNOUNCE
LOC CAPTURE..................................................................................................................MONITOR
The flight crew must always monitor the capture of LOC beam. During the capture phase, the
associated deviation indications on the PFD and ND must indicate movement towards the center
of the scale.
G/S CAPTURE...................................................................................................................MONITOR
If above the glideslope:
FCU ALTITUDE............................................................................. SET ABOVE A/C ALTITUDE
V/S mode........................................................................................................................SELECT
Note:
1. When reaching VFE, the AP maintains VFE and reduces the V/S without MODE
REVERSION.
2. If the aircraft intercepts the ILS above the radio altimeter validity range (no radio
altitude indication available on the PFD), CAT 1 is displayed on the FMA. Check that
the FMA displays the correct capability for the intended approach, when the aircraft is
below 5 000 ft.
PRO-NOR-SOP-18 P 5/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLAPS 2................................................................................................................................SELECT
Check deceleration towards F speed
If the aircraft intercepts the ILS glideslope below 2 000 ft AGL, select FLAPS 2 at one dot below
the glideslope
If the aircraft speed is significantly higher than S on the glide slope, extend the landing gear in
order to slow down the aircraft. The use of speed brakes is not recommended
When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may induce a
slight roll movement, and in calm conditions a small lateral control asymmetry may remain until
disturbed by a control input or by an atmospheric disturbance.
Ident.: PRO-NOR-SOP-18-B-00011589.0001001 / 07 JUL 11
PRO-NOR-SOP-18 P 6/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Due to the accomplishment of the alternate braking functional test after the landing
gear is downlocked, brief brake pressure indications may be observed on BRAKE
PRESS indicator.
PRO-NOR-SOP-18 P 7/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AT MINIMUM + 100 FT :
ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE
Ident.: PRO-NOR-SOP-18-B-00011593.0001001 / 07 JUL 11
AT MINIMUM :
MINIMUM...............................................................................................MONITOR OR ANNOUNCE
CONTINUE OR GO AROUND.......................................................................................ANNOUNCE
Do not duck under the glideslope. Maintain a stabilized flight path down to the flare. At 50 ft, one
dot below the glideslope is 7 ft below the glideslope.
PRO-NOR-SOP-18 P 8/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-18 P 9/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-18 P 10/10
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PRO-NOR-SOP-19-A-NG00981
Applicable to: ALL
Ident.: PRO-NOR-SOP-19-A-00011821.0014001 / 14 NOV 11
GUIDANCE FOR NON PRECISION APPROACHES, OTHER THAN LOC, LOC B\C AND RNAV
NON PRECISION APPROACHES
Three different approach strategies are available to perform non-precision approaches:
1. Lateral and vertical guidance, selected by the crew: TRK-FPA (or HDG-V/S) modes.
2. Lateral guidance, managed by the FM, and vertical guidance selected by the crew: NAV-FPA
(or NAV-V/S) modes.
3. Lateral and vertical guidance, managed by the FM: FINAL APP mode. For straight in
approaches, the recommended flying reference is FPV, which should be selected during the
initial approach.
PRO-NOR-SOP-19 P 1/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Approach procedures including a PI-CF leg (PROC-T indicated on the MCDU F-PLN) are not
eligible for the use of NAV and FINAL APP modes.
Lateral managed guidance (NAV) can be used, provided the approach is stored in the
navigation database and the final approach is laterally and vertically monitored, using the
adequate raw data (reference NAVAID, altimeter).
Lateral and vertical managed guidance (FINAL APP) in IMC conditions can be used, provided
the following conditions are met:
The approach stored in the navigation database has been produced by approved suppliers
compliant with ED76/DO200A requirements, or has been validated and approved by the
operator.
The effect of low OAT on obstacle clearance needs to be evaluated. A minimum OAT,
below which selected vertical guidance should be used, may have to be defined.
The final approach (FAF to runway or MAP), as extracted from the navigation database
and inserted in the primary F-PLN including altitude constraints, is not revised by the crew.
Before starting the approach, the crew must check the lateral and the vertical FM F-PLN
against the published approach chart, using the MCDU and ND.
The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalent
waypoint in the FM F-PLN, so that the aircraft is correctly established on the final approach
course before starting the descent.
Conventional radio NAVAIDs must be available and monitored during the approach, and
must be considered with altitude as the primary means of navigation.
Note:
If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, use selected
guidance to continue the approach with radio NAVAID raw data.
If GPS PRIMARY is lost, NAV and FINAL APP mode can be used to continue the approach,
provided the radio NAVAID raw date indicates the correct navigation.
Ident.: PRO-NOR-SOP-19-A-00011822.0296001 / 14 NOV 11
PRO-NOR-SOP-19 P 2/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
PRO-NOR-SOP-19 P 3/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For RNP AR, before flight, the flight crew must check that the GPS Primary is predicted
available, for the ETA. This prediction should take into account the terrain environment.
Before starting the approach, check that GPS PRIMARY is available on both MCDUs.
If the GPS PRIMARY LOST indication appears on the ND during the approach, discontinue the
approach, unless:
GPS is not required and navigation accuracy is confirmed against the radio NAVAID raw data,
or
For RNAV approach not requiring GPS, HIGH accuracy appears on the MCDU with the
appropriate RNP value.
If GPS PRIMARY is lost on only one FMGC, the approach can be continued, using the AP/FD
associated to the other FMGC.
If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, discontinue the
approach.
If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue the
approach, unless radio NAVAID raw data is available and indicates correct navigation to
continue the approach by using the AP/FD associated to the non-affected FMGC side.
For RNAV approach WITHOUT GPS PRIMARY (Not applicable for RNP AR)
Before starting the approach, check the FM position accuracy with radio NAVAID raw data.
Check, in addition, that HIGH accuracy appears on the MCDU with the specified RNP value.
If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FD
associated to the other FMGC.
If HIGH accuracy is lost on both FMGCs, discontinue the approach.
If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue the
approach, unless radio NAVAID raw data is available and indicates correct navigation to
continue the approach by using the AP/FD associated to the non-affected FMGC side.
PRO-NOR-SOP-19 P 4/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-19 P 5/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INITIAL APPROACH
Ident.: PRO-NOR-SOP-19-B-NG00982
Applicable to: ALL
Ident.: PRO-NOR-SOP-19-B-00011825.0013001 / 29 MAR 12
Impacted by TDU: 00013522 Initial Approach - Initial Approach
PRO-NOR-SOP-19 P 6/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NAVIGATION ACCURACY....................................................................................................MONITOR
When GPS PRIMARY is available, no accuracy check is required.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-19 P 7/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When GPS PRIMARY is lost, check the PROG page to ensure that the required navigation
accuracy is appropriate to the phase of flight. Perform a navigation accuracy check (Refer to
PRO-NOR-SOP-15-A Cruise - Navigation Accuracy) .
If the approach is stored in the navigation database, determine the strategy to be used for the final
approach, according to the table below:
NAVIGATION ACCURACY
GPS PRIMARY
NAV ACCUR HIGH
NAV ACCUR LOW
and NAV ACCURACY
check 1 nm
GPS PRIMARY LOST
and NAV ACCUR LOW
and NAV ACCURACY
check > 1 nm
GPS PRIMARY LOST
and aircraft flying
within unreliable
radio NAVAID area
ND
Approach guidance
PF
Managed***
or selected
Selected
AP/FD mode
PNF
ROSE VOR **
NAV-FPA or
APP-NAV/ FINAL ***
ARC or ROSE
NAV or ROSE
VOR ** With
NAVAID raw data
TRK-FPA
(*) For VOR approaches, one flight crew may select ROSE VOR.
(**) For LOC approaches, select ROSE ILS.
(***) Managed vertical guidance can be used, provided that the approach coding in the navigation
database was validated.
Note:
1. During approach in overlay to a conventional radio NAVAID procedure, monitor raw data.
If raw data indicates unsatisfactory managed guidance, revert to selected guidance.
2. The flight crew can continue to fly a managed approach, after they receive a NAV
ACCUR DOWNGRAD message, if raw data indicates that the guidance is satisfactory.
PRO-NOR-SOP-19 P 8/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTERMEDIATE/FINAL APPROACH
Ident.: PRO-NOR-SOP-19-C-NG00983
Applicable to: ALL
Ident.: PRO-NOR-SOP-19-C-00011828.0002001 / 16 MAR 11
RNAV APPROACH
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
Note:
For instructions for switching from a non ILS to an ILS approach Refer to
PRO-NOR-SRP-01-70 Switching from Non ILS to ILS Approach
TCAS
Mode selector..............................................................................................TA or TA/RA
The flight crew should use the TA/RA mode as the default mode of the TCAS.
The flight crew may use the TA ONLY mode in specific airports, and for specific procedures
(identified by Operators) that may provide resolution advisories that are neither wanted nor
appropriate (e.g. closely-spaced parallel or converging runways).
PRO-NOR-SOP-19 P 9/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L1
AT S SPEED
FLAPS 2 ............................................................................................................................... ORDER
FLAPS 2 .............................................................................................................................. SELECT
Check deceleration toward F speed.
If the aircraft speed is significantly higher than F speed on the flight path, or if the aircraft does
not decelerate on the flight path, extend the landing gear in order to slow down the aircraft. The
use of speedbrakes is not recommended.
When the speedbrakes are deployed, extending the flaps beyond FLAPS 1 may cause a slight
roll movement, and in calm conditions a small lateral control asymmetry may remain until it is
affected by control input or an atmospheric disturbance.
Ident.: PRO-NOR-SOP-19-C-00011832.0001001 / 16 MAR 11
PRO-NOR-SOP-19 P 10/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Due to the accomplishment of the alternate braking functional test after the landing
gear is downlocked, brief brake pressure indications may be observed on BRAKE
PRESS.
APPROACH STRATEGIES
MANAGED VERTICAL GUIDANCE
After the FAF:
FMA..............................................................................................................................CHECK
Check FINAL APP green on the FMA.
GO AROUND ALTITUDE..................................................................................................SET
Set, when below the go-around altitude.
POSITION/FLIGHT PATH....................................................................................... MONITOR
For approach in overlay to a conventional radio NAVAID procedure:
Use radio NAVAID raw data and altitude to monitor the lateral and vertical navigation. If
the navigation is not satisfactory, revert to selected guidance.
In particular, monitor the vertical guidance, using altitude indication versus radio
NAVAID position, and be prepared to revert to NAV-FPA, if the vertical guidance is not
satisfactory.
For RNAV approach:
Monitor VDEV and FPV (on the PFD) and XTK error (on the ND).
Use altitude indication versus distance to the runway to monitor the vertical navigation. If
the vertical guidance is not satisfactory, revert to NAV/FPA or consider the go-around. If
the lateral guidance is not satisfactory, perform a go-around.
SELECTED VERTICAL OR SELECTED LATERAL AND VERTICAL GUIDANCE
At FAF:
FPA for final approach...................................................................................................... SET
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-19 P 11/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FINAL APPROACH
A/THR pb.................................................................................. CHECK IN SPEED MODE OR OFF
WING ANTI ICE pb-sw................................................................................................................OFF
Switch WING ANTI ICE pb-sw ON in severe icing conditions only.
SLIDING TABLE.......................................................................................................................STOW
LDG MEMO................................................................................................. CHECK NO BLUE LINE
CABIN REPORT....................................................................................................................OBTAIN
CABIN CREW........................................................................................................................ ADVISE
LANDING CHECKLIST................................................................................................... COMPLETE
FLIGHT PARAMETERS......................................................................................................... CHECK
PF announces any FMA modification.
PNF calls out:
SPEED, if the speed decreases below the speed target 5 kt , or increases above the speed
target +10 kt.
SINK RATE, when V/S is greater than 1000 ft/min.
BANK, when the bank angle goes above 7 .
PITCH, when the pitch attitude goes below 2.5 , or goes above +10 degrees.
COURSE, when the course deviation is greater than 1/2 dot or 2.5 (VOR), or 5 (ADF).
_ FT HIGH (LOW) at altitude checkpoints.
Following PNF flight parameter exceedance callout, the suitable PF response will be:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-19 P 12/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AT ENTERED MINIMUM
MINIMUM...............................................................................................MONITOR OR ANNOUNCE
Note:
When the aircraft reaches minimum minus 50 ft, the autopilot remains engaged and will
automatically disengage at MAP.
PRO-NOR-SOP-19 P 13/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CIRCLING APPROACH
Ident.: PRO-NOR-SOP-19-D-NG00984
Applicable to: ALL
Ident.: PRO-NOR-SOP-19-D-00011838.0001001 / 17 NOV 11
The circling approach is the visual phase of an instrument approach to bring an aircraft into position
for landing on a runway which is not suitably located for a straight-in approach.
CAUTION
The flight crew must conduct the flight within the circling area, while maintaining
required visual references at all times.
APPROACH PREPARATION
For a circling approach, the approach preparation should include the following additional items in
the FMS programming.
F-PLN
Introduce the instrument approach procedure, including the missed approach procedure for
instrument approach.
SEC F-PLN
The landing runway must be inserted into the SEC F-PLN.
Update the SEC F-PLN as follows:
Copy the active F-PLN,
Revise the landing runway.
INSTRUMENT APPROACH
The flight crew flies a stabilized approach at F speed, configuration 3 and landing gear down.
CIRCLING APPROACH
At the Circling MDA(H) at the latest:
Perform a level off
At MAP, if the flight crew finds no visual reference:
Initiate a Go-Around
When required conditions for circling are satisfied:
Select TRK-FPA,
Proceed to downwind leg,
At any time in the downwind leg, activate the SEC F-PLN,
Disconnect the AP and remove the FDs at the latest before starting the descent toward the
runway,
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-19 P 14/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Set the landing configuration when appropriate, but ensure early stabilization in final.
If, at any time during the circling procedure, the required visual references are lost, initiate a
go-around following the missed approach of the initial instrument approach (unless otherwise
specified)
Ident.: PRO-NOR-SOP-19-D-00011839.0001001 / 17 NOV 11
PRO-NOR-SOP-19 P 15/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-19 P 16/16
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
VISUAL APPROACH
Ident.: PRO-NOR-SOP-20-A-NG00746
Applicable to: ALL
Ident.: PRO-NOR-SOP-20-A-00010401.0002001 / 05 AUG 10
INTRODUCTION
Perform the approach on a nominal 3 glideslope using visual references. Approach to be
stabilized by 500 ft AGL on the correct approach path, in the landing configuration, at VAPP.
Method:
The autopilot is not used
Both FDs are off
FPV use is recommended
A/THR use is recommended with managed speed.
Bear in mind the possible risk of optical illusions due to hindered night vision.
Note:
If the forecasted tailwind at landing is greater than 10 kt, decelerated approach is not
allowed, and the speed should be stabilized around VREF + 5 kt in final.
INITIAL/INTERMEDIATE APPROACH
The flight plan selected on the MCDU should include the selection of the landing runway. The
downwind leg may also be part of the flight plan. This may be a useful indication of the aircraft
position in the circuit on the ND.
However, visual references must be used.
Therefore, at the beginning of the downwind leg:
Manually ACTIVATE APPR.
Select FDs to OFF.
Select TRK-FPA to have FPV displayed.
Check A/THR active.
Extend the downwind leg to 45 s ( wind correction).
Turn into base leg with a maximum of 30 of bank. Descent with approximate FPA, in FLAPS 2, at
F speed.
Ident.: PRO-NOR-SOP-20-A-00010403.0001001 / 28 SEP 10
FINAL APPROACH
The speed trend arrow and FPV help the flight crew make timely and correct thrust settings (if in
manual thrust), and approach path corrections.
PRO-NOR-SOP-20 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Avoid descending through the correct approach path with idle thrust. (Late recognition of this
situation without a prompt thrust increase may lead to considerable speed decay and altitude
loss).
Ensure that the aircraft is stabilized on the final descent path at VAPP (or ground speed mini)
in the landing configuration with the thrust stabilized (usually above idle) at 500 ft above airfield
elevation or as restricted by Operator policy/regulations.
If the aircraft is not stabilized, the flight crew must initiate a go-around, unless they think that only
small corrections are necessary to rectify minor deviations from stabilized conditions due, amongst
others, to external perturbations.
Avoid any tendency to duck under in the late stages of the approach.
Avoid destabilizing the approach in the last 100 ft, in order to have the best chance of performing a
good touchdown at the desired position.
PRO-NOR-SOP-20 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-20 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-20 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-21 P 1/6
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
This drawing shows that, for a CAT III landing (60 m minimum visual segment), the
minimum RVR is 103 m at 15 ft.
PRO-NOR-SOP-21 P 2/6
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LANDING
Ident.: PRO-NOR-SOP-21-A-NG00743
Applicable to: ALL
Ident.: PRO-NOR-SOP-21-A-00010351.0013001 / 14 MAR 11
FLARE
The cockpit cut-off angle is 20 .
C to D
PRO-NOR-SOP-21 P 3/6
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GROUND CLEARANCE
Avoid flaring high.
A tailstrike occurs, if the pitch attitude exceeds 13.5 (11 with the landing gear compressed).
A wingtip or engine scrape occurs, if the roll angle exceeds 20 (16 with the landing gear
compressed).
Be aware of the pitch-up tendency, with ground spoiler extension.
Ident.: PRO-NOR-SOP-21-A-00010352.0001001 / 30 MAY 12
AT TOUCHDOWN
DEROTATION...................................................................................................................... INITIATE
Lower the nosewheel without undue delay.
The PNF continues to monitor the attitude.
PRO-NOR-SOP-21 P 4/6
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If ground spoilers are not armed, ground spoilers extend at reverser thrust selection.
REVERSERS.................................................................................................... CHECK/ANNOUNCE
Check that the ECAM E/WD displays that the reverse deployment is as expected (REV green).
DIRECTIONAL CONTROL.................................................................................MONITOR/ENSURE
BRAKES............................................................................................................................. AS RQRD
Monitor the autobrake, if it is ON. When required, brake with the pedals
Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly,
a brake pressure indication appears briefly on the BRAKE PRESS indicator.
Braking may begin before the nosewheel has touched down, if required for performance
reasons. However, when comfort is the priority, the flight crew should delay braking until the
nosewheel has touched down.
Note:
DECELERATION.............................................................................................. CHECK/ANNOUNCE
The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-21 P 5/6
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The deceleration may also be confirmed by the DECEL light (if autobrake is ON).
Ident.: PRO-NOR-SOP-21-A-00010353.0001001 / 17 MAR 11
AT 70 KT
BOTH THRUST LEVERS.................................................................................................. REV IDLE
It is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust may be
used in order to control aircraft speed in the case of an emergency.
CAUTION
Avoid the use of high levels of reverse thrust at low airspeed, unless required due
to an emergency. The distortion of the airflow, caused by gases reentering the
compressor, can cause engine stalls that may result in excessive EGT.
AT TAXI SPEED
BOTH THRUST LEVERS..................................................................................................FWD IDLE
When reaching taxi speed, and before leaving the runway, deselect the reversers.
On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches
25 kt.
When deselecting the reversers, be careful not to apply forward thrust by moving the thrust
levers beyond the FWD IDLE position.
CAUTION
Except in an emergency, do not use the reverse thrust to control the aircraft
speed while on taxiways.
On taxiways, the use of reversers, even when restricted to idle thrust, would have the following
effects:
The engines may ingest fine sand and debris that may be detrimental to the engines and
airframe systems.
On snowcovered areas, snow will recirculate into the air inlet, and may cause an engine
flameout or rollback.
Ident.: PRO-NOR-SOP-21-A-00010355.0001001 / 05 AUG 10
BEFORE 20 KT
AUTO BRK................................................................................................................... DISENGAGE
Disengage the autobrake to avoid some brake jerks at low speed.
PRO-NOR-SOP-21 P 6/6
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GO AROUND WITH FD
Ident.: PRO-NOR-SOP-22-A-NG00919
Applicable to: ALL
Ident.: PRO-NOR-SOP-22-A-00011576.0006001 / 04 OCT 11
If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the
GO-AROUND phase, and flying over, or close to the airport (less than 7 nm) will sequence
the Destination waypoint in the F-PLN.
ROTATION............................................................................................................................PERFORM
Initiate rotation towards 15 of pitch with all engines operative (approximately 12.5 if one engine is
out) to get a positive rate of climb, then follow the SRS Flight Director pitch bars orders.
GO AROUND .................................................................................................................... ANNOUNCE
FLAPS lever............................................................................................................SELECT AS RQRD
Retract one step of flaps.
FMA............................................................................................................. CHECK AND ANNOUNCE
Check the FMA on the PFD. The following modes are displayed: MAN TOGA / SRS / GA TRK /
A/THR (in blue).
POSITIVE CLIMB ..............................................................................................................ANNOUNCE
LDG GEAR UP .........................................................................................................................ORDER
L/G lever............................................................................................................................. SELECT UP
NAV or HDG mode................................................................................................................ AS RQRD
Reselect NAV or HDG, as required (minimum height 100 ft).
AP...........................................................................................................................................AS RQRD
Note:
Go-around may be flown with both autopilots engaged. Whenever any other mode
engages, AP 2 disengages.
PRO-NOR-SOP-22 P 1/2
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SOP-22 P 2/2
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AFTER LANDING
Ident.: PRO-NOR-SOP-23-A-NG00985
Applicable to: ALL
Ident.: PRO-NOR-SOP-23-A-00011840.0002001 / 10 AUG 10
RADAR.................................................................................................................................. OFF/STBY
Ident.: PRO-NOR-SOP-23-A-00011843.0001001 / 10 AUG 10
FLAPS.................................................................................................................................... RETRACT
Set the FLAPS lever to position 0.
If the approach was made in icing conditions, or if the runway was contaminated with slush or snow,
do not retract the flaps and slats until after engine shutdown and after the ground crew has confirmed
that flaps and slats are clear of obstructing ice.
On ground, hot weather conditions may cause overheating to be detected around the bleed ducts
in the wings, resulting in AIR L (R) WING LEAK warnings. Such warnings may be avoided during
transit by keeping the slats in Configuration 1 when the OAT is above 30 C.
Ident.: PRO-NOR-SOP-23-A-00011846.0001001 / 10 AUG 10
TCAS.............................................................................................................................SET on standby
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-23 P 1/2
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ATC........................................................................................................................................ AS RQRD
Depending on local regulation, ATC transponder may be operated in mode S Refer to DSC-34-50-10
Description
Ident.: PRO-NOR-SOP-23-A-00011848.0001001 / 10 AUG 10
APU............................................................................................................................................. START
APU START may be delayed until just prior to engine shutdown.
Ident.: PRO-NOR-SOP-23-A-00011849.0001001 / 10 AUG 10
PRO-NOR-SOP-23 P 2/2
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PARKING
Ident.: PRO-NOR-SOP-24-A-NG00986
Applicable to: ALL
Ident.: PRO-NOR-SOP-24-A-00011852.0001001 / 13 AUG 10
Prior to performing this check, consider GROUND OPERATIONS IN HEAVY RAIN (Refer to
PRO-SUP-30 Ground Operations in Heavy Rain).
Ident.: PRO-NOR-SOP-24-A-00011853.0003001 / 14 NOV 11
ANTI-ICE..........................................................................................................................................OFF
Ident.: PRO-NOR-SOP-24-A-00011855.0001001 / 13 AUG 10
If JP4 fuel is used at ambient temperatures higher than 10 C, dry motor the engines
for 2 min after engine shutdown. This dry motor period should start approximately
90 s after the master lever is selected OFF.
After landing, operate the engine at idle for 3 min before shutdown in order to thermally stabilize the
hot section of the engine. This 3 min period includes operational time at idle (e.g. taxiing).
If APU is not available, set EXT PWR pb to ON, then set ENG MASTERS to OFF.
Check that engine parameters decrease.
The DOOR/OXY SD page is displayed on the lower ECAM display.
Ident.: PRO-NOR-SOP-24-A-00011857.0001001 / 13 AUG 10
PRO-NOR-SOP-24 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BEACON sw LT...............................................................................................................................OFF
Turn off the BEACON lights, when all engines are spooled down.
OTHER EXTERIOR LIGHTS................................................................................................. AS RQRD
Ident.: PRO-NOR-SOP-24-A-00011860.0001001 / 13 AUG 10
ELAPSED TIME
.................................................................................................................... STOP
FUEL PUMPS..................................................................................................................................OFF
Ident.: PRO-NOR-SOP-24-A-00011864.0001001 / 13 AUG 10
ATC...............................................................................................................................SET on standby
Ident.: PRO-NOR-SOP-24-A-00011865.0001001 / 22 MAY 12
IRS PERFORMANCE.................................................................................................................CHECK
Drift check
Call up the POSITION MONITOR page. Check that the drift does not exceed the following:
PRO-NOR-SOP-24 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
On aircraft equipped with LITTON IRS, the ground speed check must be performed within
the 2 min following aircraft stop. (Ground speed reset to 0 after 2 min).
PRO-NOR-SOP-24 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(BRAKE FAN
).......................................................................................................................... OFF
Switch off, when not required.
Ident.: PRO-NOR-SOP-24-A-00011869.0002001 / 13 AUG 10
DUs...................................................................................................................................................DIM
Dim EFIS, ECAM and MCDU display units.
Ident.: PRO-NOR-SOP-24-A-00011873.0001001 / 13 AUG 10
PRO-NOR-SOP-24 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Prior to performing this check, COLD WEATHER should be taken into account (Refer to
PRO-SUP-91-30 General).
Ident.: PRO-NOR-SOP-25-A-00010337.0001001 / 05 AUG 10
PARKING BRAKE
PRK BRK handle.............................................................................................................CHECK ON
To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.
Ident.: PRO-NOR-SOP-25-A-00010338.0001001 / 05 AUG 10
ADIRS (1+2+3)
ADIRS (1+2+3)............................................................................................................................ OFF
ADIRS should not be switched off during transits at latitudes above 73 N, to avoid their requiring
excessive alignment time.
After having switched off the ADIRS, wait at least 10 s before switching off the electrical supply to
ensure that the ADIRS memorize the latest data.
Ident.: PRO-NOR-SOP-25-A-00010340.0001001 / 05 AUG 10
EXTERIOR LIGHTS
EXTERIOR LIGHTS.....................................................................................................................OFF
Ident.: PRO-NOR-SOP-25-A-00010341.0001001 / 05 AUG 10
MAINTENANCE BUS
MAINT BUS sw.................................................................................................................. AS RQRD
Should electrical power be required for the crew or servicing personnel, consider setting the
overhead MAINT BUS sw (in the forward cabin) to the ON position, prior to setting aircraft power
to off.
PRO-NOR-SOP-25 P 1/2
29 JUL 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APU
APU BLEED pb-sw......................................................................................................................OFF
APU MASTER SW pb-sw............................................................................................................OFF
Switch off the APU after the passengers have disembarked.
Ident.: PRO-NOR-SOP-25-A-00010343.0002001 / 16 MAR 11
EXTERNAL POWER
EXT PWR pb......................................................................................................................AS RQRD
Ident.: PRO-NOR-SOP-25-A-00010345.0001001 / 05 AUG 10
BAT 1 AND 2
BAT 1 pb-sw and BAT 2 pb-sw.................................................................................................. OFF
Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out), before
switching off the batteries. Switching the batteries off before the APU flap is closed may cause
smoke in the cabin during the next flight.
If the batteries are off while the APU is running, APU fire extinguishing is not available.
Ident.: PRO-NOR-SOP-25-A-00010346.0001001 / 05 AUG 10
PRO-NOR-SOP-25 P 2/2
29 JUL 11
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Standard phraseology is essential to ensure effective crew communication. The phraseology should
be concise and exact. The following Chapter lists the callouts that should be used as standard. They
supplement the callouts identified in the SOP.
These standard Airbus callouts are also designed to promote situational awareness, and to ensure
crew understanding of systems and their use in line operation.
CHECKLIST CALLOUTS
Ident.: PRO-NOR-SOP-90-00011901.0001001 / 20 DEC 10
Applicable to: ALL
ACTIONS COMMANDED BY PF
Ident.: PRO-NOR-SOP-90-A-NG00987
Applicable to: ALL
Ident.: PRO-NOR-SOP-90-A-00011902.0001001 / 13 AUG 10
GENERAL
The following commands do not necessarily initiate a guidance mode change, eg.: selected to
managed/managed to selected. The intent is to ensure clear, consistent, standard communication
between crewmembers.
All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg.: FL 350
blue, FL 200 magenta"). Ensure that the correct FCU knob is used, then verify indications on the
PFD/ND.
Ident.: PRO-NOR-SOP-90-A-00011904.0001001 / 13 AUG 10
SET
The SET command means using an FCU knob to set a value, but not to change a mode.
SET is accomplished by only rotating the appropriate selection knob.
A to C
PRO-NOR-SOP-90 P 1/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Example:
SET GO AROUND ALTITUDE__
SET QNH __
SET FL __
SET HDG __
Ident.: PRO-NOR-SOP-90-A-00011905.0001001 / 20 DEC 10
MANAGE/PULL
The MANAGE command means pushing an FCU knob to engage, or arm, a managed mode or
target.
The PULL command means pulling an FCU knob to engage a selected mode or target. Example:
"PULL HDG 090
(HDG/TRK knob is pulled and turned).
MANAGE NAV
(HDG/TRK knob is pushed).
FL 190 PULL
(ALT knob is turned and pulled).
FL 190 MANAGE
(ALT knob is turned and pushed).
PULL SPEED 250 KNOTS (SPD/MACH knob is pulled and turned).
MANAGE SPEED
(SPD/MACH knob is pushed).
Note:
If the value was previously set, there is no requirement to repeat the figure.
Simply call e.g. PULL HDG: PULL SPEED: FL PULL.
The VS/FPA knob has no managed function. The standard callouts for the use of this knob are as
follows:
V/S Plus (or Minus) 700 PULL, or
FPA Minus 3 PULL
(V/S/FPA knob is turned and pulled)
PUSH TO LEVEL OFF
(V/S/FPA knob is pushed)
Ident.: PRO-NOR-SOP-90-A-00011906.0001001 / 13 AUG 10
ARM
The ARM __ command means arming a system by pushing the specified FCU button.
e.g. : ARM APPROACH
e.g. : ARM LOC.
Ident.: PRO-NOR-SOP-90-A-00011907.0001001 / 13 AUG 10
ON/OFF
The simple ON or OFF command is used for the autopilot, flight directors, autothrust and the bird
(flight path vector).
e.g.: BIRD ON (The HDG-V/S / TRK-FPA pb is pushed.)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SOP-90 P 2/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FMA
Ident.: PRO-NOR-SOP-90-00011908.0001001 / 13 AUG 10
Applicable to: ALL
The PF should call out any FMA change, unless specified differently (e.g. CAT II & III task sharing).
Therefore, the PF should announce:
All armed modes with the associated color (e.g. blue, magenta): G/S blue, LOC blue.
All active modes without the associated color (e.g. green, white): NAV, ALT.
The PNF should check and respond, CHECKED to all FMA changes called out by the PF.
ALTITUDE
Ident.: PRO-NOR-SOP-90-00011909.0001001 / 13 AUG 10
Applicable to: ALL
The PNF calls out one thousand to go when passing 1 000 ft before the cleared altitude or FL, and
the PF calls out checked.
FLAPS' CALLOUTS
FLAPS' CONFIGURATION
1
1+F
0
CALLOUT
"FLAPS ONE"
"FLAPS ONE"
"FLAPS ZERO"
The reply will be given when selecting the new flap position.
e.g.:
PF
PNF
CALLOUT
"FLAPS ONE"
"SPEED CHECKED"
"FLAPS ONE"
REMARK
PNF checks the speed:
Above the S or F speed and accelerating (Takeoff)
Below VFE next and decelerating (Approach)
PNF selects the FLAPS lever position and replies after checking the blue
number on the ECAM flaps indicator to confirm the correct selection has been
made.
D to F
PRO-NOR-SOP-90 P 3/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GEAR CALLOUTS
PF
PNF
CALLOUT
"GEAR UP (DOWN)"
"GEAR UP (DOWN)"
REMARKS
The PNF selects the L/G lever position and
replies after checking the red lights on the LDG
GEAR indicator to confirm gear operation.
PNF will make callouts for the following conditions during final approach. Attitude callouts also to be
made through to landing.
SPEED if the speed decreases below the speed target - 5 kt or increases above the speed target
+ 10 kt.
SINK RATE when V/S is greater than -1 000 ft/min.
BANK when bank angle becomes greater than 7 .
PITCH when pitch attitude becomes lower than -2.5 or higher than +10 .
"LOC or GLIDE when either localizer or glide slope deviation is:
dot LOC; 1 dot GS.
COURSE when greater than dot or 2.5 (VOR) or 5 (ADF).
__ FT HIGH (LOW) at altitude checks points.
FLIGHT PARAMETERS IN GO-AROUND
Ident.: PRO-NOR-SOP-90-00011913.0001001 / 13 AUG 10
Applicable to: ALL
During a go-around, the PNF will make a callout for the following conditions:
BANK: If the bank angle becomes greater than 7 ,
PITCH: If the pitch attitude becomes greater than 20 up or less than 10 up,
SINK RATE: If there is no climb rate.
F to H
PRO-NOR-SOP-90 P 4/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ECAM PROCEDURES
1. ECAM ACTION is commanded by PF when required.
2. CLEAR __ (title of the system) ? is asked by the PNF for confirmation by the PF, that all
actions have been taken/reviewed on the present WARNING/CAUTION or SYSTEM PAGE.
e.g.: CLEAR HYDRAULIC ?
3. CLEAR __ (title of the system) is the command by the PF that the action and review is
confirmed. For status page; REMOVE STATUS will be used.
4. ECAM ACTIONS COMPLETE is the announcement by the PNF that all APPLICABLE
ACTIONS have been completed.
5. Should the PF require an action from the PNF during ECAM procedures, the order STOP
ECAM will be used. When ready to resume the ECAM the order CONTINUE ECAM will be
used.
Ident.: PRO-NOR-SOP-90-C-00011916.0001001 / 13 AUG 10
MEMORY ITEMS
The aim of such callouts is to callout the appropriate procedure by calling out, in most cases,
the title of the procedure. This will allow the crew to be aware of the situation and be prepared to
properly react (crew coordination, task sharing and communication).
GPWS
As soon as avoidance manoeuver is envisaged.
"PULL UP TOGA"
REACTIVE WINDSHEAR
"WINDSHEAR TOGA"
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
I to J
PRO-NOR-SOP-90 P 5/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EVENT
Initial ground contact
External __ disconnection
EVENT
Before start up clearance received
After start up clearance received
PRO-NOR-SOP-90 P 6/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EVENT
Start of push
When ready to start engines
When pushback completed
When ready to disconnect (after engine
started, and parameters are stabilized)
EVENT
All engines started and stabilized and
GND is disconnected
PNF
AFTER START C/L COMPLETE
EVENT
When taxi clearance obtained
TAXI
PF
CLEAR LEFT (RIGHT) SIDE
Brake check
Flight control check in the following
sequence (the check is possible before
the start of taxi)
1. Elevators
2. Ailerons/Spoilers
3. Rudder(1)
During taxi
BRAKE CHECK
FLIGHT CONTROL CHECK
(1)
RUDDER
BEFORE TAKEOFF C/L
PNF
CLEAR RIGHT (LEFT) SIDE
PRO-NOR-SOP-90 P 7/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EVENT
Setting thrust levers to initial stabilization TAKEOFF
value
Before passing 80 kt
At 100 kt
CHECKED
At V1
At VR
Gear retraction
GEAR UP
TAKEOFF
PF
PNF
THRUST SET
ONE HUNDRED KNOTS
V1
ROTATE
POSITIVE CLIMB
GEAR UP
If AP is engaged by PNF
Checklist
AP 1(2) ON
AFTER TAKEOFF/CLIMB C/L
At transition altitude
EVENT
If GO decision
If RTO decision
F/O
REVERSE GREEN(1)
DECEL(2)
In case of failure or no positive deceleration, NO REVERSE ENGINE__or NO REVERSE
In case of failure or no positive deceleration, NO DECEL
DECEL callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It can
also be confirmed by the DECEL light.
PRO-NOR-SOP-90 P 8/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EVENT
Approach checklist
Activation of approach Phase
RA alive
At GS* or below GO altitude for NPA
FAF
Landing checklist
1 000 ft RA
100 ft above MDA/DH
MDA/DH visual reference
MDA/DH no visual reference
After touchdown
Ground spoilers extended
REV green on EWD
Deceleration
At 70 kt
(1)
(2)
(3)
(4)
(5)
CHECKED
Crew awareness, crew should now keep RA in scan to landing
PNF monitors pin-programmed auto callout, or announces if inoperative.
If the spoilers are not extended, call NO SPOILER
If no reverse deployment, call NO REVERSE ENGINE__ or NO REVERSE, as appropriate.
DECEL Callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It can
also be confirmed by the DECEL light. If no positive deceleration, NO DECEL.
PRO-NOR-SOP-90 P 9/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EVENT
GO AROUND decision
Flaps retraction
Gear retraction
GO AROUND
PF
GO AROUND FLAPS
PNF
FLAPS
POSITIVE CLIMB
GEAR UP
GEAR UP
Checklist
At transition altitude
EVENT
Checklist
AFTER LANDING
PF
AFTER LANDING C/L
PNF
AFTER LANDING C/L COMPLETE
EVENT
Checklist
PARKING
PF
PARKING C/L
PNF
PARKING C/L COMPLETE
EVENT
Checklist
PRO-NOR-SOP-90 P 10/10
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Introduction
INTRODUCTION
Ident.: PRO-NOR-SRP-01-05-00003959.0001001 / 09 DEC 09
Applicable to: ALL
Note:
This chapter is an amplification of the SOP. Anytime it was feasible, the same chapters and
the same titles of paragraph were retained.
The following discussion of the FMGS uses this flight plan as an example.
PRO-NOR-SRP-01-05 P 1/2
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-05 P 2/2
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Cockpit Preparation
FMGS INITIALIZATION
Ident.: PRO-NOR-SRP-01-10-00003960.0002001 / 22 MAY 12
Applicable to: ALL
CAUTION
Cycling the navigation database deletes the active and secondary flight plans. Do
not cycle it while airborne because doing so will delete the flight plan, eliminate all
speed predictions, and blank the ND. If the aircraft is in managed speed, Green
Dot becomes the speed target.
PRO-NOR-SRP-01-10 P 1/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
NAVAIDS DESELECTION
If NOTAMS indicate that selected NAVAIDs are unreliable or unserviceable, deselect
them as follows:
PRESS the DATA key.
SELECT the POSITION MONITOR page.
SELECT the SELECTED NAVAIDS page.
Under DESELECT, INSERT the NAVAID identifier in the brackets.
The pilot can only make six deselections.
PRO-NOR-SRP-01-10 P 2/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Follow SOP instructions, when the route is a company route stored in the database.
PRO-NOR-SRP-01-10 P 3/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-10 P 4/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If waypoints, NAVAIDs or airports are not in the NAV database, the crew must define and
store them manually, using the data stored function.
Ident.: PRO-NOR-SRP-01-10-A-00003962.0046001 / 16 NOV 11
ALIGNING IRS
The alignment phase is completed, when the ADIRS is initialized to an appropriate position. If the
GPS is available, initialization is automatic, using the GPS position. Flight crew intervention is not
necessary.
However, automatic initialization may be manually overriden by flight crew entry, at any moment
during the alignment phase. In this case, perform the following procedure as soon as possible, to
prevent delays if an alignment error occurs:
PRESS the INIT key, and then the IRS INIT prompt.
IRS INIT page is displayed with the airport reference point as default coordinates.
If necessary, PRESS [1L] and/or [1R] and use scroll keys to adjust the latitude and/or longitude
values.
For example, this can be used to enter the gate precise coordinates when the aircraft is intended
to fly without GPS on long segments without radio coverage.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SRP-01-10 P 5/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-10 P 6/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-10 P 7/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Procedure
PRESS the F-PLN key on MCDU
SELECT the DEPARTURE prompt [1L] key
SELECT the RWY in USE, SID and TRANS
CHECK the resulting temporary F-PLN
If it is correct, INSERT it using [6R] key.
If it is not correct, ERASE it using [6L] key.
PRO-NOR-SRP-01-10 P 8/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-10 P 9/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The vertical revision page shows the descent speed (DES SPD) limit, if the revised waypoint is
between top of descent and destination.
It can be deleted by a clear action, the field reverts to brackets. It can also be cleared directly on
the F-PLN A page by clearing the SPD LIM pseudo-waypoint.
ENTERING A SPEED CONSTRAINT
Procedure
PRESS the F-PLN key on the MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SRP-01-10 P 10/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-10 P 11/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
You may delete the constraint using the clear key on the relevant right hand key.
However if there is an altitude constraint assigned at that point, the clear action deletes
it too.
Procedure
PRESS the F-PLN key on the MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SRP-01-10 P 12/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In case of QFE operations, the altitude constraints must be converted and entered
as an altitude in feet.
You or the database may assign an altitude constraint to any waypoint in the climb or descent
phases except the FROM, origin, or destination waypoints, or any pseudo waypoint.
An altitude constraint may be defined as an at, an at or above, or an at or below
constraint. In certain procedures, the database may define an altitude constraint as a window
in which the aircraft should fly.
Enter AT constraints with no sign.
Enter AT or ABOVE constraints preceded by a + sign (+FL 130, for example).
Enter AT or BELOW constraints preceded by a sign (-15 000, for example).
enter four or five-digit number when entering altitude. Include the lead zero (0 500 ft , for
example).
For flight level, enter a two- or three-digit number, with or without the letters FL. The lead
zero is optional. (Examples : +FL 120 or + 120 ; -FL 090 or -90 or - 090)
Enter the altitude value as either altitude or flight level ; the MCDU displays the selected value
as an ALT or FL, as appropriate for the transition altitude.
The constraint must be higher than the thrust reduction altitude and lower than the cruise
flight level.
Once inserted in the flight plan, the altitude constraint (ALT CSTR) is displayed in magenta as
long as predictions are not available.
When predictions are available, the altitude constraints are replaced by the predicted altitude
at relevant waypoints highlighted by a star.
* If the predicted altitude matches the constraint the star is magenta. If the predicted altitude
is missed (by more than 250 ft), the star is amber.
PRO-NOR-SRP-01-10 P 13/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The vertical revision page displays ALT ERROR, along with the difference between the
constraint and the predicted altitude at the revised waypoint.
ND Display
An altitude-constrained waypoint is marked by a circle ( ) on the navigation display.
PRO-NOR-SRP-01-10 P 14/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This circle is white when the guidance does not take the altitude constraint into account. It is
magenta if the guidance system takes the altitude constraint into account and predicts that it
will be matched.
It is amber if the guidance system takes the altitude constraint into account and predicts that it
will not be matched.
The aircraft should be at or below FL 120 at AGN and above FL 180 at LACOU.
Entering an Altitude Constraint Through F-PLN A Page
The pilot may also enter an altitude constraint directly through the F-PLN A page.
When entering the value into the scratchpad do not forget the slash e.g. /- 120 or /-FL 120.
If the slash is omitted the value will be considered as a speed constraint if it is within the
range value.
PRO-NOR-SRP-01-10 P 15/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Use CLR to delete them directly from the flight plan page, as well. However, if there is also a
speed constraint assigned at that waypoint, the clear action deletes it too.
ENTERING AN ESTIMATED TIME OF TAKEOFF (ETT)
In Preflight Phase:
SELECT the SEC F-PLN key on the MCDU.
SELECT a VERT REV at any waypoint.
SELECT the Required Time of Arrival (RTA) prompt (2R).
The MCDU displays the RTA page.
ENTER the Estimated Takeoff Time in the [ 6R ] field.
The format is HHMMSS (entry of seconds is not mandatory).
ENTER it in the 6R field
PRO-NOR-SRP-01-10 P 16/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the aircraft has not taken off by the time entered as estimated takeoff time, the MCDU
displays the CLK IS TAKE OFF TIME message, meaning that the system will replace your
estimated takeoff time with the actual time.
When beginning the takeoff roll, the system automatically adopts that clock time as the
takeoff time.
If the origin airport is changed, or the clock time is invalid, the system automatically deletes
the estimated takeoff time.
Ident.: PRO-NOR-SRP-01-10-A-00003965.0001001 / 15 FEB 11
If the details of the EOSID require review, select the EOSID as a TMPY F-PLN and
review it as TMPY. Then ERASE it.
SECONDARY F-PLN
For details : Refer to DSC-22_20-60-50 Secondary Flight Plan.
PRO-NOR-SRP-01-10 P 17/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RADIO NAV
Whenever a NAVAID IDENT is correctly decoded, in agreement with that published, no audio
check is necessary.
Morse decoding is displayed on the ND for VOR/DME, VOR/TAC, DME, ADF, and on the PFD for
ILS.
Preferably use the identifier for NAVAID entry.
If the ADF IDENT is not in the database, be sure to include a decimal point when tuning the
frequency (e.g 315. or 325.7).
Note:
Whenever, the runway ILS is intented to be retained for guidance after the takeoff phase,
it is recommended to manually tune the ILS by its identifier.
PRO-NOR-SRP-01-10 P 18/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
PRESS the INIT key, and the Next () key to access the INIT B page.
ENTER the ZFW and ZFWCG value in the [ 1R ] field.
The FUEL PLANNING prompt appears in the [ 3R ] field.
Note:
As long as the final Load and Trim Sheet is not available, the crew should insert the
estimated ZFW/ZFWCG in order to get fuel estimates. The ZFW and ZFWCG values
must be updated with the final Load and Trim Sheet values.
PRO-NOR-SRP-01-10 P 19/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
At takeoff, the RTE RSV field will automatically be reset to 0. The RTE RSV fuel is
then added to the EXTRA fuel, which ensures that the EXTRA fuel and MIN DEST
FOB values are consistent in flight.
MIN DEST FOB (equal to ALTN + FINAL) can be increased at flight crew discretion
(e.g. when HOLD is expected at destination).
1. The flight crew should only enter a TRIP WIND to obtain realistic fuel/time
predictions, on ground. Then, the flight crew should enter a wind profile using the
WIND pages, for fuel/time predictions in flight. As soon as flight crew has entered a
wind profile on the WIND pages, the TRIP WIND will be erased.
2. If the crew has already defined a wind profile, even partially (such as climb wind), it
is not possible to enter a TRIP WIND.
ENTER the planned BLOCK fuel, as indicated in the computerized flight plan (CFP)
If the planned BLOCK fuel is not available, the crew may obtain a prediction of the minimum
BLOCK fuel required for the flight by pressing the FUEL PLANNING prompt [3R].
Pressing this prompt makes the FMS compute the minimum required BLOCK fuel, which is the
BLOCK fuel required to have EXTRA fuel = 0, based on the parameters entered on the INIT and
F-PLN pages.
The computed BLOCK fuel value is displayed in the [2R] field, and a BLOCK CONFIRM prompt
appears in the [3R] field.
Note:
In order to obtain a realistic fuel computation, the flight crew should ensure that the
F-PLN initialization has been completed (including insertion of the ALTN F-PLN and/or
ALTN fuel and/or MIN DEST FOB if necessary), and that flight parameters, such as
CRZ FL, steps climbs (if any), and winds, have been inserted.
PRO-NOR-SRP-01-10 P 20/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the final Load and Trim Sheet (LTS) data are available:
ENTER the final ZFW/ZFWCG [1R], and the required BLOCK fuel [2R].
The FMS computes the predictions, based on the entered BLOCK fuel, and estimates the
EXTRA fuel value.
CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE
RSV fuel, ALTN fuel, FINAL and EXTRA fuel values.
If necessary, the flight crew may modify the ALTN or FINAL fuel values.
PRINT the PREFLIGHT REPORT, if necessary.
When the final Load and Trim Sheet values (ZFW/ZFWCG/BLOCK) have been entered, the
crew may print the pre-flight report, which provides a copy of the F-PLN with the associated
FMS predictions.
PRO-NOR-SRP-01-10 P 21/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the AP/FD has reverted to ALT or V/S (FPA) mode, the associated A/THR mode is
SPEED. In this case, the system will probably reduce thrust, because the speed will be
equal to, or greater than, the target speed.
PRO-NOR-SRP-01-10 P 22/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
PRESS the PERF key on the MCDU.
WRITE successively and ENTER : V1, VR, V2.
WRITE successively and ENTER T.O. SHIFT and FLX TEMP or DRT TO
CHECK/MODIFY the THR RED ALT (Thrust reduction altitude) See *.
CHECK/MODIFY the ACC ALT (acceleration altitude) See *.
CHECK/MODIFY the ENG OUT ACC (engine out acceleration altitude) See *.
CHECK/MODIFY the TRANS ALT (transition altitude) See *
CHECK V1, V2 on PFD See **
*
Altitudes less than 400 ft above airfield elevation cannot be selected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SRP-01-10 P 23/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
**
If the PFD does not display V2 at the top of its speed scale, check that at least one FD is
ON.
PRO-NOR-SRP-01-10 P 24/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
PRESS the PERF key on the MCDU.
The PERF TAKE OFF page is displayed.
SELECT the NEXT PHASE [6R] key to display the CLB page.
WRITE a climb speed and ENTER it.
To revert to managed speed, select ECON by pressing [3L].
When the aircraft is transitioning into the climb phase, the preselected value becomes the target
speed:
The selected speed target is active.
The primary flight display shows the target speed in blue.
The FCUs speed window displays the new speed or Mach number.
Ident.: PRO-NOR-SRP-01-10-B-00003973.0001001 / 15 FEB 11
PRO-NOR-SRP-01-10 P 25/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
PRESS the PERF key on the MCDU.
PRESS the NEXT PHASE [6R] key on the MCDU, until the CRZ page is accessed.
WRITE a cruise Mach (or speed) in the scratchpad and ENTER it in [4L].
To revert to managed speed, PRESS [3L].
When the cruise phase is active, you cannot preselect a cruise Mach or speed.
Ident.: PRO-NOR-SRP-01-10-B-00004095.0001001 / 16 NOV 11
PRO-NOR-SRP-01-10 P 26/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
After takeoff :
PULL HDG/TRK knob.
The heading or track mode engages on the preset value.
The direction in which the pilot rotates the HDG/TRK selection knob usually determines the
direction of the turn. A left rotation (decreasing heading) produces a left turn ; a right rotation
produces a right turn.
However, when a heading has been preset before takeoff or go-around, the direction of the
turn will be such as to cause the shortest turn at the moment of engagement.
CANCELLING THE HEADING/TRACK PRESET FUNCTION
The pilot can cancel the heading preset by pushing the HDG/TRK knob back in again. This
engages or arms the NAV mode.
FMGS RE-INITIALIZATION AFTER A CANCELED FLIGHT
Ident.: PRO-NOR-SRP-01-10-00013064.0001001 / 16 NOV 11
Applicable to: ALL
If the flight crew initially prepared a flight with all the data associated with this flight (takeoff speeds,
winds, etc.), and if this flight is later canceled and replaced by another flight, the flight crew may use
the following procedure to initialize the FMGS again:
PREPARE the new flight data in the secondary flight plan, using SEC INIT A, SEC INIT B, and SEC
PERF pages
ACTIVATE the secondary flight plan.
PRO-NOR-SRP-01-10 P 27/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
When the flight crew activates the secondary flight plan, the following data of the primary
flight plan is lost if the secondary flight plan does not include any replacement data:
Alternate data
Winds and cruise TEMP at waypoints as inserted on CRZ WIND pages
Departure and arrival selection (STAR, APP, RWY) and approach parameters (QNH,
TEMP, WIND, TRANS ALT, VAPP, MDA/MDH, DH, LDG CONF)
Altitude, speed, and time constraints
Steps
CMS
Offsets
Flaps/THS
Preselected cruise and descent speeds.
PRO-NOR-SRP-01-10 P 28/28
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-15 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the previously selected SID is compatible with the new runway, it automatically appears in
the temporary flight plan. Any revision the pilot may have made to the previous SID will not
be transferred.
If the pilot still wants it, he has to reenter it.
PRO-NOR-SRP-01-15 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The insertion of the shift in takeoff position permits the system to make an accurate revision
to its navigation data at takeoff.
PRO-NOR-SRP-01-15 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-15 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Taxi
FCU SELECTION FOR TAKEOFF
Ident.: PRO-NOR-SRP-01-20-00003978.0004001 / 11 FEB 11
Applicable to: ALL
PROCEDURE
ENSURE that HDG V/S modes are selected (change over pb).
CONFIRM or SELECT the first cleared altitude
CROSS CHECK on PFD the target altitude
CONFIRM both FDs ON
FMA MODE CHECK
Ident.: PRO-NOR-SRP-01-20-00003979.0001001 / 22 MAY 12
Applicable to: ALL
A to B
PRO-NOR-SRP-01-20 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
ALT (in blue or magenta) may be displayed instead of CLB if the FCU altitude or a
constraint is set at or below the acceleration altitude.
SET the minimum range to display the first waypoint after departure or as required for weather radar.
PRO-NOR-SRP-01-20 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-20 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-20 P 4/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Takeoff
MONITORING THE TAKEOFF
Ident.: PRO-NOR-SRP-01-30-00003983.0001001 / 07 FEB 11
Applicable to: ALL
At 30 ft
If NAV is armed, it engages automatically.
If NAV is not armed, RWY TRK mode engages and remains displayed until the crew
selects another lateral mode.
PRO-NOR-SRP-01-30 P 1/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
At 100 ft
Engage AP1 or AP2.
The FMGS has an internal delay that prevents the AP to be engaged during 5 s after lift-off.
At thrust reduction altitude
CLB flashes in the first column of the FMA
Procedure
SET the thrust levers to the CL detent
A/THR activates automatically
CHECK that A/THR turns to white in the 5th FMA column.
CHECK that CLB appears in green in the first column.
Depending on the next level off altitude, CLB or ALT is armed and displayed in the second
column.
ALT is armed:
in blue if the next predicted level-off is the FCU-selected altitude (target altitude blue at the top
of the ALT scale)
in magenta if the next predicted level-off is an ALT CSTR (target altitude magenta at the top of
the ALT scale)
PRO-NOR-SRP-01-30 P 2/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
At acceleration altitude
The vertical phase automatically switches to climb.
CLB mode engages. The target speed jumps to initial climb speed on the PFD.
Procedure
CHECK that CLB appears in green in the second FMA column.
The speed reference system (SRS) mode remains engaged until CLB phase is engaged,
which occurs at ACCEL ALT or at any other vertical mode engagement, whichever comes
first.
If during takeoff the FCU altitude is set below the current aircraft altitude, the system ignores
the FCU altitude and the aircraft remains in SRS mode until the pilot selects an altitude above
the aircraft altitude or engages any other mode.
PRESELECTING A HDG OR A TRK
Ident.: PRO-NOR-SRP-01-30-00003984.0001001 / 16 NOV 11
Applicable to: ALL
PROCEDURE
If a HDG or a TRK was preselected on the ground :
PULL OUT the HDG/TRK selector knob when required
CHECK that the HDG/TRK mode is active and displayed on the FMA
When a HDG or TRK is preset, OP CLB mode will engage at the acceleration altitude. (CLB
mode is not available in HDG/TRK mode).
A to B
PRO-NOR-SRP-01-30 P 3/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Do not engage the autothrust prior to selecting a target speed on the FCU.
C to D
PRO-NOR-SRP-01-30 P 4/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
Establish initial climb of 15
When reaching the thrust reduction altitude (THR RED ALT):
SELECT a climb speed.
SET the thrust levers to CL detent.
ACTIVATE the autothrust.
TURN ON the FDs (basic modes engage).
SELECT appropriate mode.
Failure of both FDs after the start of takeoff:
The FD bars disappear.
The FCU window displays the target speed, which synchronizes on V2, or the current speed
(if it is higher).
The autothrust remains armed.
PRO-NOR-SRP-01-30 P 5/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
At thrust reduction altitude, LVR CLB flashes. If the pilot set the thrust levers to the CLB
detent, the autothrust becomes active in selected SPD mode (no FDs selected).
If the current speed is greater than the target speed, the thrust decreases.
At acceleration altitude the target speed does not change, since it is selected.
TAKEOFF WITH NO V2 ENTRY
Ident.: PRO-NOR-SRP-01-30-00003987.0001001 / 16 NOV 11
Applicable to: ALL
If V2 is not inserted, the speed reference system (SRS) will not engage for takeoff.
5 s after lift off, V/S mode will engage. When V/S engages the current airspeed becomes the FCU
target speed.
To regain a normal speed target, the pilot must :
SELECT the appropriate climb speed on the FCU and PULL out the knob.
At ACC ALT :
PUSH the A/THR pb on the FCU.
SET the thrust levers to CL detent.
PUSH in the SPD selector knob to get a managed speed target.
TAKEOFF USING THE LOCALIZER OF THE OPPOSITE RUNWAY
Ident.: PRO-NOR-SRP-01-30-00003988.0005001 / 16 NOV 11
Applicable to: ALL
If the localizer, of the ILS associated with the opposite runway, must be used for takeoff:
SELECT the RAD NAV PAGE.
ENTER the ILS IDENT.
If the ILS is in the database, the system tunes the proper frequency.
Check that the ILS front course is displayed in the CRS field.
Note:
PRO-NOR-SRP-01-30 P 6/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-30 P 7/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-30 P 8/8
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Climb
MONITORING THE CLIMB PHASE
Ident.: PRO-NOR-SRP-01-40-00003989.0008001 / 16 NOV 11
Applicable to: ALL
The PF MCDU should display the PERF CLB page allowing him to monitor the climb.
The PNF MCDU should display the F-PLN page to allow the pilot to monitor time, speed and altitude
predictions. This page also displays matched or missed information for constraints.
PRO-NOR-SRP-01-40 P 1/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-40 P 2/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CASE 2
The FCU selected altitude is set at the next altitude constraint
The aircraft will automatically levels off at this altitude.
PRO-NOR-SRP-01-40 P 3/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
To resume the climb automatically when the waypoint AAA is reached, apply the following
procedure during the level off (Position 4):
SELECT the FCU altitude to the next constraint (if any) or the cruise FL.
PUSH the FCU ALT selector knob to arm CLB mode.
PRO-NOR-SRP-01-40 P 4/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RECOMMENDATION:
To ensure that you will not miss the next constraint, it is recommended to select the FCU
altitude to the next constraint as described above.
MONITORING THE CONSTRAINTS
SPEED, ALTITUDE and TIME constraint can be checked using MCDUs. Each constraint is
preceded by a star that indicates if the constraint is matched (magenta star) or missed (amber
star).
PRO-NOR-SRP-01-40 P 5/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALTITUDE CONSTRAINT
If an altitude constraint is predicted as missed, use the following procedure:
SET the FCU ALT to the next ALT CSTR
CHECK the position of the level off symbol on the ND (blue arrow) with respect to the
waypoint with the constraint.
DECREASE the target speed until the constraint is met.
SPEED CONSTRAINT
CHECK the SPD CSTR predictions on the MCDU.
A magenta or amber star (*) indicates that the aircraft will match or miss the constraint.
If the aircraft is to miss the constraint by more than 10 kt, the MCDU scratchpad displays SPD
ERROR AT WPT ---- .
CHECK GW MESSAGE.
Refer to PRO-SUP-22-10-C Other Abnormal Procedures - "CHECK GW" Message
HDG/TRK MODE ENGAGEMENT
If HDG/TRK is engaged, the guidance does not consider any F-PLN constraint. Therefore if
the flight crew disengages NAV, CLB mode reverts to OP CLB.
PRO-NOR-SRP-01-40 P 6/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SPEED SELECTION
If a specific speed is required:
TURN and PULL the SPD selector knob. (This changes the target speed to blue on the PFD
speed scale).
Predictions on the F-PLN page assume that the speed remains selected until the next
SPD LIM or SPD CSTR, or the next phase, whichever comes first.
IMMEDIATE RETURN TO ORIGIN AIRPORT
Ident.: PRO-NOR-SRP-01-40-00003991.0003001 / 16 NOV 11
Applicable to: ALL
If the SEC F-PLN has been prepared for an immediate return to the airport of origin:
ACTIVATE the SEC F-PLN.
PERFORM a DIR TO the appropriate waypoint.
If the SEC F-PLN has not been prepared for an immediate return to the airport of origin:
PRO-NOR-SRP-01-40 P 7/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-40 P 8/8
03 APR 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Cruise
REACHING CRUISE FLIGHT LEVEL
Ident.: PRO-NOR-SRP-01-50-00003992.0001001 / 22 MAY 12
Applicable to: ALL
On reaching the cruise flight level, the flight crew should be sure that the FMA displays - - - in its
second column, which ensures that the aircraft is at cruise flight level and at Economy Cruise Mach
(ECON CRZ MACH).
The FMGS engages the soft altitude (SOFT ALT) mode 2 min after the cruise flight level is captured
and Mach stabilized. (SOFT ALT) mode allows the aircraft to deviate 50 ft from the target altitude
to minimize the thrust variation and reduce the fuel consumption.
If the FMA does not display "- - -" at the assigned flight level, soft altitude mode will not
engage and the predictions will be computed at the preplanned flight level. This will occur when
the ATC assigned flight level is lower than the preplanned flight level entered on the PROG
page.
If the FMA does not display "- - -" at the assigned FL (as may occur when the
ATC-assigned FL is lower than the preplanned FL selected initially):
PRESS the [PROG].
ENTER the current cruise flight level.
Note:
If the current cruise flight level is above the preplanned FL, selecting the FCU updates
it automatically.
PRO-NOR-SRP-01-50 P 1/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRESS the FCU speed selector knob to activate the managed Mach.
GENERAL
On aircraft equipped with GPS PRIMARY, the navigation accuracy check is not required as long
as GPS PRIMARY
is available.
Otherwise, navigation accuracy shall be checked periodically in cruise.
The PROG page displays an estimated accuracy as being high or low (center of sixth line):
HIGH means that the FMGS estimates the FM position accurate enough to meet the EN
ROUTE criteria,
LOW means that the pilot must compare raw data from tuned navaids with corresponding data
computed by FM and shown on the ND or MCDU PROG page. The appearance of the message
NAV ACCUR DOWNGRAD on the MCDU calls for a similar crosscheck.
Note:
The pilot should make such a comparison periodically, even if the PROG page is
displaying HIGH and navaids are available: this allows him to quantify the FM position
error.
The method for checking the accuracy is explained in the SOP and in Evaluation of position
accuracy chapter (Refer to DSC-22_20-20-20 General).
A quick check is explained here below when the TO waypoint is a DME type. (VOR/DME or
VOR/TAC or DME or TAC)
PRO-NOR-SRP-01-50 P 2/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
POSITION DISCREPANCY
If there is a discrepancy between the raw data position and the FM position:
PRESS the DATA key on the MCDU.
SELECT the POSITION MONITOR page.
SELECT FREEZE.
On the other MCDU : Select the GPS MONITOR page.
PRO-NOR-SRP-01-50 P 3/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The F-PLN and FUEL PRED pages display fuel and time predictions throughout the flight. These
predictions are meaningful if the lateral and vertical flight plan, and the entered winds are kept
accurate enough as the flight progresses.
PROCEDURE
In addition to the Fuel Management procedure described in the SOPs (Refer to
PRO-NOR-SOP-15-A Cruise - Flight Progress), periodically apply the following actions:
KEEP ACCURATE FMS PREDICTIONS
Periodically UPDATE the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds).
CHECK the MIN DEST FOB value on the FUEL PRED page
The MIN DEST FOB value is computed by the FMS and by default it is equals to ALTN + FINAL.
ALTN, FINAL and MIN DEST FOB can be modified by the flight crew.
At the beginning of the CRZ phase, and/or after any change of destination or alternate airport,
check that the MIN DEST FOB value is meaningful. Otherwise, update the MIN DEST FOB value,
as appropriate.
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page
MONITOR the EFOB at destination on the F-PLN or FUEL PRED page. If necessary, ADAPT the
flight strategy.
ENTERING A STEP CLIMB OR A STEP DESCENT
Ident.: PRO-NOR-SRP-01-50-00003996.0002001 / 22 MAY 12
Applicable to: ALL
The crew may use the STEP ALTS page to enter up to four geographic step points or one optimal
step (computed by the FMGS) at any waypoint of the cruise.
PROCEDURE
PRESS the PERF key.
SELECT STEP ALTS prompt.
The PERF PAGE displays this prompt in cruise phase. The crew may also call up the STEP ALTS
page using a vertical revision at any cruise waypoint.
ENTERING AN OPTIMAL STEP (ONLY STEP CLIMB)
WRITE a step altitude or FL into the scratchpad.
ENTER the step altitude or FL in the [1R] field.
CHECK the FUEL and TIME SAVINGS predictions on the 5L and 5R fields.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to D
PRO-NOR-SRP-01-50 P 4/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-50 P 5/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For an altitude restriction defined at a waypoint less than 50 nm before the top of
descent and lower than the CRZ FL, it is recommended to enter an altitude constraint
rather than a step.
PRO-NOR-SRP-01-50 P 6/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the pilot changes his flight level without inserting a step:
If the FCU-selected altitude is above the previous CRZ FL, the CRZ FL on the PROG page
changes to the new flight level.
If the FCU-selected altitude is lower than the previous CRZ FL and if the distance to DEST is more
than 200 nm, the CRZ FL on the PROG page changes.
In that case Mach target is managed as follows:
At the start of the descent, the Mach target is the managed Mach number at the initial cruise
flight level.
When the aircraft reaches the new flight level, the Mach target switches either to the Mach
number for the lower CRZ FL, or to the speed for the lower CRZ FL if the aircraft reaches the
crossover altitude. This logic prevents the aircraft from exceeding VMO during descent.
If the FCU-selected altitude is lower than the previous CRZ FL and the aircraft is within 200 nm of
its destination, the system activates the descent phase.
The pilot may reactivate the cruise phase by entering a new cruise flight level in the PROG page.
GENERAL
The preparation for descent and approach consists of :
Entering PERF and WIND data
Defining the lateral and vertical F-PLN
Checking the tuning (auto or manual) of the appropriate navaids
After receiving the arrival information, the flight crew should use the following procedure.
E to F
PRO-NOR-SRP-01-50 P 7/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-50 P 8/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-50 P 9/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-50 P 10/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The Flight Guidance Computer then uses the entered speed, instead of the optimum speed for
computing the descent profile.
When the system switches to the descent phase, it sets the MANAGED target speed to the
entered speed. From there, the speed may only be modified by using the FCU selector knob.
Once in descent phase, the pilot cannot modify the MANAGED speed again.
PROCEDURE
PRESS the PERF on MCDU.
SELECT the NEXT PHASE prompt.
WRITE the descent speed into the scratchpad and ENTER it.
The 3L field displays the imposed managed speed value.
PRO-NOR-SRP-01-50 P 11/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
PRESS the MCDU's PERF.
WRITE the new cabin rate in the scratchpad.
ENTER it in the [4R] field.
Ident.: PRO-NOR-SRP-01-50-B-00004004.0010001 / 22 MAY 12
PRO-NOR-SRP-01-50 P 12/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The scratchpad displays ENTER DEST DATA if the approach page is not completed when the
aircraft is 180 nm from destination.
SELECT NEXT PHASE in order to display the GO AROUND page.
CHECK and, if necessary, MODIFY the THR RED ALT and the ACC ALT.
PRO-NOR-SRP-01-50 P 13/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
When the destination has a VOR/DME, ENTER it manually in the VOR field. ENTER
its identifier in the BRG/DIST field of the PROG page. This allows you to perform a
permanent NAV accuracy check.
AIRCRAFT
ENGINE
A318/A319/A320/A321
CFM 56-5-A1/A3
CFM 56-5-A4/A5
CFM 56-5-B1/B2/B3
CFM 56-5-B4 (A321)
CFM 56-5-B4 (A320)
CFM 56-5-B4/P
CFM 56-5-B5/B6/B7
CFM 56-5-B5/2P CFM
56-5-B6/2P CFM 56-5-B7/2P
CFM 56-5-B8/B9
PW6122/PW6124
V2500-A1
V2522-A5/V2524-A5/ V2527M-A5
V2530-A5/V2533-A5
V2527-A5/V2527E-A5
kg/min
45
40
65
65
55
25
25
100 lb/h
60
55
85
85
75
35
35
30
40
15
20
45
50
50
40
20
30
60
70
70
55
PRO-NOR-SRP-01-50 P 14/14
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Descent
DESCENT INITIATION
Ident.: PRO-NOR-SRP-01-60-00004007.0001001 / 14 FEB 11
Applicable to: ALL
The top of descent, displayed on the F-PLN page (T/D) and on the ND ( ), is a position that the
system calculates, assuming that the aircraft will begin its descent in DES mode with managed
speed, and that the system will guide the aircraft along the descent profile computed with all the
vertical F-PLN data (ALT CSTR, ECON or AUTO MACH/SPD, SPD CSTR, SPD LIMIT) to reach
VAPP at 1 000 ft AGL.
Note:
PROCEDURES
When the aircraft reaches the top of descent (F/D) :
SELECT the altitude target.
PUSH the ALT selector knob. DES mode engages.
CHECK the FMA annunciators.
DESCENT MONITORING
Ident.: PRO-NOR-SRP-01-60-A-NG00289
Applicable to: ALL
Ident.: PRO-NOR-SRP-01-60-A-00004008.0007001 / 22 MAY 12
A to B
PRO-NOR-SRP-01-60 P 1/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MONITOR the speed change that occurs, when the aircraft reaches a speed change symbol
(magenta ball) under managed speed.
MONITOR the FMA (ALT*, ALT CST*, ALT, ALT CST), when the aircraft reaches level symbols.
If the aircraft is on the descent profile:
The aircraft is considered to be on the vertical profile, when it is within 50 ft of it. VDEV is
close to zero, and the system predicts that it will match constraints until the aircraft levels off
at the next FCU altitude.
MONITOR the predicted descent point after the next level-off.
A/THR adjusts thrust for the particular segment. The first FMA column may display THR
IDLE or SPEED.
PRO-NOR-SRP-01-60 P 2/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A/THR sets IDLE thrust and the AP increases speed by calling for down elevator. If the
aircraft reaches the upper limit of the managed speed range, the aircraft diverges and
maintains the upper limit speed.
PRO-NOR-SRP-01-60 P 3/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Procedure
SELECT a descent speed higher than the upper limit when possible.
MONITOR the intercept symbol
When this symbol reaches the next ALT CSTR waypoint, MORE DRAG appears on the
PFD, indicating that speedbrakes must be extended in order to match the next altitude
constraint. This is an advisory message.
Note:
When DES mode is engaged, speed brake extension will not necessarily increase
the descent rate. It does so, if the aircraft is above the profile.
If the aircraft is on or below the profile: The system will add thrust to keep the
aircraft on profile and within the speed target range.
If an altitude constraint is predicted to be missed by more than 250 ft, the vertical
revision page shows ALT ERROR at the waypoint.
PRO-NOR-SRP-01-60 P 4/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-60 P 5/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-60 P 6/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When HDG or TRK mode is engaged, vertical position may also be assessed on the ND using
the energy circle. It is displayed as a green arc oriented on the current track and centered on the
aircraft current position.
Note:
Altitude and speed predictions displayed on the F-PLN page assume an immediate
return to DES mode.
PROCEDURE
SET the FCU altitude as cleared by ATC, while considering the applicable safe altitude.
If the next safe altitude is higher than the ATC-cleared altitude, check with the ATC to verify that
this constraint applies.
If confirmed, set the FCU altitude to the safe altitude, until it is safe to fly at the cleared altitude.
MONITOR the speed target, when the aircraft reaches the speed change symbol.
MONITOR the FMA ALT*, ALT, upon reaching the level symbol.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SRP-01-60 P 7/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
on the ND.
The MCDU F-PLN page presents SPD/ALT constraint-matching predictions, which assume that
DES mode is immediately re-engaged.
CHECK the predictions before re-engaging DES mode (in order to resume the descent profile).
Note:
VDEV is available on the PFD even in HDG mode; it is a valuable tool for monitoring
the descent, as long as crosstrack error (XTK) is less than 5 nm.
The aircraft automatically decelerates for approach, only if it flies over the DECEL
pseudo waypoint with NAV mode engaged (or LOC*, LOC).
EXPEDITE DESCENT (IF INSTALLED)
B to C
PRO-NOR-SRP-01-60 P 8/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the MCDU AREA RNP IS XX.X message or PROCEDURE RNP IS XX.X message is displayed,
the pilot will manually-entered RNP value in the REQUIRED field of the PROG page and clear or
modify it, if it is not in accordance with the RNP value specified in the area (NAV or approach chart).
TOO STEEP PATH
Ident.: PRO-NOR-SRP-01-60-00004013.0007001 / 22 MAY 12
Applicable to: ALL
TOO STEEP PATH AHEAD appears on the MCDU scratchpad, when the system predicts this
situation, and TOO STEEP PATH is displayed on the F-PLN page.
When the aircraft is crossing the first waypoint of a TOO STEEP PATH, the system computes a
flyable descent profile (with an idle segment). The VDEV makes a jump because it is related to a new
profile.
D to E
PRO-NOR-SRP-01-60 P 9/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
When passing the first waypoint of the TOO STEEP PATH:
MONITOR VDEV and predictions at the next CSTR waypoint.
If required, EXTEND the speedbrakes before seeing the MORE DRAG message.
CONSIDER using a holding pattern, if necessary.
PRO-NOR-SRP-01-60 P 10/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HOLDING PATTERN
Ident.: PRO-NOR-SRP-01-60-00004014.0001001 / 16 NOV 11
Applicable to: ALL
A hold may be required during the descent, and may be manually inserted.
PROCEDURE
PRESS the F-PLN key.
SELECT the lateral revision page.
SELECT the HOLD prompt.
CHECK the HOLDING data, and MODIFY it if necessary.
CHECK the temporary flight plan and INSERT the holding pattern in it.
Note:
If the holding fix is close to the DECEL pseudo waypoint and the speed is managed,
manually activate the approach phase to change the managed target speed to approach
speed (VAPP). This will avoid having an increase of speed not appropriate.
MANUAL TERMINATION
Ident.: PRO-NOR-SRP-01-60-00004016.0001001 / 09 DEC 09
Applicable to: ALL
You should not use DES mode when entering a leg with manual termination. Manual termination,
which is defined as a track or a heading with no termination, is always part of a database procedure.
The computed descent flight profile may not be adequate when flying this type of leg.
F to G
PRO-NOR-SRP-01-60 P 11/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-60 P 12/12
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Approach
INITIAL APPROACH
Ident.: PRO-NOR-SRP-01-70-00004017.0015001 / 17 MAR 11
Applicable to: ALL
PRO-NOR-SRP-01-70 P 1/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MANAGED SPEED
CHECK that managed speed is active: MONITOR the target speed.
During the approach, the autothrust limits the speed of the current configuration. (GD, S, F,
VAPP).
PRO-NOR-SRP-01-70 P 2/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 3/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ILS/MLS/GLS/FLS APPROACH
Ident.: PRO-NOR-SRP-01-70-A-NG00290
Applicable to: ALL
Ident.: PRO-NOR-SRP-01-70-A-00004018.0001001 / 17 MAR 11
(*)
The approach must be stabilized at approach speed (minimum ground speed) in the
landing configuration before reaching 1 000 ft AGL.
If a NON PRECISION approach is selected in the active flight plan and if the flight
crew manually tunes an ILS on the RAD NAV page, the MCDU and the PFD display
"CHECK APPR SELECTION". This message is a reminder to the flight crew that,
although an ILS is tuned on RAD NAV page, the available approach guidance modes
are APP NAV-FINAL when the APPR pushbutton is pressed in on the FCU.
PRO-NOR-SRP-01-70 P 4/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FCU APPR pushbutton arms or engages LOC and G/S modes, if:
An ILS approach is entered in the flight plan, or
No approach, or only a runway, is entered in the flight plan, and an ILS is manually-tuned on
the RAD NAV page, or
Both RMPs are set to NAV, and an ILS is selected.
Ident.: PRO-NOR-SRP-01-70-A-00004020.0002001 / 17 MAR 11
AUTOLAND
CHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILS
approach.
MONITOR the radio automatic callout.
At 350 ft RA:
CHECK that LAND is displayed on the FMA.
CHECK ILS course.
If LAND is not displayed or if the ILS course is not correct, do not perform an autoland. The
flight crew should perform a go-around, if visual references are not sufficient.
Between 50 and 40 ft RA:
CHECK that FLARE is displayed on the FMA.
At approximately 30 ft RA:
CHECK that IDLE is displayed on the FMA, and that autothrust starts to reduce thrust toward
IDLE.
At 10 ft, RETARD callout comes up:
MOVE the thrust levers to IDLE.
Autothrust disconnects.
At touchdown:
CHECK that ROLL OUT appears on the FMA.
Note:
PRO-NOR-SRP-01-70 P 5/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MANUAL LANDING
At DH:
DISCONNECT the APs. SPEED mode remains engaged.
At 20 ft RETARD automatic call out comes up:
MOVE the thrust levers to IDLE if they are not there already. (The A/THR disconnects).
At touch down:
ROLL OUT appears on the FMA and the yaw bar comes up on the PFD.
Note:
The retard call out is only a reminder when a manual landing is performed.
PRO-NOR-SRP-01-70 P 6/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 7/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The RA signal is not valid above 8 200 ft AGL (TRT), or 5 000 ft AGL (Collins) or 7 900 ft AGL
(Honeywell).
If the aircraft is cleared for an ILS approach, when it is higher than 8 200 ft AGL (TRT),
or 5 000 ft AGL (Collins), or 7 900 ft AGL (Honeywell), proceed as follows:
PRESS the APPR pushbutton on the FCU.
When aligned on the localizer, check LOC and G/S engagement:
CAT 1 is displayed on the FMA. (Radio altimeters not yet valid).
Check that the FMA displays the correct capability for the intended approach, when the aircraft
is below 5 000 ft AGL.
Ident.: PRO-NOR-SRP-01-70-A-00004024.0002001 / 17 MAR 11
DATA LOCK
When the aircraft reaches 700 ft RA with APPR mode (LOC and G/S) armed or engaged, the ILS
FREQ and course are frozen in the receiver.
This function (ILS tune inhibit) is available, when at least one AP/FD is engaged. Any attempt to
change the ILS frequency or CRS, via the MCDU or RMP, does not affect the receiver.
If the speed is managed, the system does not accept any modifications the pilot may enter on the
PERF APPR page (surface wind, selected landing configuration, or VAPP) for speed guidance
purposes below this altitude.
When the aircraft reaches 400 ft RA, LAND mode engages. The flight crew can only disengage
this mode by engaging the GO AROUND mode.
Ident.: PRO-NOR-SRP-01-70-A-00004026.0001001 / 17 MAR 11
PRO-NOR-SRP-01-70 P 8/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The capture begins when the deviation is two dots or less. It is programmed to line the aircraft up
on the beam with a single overshoot, even if the intercept angle is large.
Note:
ICAO requires LOC beam to ensure a normal capture within 10 nm and plus or minus
35 from the course centerline. Some ILS systems just meet the requirement and are
subject to false capture outside these limits.
PRO-NOR-SRP-01-70 P 9/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If an ILS approach is possible when a non ILS was previously scheduled, use one of the following
procedures:
USE OF SECOND FLIGHT PLAN
Use a secondary flight plan to prepare the alternate ILS approach, time permitting.
COPY the ACTIVE flight plan.
REVISE the ARRIVAL: insert the ILS approach and the applicable STAR/VIA.
On the RAD NAV page, TUNE in the ILS manually.
REVISE the PERF APPR page.
CHANGE OF THE CLEARANCE
ATC changes the clearance from the non-ILS to the ILS approach.
If a secondary flight plan has been prepared:
ACTIVATE the SEC F-PLN and adjust.
Follow subsequent standard procedures.
If a secondary flight plan has not been prepared:
REVISE the ARRIVAL on the primary F-PLN, inserting the ILS approach.
REVISE the PERF APPR page.
Follow subsequent standard procedures.
CAUTION
If the pilot decides to fly the ILS approach without revising the arrival of the
primary flight plan (a non ILS approach is in the F-PLN), LOC and G/S modes
will not be available when he presses the APPR pushbutton.
Consequently, he should:
Manually TUNE in the ILS on the RAD NAV page: CHECK that the
"CHECK APPR SELECTION" message comes up.
Press the ILS pushbutton and select ROSE ILS on the EIS CONTROL
panel.
Use HDG, V/S or TRK, FPA modes to fly the ILS.
PRO-NOR-SRP-01-70 P 10/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TASK SHARING DURING CAT I, CAT II AND CAT III APPROACH AND LANDING
Ident.: PRO-NOR-SRP-01-70-00004029.0001001 / 17 MAR 11
Applicable to: ALL
LIM-22-20 section of this FCOM provides all limitations regarding CAT I, CAT II, and CAT III
approaches and landings. This includes precautions to be taken when performing autoland on CAT I
ILS beam with good visibility.
Anytime a precision approach is performed the PNF must announce that a flight parameter is being
exceeded, if:
During glide beam capture:
Pitch attitude becomes less than -2.5 or greater than +10 (nose up).
Vertical speed exceeds + 500 ft/min or -1 250 ft/min.
During final approach:
Speed goes below speed target - 5 kt or above speed target + 10 kt ( SPEED)
Pitch attitude goes below -2.5 or above 10 (PITCH)
Bank angle becomes greater than 7 (BANK)
Descent rate becomes greater than 1 000 ft/min (SINK RATE)
There is too much LOC or GLIDE deviation (LOCALIZER or GLIDE).
If the flight crew suspects that autopilot guidance is not effective, they should:
Use the instinctive disconnect pushbutton to disconnect the autopilot, or
Perform an automatic go-around.
The flight crew may perform a CAT II/CAT III approach, if:
The FMA displays the corresponding category
The required systems and functions are operative
The airport is approved for the intended operations
They are qualified to perform the specific approach.
CAT III APPROACH
AUTO CALL OUT RA is mandatory.
A/THR in SPEED MODE is mandatory.
Note:
AUTO CALL OUT is not mandatory for CAT 2 approach: The PNF may perform this
function.
PRO-NOR-SRP-01-70 P 11/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PF
PNF
CAT I minimum (DH or DA) is always BARO-referenced and must be entered in the BARO field of the PERF APPR
page.
Pin programming enables operators to select the required callouts.
PF
PNF
At 350 ft RA
Check ILS course on PFD
Commence outside scanning
LAND when displayed on FMA
E to F
PRO-NOR-SRP-01-70 P 12/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PF
At Decision Height + 100 ft
At Decision Height
If external visual references are sufficient
CONTINUE
If Automatic landing not performed
Disconnect the AP's and perform the landing
PNF
Monitor auto callout HUNDRED ABOVE
Monitor auto callout MINIMUM.
At RETARD annunciation, retard thrust levers to IDLE 10 ft RETARD auto callout (1)
if not yet performed
If Automatic landing is performed
Refer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown
If external visual references are not sufficient
GO-AROUND, FLAPS and execute
(1) RETARD auto callout comes up at 10 ft if LAND mode is engaged with one or two APs engaged. Otherwise it is
announced at 20 ft.
PF
At 350 ft RA
Check ILS course on PFD
Commence outside scanning
LAND when displayed on FMA
At Decision Height + 100 ft
At Decision Height
If external visual references are sufficient
CONTINUE
At 40 ft RA
At 30 ft RA
Monitor thrust reduction and flare by flight instruments
PNF
PRO-NOR-SRP-01-70 P 13/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PF
PNF
At 10 ft RA
Auto callout RETARD
RETARD both thrust levers to IDLE
Monitor lateral guidance by external reference
At TOUCH DOWN
PF
At 350 ft RA
Check ILS course on PFD
LAND when displayed on FMA
At 100 ft RA
If no failure is detected, CONTINUE
At 40 ft RA
At 30 ft RA
Monitor thrust reduction and flare by flight instruments
At 10 ft RA
AUTO CALL OUT RETARD
RETARD both thrust levers to IDLE
Monitor lateral guidance by external reference
At TOUCH DOWN
Select and control reverse thrust
PNF
Disengage the APs at the end of the Roll out (when leaving
the runway at the latest)
(1) In case of CAT III without DH, the pilot should enter NO in the DH field of the MCDU to avoid false HUNDRED
ABOVE or MINIMUM auto callouts which would not be applicable.
G to H
PRO-NOR-SRP-01-70 P 14/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LANDING CATEGORIES
Ident.: PRO-NOR-SRP-01-70-00004038.0001001 / 16 NOV 11
Applicable to: ALL
Each FMGC computes its own landing category : CAT1, CAT2, CAT3 single, and CAT3 dual and
displays the corresponding landing category on the FMAs.
Each category depends upon the availability of aircraft systems and functions.
When the landing capability downgrades, a triple click aural warning is activated.
FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-operational if, in the event of a failure below alert height, the
remaining part of the automatic system allows the aircraft to complete the approach, flare, and
landing. A CAT 3 DUAL system is a fail-operational automatic landing system.
Note:
In the event of a failure, the automatic landing system operates as a fail-passive system.
With a fail-passive automatic landing system the pilot assumes control of the aircraft after
a failure.
Below 100 ft (radio altimeter), the FMGS freezes the landing capability until LAND mode is
disengaged or both APs are off.
Therefore a failure occurring below 100 ft does not change the category of the system.
ALERT HEIGHT
The alert height is the height above touch down, above which a CAT3 autoland would be
discontinued and a missed approach executed, if a failure occurred in either the airplane systems
or the relevant ground equipments.
Below the alert height, if such a failure occurs, the flare, touchdown and roll out may be
accomplished using the remaining automatic system.
PRO-NOR-SRP-01-70 P 15/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AUTOLAND WARNING
With LAND or FLARE green on the FMA and at least one AP engaged, the AUTOLAND red
light appears on the glareshield when the aircraft is below 200 ft RA and one of the following
events occurs:
The autopilots are lost, or
The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers).
The difference between both radio altimeter indications is greater than 15 ft.
When the Autoland light comes on, Autoland must be discontinued (Refer to
PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft During A CAT II Approach,
Refer to PRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT
III WITH DH,
Refer to PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft for CAT III without
DH).
WARNING OF EXCESSIVE BEAM DEVIATION
This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurs
whenever:
G/S deviation is greater than 1 dot (above 100 ft RA).
LOC deviation is greater than 1/4 dot (above 15 ft RA).
WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"
Any downgrading in the aircrafts capability for automatic approach and landing sounds a
triple-click aural warning.
FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS
The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton has
been pressed green). LOC and G/S scales disappear from the PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged
The AP disengages.
The FD reverts to its HDG-V/S or TRK-FPA modes.
PRO-NOR-SRP-01-70 P 16/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAILURE
(for multiple failures, the
most limiting applies)
ACTION TO BE PERFORMED
ABOVE 1 000 ft
LANDING CATEGORY
Try to recover
As displayed on FMA
CAT II
(if A/THR not recovered)
CAT III SINGLE
(DH = 50 ft)
Disengage AP at touch down
CAT III SINGLE
Disengage AP at touch down
PRO-NOR-SRP-01-70 P 17/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAILURE
(for multiple failures, the
most limiting applies)
ACTION TO BE PERFORMED
ABOVE 1 000 ft
AP and FD not available
LANDING CATEGORY
CAT I
(minimum RVR
as per regulation)
CAT I
Disengage AP at
or above 500 ft
PRO-NOR-SRP-01-70 P 18/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 19/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 20/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT FOR CAT III WITHOUT DH
Ident.: PRO-NOR-SRP-01-70-00004043.0001001 / 17 MAR 11
Applicable to: ALL
The pilot must fly a back-course localizer approach with the ND in its ILS rose mode.
PROCEDURE
PRESS the RAD NAV key.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
N to O
PRO-NOR-SRP-01-70 P 21/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DO NOT select ILS via the LS pushbutton: Doing so makes the PFD show
reverse deviations.
DO NOT arm the LOC or APPR modes.
DO NOT select the LS pushbutton on ISIS, since it displays the LOC
deviations in the wrong sense.
The flight director may be used with the TRK-FPA or HDG-V/S modes.
PRO-NOR-SRP-01-70 P 22/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STABILIZED APPROACH
The stabilized approach brings the aircraft to intercept the final descent path in the landing
configuration and at VAPP.
Managed speed is best for the stabilized approach and VAPP should be inserted as a speed
constraint at the final approach fix.
For the conditions for using these AP modes, Refer to LIM-22-10 Auto Pilot Function and
Refer to PRO-NOR-SOP-19-Introduction - guidance for Non Precision Approaches, other
than LOC and RNAV Non Precision Approaches.
PRO-NOR-SRP-01-70 P 23/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APPROACH PREPARATION
SELECT the intended approach on the F-PLN page.
Check the FM lateral and vertical flight path against the published approach chart, using the
MCDU and the ND PLAN mode with constraints displayed.
ENTER VAPP as SPD constraint at the FAF, with a vertical revision of the F-PLN page.
For an approach in overlay to a conventional approach with radio NAVAID:
SELECT/CHECK that the appropriate NAVAID is selected on the RAD NAV page.
For RNAV or GPS approach, GPS PRIMARY must be available at the ETA at destination. For
more information about this check, Refer to PRO-NOR-SOP-19-Introduction - guidance for Non
Precision Approaches, other than LOC and RNAV Non Precision Approaches.
INTERMEDIATE APPROACH
SELECT ROSE NAV or MAP mode and VOR or ADF raw data, as appropriate on the ND.
For RNAV or GPS approach:
CHECK that both GPS receivers are operative in NAV mode on the GPS MONITOR page.
CHECK that GPS PRIMARY is available on the PROG PAGE.
SELECT TRK/FPA display, when established on the final approach course.
USE managed speed.
KEEP A/THR active.
Note:
For additional recommendations, refer to the dedicated FCOM Bulletin on the use of
the FINAL APP mode.
FINAL APPROACH
When cleared for approach:
If managed lateral and vertical guidance is intended:
SELECT APPR pushbutton on the FCU.
CHECK APP NAV green and FINAL blue on the FMA.
CHECK that blue descent arrow is displayed on ND at the FAF.
CHECK that the F-PLN on ND and the V-DEV on PFD are correct.
After sequencing the FAF:
CHECK that FINAL APP green is displayed on the FMA.
CHECK on the ND the TO waypoint, the F-PLN to the MAP and the missed approach
procedure (blue line).
SELECT the go-around altitude on the FCU.
MONITOR the approach lateral and vertical flight path with the available raw data.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-NOR-SRP-01-70 P 24/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LDEV and VDEV should be considered as monitoring tools and not as navigation
tools.
PRO-NOR-SRP-01-70 P 25/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 26/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 27/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Both LDEV and VDEV deviations are displayed on the PFD when the approach mode is operative
and LEDV deviation when the Go A1round mode is operative. Each LDEV graduation indicates
0.1 nm of deviation. Each VDEV graduation indicates 100 ft of deviation. The indexes indicate the
aircraft position deviation versus the computed lateral and vertical flight path.
Ident.: PRO-NOR-SRP-01-70-B-00009480.0018001 / 17 MAR 11
PRO-NOR-SRP-01-70 P 28/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FINAL APPROACH
Upon reaching the final approach fix
SELECT a final approach track on the FCU
SELECT an FPA (flight path angle) to the final descent path angle
Anticipate the selection of FPA to smooth the interception of the final path.
Note:
If the pilot is using the AP, select the final FPA approximately 0.3 nm before the final
approach fix.
In case of a dual Radio Altimeter (RA) failure, the LOC pb can still be used to arm the
LOC mode, as it does not depend on the RA signal.
PRO-NOR-SRP-01-70 P 29/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 30/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 31/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION
When FINAL APP modes are engaged, the AP/FD will disengage:
At the minimum - 50 ft (if entered) or at 400 ft AGL (if no minimum is entered),
or
At the Missed Approach Point (MAP), depending on which one comes first.
The FDs will revert to basic modes (HDG-V/S or TRK-FPA).
PRO-NOR-SRP-01-70 P 32/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SELECTED GUIDANCE
PRO-NOR-SRP-01-70 P 33/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
If the distance to the runway is not properly assessed, a step descent approach may
be considered and a level-off at minimum may be performed while searching for visual
references. If the pilot has no visual reference at the MAP, at the latest, he must initiate a
go-around.
CIRCLING APPROACH
If the pilot chooses not to follow the SOP procedure, select both FDs OFF and fly visually.
If the runway in use is not the flight plan runway, the ground speed and the VAPP will not be
computed properly, and the speed on final may be higher than excepted.
Therefore, select the approach speed directly on the FCU.
VISUAL APPROACH
Ident.: PRO-NOR-SRP-01-70-00004053.0001001 / 17 MAR 11
Applicable to: ALL
When flying visual, the pilot may select an appropriate STAR and RWY in use on the MCDU.
The ND displays the extended runway centerline five nautical miles out from the runway.
This helps the pilot during the final turn.
Along with the FPV, the PFD displays a track bug that may help the pilot to fly the downwind leg and
intercept final. The FPV should be flown laterally with reference to the track bug.
PRO-NOR-SRP-01-70 P 34/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 35/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-70 P 36/36
18 SEP 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Go-Around
MONITORING THE GO-AROUND
Ident.: PRO-NOR-SRP-01-80-00004054.0002001 / 09 DEC 09
Applicable to: ALL
Engage the GO-AROUND phase and GO-AROUND modes by setting the thrust levers to the TOGA
position, if at least CONF1 is selected.
When the GO-AROUND phase is engaged, the previously-flown approach is automatically strung
back into the flight plan at the end of the missed approach procedure.
In the GO-AROUND phase, the system makes no predictions. Consequently, CLB and DES modes
are not available, and the flight crew must monitor constraints.
When the aircraft leaves the GO-AROUND phase, all predictions and modes become available
again. During a GO-AROUND phase, the managed speed is Green Dot.
WITH FD ON:
Apply SOP procedures
A to B
PRO-NOR-SRP-01-80 P 1/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-80 P 2/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Diversion may also be initiated by entering a NEW DEST in the LAT REV page at the
TO waypoint, or by using the secondary F-PLN, if prepared. Refer to DSC-22_20-60-30
General.
C to D
PRO-NOR-SRP-01-80 P 3/4
30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-NOR-SRP-01-80 P 4/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-20 Limitations
LIMITATIONS...........................................................................................................................................................A
PRO-SPO-25-30 Procedures
PREFLIGHT............................................................................................................................................................. A
ABN AND EMER PROCEDURES...........................................................................................................................B
PRO-SPO-25-40 Performance
GENERAL................................................................................................................................................................ A
Second Segment Gradient Condition......................................................................................................................B
Final Takeoff Condition........................................................................................................................................... C
En Route Condition................................................................................................................................................. D
Go Around Performance..........................................................................................................................................E
Flight Planning......................................................................................................................................................... F
Climb........................................................................................................................................................................G
Cruise.......................................................................................................................................................................H
Descent......................................................................................................................................................................I
Race Track Holding Pattern.....................................................................................................................................J
En Route Net Flight Plan........................................................................................................................................ K
Gross Ceilings at Long Range and Green Dot Speeds - One Engine Out............................................................. L
1
PRO-SPO-PLP-TOC P 1/4
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-40-50 Procedures
GENERAL................................................................................................................................................................ A
COCKPIT PREPARATION...................................................................................................................................... B
ABN and EMER Procedures...................................................................................................................................C
PRO-SPO-40-60 Performance
General.....................................................................................................................................................................A
MAXIMUM DIVERSION DISTANCE....................................................................................................................... B
ETOPS Fuel From Critical Point to Landing - All Engines - Cruise at LRC............................................................C
ETOPS Fuel From Critical Point to Landing - One Engine Out - Cruise at 350kt.................................................. D
ETOPS Fuel From Critical Point to Landing - One Engine Out - Cruise at 320kt...................................................E
ETOPS Fuel requirement from Critical Point to Landing - Example....................................................................... F
PRO-SPO-PLP-TOC P 2/4
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-PLP-TOC P 3/4
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-PLP-TOC P 4/4
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
PRO-SPO-PLP-TOC
High Altitude Operations
PRO-SPO-30
Operation Above 8 000 ft
PRO-SPO-60
PROCEDURES
ID
Reason
PRO-SPO-PLP-SOH P 1/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-PLP-SOH P 2/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-20-00001883.0001001 / 10 JAN 11
Applicable to: ALL
CREW MEMBERS
See FAR 121.329 or JAR-OPS 1.770
PASSENGERS
For flight at cabin pressure altitudes above 10 000 ft, up to and including 14 000 ft, there must be
enough oxygen to supply 10 % of the passengers for the flight at those altitudes that lasts more
than 30 min.
For flight at cabin pressure altitudes above 14 000 ft, up to and including 15 000 ft, there must be
enough oxygen for 30 % of the passengers.
For flight at cabin pressure altitudes above 15 000 ft, there must be enough oxygen for all
passengers.
A to B
PRO-SPO-20 P 1/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALTITUDE
Flight route planning should consider the above-stated restriction in cabin altitude. If cabin
altitude exceeds 9 550 350 ft, the EXCESS CAB ALT warning on the ECAM will be activated.
When above 14 000 ft, the passenger oxygen masks will drop automatically. Therefore, the
recommended maximum altitude for prolonged flight is FL 100. The minimum altitude should be
selected by respecting :
The Minimum Safe Altitude (MSA),
Turbulence, which is uncomfortable for passengers and,
Low Outside Air Temperature (OAT), which can be uncomfortable for passengers when the
cabin is ventilated by ram air only.
Ident.: PRO-SPO-20-A-00001983.0001001 / 10 DEC 09
AIRSPEED
If decompression is due to structural damage, consider airspeed reduction. Use slats and flaps, as
necessary, to establish low speed conditions. In addition, turbulent conditions are uncomfortable
for passengers, and gust response should be minimized by reducing airspeed.
Ident.: PRO-SPO-20-A-00001984.0001001 / 10 DEC 09
PRO-SPO-20 P 2/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SYSTEMS
Ident.: PRO-SPO-20-00001990.0002001 / 16 NOV 11
Applicable to: ALL
If the "AVIONICS SMOKE" procedure has to be applied, the following flight time
limitations have to be considered to protect the avionic equipment :
At ISA +40 : 0.5 h
At ISA +30 : 1.5 h
At ISA +20 : 4 h
At ISA +10 and below : No limitation.
PRO-SPO-20 P 3/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT
Limit the aircraft's rate of descent to about 1 000 ft/min. Perform the final approach normally.
PERFORMANCE DATA
Ident.: PRO-SPO-20-00001991.0002001 / 10 JAN 11
Applicable to: ALL
The following table enables the fuel consumption and the time needed from takeoff to landing to be
determined in case of flight without cabin pressurization.
PRO-SPO-20 P 4/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For each degree Celcius above ISA temperature apply a correction of 0.01 (kg/C/NM) or
0.022 (lb/C/NM).
PRO-SPO-20 P 5/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-20 P 6/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-20 P 7/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-20 P 8/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-25-10-00001997.0001001 / 14 DEC 09
Applicable to: ALL
This Chapter applies to dispatch with landing gear down. However, the limitations and inflight
performance also apply in case of an inflight landing gear retraction failure.
Revenue flight is permitted, with the landing gear down and the gear doors closed, in the conditions
stated below.
PRO-SPO-25-10 P 1/2
29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-10 P 2/2
29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIMITATIONS
Ident.: PRO-SPO-25-20-00001999.0002001 / 14 NOV 11
Applicable to: ALL
PRO-SPO-25-20 P 1/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-20 P 2/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PREFLIGHT
Ident.: PRO-SPO-25-30-00002000.0002001 / 14 DEC 09
Applicable to: ALL
VMO/MMO with the landing gear down is 235 kt/M .60. In the avionics compartment, on 188 VU, the
VMO-MMO switch must be set to the "L/G DOWN" position.
ABN AND EMER PROCEDURES
Ident.: PRO-SPO-25-30-00002003.0012001 / 16 NOV 11
Applicable to: ALL
FLIGHT CONTROLS
Failure cases, which would normally lead to ALTN law, will degrade F/CTL laws down to DIRECT
law, if the landing gear is extended.
FAILURE OF BOTH ENGINES
When both engines are failed, to ease the handling of all the different ECAM procedures resulting
from this all engine flame out situation, it is recommended to use the ENG DUAL FAILURE QRH
paper procedure, and if time permits, to clear the ECAM.
Follow all the steps of the QRH paper procedure, except those that are modified by the procedure
below :
If APU is not available
Attempt an APU start
. If APU start is unsuccessful, a windmilling relight can be performed, as long as the speed
is above 300 kt (corresponding N2 above 12 %). In this case, increase the aircraft speed
and disregard VMO warning.
If APU is available : perform an assisted relight, when below FL 200.
Flight controls are in direct laws. Use manual pitch trim as necessary (not indicated on PFD
if APU GEN not available).
A to B
PRO-SPO-25-30 P 1/2
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-30 P 2/2
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-25-40-00002004.0001001 / 14 DEC 09
Applicable to: ALL
Consider the increase in drag to determine the takeoff weight and fuel consumption.
CONF 1 + F is the recommended takeoff configuration.
Note:
Penalties on takeoff performance affect second segment gradient condition, final takeoff condition
and en-route conditions. The takeoff weight to be retained is the most limiting of these three
conditions.
SECOND SEGMENT GRADIENT CONDITION
Ident.: PRO-SPO-25-40-00002006.0017001 / 14 FEB 11
Applicable to: ALL
The RTOW charts or the quick reference tables give the basic information for normal takeoff. To
simplify, a constant weight reduction is applied whatever the limitation. This weight reduction covers
the most critical case presented for flying over an obstacle.
Takeoff configuration
1+F
22 %
Weight reduction
2
19 %
3
19 %
METHOD
Use the RTOW chart or the quick-reference tables to define the maximum takeoff weight for the
conditions on the airport (temperature, pressure, wind, runway...), then apply the above weight
reduction.
FINAL TAKEOFF CONDITION
Ident.: PRO-SPO-25-40-00002007.0405001 / 14 FEB 11
Applicable to: ALL
A to C
PRO-SPO-25-40 P 1/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EN ROUTE CONDITION
Ident.: PRO-SPO-25-40-00002008.0006001 / 14 FEB 11
Applicable to: ALL
Retain the lowest weight according to the most limiting condition (second segment or final takeoff).
Use the en route net flight path (Refer to PRO-SPO-25-40 En Route Net Flight Plan) to check that in
case of engine failure the aircraft can clear the terrain on the route by 1 000 ft (climbing) or 2 000 ft
(descending). If necessary, reduce the takeoff weight. Read the speeds corresponding to this weight
in the RTOW chart or in the quick reference tables.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to D
PRO-SPO-25-40 P 2/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GO AROUND PERFORMANCE
Ident.: PRO-SPO-25-40-00002010.0001001 / 14 FEB 11
Applicable to: ALL
Note:
The performance tables are established at ISA. For each degree Celsius above ISA
temperature and per NM of air distance apply a fuel correction of 0.05 kg/C/NM
(0.11 lb/C/NM).
CLIMB
Climb at 230 kt/M 0.50 with both engines at maximum climb thrust. The table (Refer to
PRO-SPO-25-40 Climb) gives the time, distance and fuel consumption according to takeoff weight.
CRUISE/DESCENT
The recommended cruise/descent speed is 230 kt/M 0.50.
The ceiling on one engine may be a limiting factor, and the choice of the route should reflect this
concern.
ENGINE FAILURE
In case of engine failure, the airplane will drift down to the ceiling shown (Refer to
PRO-SPO-25-40 Gross Ceilings at Long Range and Green Dot Speeds - One Engine Out).
The thrust for drift down will be Maximum Continuous.
The drift down speed is equal to green dot speed.
HOLDING
For the holding parameters with slats out, this configuration being the least penalizing for holding:
Refer to PRO-SPO-25-40 Race Track Holding Pattern.
E to F
PRO-SPO-25-40 P 3/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CLIMB
Ident.: PRO-SPO-25-40-00002012.0009001 / 14 FEB 11
Applicable to: ALL
PRO-SPO-25-40 P 4/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CRUISE
Ident.: PRO-SPO-25-40-00002014.0009001 / 14 FEB 11
Applicable to: ALL
PRO-SPO-25-40 P 5/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT
Ident.: PRO-SPO-25-40-00002016.0021001 / 14 FEB 11
Applicable to: ALL
PRO-SPO-25-40 P 6/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-40 P 7/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-40 P 8/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-25-40 P 9/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS - ONE ENGINE OUT
Ident.: PRO-SPO-25-40-00004080.0005001 / 22 MAY 12
Applicable to: ALL
BLEED CORRECTIONS
LONG RANGE
GREEN DOT
ISA
- 500 ft
-1 300 ft
- 200 ft
-1 200 ft
ISA +10
-2 800 ft
-4 600 ft
-1 700 ft
-3 500 ft
PRO-SPO-25-40 P 10/10
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HYDRAULIC SYSTEM
If on ground the RSVR LO AIR PR ECAM warning is ON,
Switch OFF the HYD pump (of affected hyd circuit) before engine start.
PRO-SPO-30 P 1/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-30 P 2/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PRO-SPO-35-00002023.0001001 / 07 DEC 10
Applicable to: ALL
Two failures must be taken into consideration for en route obstacle clearance over mountainous
area :
Engine failure that forces a descent to a lower cruise level
Depressurization which, due to the passenger oxygen system, requires a descent to 10 000 ft
before supplementary oxygen is exhausted.
ENGINE FAILURE
Ident.: PRO-SPO-35-00002024.0001001 / 14 DEC 09
Applicable to: ALL
If the standard strategy does not allow the aircraft to clear obstacles, the pilot must use a drift down
procedure. If an engine failure occurs at any point on the route, the net flight path must clear the
obstacles on the drift-down part by 2 000 ft and on the climb part by 1 000 ft.
If the aircraft cannot clear the en route obstacles, a point of no return (PNR) must be determined.
If an engine failure occurs after the PNR, the aircraft must drift down on course. If the failure occurs
before the PNR, the aircraft must turn back.
For en route net flight paths, refer to the Aircraft Flight Manual.
A to B
PRO-SPO-35 P 1/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DEPRESSURIZATION
Ident.: PRO-SPO-35-00002026.0001001 / 07 DEC 10
Applicable to: ALL
A detailed study of each route over mountainous area must show that single-engine net flight path
and passenger oxygen system performance allow the aircraft to clear the obstacles by 1 000 ft in
climb and by 2 000 ft in cruise or descent.
If the aircraft in these circumstances cannot clear the obstacles on the route, a PNR must be
determined and diversion procedures must be established.
C to D
PRO-SPO-35 P 2/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-40-10-00002029.0001001 / 17 NOV 11
Applicable to: ALL
The system design and the reliability of the engine installation of this airplane comply with the criteria
for Extended Twin Operations (ETOPS) flights set forth in AMC 20-6 rev. 2 (EASA) or FAR 25.1535
(FAA), when the aircraft is configured, maintained and operated in accordance with the Airbus CMP
(Configuration, Maintenance and Procedure) document.
This statement of ability does not constitute an approval to conduct Extended-Range Operations.
The ETOPS EXTENDED OPERATIONS Chapter of the AFM APPENDICES AND SUPPLEMENTS
Section refers to the approved Standard for Extended-Range Operations and the applicable
limitations, procedures and performance references.
The operator is responsible for showing that he is complying with the regulation of his nation and for
obtaining operational approval from his national authorities. The operator may amend this chapter, as
needed.
The airplane must be configured in accordance with the Airbus Standard for Extended-Range
Operations. However, the authorities may under certain conditions allow the operator to conduct
ETOPS flights with limited maximum diversion time (for example, 75 min diversion time in a benign
area of operation) without showing full compliance with these standards.
PRO-SPO-40-10 P 1/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-40-10 P 2/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PRO-SPO-40-20-00002031.0001001 / 17 NOV 11
Applicable to: ALL
For the purpose of EU-OPS 1-245 and FAR 121-161, Extended-Range Operations are those
intended to be conducted over a route that contains a point beyond 60 min from an adequate airport
at the selected one-engine-inoperative speed in still air and ISA (or prevailing delta ISA) conditions.
An adequate airport is an airport which satisfies the aircraft performance requirements applicable
at the expected landing weight, and sufficiently equipped to be safely used. In particular, at the
anticipated time of use, it should be available and equipped with the necessary services, including
ATC, weather information, navaids and emergency services.
An ETOPS (en-route) alternate airport is a confirmed adequate airport which satisfies the dispatch
weather minima requirements for ceiling and visibility within the required validity period.
AREA OF OPERATION
Ident.: PRO-SPO-40-20-00002032.0001001 / 17 NOV 11
Applicable to: ALL
The ETOPS area of operations is the airspace within which the distance to an ETOPS adequate
airport is less than the ETOPS Max Diversion distance.
The ETOPS maximum diversion distance from an adequate airport must be determined for ISA
(or prevailing delta ISA) and no-wind conditions, taking into account aircraft performance with one
engine inoperative and the remaining engine operating at MCT.
To determine the ETOPS maximum diversion distance from an adequate airport, the operator must
define a One Engine Inoperative diversion speed for performance computation.
The same approved one-engine-inoperative diversion speed (Refer to PER-OEI-GEN-05
STRATEGY) must be considered for :
Establishing the area of operation,
Calculating the single-engine fuel planning,
Conducting the diversion in case of engine failure (conditions permitting).
The operator has to define an aircraft weight at diversion that is considered for the ETOPS Maximum
Diversion Distance calculation. This aircraft weight can be taken as a representative but conservative
value of the aircraft gross weight at the critical point of the route or at the various critical points of all
the routes included in a given sector.
The approved one-engine-inoperative descent and cruise speed must be chosen so that the
associated net flight path clears the en-route obstacles with the regulatory margin. However, a
speed other than the approved one-engine-inoperative speed may be used as the basis for obstacle
clearance as long as the fuel required with that speed is covered by the critical fuel scenario.
Refer to PER-OEI-GEN-15 PROCEDUREfor these two one-engine-inoperative speeds.
A to B
PRO-SPO-40-20 P 1/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the one-engine-inoperative diversion speed is chosen, the maximum distance from a diversion
airport, can be directly determined for different maximum diversion times, with the help of the tables
provided in this section. The area of possible ETOPS operation can then be drawn on plotting charts.
Another way to determine the maximum distance to a diversion airport is to read the
one-engine-inoperative cruise TAS (for the reference gross weight and at the FL for best TAS) in
the cruise tables (Refer to PER-OEI-GEN-05 STRATEGY) taking into consideration the appropriate
speed strategy and the minimum altitude for clearing possible obstacles. The maximum distance the
aircraft can travel to a diversion airport is this one-engine-inoperative-TAS multiplied by the maximum
allowed diversion time granted to the operator.
Operators whose authorities require that an approved one-engine-inoperative speed be published in
the Flight Manual must use this approved speed.
PRO-SPO-40-20 P 2/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MMEL
Ident.: PRO-SPO-40-30-00002035.0001001 / 17 NOV 11
Applicable to: ALL
The MMEL has been approved taking into consideration the duration of the average ETOPS flight
and the maximum diversion time granted to the airframe/engine combination.
The MMEL published by Airbus and approved by the French DGAC can be used to establish the
airline MEL, which must be approved by the operator's national authorities.
This MEL will probably be adapted to the airline network, environment and organization.
Other determining parameters will be :
The maximum and the average diversion times on the route.
The equipment of the enroute alternates.
The navigation and communication facilities.
The average meteorological conditions.
ETOPS FUEL SCENARIOS
Ident.: PRO-SPO-40-30-00012899.0001001 / 17 NOV 11
Applicable to: ALL
According to EASA AMC 20-6 rev 2 and FAA 121.646 for establishing the ETOPS critical fuel
reserves, the operator must consider three diversion scenarios:
Pressurization Failure + Engine Failure
Pressurization Failure
Same Flight Profile as above, but all engines operating and Diversion Cruise Speed* set to LRC.
A to B
PRO-SPO-40-30 P 1/4
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Engine Failure
Same Flight Profile as above, but standard descent speed and Diversion Cruise at the FL**
appropriate to gross engine out ceiling at the selected ETOPS diversion speed.
FAA Fuel Requirements
For the first two scenarios, involving depressurization, the required block fuel must be calculated
in accordance with the operators ETOPS fuel policy and using the regulatory ETOPS critical fuel
reserves Refer to PRO-SPO-40-30 ETOPS Critical Fuel Reserves.
Depending on the approved one-engine-inoperative speed selected for the single-engine diversion
strategy, either of these two scenarios may result in the higher fuel requirement.
The scenario resulting in the higher fuel requirement is called the ETOPS critical fuel scenario, and
the associated minimum block fuel requirement is the ETOPS critical fuel plan.
Note that, it is not necessary to calculate the 3rd scenario (engine failure), as this scenario is never
critical, due to the higher diversion flight level.
ETOPS CRITICAL FUEL RESERVES
Ident.: PRO-SPO-40-30-00012901.0001001 / 17 NOV 11
Applicable to: ALL
For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel
planning according to EASA AMC 20-6 rev 2 and FAR 121.646, the diversion fuel must include the
following fuel provisions:
Fuel burn-off from the critical point to the end of descent at the alternate airport
Fuel for 15 min of holding at 1 500 ft and green dot speed at the alternate
Fuel for an instrument approach and landing
Fuel to account for errors in wind forecasting (5 % wind speed factor on actual forecast wind
speeds or 5 % fuel if actual forecast wind speeds are not used)
Fuel to account for aircraft deterioration (use a demonstrated performance factor or 5 %)
Fuel to account for any Configuration Deviation List (CDL) or MEL item
Fuel to account for Icing Effects (if forecast) for the critical mission
Fuel to account for APU use (only for the one-engine-inoperative scenario, if APU is operative)
WIND ERRORS
A 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual
forecast wind should be used to account for potential errors. However if the operator is not using
the actual forecast wind based on a wind model acceptable to the certification authorities then 5 %
of the fuel for the critical scenario is required as a reserve fuel.
PRO-SPO-40-30 P 2/4
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ICING
The most critical scenario must be compensated for the greater of:
A. The effect of airframe icing during 10 % of the time during which icing is forecast, including ice
accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during
this period.
B. Fuel for engine and wing anti-ice for the entire time during which icing is forecast.
Note:
Unless a reliable icing forecast is available, icing may be presumed to occur when the Total Air
Temperature (TAT) is less than +10 C, or if the outside air temperature is between 0 C and
-20 C with a relative humidity of 55 % or more.
APU
Fuel consumption of 80 kg/h / or 176 lb/h (APU GEN ON, APU BLEED OFF).
In view of our experience, Airbus recommends that the operator includes a contingency fuel
provision from departure to the Critical Point (CP), when computing the ETOPS critical fuel
planning.
ETOPS FUEL REQUIREMENTS
Ident.: PRO-SPO-40-30-00012902.0001001 / 17 NOV 11
Applicable to: ALL
The operator must compare the entire ETOPS critical fuel planning for the ETOPS critical fuel
scenario with the standard fuel planning computed in accordance with the company fuel policy and
applicable operational requirements. The higher of the two fuel requirements must be considered as
the minimum required block fuel for the flight.
WEATHER MINIMA
Ident.: PRO-SPO-40-30-00002046.0001001 / 17 NOV 11
Applicable to: ALL
Weather forecasts for en-route alternates must meet the operators applicable weather minimum
requirements.
This paragraph provides the applicable minima required by EASA (EU-OPS 1/ AMC 20-6 rev. 2) and
FAA (AC120-42B).
A. EASA DISPATCH WEATHER MINIMA (EU-OPS 1/ AMC 20-6 REV. 2)
An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route
alternate airports meet the weather minima listed here for a period commencing at the earliest
potential time of landing and ending one hour after the latest expected time of landing:
PRO-SPO-40-30 P 3/4
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Approach Type
Precision approach
Non-Precision or Circling approach
CAT II/CAT III approach
(M)DH/DA +400 ft
300 ft
200 ft
PRO-SPO-40-30 P 4/4
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The technical criteria governing a re-routing or diversion decision can be classified into four
categories, as follows :
Loss of MNPS capability, before entering the MNPS area (as applicable).
Weather minima at diversion airport(s) going below the company/crew en-route minima, before
reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for any reason.
Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP message
on the ECAM and/or in the QRH).
Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves.
Comments and Recommendations
Electrical generation
If one IDG fails, a diversion is required in case of :
Blue hydraulic circuit low level, low air pressure or overheat, or
APU no start, or
APU or APU generator inoperative, or
Second IDG failure.
Fuel system
Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to some
fuel being unusable. The flight crew's evaluation of the actual situation and the fuel remaining may
lead to the decision that a diversion is required.
Hydraulic system :
If low level, low air pressure or overheat on blue hydraulic circuit, a diversion is required in case
of :
One IDG failure, or
APU no start, or
APU/APU GEN failure.
APU :
If APU/APU GEN fails, a diversion is required in case of :
Blue hydraulic circuit low level, low air pressure or overheat, or
One IDG failure.
PRO-SPO-40-40 P 1/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Chapter PER-OEI-GEN contains three single engine descent and cruise procedures:
1. The standard strategy,
2. The obstacle strategy,
3. Fixed speed strategies (ETOPS).
For ETOPS operations, any one of the above diversion strategies can be used provided that the
selected strategy and speed schedule are used in :
Establishing the area of operation (maximum diversion distance),
Calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario,
Demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the authority to
deviate from this planned one-engine-inoperative speed.
GUIDELINES FOR DIVERSION PROCEDURE
Ident.: PRO-SPO-40-40-00002050.0001001 / 17 NOV 11
Applicable to: ALL
Note:
For detailed guidelines and procedures for conducting the diversion (lateral and vertical
navigation), Refer to DSC-22_20-60-60 Pilots/Stored Route Function, the FMGS Pilot's
Guide.
B to C
PRO-SPO-40-40 P 2/2
25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-40-50-00002051.0001001 / 17 NOV 11
Applicable to: ALL
The SOP (refer to chapter PRO-NOR-SOP) and the ABNORMAL and EMERGENCY procedures
(refer to chapter PRO-ABN) to apply. For ETOPS flights, the flight crew must complete them using
the procedure (Refer to PRO-SPO-40-50 Cockpit Preparation).
COCKPIT PREPARATION
Ident.: PRO-SPO-40-50-00002052.0002001 / 17 NOV 11
Applicable to: ALL
FUEL
Before each flight, the flight crew must check that the fuel crossfeed valve is operating correctly :
FUEL X FEED ..............................................................................................................................ON
On the ECAM FUEL page, check that the fuel crossfeed valve is open (indication is inline green).
FUEL X FEED............................................................................................................................. OFF
Check that the fuel crossfeed valve is closed.
ABN AND EMER PROCEDURES
Ident.: PRO-SPO-40-50-00002053.0004001 / 22 MAR 11
Applicable to: ALL
A to C
PRO-SPO-40-50 P 1/2
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WING ANTI-ICE
If only one ENG BLEED is available, PACK 1 must be switched OFF, to avoid having both
packs and wing anti-ice supplied by a single bleed source.
BLUE HYDRAULIC LOW LEVEL
Start the APU to ensure availability of the APU generator.
ENGINE OR IDG FAILURE
Start the APU and use the APU electrical channel.
PRO-SPO-40-50 P 2/2
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-40-60-00002054.0001001 / 17 NOV 11
Applicable to: ALL
PRO-SPO-40-60 P 1/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The following computation conditions have been used in accordance with the interpretation of the
EU-OPS 1.245 and FAR 121.161:
ISA conditions
No wind
Optimum diversion level after engine failure
Single engine diversion speed schedule.
Note:
SPEED
SCHEDULE
MCT/VMO
MCT/320 kt
414
413
412
410
408
405
412
412
412
410
408
405
616
614
612
608
605
600
613
613
612
608
605
600
818
815
812
807
802
795
814
814
812
807
802
795
1 017
1 012
1 007
1 000
992
1 015
1 012
1 007
1 000
992
180
1 219
1 213
1 206
1 198
1 188
1 215
1 213
1 206
1 198
1 188
PRO-SPO-40-60 P 2/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ALL ENGINES - CRUISE AT LRC
Ident.: PRO-SPO-40-60-00002056.0018001 / 17 NOV 11
Applicable to: ALL
Assumptions:
Emergency descent
Long range cruise at FL 100
Final descent 250 kt
Holding 15 min at FL 15
IFR procedure
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.
PRO-SPO-40-60 P 3/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 350KT
Ident.: PRO-SPO-40-60-00002057.0017001 / 17 NOV 11
Applicable to: ALL
Assumptions:
Emergency descent
Cruise 350 kt at FL 100
Final descent 250 kt
Holding 15 min at FL 15
PRO-SPO-40-60 P 4/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
IFR procedure
APU fuel burn.
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 320KT
Ident.: PRO-SPO-40-60-00002058.0018001 / 17 NOV 11
Applicable to: ALL
Assumptions:
Emergency descent
Cruise 320 kt at FL 100
Final descent 250 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
D to E
PRO-SPO-40-60 P 5/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Holding 15 min at FL 15
IFR procedure
APU fuel burn.
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.
Assumptions:
Aircraft weight at critical point: 65 000 kg
Diversion speed: 320 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
E to F
PRO-SPO-40-60 P 6/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For the determination of the ETOPS fuel requirement, the greatest fuel quantity of the two following
scenarios must be considered (the scenario Engine failure only is never limiting):
1. Pressurization failure - One Engine Inoperative - 320 kt
Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x
1.05 = 52.5 kt
Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40-60 ETOPS Fuel from
Critical Point to Landing - One Engine Out - Cruise at 320kt
Determine the corresponding fuel consumption: 7 700 kg
Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel
determined the step before:
Fuel for icing condition (Total anti-ice scenario is limiting): 5 % x 40 / 120 = 1.67 %
Fuel for perf factor: 5 %
Final ETOPS fuel requirement: 7 700 x 1.0167 x 1.05 = 8 220 kg
2. Pressurization failure - All Engines Operative - LRC speed
Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x
1.05 = 52.5 kt
Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40-60 ETOPS Fuel from
Critical Point to Landing - All Engines - Cruise at LRC
Determine the corresponding fuel consumption: 7 500 kg
Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel
determined the step before:
Fuel for icing condition (total anti-ice scenario is limiting): 5 % x 40 / 120 = 1.67 %
Fuel for perf factor: 5 %
Final ETOPS fuel requirement: 7 500 x 1.0167 x 1.05 = 8 007 kg
The final ETOPS fuel requirement for this diversion is 8 220 kg. The limiting scenario is a
pressurization failure and One Engine Inoperative at a diversion speed of 320 kt.
PRO-SPO-40-60 P 7/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-40-60 P 8/8
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The following information provides the conditions and procedures necessary in order to temporarily
operate an A318/A319/A320/A321 aircraft when a CFM565B Single Annular Combustor (SAC)
engine is intermixed with a CFM565B Double Annular Combustor (DAC) engine.
This engine intermix configuration is indicated in the cockpit with the following placard: CAUTION:
ENGINE INTERMIX TYPE 1.
Ident.: PRO-SPO-45-A-00002060.0001001 / 07 DEC 10
ENGINE PARAMETERS
Engine parameters differ significantly, when the engines are at idle:
EGT
: Up to 250 C higher on the DAC engine.
FUEL FLOW : Up to 25 % higher on the DAC engine.
N1
: Higher on the DAC engine.
N2
: Lower on ground on the DAC engine; higher in flight on the DAC engine.
Ident.: PRO-SPO-45-A-00002061.0001001 / 07 DEC 10
TAKEOFF PROCEDURE
The PF must progressively adjust engine thrust in two steps:
Step 1 : Idle to 50 % N1.
Brakes released, when the 50 % N1 is stabilized on both engines.
Step 2 : Both engines N1 to takeoff thrust.
This procedure enables a significantly slower acceleration from ground idle to N1 = 50 % for the
double annular combustor.
Other standard operating procedures apply for takeoff.
Ident.: PRO-SPO-45-A-00002062.0001001 / 07 DEC 10
ENGINE RESPONSE
In flight, when the aircraft is in clean configuration, the DAC engine may accelerate from idle more
slowly than the SAC engine. This is particularly evident, if the acceleration follows a deceleration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SPO-45 P 1/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
There is no significant effect on aircraft handling. This difference in engine response disappears
when the slats are extended.
Ident.: PRO-SPO-45-A-00004067.0001001 / 07 DEC 10
ENGINE RELIGHT
The DAC engine relight envelope is more restrictive than the SAC engine relight envelope.
Therefore, in case of engine intermix, the flight crew must use the DAC engine relight procedure
with the corresponding chart (See chart below).
The following information provides the conditions and procedures necessary in order to temporarily
operate an A318/A319/A320/A321 when a CFM565B/P Single Annular Combustor (SAC) engine is
intermixed with a CFM565B/3 Tech Insertion (TI) engine.
This engine intermix configuration is indicated in the cockpit with the following placard: CAUTION:
ENGINE INTERMIX TYPE 2.
PRO-SPO-45 P 2/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
When FADEC Standard 5BR is installed on both engines, this is not considered an
intermix configuration and thrust behavior is harmonized. Therefore, a placard is not
necessary and is not displayed.
ENGINE PARAMETERS
In the case of only one operative pack configuration (only one pack OFF):
N1 : At idle up to 9 % higher on the CFM56-5B/3 TI engine, on ground or in flight in clean
configuration.
N2 : At idle up to 11 % higher on the CFM56-5B/3 TI engine, on ground or in flight in clean
configuration.
Ident.: PRO-SPO-45-B-00012733.0001001 / 07 DEC 10
TAKEOFF PROCEDURE
In the case of only one operative pack configuration, due to the difference in N2 at idle between
engines, the following takeoff procedure is recommended:
The PF progressively adjusts engine thrust in two steps:
Step 1 : From idle to about 50 % N1 on brakes.
Step 2 : From both engines at similar N1 to takeoff thrust after brakes release.
Other standard operative procedures apply for takeoff.
Ident.: PRO-SPO-45-B-00012734.0007001 / 14 MAY 12
ENGINE RESPONSE
In the case of only one operative pack configuration, due to the difference in N2 at idle between
engines, the CFM565B/3 TI engine may accelerate from idle to high thrust faster than the
CFM565B/P SAC engine when the aircraft is on ground or in flight in clean configuration. There is
no significant effect on aircraft handling.
The difference in engine response disappears in flight when the slats are extended.
Note:
Depending on the FADEC standard, the flight crew may observe a different deceleration
between the two engines (CFM565B/P engine is faster to decelerate) when the aircraft
is above FL 100 and in unsymmetrical bleed configuration or with the APU BLEED ON.
PRO-SPO-45 P 3/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-45 P 4/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-50-00002066.0001001 / 03 JAN 11
Applicable to: ALL
Reduced Vertical Separation Minimum (RVSM) airspace is any airspace or route between FL 290
and FL 410 (inclusive), where aircraft are vertically separated by 1 000 ft, instead of 2 000 ft. The
aircraft system design complies with the design criteria of the JAA Information Leaflet N 6, and the
FAA 91-RVSM Interim Guidance Material for RVSM operations.
The statement of RVSM capability is also indicated in the AFM.
OPERATIONAL APPROVAL
Ident.: PRO-SPO-50-00002070.0001001 / 03 JAN 11
Applicable to: ALL
The above capability statement does not constitute an approval to fly RVSM. Operational approval
is to be granted by the Operator's national authorities, after assessment of the airline's capability to
meet RVSM requirements. The above-mentioned JAA and FAA documents also cover requirements
for obtaining operational approval.
REQUIRED EQUIPMENT/FUNCTIONS FOR RVSM
Ident.: PRO-SPO-50-00002071.0002001 / 03 JAN 11
Applicable to: ALL
PROCEDURES
Ident.: PRO-SPO-50-A-NG00108
Applicable to: ALL
Ident.: PRO-SPO-50-A-00002073.0001001 / 03 JAN 11
The SOPs (Refer to PRO-NOR-SOP-01 Foreword) and the ABN and EMER (Refer to PRO-ABN-01
Operational Recommendations) procedures apply. In addition, flights in RVSM airspace must be
completed by the following:
A to D
PRO-SPO-50 P 1/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT PREPARATION
The crew must pay particular attention to conditions that may affect operation in RVSM airspace.
These include, but may not be limited to :
Verifying that the airframe is approved for RVSM operations.
Reported and forecast weather on the flight route.
Review of maintenance logs and forms to determine the condition of equipment required for flight
in RVSM airspace. Ensure that maintenance action has been taken to correct any defects of
required equipment.
Check each PFD altitude indication (QNH reference) does not differ from the airport elevation by
more than 75 ft.
Check, on ground, that the difference between the two primary altitude indications is less than the
tolerance specified in paragraph Refer to PRO-SUP-34-B Flight Instrument Tolerances - General
Maximum Differences Between Altitude Indications.
Ident.: PRO-SPO-50-A-00002076.0004001 / 16 NOV 11
PRO-SPO-50 P 2/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The crew must report any malfunction of the height-keeping systems, including the:
Malfunction or loss of any required equipment.
Altimeter readings outside the tolerances of Refer to PRO-SUP-34-B Flight Instrument Tolerances
- General, and provide sufficient details to enable maintenance to troubleshoot and repair the
system.
Ident.: PRO-SPO-50-A-00002078.0002001 / 14 NOV 11
When in RVSM airspace, the following contingencies which affect the ability to maintain the cleared
flight level will be notified to ATC.
failure of both autopilots,
loss of altimeter system redundancy (only one PFD indication remaining), or excessive altimeter
discrepancy (200 ft).
failure of any other equipment affecting the ability to maintain the cleared flight level, or
encountering greater than moderate turbulence.
Loss of RVSM capability.
Note:
The flight crew can obtain the contingency procedures for flying in Minimum Navigation
Performance Specification (MNPS) airspace by referring to specific manuals, such as, for
example, the North Atlantic (NAT) MNPS Manual.
If unable to notify ATC and obtain ATC clearance prior to deviating from the assigned cleared flight
level, the crew should follow the established contingency procedure and obtain ATC clearance as
soon as possible.
PRO-SPO-50 P 3/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-50 P 4/4
30 MAY 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-51-A-NG00109
Applicable to: ALL
Ident.: PRO-SPO-51-A-00002079.0001001 / 03 JAN 11
GENERAL
The aircraft navigation system, required by regulation to fly within a Required Navigation
Performance (RNP) airspace, shall comply with RNAV functionality criteria and with navigation
position accuracy and integrity criteria.
When referring to RNP-X, the value of X is the navigation accuracy expressed in NM, which has to
be met with a probability of 95 %.
An RNP value can be associated with an airspace, a route, a SID, a STAR, a RNAV approach, or
an RNAV missed approach procedure.
Depending on the RNP value, and on the airspace environment (ground radio navaid), different
navigation equipment may be necessary.
An operational approval from the airline's national authorities may be necessary.
Ident.: PRO-SPO-51-A-00002081.0001001 / 03 JAN 11
RNP CAPABILITY
In order to match a given RNP value, the FMS-estimated position accuracy (also called Estimated
Position Error) must be better than the RNP value. Obviously, this is dependent on the FMS
navigation-updating mode (GPS/DME/DME, VORDME, or IRS).
On the MCDU PROG page, the required and the estimated position accuracy are displayed, and
determine the HIGH/LOW accuracy indication (Refer to DSC-22_20-20-20 Estimated Position
Uncertainty).
The required accuracy can be a default value, which is either a function of the flight phase, or a
navigation database procedure value, or a value manually-entered by the crew.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SPO-51 P 1/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When flying in an RNP environment, the crew can insert the appropriate RNP value in the
REQUIRED ACCUR field of the PROG page.
When HIGH is displayed
The RNP requirement is estimated to be fulfilled.
When LOW is displayed
The RNP requirement is estimated not to be fulfilled. In this case :
The crew crosschecks navigation with raw data, if available,
If the crosscheck is negative, or if raw data is unavailable, the crew informs the ATC.
When leaving the RNP environment, the crew will clear the manually-entered required
accuracy.
WITHOUT GPS PRIMARY FUNCTION
RNP accuracy criteria are met, provided radio navaid coverage supports it for :
RNP-1 en route and in the terminal area, provided a required accuracy of 1 nm See (1) is
checked, or manually entered in the MCDU.
RNP-0.3 in approach, provided a required accuracy of 0.3 nm See (1) is checked, or
manually entered in the MCDU.
Note:
(1) It is possible to enter the radial equivalent to the specified Crosstrack (XTK)
accuracy, that is the RNP multiplied by 1.2, the EPE being an estimated radial position
error.
PRO-SPO-51 P 2/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-51 P 3/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In this kind of airspace, the aircraft is expected to fly for a long period of time outside radio navaid
coverage.
The minimum required equipment to enter a RNP-4/RNP-10 airspace is:
Two long range navigation systems, which means:
Two FMGC (or 1 FMGC + 1 BACK UP NAV)
Two MCDU
For RNP-10, one GPS if required by flight time outside radio navaid coverage. For aircraft
without GPS the flight time outside radio navaid coverage is limited. According to FAA Notice
8400.12A, this limitation is:
6.2 h since IRS ground alignment, or
5.7 h since last FM radio update.
There is no limitation for aircraft fitted with the GPS.
For RNP-4, one GPS is required.
Two IRS
Two NDs to display Flight Plan Data.
Refer also to Regional Supplementary Procedures of ICAO Doc 7030 for specific requirements in a
particular airspace.
PROCEDURES
Manual selection of a required accuracy on the MCDU is optional.
If manual entry of a required accuracy is desired, the flight crew must manually enter:
For RNP-10, enter 10 nm or use the radial equivalent to 10 nm XTK accuracy that is 12.2 nm.
For RNP- 4, enter 4 nm or use the radial equivalent to 4 nm XTK accuracy that is 4.9 nm.
When leaving RNP airspace revert to the default required accuracy or enter the appropriate
value.
If one of the following MCDU or ECAM messages is displayed,
check navigation with POSITION MONITOR page, ISDU or IRS 1(2)(3) pages, and GPS
MONITOR page (if GPS installed) :
FMS1/FMS2 POS DIFF
CHECK IRS 1(2)(3)/FM POSITION
ECAM : FM/GPS POS DISAGREE (if GPS installed)
Use the AP, with the navigation system checked correct.
PRO-SPO-51 P 4/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If unable to determine which system is correct, inform the ATC, and look for navaid
raw data confirmation as soon as possible.
In inertial navigation, the RNP -10 capability is maintained for 5.7 h, since the last radio update
(according to FAA Notice 8400.12A), independently of the estimated accuracy displayed on the
MCDU.
For RNP-4 with GPS PRIMARY LOST, the RNP-4 capability is maintained until NAV ACCUR
DOWNGRAD appears.
P-RNAV/RNP-1 TERMINAL PROCEDURES
Ident.: PRO-SPO-51-00002087.0001001 / 17 MAR 11
Applicable to: ALL
For terminal procedures requiring P-RNAV or RNP-1 capability, the flight crew can assume that the
radio navaid coverage supports the RNP-1 accuracy. Otherwise, the procedure may specify that
GPS equipment is required (refer to the published procedure chart).
The minimum equipment required to fly a P-RNAV or RNP-1 procedure is:
One RNAV system, which includes:
One FMGC
One MCDU
One GPS receiver, or one VOR and one DME, for FM navigation update See *
Two IRS, and
One FD in NAV mode.
In addition:
On the PF side : PFD and ND must be operative.
On the PNF side : at least one of the two EFIS must be operative (to enable temporary display
of ND information through the PFD/ND switch).
*GPS may be required for RNP-1 terminal procedures.
For terminal procedures with legs below the MSA, or with legs that may not have sufficient radar
coverage, two RNAV systems may be mandated by the procedure chart.
PROCEDURES
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be loaded from
the FM navigation database and checked for reasonableness, by comparing the waypoints, tracks,
distances and altitude constraints (displayed on the F-PLN page), with the procedure chart.
The flight crew must not modify the procedure, that is loaded from the navigation database, unless
instructed to do so by the ATC (DIR TO, radar vectoring, insertion of waypoints loaded from the
navigation database).
PRO-SPO-51 P 5/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RNP AR OPERATIONS
Ident.: PRO-SPO-51-B-NG01125
Applicable to: ALL
Ident.: PRO-SPO-51-B-00012736.0002001 / 23 NOV 11
GENERAL
For RNP AR (SAAAR or equivalent) operations, the flight crew should refer to the specific
procedures published by the airline.
The airline must obtain an operational approval and the flight crew must be qualified for this type
of operations. To obtain this operational approval the airline should refer to the AFM and the
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
D to E
PRO-SPO-51 P 6/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
associated Airworthiness Compliance Document (ACD). The approved RNP values are given in
the AFM and the ACD.
The main procedure steps for RNP AR have been introduced in the Procedures of this FCOM and
in the paragraph below. This does not relieve the airline from the need to provide the flight crew
with tailored procedures when required.
Ident.: PRO-SPO-51-B-00012737.0003001 / 16 NOV 11
REQUIRED EQUIPMENT
2 FMGC (2 FM required for RNAV approach)
2 MCDU
2 FD
1 AP at least, but 2 AP if RNP less than 0.3 nm is required in go around or departure
4 EFIS DU with 2 L/DEV and 2 V/DEV displays
2 GPS (MMR) (2 GPS required for RNAV approach)
3 IRS (2 IRS for a departure)
TAWS with display of terrain, if obstacles
FCU with both channels
Ident.: PRO-SPO-51-B-00012738.0003001 / 16 NOV 11
PROCEDURES
The availability of GPS PRIMARY for the estimated time of operation must be verified with an
appropriate GPS prediction tool prior to dispatch.
Prior starting an RNP AR instrument procedures, check that:
OAT and wind, as applicable, are within limits,
All the navaids are deselected as necessary to avoid VORDME radio update if GPS PRIMARY
is lost.
The FMS lateral and vertical F-PLN extracted from the navigation database is in agreement with
the instrument procedure chart.
Two GPS sensors are in NAV on GPS MONITOR page
The correct RNP value is displayed on MCDU with HIGH accuracy,
GPS PRIMARY is available,
For operations with RNP<0.3 nm , one AP must be engaged.
If obstacles, TAWS TERRAIN display must be selected on both ND unless weather radar
monitoring is required on one side.
Airspeed and configuration must be adapted for the radii of turns in the procedure.
DEPARTURE
Before takeoff check that NAV is armed.
When NAV engaged on FMA and at 100 ft select AP ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SPO-51 P 7/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-51 P 8/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ENGINE FAILURE
In case of engine failure during departure or a missed approach procedure, the flight crew
must take into consideration the bank angle limitation when flying at a speed lower than the
maneuvering speed. Turns in the procedure may require bank angle higher than 15 . Flying
with one engine inoperative affects the aircraft lateral performance. The crew should be trained
and instructed to disconnect AP should the aircraft deviate from the intended track.
This training must consider turning and straight legs as appropriate.
PRO-SPO-51 P 9/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-51 P 10/10
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-60-00002094.0002001 / 03 JAN 11
Applicable to: ALL
This chapter gives the limitations, procedures and performance for operations from/to runways with a
width below 45 m .
This chapter does not constitute an operational approval to operate on narrow runways.
Such authorization must be obtained by the operator from the appropriate authorities.
LIMITATIONS
Ident.: PRO-SPO-60-00006122.0002001 / 03 JAN 11
Applicable to: ALL
These maximum demonstrated crosswind values are based on the assumption that the
crew have been trained accordingly.
A to C
PRO-SPO-60 P 1/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PERFORMANCE
Ident.: PRO-SPO-60-00006124.0001001 / 16 NOV 11
Applicable to: ALL
For runways with a width above or equal to 40 m ., the basic takeoff performance remains
unchanged.
For runways with a width below 40 m , the VMCG must be increased by the values indicated in the
following table :
Runway Width
VMCG (kt)
30 m
+ 2.5
35 m
+ 1.5
40 m
+0
No correction is required, when takeoff performance is determined by using the applicable approved
data.
The minimum V1 values, published in the Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY
VMC, must be increased by 3 kt .
When using the takeoff performance for contaminated runways Refer to PER-TOF-CTA-10
GENERAL, or the quick reference tables (Refer to PER-TOF-TOD-40-10 INTRODUCTION), the
resulting V1 must be crosschecked with the corrected minimum V1.
Further decrease the takeoff weight by 3 t per knot increase in V1.
PRO-SPO-60 P 2/2
18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-65-00002100.0015001 / 03 FEB 11
Applicable to: ALL
Some airlines may occasionally experience high barometric correction settings above 1 050 hPa,
or 31.0 inHg on some airfields, due to polar anticyclonic air mass conditions occuring near the polar
area during winter.
The FMS, FCU, ISIS instrument, PFD, and CPCS are capable of operating at QNH/QFE up to
1 100 hPa, or 32.48 inHg.
However, the ATC/TCAS operates only up to 1050 hPa (i.e. as long as the aircraft altitude remains
above 1000 feet standard pressure altitude).
Therefore, when using QNH, or QFE for QFE pin-programmed aircraft, for departure and arrival, the
crew should be aware of the following consequences, and should apply the following procedures.
It is necessary for the airline to obtain operational approval from its national airworthiness authorities.
CONSEQUENCES
Ident.: PRO-SPO-65-00002102.0038001 / 17 MAR 11
Applicable to: ALL
ON THE ATC-TCAS:
For takeoff, approach and landing, the ATC altitude reporting and the TCAS TA/RA function may
generate erroneous altitude information and nuisance TCAS alerts for other aircraft, if the aircraft
standard altitude is below -1 000 ft standard pressure altitude.
To avoid this, it is recommended to set ALT RPTG to OFF when the QNH exceeds 1 050 hPa, and
to inform the ATC. As a consequence the TCAS reverts to STBY mode.
PROCEDURES
Ident.: PRO-SPO-65-00002104.0015001 / 03 FEB 11
Applicable to: ALL
FOR DEPARTURE
Before takeoff:
SET the ATC ALT RPTG to OFF (the TCAS reverts to STBY mode).
INFORM the ATC.
After takeoff:
SET the ATC ALT RPTG to ON above 1 000 ft QNH, when time permits.
A to C
PRO-SPO-65 P 1/2
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FOR APPROACH/LANDING
Before the final approach:
SET the ATC ALT RPTG to OFF (the TCAS reverts to STBY mode).
INFORM the ATC.
PRO-SPO-65 P 2/2
03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SPO-85-00013052.0001001 / 14 FEB 11
Applicable to: ALL
ILS Precision Runway Monitoring (PRM) approaches can be performed when the airport is equipped
with the PRM system. This system enables the ATC to control simultaneous close parallel ILS
approaches. The air traffic controllers use the PRM system to monitor the flight path of aircraft that
fly parallel approaches. They can check that aircraft do not penetrate the Non Transgression Zone
(NTZ) located between the two localizers. If an aircraft penetrates this NTZ, the ATC orders the other
parallel aircraft to breakout.
REQUIREMENTS
Ident.: PRO-SPO-85-00013053.0001001 / 14 FEB 11
Applicable to: ALL
BREAKOUT PROCEDURE
Ident.: PRO-SPO-85-A-NG01147
Applicable to: ALL
Ident.: PRO-SPO-85-A-00013054.0001001 / 14 FEB 11
When the ATC orders so, the breakout is mandatory for the flight safety, considering adjacent
aircraft position and trajectory. It requires an immediate response.
Breakout must be hand-flown
Breakout orders always include a turn order, and a climb or descent order depending on what is
the most suitable.
A to C
PRO-SPO-85 P 1/4
29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-85 P 2/4
29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Depending on the speed target, the vertical speed may become excessive. If the
rate of descent exceeds 1 000 ft/min, engage the V/S mode and limit the rate of
descent to 1 000 ft/min.
PRO-SPO-85 P 3/4
29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SPO-85 P 4/4
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-23 Communications
VHF, HF Utilization.................................................................................................................................................. A
CAPT- ATT CALL.................................................................................................................................................... B
FROZEN RMP......................................................................................................................................................... C
SATCOM..................................................................................................................................................................D
PRO-SUP-24 Electrical
Tripped C/B Reengagement ...................................................................................................................................A
Computer Reset.......................................................................................................................................................B
Computer Reset Table............................................................................................................................................ C
PRO-SUP-PLP-TOC P 1/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-25 Equipment
General.....................................................................................................................................................................A
Cockpit Door Operation........................................................................................................................................... B
Opening the Cockpit Door from the Cabin - Cabin Crew Routine Access............................................................. C
PRO-SUP-28 Fuel
FQI IN DEGRADED MODE.....................................................................................................................................A
PRO-SUP-PLP-TOC P 2/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 Navigation
Procedures for Tuning Standby Navigation Radios................................................................................................ A
Automatic Identification of ADF/VOR/ILS................................................................................................................B
Weather Radar........................................................................................................................................................ C
Flight Instrument Tolerances...................................................................................................................................D
ADIRS Operation..................................................................................................................................................... E
TCAS........................................................................................................................................................................ F
Approach on PAPI or TVASI.................................................................................................................................. G
QNH Use for TO/APPR/LDG on QFE/QNH Pin Programmed Aircraft................................................................... H
QFE Use for TO/APPR/LDG on Aircraft with QNH only Pin Programming..............................................................I
Enhanced Ground Proximity Warning System (EGPWS)........................................................................................J
PRO-SUP-PLP-TOC P 3/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-80 Miscellaneous
Pushback with Power Push Unit Via the Main Landing Gear.................................................................................A
General.....................................................................................................................................................................A
Ground Operations On Airports Covered With Ash, Sand or Dust.........................................................................B
Flight Operations with Volcanic Ash....................................................................................................................... C
PRO-SUP-PLP-TOC P 4/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
2
3
PRO-SUP-PLP-TOC P 5/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-PLP-TOC P 6/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
ID
Reason
PRO-SUP-PLP-TOC
Ground Operations On Airports
Covered With Ash, Sand or Dust
PRO-SUP-PLP-TOC
FlySmart with Airbus
PRO-SUP-PLP-TOC
Less Paper in the Cockpit
PRO-SUP-24
Computer Reset - Computer Reset
Table
PRO-SUP-80
Pushback with Power Push Unit Via
the Main Landing Gear - Preparation
PRO-SUP-91-20
Precautions for Suspected
Windshear - During Approach
PRO-SUP-91-40
Ground Operations on Airports
Covered With Ash, Sand or Dust Securing the Aircraft
Toc
Index
PRO-SUP-PLP-SOH P 1/2
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-PLP-SOH P 2/2
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-10-00002151.0001001 / 09 DEC 09
Applicable to: ALL
The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer
(FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy
purposes), and aerodynamic data as a backup.
VLS (of normal landing configuration: CONF 3 or FULL), F, S, and Green Dot speeds are also
displayed on the MCDU TAKEOFF and/or APPR pages.
These values are computed by the FMS, based on the aircraft gross weight (which is computed
according to the entered ZFW and the FOB), or the predicted grossweight (for approach or
go-around).
VS : Stalling speed.
Not displayed.
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor
that is less than 1 g. This gives a stall speed that is lower than the stall speed at 1 g. All
operating speeds are expressed as functions of this speed (for example, VREF = 1.3
VSmin).
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of
stall speed for these aircraft.
All the operating speeds must be referenced to a speed that can be demonstrated fight
tests. This speed is designated VS1g.
Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. As a
result, Authorities allow aircraft of the A320 family to use the following factors:
V2 = 1.2 0.94 VS1g = 1.13 VS1g
VREF = 1.3 0.94 VS1g = 1.23 VS1g
These speeds are identical to those that the conventional 94 % rule would have defined for
these aircraft. The A318, A319, A320, and A321 have exactly the same maneuver margin
that a conventional aircraft would have at its reference speeds.
The FCOM uses VS for VS1g.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
PRO-SUP-10 P 1/6
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
VLS :
If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip
would hit the VLS strip on the PFD.
Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.
In addition, VLS increases with speed brakes extension.
Minimum speed at which the flaps may be retracted at takeoff.
In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.
Represented by F on the PFD speed scale. Equal to about 1.18 VS to 1.22 VS of CONF 1
+ F.
Minimum speed at which the slats may be retracted at takeoff.
In approach, used as a target speed when the aircraft is in CONF 1.
Represented by S on the PFD airspeed scale.
Equal to about 1.22 VS to 1.25 VS of clean configuration.
Green dot speed.
Engine-out operating speed in clean configuration.
(Best lift-to-drag ratio speed).
Also corresponds to the final takeoff speed.
Represented by a green dot on the PFD scale.
Below 20 000 ft equal to 2 weight (tons) +85
Above 20 000 ft, add 1 kt per 1 000 ft
PROTECTION SPEEDS
V PROT, V MAX and VSW are computed by the FAC, based on aerodynamic data. They are only
used for display on the PFD, and not for flight control protection (the activation of the protections is
computed by the ELAC).
V PROT : Angle of attack protection speed.
Corresponds to the angle of attack at which the angle of attack protection becomes
active.
Represented by the top of a black and amber strip along the PFD speed scale, in
normal law.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
PRO-SUP-10 P 2/6
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
V MAX :
VSW
VMAX
VA
VMCG
VMCA
VMCL
VFE
VLE
VLO
VMO
VFE NEXT
:
:
:
:
:
C to D
PRO-SUP-10 P 3/6
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OTHER SPEEDS
Ident.: PRO-SUP-10-00002155.0003001 / 16 NOV 11
Applicable to: ALL
V1
VR
V2
VREF
VAPP
The highest speed, during takeoff, at which the flight crew has a choice
between continuing the takeoff or stopping the aircraft.
Represented by 1 on the airspeed scale (or the V1 value when it is off the
airspeed scale).
Inserted manually through the MCDU by the flight crew at the latest.
Displayed on the MCDU TAKEOFF page.
The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at
the latest after an engine failure.
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.
Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft
with one engine failed, and maintains during the second segment of the takeoff.
Represented by the SPEED SELECT symbol on the speed scale.
Minimum value equal to 1.13 VS for the corresponding configuration.
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.
Reference speed used for normal final approach.
Equal to 1.23 VS of CONF FULL.
Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS
CONF FULL).
Final approach speed.
Displayed on MCDU APPR page.
Calculated by the FMGCs.
Represents : VAPP = VLS + wind correction
The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt.
The flight crew may modify VAPP through the MCDU.
During autoland or when A/THR is on or in case of ice accretion or gusty
crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt.
PRO-SUP-10 P 4/6
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
VAPP TARGET :
PRO-SUP-10 P 5/6
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-10 P 6/6
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AIR CONDITIONING
Ident.: PRO-SUP-21-00002156.0001001 / 09 DEC 09
Applicable to: ALL
An external HP source may be used for air conditioning, provided the air supply is confirmed to be
free from oil contamination.
PRO-SUP-21 P 1/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-21 P 2/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FM RESET
When the FM software cannot work properly or receives instructions to perform impossible
operations, it automatically resets itself. A resynchronization with the other FM always follows.
When the reset is a minor one, the system will recover by itself. One single reset lasts 2 to 3 s
maximum followed by 25 s of resynchronization.
When the reset is a major one:
Resets recur at short intervals (several in 2 or 3 min)
The memories are cleared, leading to the loss of F-PLN, GW, CI, CRZ FL, MCDU-entered
speeds and NAVAIDs and to database switching.
Ident.: PRO-SUP-22-10-A-00012662.0001001 / 10 JAN 11
FM RESYNCHRONIZATION
An FM resynchronization automatically occurs after an FM reset but it may occur independently
each time self comparisons between FM1 and FM2 reveal discrepancies.
One single resynchronization lasts approximately 25 s.
If 5 several resynchronizations occur within 5 min, independent mode commences.
Ident.: PRO-SUP-22-10-A-00012663.0001001 / 10 JAN 11
PRO-SUP-22-10 P 1/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When an FMGC is recovered, its FD if previously engaged, is also recovered and its
status is displayed on the FMA.
PROCEDURE
RESELECT the convenient MCDU page.
REENGAGE managed modes and the AP.
WAIT 1 min after the PLEASE-WAIT message has disappeared, before engaging the AP/FD
of the failed FMGC.
If both MAP NOT AVAIL and SET OFFSIDE RNG/MODE remain displayed on one ND, or if
OFFSIDE FM CONTROL remains displayed, temporarily SELECT a different mode or range
on the corresponding EIS control panel.
Ident.: PRO-SUP-22-10-A-00012665.0002001 / 16 NOV 11
SINGLE LATCH
If five successive resets occur, the failing FMGC will latch, and single mode operation will start.
While failed, the following occurs:
On the ND usually associated with the failed FMGC:
If the NDs are not both in the same mode or range, the associated ND displays MAP NOT
AVAIL and SET OFFSIDE RNG/MODE. If the NDs are in the same mode and range, the
associated ND displays the OFFSIDE FM CONTROL amber message
The MCDU reverts to the MENU PAGE and shows an FMGC TIME OUT prompt
PRO-SUP-22-10 P 2/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If the AP and FD were previously engaged on the failed side, the AP and FD disengage and
the right-hand column of the FMA shows that the operating FD is offside. The ECAM displays
the AP OFF warning, and the master warning light and audio remind the pilot of the AP
disengagement.
All functions are restored on the operative side.
PROCEDURE
Select the same range and mode on both NDs to give the failed ND side something to display.
Select any function key on the affected FMGC MCDU. (The page will display OPP FMGC IN
PROGRESS).
Both MCDUs are now driven by the other FMGC, and only one AP/FD is available. The system
works in SINGLE Mode.
Perform a manual reset of the failed FMGC, when convenient.
Ident.: PRO-SUP-22-10-A-00012666.0012001 / 10 JAN 11
PRO-SUP-22-10 P 3/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DUAL LATCH
PROCEDURE
FLY raw data.
TUNE necessary NAVAIDs using the RMPs.
PERFORM a manual reset of both FMGCs.
If successful, refer to dual reset with loss of data and auto recovery:
Note:
PRO-SUP-22-10 P 4/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If unsuccessful:
FLY raw data.
Select the NAV B/UP prompt on both MCDU DATA pages.
(Refer to DSC-22_20-60-130 General HOW TO USE, concerning navigation backup
operation).
SET the landing elevation of the destination on the overhead panel.
Note for all FMGS automatic resets
A single or double FM auto-reset does not affect an ILS approach below 700 ft AGL. ILS
frequency is locked and AP/FDs remain engaged
Above 700 ft , the loss of ILS tuning due to a dual reset will cause a loss of LOC and G/S, and
the disengagement of APs and FDs
During a non ILS approach, if the master FMGC fails, AP/FD and managed modes are lost
and FDs engage in basic modes.
Always wait 1 min after the PLEASE WAIT message disappears from the
MCDU, before engaging or reengaging the FDs and the AP of the reset FMGC.
PRO-SUP-22-10 P 5/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS PREDICTIONS
The FMGS may display temporary erroneous predictions that can affect such data as ECON
speed/Mach, optimum flight level, fuel or time predictions.
If erroneous predictions are observed:
ON GROUND, OR IN FLIGHT
Check the cruise temperature (sign and value), the gross weight, and the cruise flight level.
REENTER the same cost index to restart a computation (In descent or approach, a cost index
change does not restart a computation), or
MAKE a COPY ACTIVE, then activate the secondary, or
MAKE a DIR TO the TO waypoint.
Ident.: PRO-SUP-22-10-C-00012673.0001001 / 19 AUG 10
"FM/GPS
This ECAM message is triggered when either one of the FM positions differs from either of the
GPS positions by more than 0.5 min of latitude or longitude. This may occur when an update of the
FM positions is performed automatically by the FM (Takeoff update or LOC update in approach
with unprecise airfield or NAVAID position within the database), or manually by the pilot (manual
update). For procedure, Refer to FCOM ABN 34 / NAV FM/GPS POS DISGREE and Refer to
QRH/ABN-34-D NAV FM/GPS POS DISAGREE.
PRO-SUP-22-10 P 6/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-22-10 P 7/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
During a RESET/RESYNC, if the crew presses a key while the scratchpad is showing
PLEASE WAIT, there is no change at the MCDU level. This is normal, and the pilot
should not respond by pulling the MCDU CB.
PRO-SUP-22-10 P 8/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The MCDU to be used is the MCDU of the FMGC loaded with the correct NAV
database.
PROCEDURE
PRESS the SOFTWARE STATUS/XLOAD key, on the field [6R].
The P/N STATUS page appears.
SELECT P/N STATUS page 3.
The navigation database part numbers are displayed.
PRESS START XLOAD key, on the field [4L].
PRESS CONFIRM key on the field [6R].
Crossloading is initiated and XLOAD IN PROCESS is displayed on both MCDUs.
PRO-SUP-22-10 P 9/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
PRO-SUP-22-10 P 10/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AP/FD
NO EFFECT
A/THR
NO EFFECT
TOTAL LOSS
TOTAL LOSS
RAW DATA
NO EFFECT
NO EFFECT
CAT 3 SINGLE
TOTAL LOSS
TOTAL LOSS
NO EFFECT
NO EFFECT
TOTAL LOSS
NO EFFECT
RAW DATA ONLY
EXCEPT IN LAND
MODE (CAT 2 MAX)
LANDING CAPACITIES
CAT 3 SINGLE
NO EFFECT
NO EFFECT
TOTAL LOSS
NO EFFECT
NO EFFECT
CAT 2
TOTAL LOSS OF
ILS APPR MODE
NO EFFECT
TOTAL LOSS
NO EFFECT
NO EFFECT
CAT 1
TOTAL LOSS IN
APPR mode (ILS)
NO EFFECT
NO EFFECT
NO EFFECT
CAT 3 single
TOTAL LOSS OF AP
NO EFFECT
CAT 1
NO EFFECT
TOTAL LOSS, EXCEPT IN
LAND MODE BELOW 100 ft
AND BEFORE ROLLOUT
NO EFFECT
CAT 3 SINGLE
TOTAL LOSS
PRO-SUP-22-10 P 11/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FAILURE CASE
AP/FD
A/THR
NO EFFECT
NO EFFECT
CAT 3 SINGLE
NO EFFECT
NO EFFECT
NO EFFECT
NO EFFECT
NO EFFECT
CAT 3 SINGLE
NO EFFECT
TOTAL LOSS
CAT 2
NO EFFECT
LOSS OF A/THR
CAT 2
NO EFFECT
NO EFFECT
CAT 3 SINGLE
NO EFFECT
NO EFFECT
CAT 1
NO EFFECT
NO EFFECT
CAT 1
CAT 3 SINGLE
TOTAL LOSS OF AP
NO EFFECT
CAT 1
PRO-SUP-22-10 P 12/12
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For the F-PLN legs belonging to an ILS approach, the FMS incorrectly uses its own Magnetic
Variation table instead of the Magnetic Variation of the ILS associated to the approach (coded in the
Navigation Data Base). This misbehaviour occurs when the Navaid used for the ILS approach is a
DME.
In some cases, it may happen that magnetic variation of the airport differs by a few degrees from the
ILS navaid. Thus, the FMS F-PLN does not match with the actual beam of the ILS beam.
When the ILS approach is coded with successive legs, these legs may also appear as not matching
with intermediate approach waypoint.
For all approaches affected by this behaviour, the FMS will display an incorrect trajectory on ND for
the LS approach. The guidance would also be wrong if the approach legs are flown in NAV instead of
LOC mode.
INCORRECT MANAGEMENT OF ETA ENTRY ON PREDICTIVE GPS PAGE
Ident.: PRO-SUP-22-20-15-00013652.0001001 / 22 MAY 12
Applicable to: ALL
During pre-flight, when a destination airport exists but the FMS does not compute predictions,
amber boxes are displayed in the MCDU field ETA of the predicitve GPS page. When the flight crew
manually enters an ETA, the value should be displayed in large cyan font.
With the current H2 standard, the FMS does not take into account the manual entry of an ETA (field
1R) for the destination (DEST, field 1L).
The FMS validates the manual entry only when an ETA is already computed by the FMS, when
predictions are available (necessary conditions to have some predictions are : entry of a GW, CRZ
FL, CI and F-PLN).
This anomaly does not impact the ETA of the WPT field (3L and 3R). An ETA can be entered in the
field 3L even if no predictions are computed.
A to B
PRO-SUP-22-20-15 P 1/6
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When a Flight Plan (F-PLN) uplink is performed, if the uplinked F-PLN is inserted as the active
F-PLN but does not contain a Flight Number, the previously entered Flight Number is erased. In such
a case, the flight crew needs to re-enter the correct Flight Number on the INIT A page.
LOSS OF FMS POSITION FURTHER TO IRS LOSS
Ident.: PRO-SUP-22-20-15-00013654.0001001 / 16 MAR 11
Applicable to: ALL
The loss or the failure of an Inertial Reference System (IRS) could result in the loss of the FMS
position with the following cockpit effects :
MAP NOT AVAIL GPS, PRIMARY LOST displayed on ND
The DIR TO page is unavailable on both MCDU
During approach, transient ATHR thrust variations at autopilot disconnection (Only applicable in
case of IR 1 FAULT).
Technical explanation :
The FMS needs valid data from the IRS in order to compute a position.
The FMS checks the IRS data with a specific parameter coming from the Flight Guidance (FG)
part of the FMGC. When an IRS is lost or off (dispatched inoperative), the onside FG erroneously
indicates to the FMS that the IRS DATA is still valid.
As a result, the FMS position is lost on the same side than the IRS inoperative (IRS1 for FMS1 and
IRS for FMS2). The manual switching on IRS 3 (ATT HDG on CAPT 3 or F/O 3) does not enable to
recover the data.
PRO-SUP-22-20-15 P 2/6
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE:
In case of an IR x FAULT ECAM warning in flight with the above mentioned cockpit effects, apply
the following procedure :
De-activate (do not perform a reset) the FMS on the same side than the IRS inoperative :
For IR 1 FAULT : pull FMGC 1 CB B2 (VU 49)
For IR 2 FAULT : pull FMGC 2 CB M17 (VU 121)
ERRONEOUS FUEL PREDICTION IN THE CASE OF
DESCENT WITH TWO ALTITUDE CONSTRAINTS
Ident.: PRO-SUP-22-20-15-00013655.0001001 / 16 MAR 11
Applicable to: ALL
DESCRIPTION:
If the flight plan has two altitude constraints for the descent, the flight crew may notice erroneous
FMS fuel predictions.
EXPLANATION
If the flight plan has two altitude constraints for the descent, the FMS may define a geometric
segment between both altitude constraints. If there is a deceleration required within the
geometric segment, the FMS may consider that the geometric segment is too steep to fly without
speedbrakes. In this case, the FMS tags the entire geometric segment as a speedbrake segment :
The FMS assumes that during the entire segment half of the speedbrakes are extended, even for
the parts where no deceleration is planned. As a consequence, the FMS will predict an increased
thrust for the entire geometric segment. This may lead to erroneous fuel predictions. (a long
geometric segment (e.g. above 100 nm) may lead to an error of 1.5 t for the fuel prediction at
destination).
Note:
When flying the geometric segment, the predictions become better as the aircraft
approaches the end of the geometric segment, and turn back to normal when the aircraft
has sequenced the second altitude constraint.
PROCEDURE:
If the flight crew suspects this behavior in preflight, or during the flight, they can delete and enter
again one altitude constraint in descent and compare the fuel predictions of the flight plan with and
without the geometric segment. This allows the flight crew to evaluate the impact of the geometric
segment on the fuel predictions.
It is not recommended to permanently delete altitude constraints that are stored in the navigation
database.
D to E
PRO-SUP-22-20-15 P 3/6
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
An anomaly could be experienced when the RTA (Requested Time of Arrival) function is used.
The MCDU and the PFD could suddenly display an erroneous speed target at the transition altitude
when a RTA is entered and if the flight crew performs an action (Vapp entry or altitude constraint
modification) that causes a F-PLN profile recomputation.
This scenario could also occur if the flight crew has inserted a RTA and then deleted this RTA (the
FMS may erroneously retain the RTA target).
Some cases could happen while the aircraft is in descent (DES mode) in managed speed. This
speed target change is significant at high altitude if the RTA speed target is lower than the speed
target used before the beginning of the descent.
PROCEDURE
If an erroneous speed target is displayed at high altitude, the flight crew can manually select a
speed to continue the descent.
UNDUE AP DISCONNECTION OR REVERSION TO V/S DURING CLIMB AND DESCENT
Ident.: PRO-SUP-22-20-15-00014436.0017001 / 04 MAY 12
Applicable to: ALL
An AP disconnection or a reversion to the V/S mode may occur when the aircraft reaches an altitude
constraint in the CLB or DES mode. The following are two situations in which this behavior may
occur.
Situation 1: The aircraft is above the vertical profile.
When the aircraft is not on the vertical profile, the FMS makes assumptions in order to compute the
FMS predictions. For example, if the aircraft flies in selected speed, the FMS considers an immediate
return to managed speed.
These assumptions can result in FMS predictions that are not consistent with the real trajectory of
the aircraft. Therefore, the FMS may not anticipate the need to level off, when the FCU selected
altitude is above the altitude constraint in climb or below the altitude constraint in descent.
F to G
PRO-SUP-22-20-15 P 4/6
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
However, the FMS requests the ALT CST* mode, when the aircraft reaches the altitude constraint, in
order to level off and comply with the altitude constraint.
Due to problem of communication between the FMS and the FG, the FMGC may unduly revert to
the V/S mode. The FWC triggers a triple-click aural warning
, and the aircraft goes beyond the
altitude constraint.
, and the
PRO-SUP-22-20-15 P 5/6
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATIONAL RECOMMENDATIONS
Understand your FMA at all times.
If the AP disconnects, or if the FMGC reverts to the V/S mode:
Adjust the vertical speed or level off in order to comply with the altitude constraint.
VOR/DME AND VOR/TACAN NOT AUTOMATICALLY TUNED
Ident.: PRO-SUP-22-20-15-00014440.0001001 / 04 MAY 12
Applicable to: ALL
In case there is no NAVAID in the flight plan, nor any recommended NAVAID coded in the inserted
procedure, the FMS may not automatically tune the expected Terminal or Low Altitude VOR/DME or
VOR/TACAN.
The FMS may not automatically tune the expected NAVAID, if the aircraft is above 12 000 ft for a
Terminal VOR/DME or VOR/TACAN, and above 18 000 ft for a Low Altitude NAVAID.
As a consequence, the ND and the MCDU RAD NAV page may not display the NAVAID information.
OPERATIONAL RECOMMENDATIONS
If the flight crew encounters the misbehavior during the flight, the flight crew can manually tune the
expected VOR/DME or VOR/TACAN to recover the display on the ND.
As a manual tuning overrides any automatic tuning, the flight crew must clear the manual tuning,
when the NAVAID is no longer required, in order to revert to the automatic NAVAID tuning.
G to H
PRO-SUP-22-20-15 P 6/6
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
VHF, HF UTILIZATION
Ident.: PRO-SUP-23-A-NG00115
Applicable to: ALL
Ident.: PRO-SUP-23-A-00002210.0001001 / 17 AUG 10
Note:
1. Reception of some frequencies could be noisy, on one or more VHFs. In such cases, try
selecting an unaffected one.
2. If two frequencies are closer than 2 MHz (between VHF1 and 2, or between VHF3 and
2), or closer than 6 MHz (between VHF1 and 3), some interference may occur.
TUNING
The pilot should normally use his onside RMP to tune any one of the VHF or HF radios. If the SEL
lights come on, when tuning the radio, the pilot should turn them off by selecting the appropriate
radio system dedicated to his RMP.
When an RMP tunes a transceiver that is normally associated with another RMP, the
SEL lights on both RMPs come on.
TO CHANGE FREQUENCY
Rotating knob........................................................................................................................ TURN
Make the STBY/CRS window display the new frequency.
Outer knob is for units, inner knob for decimals.
Transfer key........................................................................................................................ PRESS
This interchanges the ACTIVE and STBY frequencies.
The receiver is now tuned to the new ACTIVE frequency.
PRO-SUP-23 P 1/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-23 P 2/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COMMUNICATIONS
Do not use VHF 3 for communications with ATC, if ACARS is installed, unless VHF 1 and
VHF 2 are inoperative.
CAPT- ATT CALL
PROCEDURE FOR CALLING ATT STATION WHEN PREVIOUS CALL HAS NOT BEEN RESET
If, after a call from cockpit to the attendants station, the attendant does not press the RESET key
on the attendants panel, the pilot must use the following procedure to call the station :
CAB transmission key (on audio control panel)..................................................................... PRESS
Green lines light up.
INT/RAD (on ACP)................................................................ MAINTAIN IN RAD POSITION for 2 s.
Wait 60 s for automatic cancellation of previous CAPT-ATT calls, then :
CAB transmission key............................................................................................................ PRESS
Note:
This procedure will no longer be necessary after the introduction of CIDS Mark II
standard, which includes a function to reset the system automatically after 60 s if no one
has pressed the RESET key.
FROZEN RMP
A frozen RMP can be evidenced by the impossibility to interchange the ACTIVE and STBY radio
navigation or communication frequencies.
In order to recover the normal operation of the RMP, all the RMPs have to be reset, as the problem
on one RMP can be due to an other RMP.
PROCEDURE
All the RMPs have to be resetted, one after the other.
On the RMP control panel :
ON/OFF switch......................................................................................................................OFF
Wait 5 s then.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
PRO-SUP-23 P 3/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
ON/OFF switch........................................................................................................................ON
SATCOM
Ident.: PRO-SUP-23-B-NG00116
Applicable to: ALL
Ident.: PRO-SUP-23-B-00002215.0001001 / 17 AUG 10
This chapter explains how to use the different Satellite Communication (SATCOM) functions for
Cockpit air to ground or ground to air communications.
Due to highly customized programming, the SATCOM functions may vary for different airlines. This
description is, therefore, given only as an example.
Ident.: PRO-SUP-23-B-00002216.0001001 / 03 JAN 11
PRESS the slew up or down keys on the MCDU keyboard to select the priority (The default
priority is NON-SAFETY).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to D
PRO-SUP-23 P 4/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
PRESS 4L to modify the SATCOM channel (after having entered the desired SATCOM
channel in the scratchpad).
ENTER the phone number in the scratchpad and PRESS 2L.
PRESS 6R to preselect the phone number.
The MCDU then switches to the SATCOM MAIN MENU page automatically.
Prerecorded phone number
On the SATCOM DIRECTORY page :
PRESS 1L, 2L, 3L or 4L
The MCDU switches to the CATEGORY NUMBER page, where phone numbers have been
stored according to their priority. (Example : SATCOM SAFETY) :
PRESS 1 R (after having entered the desired SATCOM channel in the scratchpad) to modify
the SATCOM channel.
PRESS the key (1L, 2L, 3L, 4L or 5L) facing the required phone number.
The MCDU then automatically switches to the SATCOM MAIN MENU page where the title (of
the selected phone number) is displayed. READY TO CONNECT is displayed in front of the
selected SATCOM channel.
CALL INITIATION
Once all information, regarding the phone number, is entered in the MCDU, the crew uses the
ACP to initiate the SATCOM call.
On the SATCOM MAIN MENU page :
CHECK 2L or 4L field displays the phone number.
PRO-SUP-23 P 5/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
The SATCOM channel, used to initiate the call, is displayed above the phone number.
On the ACP, PRESS the SAT 1(2) transmission key, corresponding to the selected SATCOM
channel.
On the ACP, the green lines on the SAT1 (2) transmission key flash. On the MCDU SATCOM
MAIN MENU page, the DIALING indication replaces the READY TO CONNECT indication in
front of SAT1 (2). When the call is established on the ACP, the green lines on the SAT1 (2)
transmission key become steady. On the MCDU SATCOM MAIN MENU page, CONNECTED
indication replaces the DIALING indication in front of SAT1 (2).
PROCEED as with a VHF or HF call.
COCKPIT GROUND TO AIR TRANSMISSION
The amber lines of the ACP SAT1 (2) transmission key will flash when there is incoming call.
When the incoming call has Priority 1, 2, or 3, an aural alert will sound and the ECAM will
simultaneously display a SATCOM ALERT memo in green.
PRESS the SAT1 (2) transmission key to establish the communication.
On the ACP, the green lines on the SAT1 (2) transmission key become steady. On the MCDU
SATCOM MAIN MENU page, the CONNECTED indication replaces the DIALING indication in
front of SAT1 (2).
PROCEED as for a VHF or HF call.
Ident.: PRO-SUP-23-B-00002217.0001001 / 09 DEC 09
HOLD FUNCTION
If the crew selects another radio communication (HF or VHF) when a SATCOM call is established,
the SATCOM audio transmission is temporarily interrupted.
On the ACP :
The green lines on the SAT1 (2) transmission key flash.
The green lines on the selected radio (HF or VHF) transmission key come on.
To recover the SATCOM call : On the ACP, the crew reselects the same radio (HF or VHF) or the
SAT1 (2) transmission key. This terminates the radio call.
Ident.: PRO-SUP-23-B-00002218.0001001 / 03 JAN 11
CALL TERMINATION
AIR TO GROUND CALL
PRESS the corresponding SAT1 (2) transmission key on the ACP.
The green lines on the selected SAT1 (2) transmission key go out.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-23 P 6/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-23 P 7/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
COMMUNICATIONS
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-23 P 8/8
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
In flight, do not reengage a circuit breaker (C/B) that has tripped by itself, unless the Captain judges it
necessary to do so for the safe continuation of the flight. This procedure should be adopted only as a
last resort, and only one reengagement should be attempted.
On ground, do not reengage the C/B of the fuel pump(s) of any tank. For all other C/Bs, if the flight
crew coordinates the action with maintenance, the flight crew may reengage a tripped C/B, provided
that the cause of the tripped C/B is identified.
COMPUTER RESET
Ident.: PRO-SUP-24-A-NG01117
Applicable to: ALL
Ident.: PRO-SUP-24-A-00012644.0001001 / 20 DEC 10
The normal purpose of a circuit breaker (C/B) is to protect wiring against short circuits, and to isolate
equipment for maintenance.
Another C/B function involves digital computers : The reset function. When a digital computer
behaves abnormally due to an electrical transient, for example, the abnormal behavior can be
stopped by briefly interrupting the power supply to its processor.
The flight crew can reset most of this aircrafts computers with a normal cockpit control (selector
or pushbutton). However, for some systems, the only way to cut off electrical power is to pull the
associated C/B.
Ident.: PRO-SUP-24-A-00012645.0001001 / 17 MAR 11
PROCEDURE
To perform a computer reset:
Set the related normal cockpit control to OFF, or pull the corresponding circuit breaker
Wait 3 s if a normal cockpit control is used, or 5 s if a circuit breaker is used (unless a different
time is indicated)
Set the related normal cockpit control to ON, or push the corresponding circuit breaker
Wait 3 s for the end of the reset.
WARNING
Note:
Do not reset more than one computer at the same time, unless instructed to do
so.
In flight, before taking any action on the cockpit C/Bs, both the PF and PNF must:
Consider and fully understand the consequences of taking action
Crosscheck and ensure that the C/B label corresponds to the affected system.
A to B
PRO-SUP-24 P 1/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
On ground, almost all computers can be reset, and are not limited to the ones indicated in the
table.
Following computers are not allowed to be reset in all circumstances:
ECU (Engine Control Unit on CFM engines) or EEC (Electronic Engine Control on IAE
engines) and EIU (Engine Interface Unit) while the engine is running.
BSCU (Brake Steering Control Unit) if the aircraft is not stopped. (Refer to PRO-SUP-32
BSCU Reset - On Ground).
In flight, as a general rule, the crew must restrict computer resets to those listed in the table, or
to those in applicable TRs or OEBs. Before taking any action on other computer the flight crew
must consider and fully understand the consequences.
CAUTION
Note:
In the tables reset column, the if applicable note signifies that, depending on the
computer standard, the reset procedure may no longer be necessary. If this is the case,
the reset procedure is removed from the applicable FCOM section.
PRO-SUP-24 P 2/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
AEVC
On ground only:
Pull C/B Y 17 on 122VU.
Wait 1 s before pushing the C/B.
21
AEVC
ACSC
On ground only:
Pull C/B Y 17 on 122VU.
Wait 1 s before pushing the C/B.
On ground only:
Pull C/B W21 and W22 on 122VU.
21
PRO-SUP-24 P 3/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
FCU
In flight:
Pull the C/B B05 on 49VU for FCU1, or M21 on
121VU for FCU2.
Push it after 5 s.
CHECK the displayed targets and the barometer
reference, and correct them if necessary.
On ground:
Pull the C/B B05 on 49VU for FCU1, or M21 on
121VU for FCU2.
Push it after 5 s.
If FCU1(2) FAULT disappears, CHECK the
displayed targets and barometer reference, and
correct them if necessary (RESET successful)
If FCU1(2) FAULT remains, pull both C/B B05 on
49VU and M21 on 121VU
Push them after 7 min, with a delay of less than
5 s between side 1 and 2
Wait at least 30 s for FCU1 and FCU2 safety
tests completion
CHECK the displayed targets and barometer
reference, and correct them if necessary (RESET
successful)
22
FCU
In flight:
Pull the C/B B05 on 49VU for FCU1, and then
pull M21 on 121VU for FCU2.
Push them after 5 s.
CHECK the displayed targets and the barometer
reference, and correct them if necessary.
On ground:
Pull the C/B B05 on 49VU for FCU1, and then
pull M21 on 121VU for FCU2.
Push the C/Bs after 5 s.
If FCU 1+2 FAULT disappears, CHECK the
displayed targets and barometer reference, and
correct them if necessary (RESET successful)
If FCU 1+2 FAULT remains, pull again both C/B
B05 on 49VU and M21 on 121VU
Continued on the following page
PRO-SUP-24 P 4/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
Push them after 7 min, with a delay of less than
5 s between side 1 and 2
Wait at least 30 seconds for FCU1 and FCU2
safety tests completion
CHECK the displayed targets and barometer
reference, and correct them if necessary (RESET
successful)
FCU targets are synchronized on current aircraft
values and displayed as selected targets.
REENTER the barometer altimeter setting
value, if necessary.
FAC 1(2)
FAC 1 + 2
MCDU
FMGC
FMGC
PRO-SUP-24 P 5/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
CIDS
CIDS
Frozen RMP
FAP freezing
RMP
FAP
On ground, or in flight:
Pull the C/Bs in the following order:
P13
and P14
on 121VU,
G01 and G02 on 49VU,
M05 and M06 on 121VU.
Wait 10 s, then:
Push the C/Bs in the following order: M05, M06,
G01, G02, P13
, P14
.
After CIDS reset, wait approximately 4 min,
before recovering normal operation.
On ground, or in flight:
Press the EVAC HORN SHUT OFF pb. Set the
EVAC CAPT & PURS/CAPT sw to the CAPT only
position. Wait for 3 s
IF UNSUCCESSFUL:
Pull the C/Bs for DIR2 in the following order:
G02 on 49VU, M06 on 121VU.
IF UNSUCCESSFUL:
Pull the C/Bs for DIR1 in the following order:
G01 on 49VU, M05 on 121VU.
Wait for 1 min, then:
Push the C/Bs for DIR2 in the following order:
M06 , G02 .
After CIDS reset, wait approximately 4 min,
before recovering normal operation.
23
PRO-SUP-24 P 6/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
CIDS
Confirm if spurious:
Check PA function
Check cabin Interphone function
Check cabin Lighting function
If spurious, reset the CIDS when aircraft is self
powered (APU or engine).
On ground or in flight:
Pull the C/Bs in the following order:
P13
and P14
on 121VU,
G01 and G02 on 49VU,
M05 and M06 on 121VU.
Wait 10 s, then
Push the C/Bs in the following order:
M05, M06, G01, G02, P13
,P14
.
After CIDS reset, wait approximately 4 min before
recovering normal operation.
23
CIDS
Frozen RMP
FAP freezing
RMP
FAP
On ground, or in flight:
Press the EVAC HORN SHUT OFF pb. Set the
EVAC CAPT & PURS/CAPT sw to the CAPT only
position. Wait for 3 s
IF UNSUCCESSFUL:
Pull the C/Bs for DIR2 in the following order:
G02 on 49VU, M06 on 121VU.
IF UNSUCCESSFUL:
Pull the C/Bs for DIR1 in the following order:
G01 on 49VU, M05 on 121VU.
Wait for 1 min, then:
Push the C/Bs for DIR2 in the following order:
M06 , G02 .
After CIDS reset, wait approximately 4 min,
before recovering normal operation.
Refer to PRO-SUP-23 Frozen RMP
On ground, or in flight:
Pull FAP C/Bs in the following order: H01 C/B on
49VU, Q14 on 121VU.
Wait 10 s, then:
Continued on the following page
PRO-SUP-24 P 7/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
Push the C/Bs in the following order: Q14, H01
C/B.
GAPCU
On ground only:
The GPU cannot be connected to the electrical
network of the aircraft (AVAIL light is OFF)
If at least one power source (IDG 1 or 2, APU
GEN or batteries) is connected to the electrical
network of the aircraft.
24
PRO-SUP-24 P 8/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
CIDS-SDF
On ground, or in flight:
Apply the following actions in the presented order:
Pull the C/Bs C05 and C06 on 49VU. T17 and
T18 on 122VU
Wait 5 s, then
Push simultaneously the C/Bs C05 and C06 on
49VU.
Within 2 s push simultaneously the C/Bs T17 and
T18 on 122VU.
26
On ground, or in flight:
Apply the following actions in the presented order:
Pull the C/Bs P13 and P14
; on 121VU, G01
and G02 and 49VU, M05 or M06 and M06 or M07
on 121VU.
Wait 5 s, then
Push the C/Bs in the following order : M05 or
M06 and M06 or M07 on 121VU, G01 and G02
on 49VU, P13 and P14
on 121VU.
If unsuccessful, on ground only:
Apply the following actions in the presented order:
Pull the C/Bs C06 and C05 on 49VU, T17 and
T18 on 122VU.
Wait 5 s, then
Push simultaneously the C/Bs C06 and C05 on
49VU.
Within 2 s push simultaneously the C/Bs T17 and
T18 on 122VU.
On ground:
Apply the following actions in the presented order:
Pull the C/Bs C06 and C05 on 49VU, T17 and
T18 on 122VU.
Wait 5 s, then
Push simultaneously the C/Bs C06 and C05 on
49VU.
Within 2 s push simultaneously the C/Bs T17 and
T18 on 122VU.
Continued on the following page
PRO-SUP-24 P 9/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
ELAC
ELAC or SEC
27
Note:
SEC
On ground
All the three SEC may be reset
A flight control check must be performed after the
reset
If the ECAM triggers again the F/CTL SPLR
FAULT, maintenance action is due.
27
WARNING
PRO-SUP-24 P 10/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
On ground, or in flight:
Pull the 3 C/B:
Channel 1 (A13 on 49VU)
Channel 2 (M27 on 121VU)
Channel 1 and 2 (L26 on 121VU)
Wait 5 s, before pushing the 3 C/B.
Note:
CAUTION
28
FWC
On ground:
Pull, then push, the C/B of the affected FWC:
FWC 1 (F01 on 49VU)
FWC 2 (Q7 on 121VU)
31
PRO-SUP-24 P 11/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
Braking malfunction
L/G LGCIU 1(2) FAULT
BSCU
LGCIU 1(2)
32
TCAS
ISIS malfunction
ISIS
On ground only:
Pull C/B K10 on 121VU.
Wait 5 s, then push the C/B.
On ground only:
With aircraft not moving:
Pull C/B F12 on 49VU,
Wait 5 s, then push the C/B,
Normal operation is expected after approximately
2 min.
34
Note:
PRO-SUP-24 P 12/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
ATA
System malfunction or
ECAM warning/caution
Affected system
Reset
ATSU Malfunction
ATSU
46
70
FADEC
PRO-SUP-24 P 13/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
ELECTRICAL
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-24 P 14/14
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
EQUIPMENT
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-25-00012352.0001001 / 16 NOV 11
Applicable to: ALL
The secured cockpit door operation is controlled by a toggle sw, located on the COCKPIT DOOR
central pedestal.
DOOR OPENING FROM THE COCKPIT
To allow access the cockpit, the COCKPIT DOOR has to be pulled and maintained in the
UNLOCK position until the door is fully opened (once the door is fully opened it can be released to
the NORM position).
DOOR CLOSING
Close the door and check that the OPEN indicator goes off. If the toggle sw is in the NORM
position the door is locked and emergency access is possible for the cabin crew. If the toggle sw is
in the LOCK position the door is locked and the emergency access, the buzzer and the keypad are
inhibited for a preselected time (5 to 20 min).
Note:
If the OPEN indicator is on with the door closed, the door may be unlocked. Repeat the
above opening/closing sequence.
This procedure should be applied, if local Airworthiness Authorities require that the cockpit door
remain closed throughout the entire flight.
Ident.: PRO-SUP-25-A-00002237.0001001 / 09 DEC 09
A to B
PRO-SUP-25 P 1/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EQUIPMENT
If the flight crew does not take any action after a routine cabin request, the cabin
crew will be able to open the door by using the emergency access procedure.
If the flight crew does not take any action, the door will unlock after a preselected
time between 15 and 120 s.
PRO-SUP-25 P 2/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
EQUIPMENT
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-25 P 3/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
EQUIPMENT
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-25 P 4/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-27-10-00002158.0001001 / 09 DEC 09
Applicable to: ALL
The fly-by-wire system has been designed and certificated to make the new generation of aircraft
more cost effective and safer and smoother to fly or ride in than a conventional aircraft.
PRO-SUP-27-10 P 1/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-27-10 P 2/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-27-20-00002159.0001001 / 09 DEC 09
Applicable to: ALL
The pilot uses the sidestick to fly the aircraft in pitch and roll (and indirectly, through turn
coordination, in yaw).
The computers interpret the pilots inputs and move the control surfaces as necessary.
However, regardless of the pilots inputs the computers will prevent :
excessive load factor
loss of control leading to excursions outside the safe flight envelope.
AIRCRAFT ON THE GROUND
Ident.: PRO-SUP-27-20-00002160.0001001 / 17 AUG 10
Applicable to: ALL
At ground speeds below 70 kt, the sidesticks have full authority over the controls in pitch and roll to
permit control checks.
At ground speeds above 70 kt, the authority in pitch is reduced from 30 up to 20 up.
In this ground mode, movements of the control surfaces in pitch and roll correspond directly to the
stick inputs.
With the aircraft in the normal configuration and engines running on the ground :
when the wheel brakes are released, the aircraft usually rolls with no added thrust.
nose wheel steering is fly.by.wire, with no mechanical connection between the nose wheel and
the steering tiller. The control forces are light : the flight crew should be careful to move the tiller
gently to avoid unnecessarily high-rate turns.
The aircraft can make very tight turns, but the flight crew should resist any tendency to overcontrol.
When making tight turns at low ground speed, the crew should hold the selected tiller position, even
if the turn radius is shorter than intended, so as to maintain a smooth turn.
A to B
PRO-SUP-27-20 P 1/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(1)
The PFD includes this symbol that is the sum of sidestick positions given to the computers. It
permits the PNF to check that the PF is making an appropriate control input during takeoff roll.
(2)
Small limit marks indicate the limits of stick travel (16 in pitch, 20 in roll).
They are only displayed with the aircraft on ground. The flight crew must not use this display
for control checks, because it does not necessarily indicate the control position in failure cases.
The flight crew must use the ECAM flight controls page for making that check.
PRO-SUP-27-20 P 2/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
IN FLIGHT
Ident.: PRO-SUP-27-20-A-NG00111
Applicable to: ALL
Ident.: PRO-SUP-27-20-A-00002161.0001001 / 09 FEB 11
TAKEOFF MODE
Thrust management is very easy. The pilot selects a FLX thrust by stopping the thrust levers in
the FLX/MCT detent, and by checking that the resulting N1 (or EPR) (1) is compatible with N1 (or
EPR) target (2). For maximum takeoff thrust, the pilot moves the thrust levers fully forward and
performs the same thrust check (N1 or EPR).
To counter the nose-up effect of setting engine takeoff thrust, the pilot should apply half forward
stick, until the airspeed reaches 80 kt. Then, he should release the stick gradually to reach neutral
at 100 kt (Refer to PRO-NOR-SOP-12-A Takeoff - Takeoff Initiation for additional information).
Rotation is conventional. It takes about 1/3 to 1/2 back stick. The Pilot Flying (PF) continues the
rotation in order to bring the allengine attitude value towards approximately 15 . During rotation,
the PF must not attempt to reach the FD pitch bar, because it does not provide a pitch rate order,
and may lead to overreaction. As soon as the aircraft becomes airborne only, the PF must adjust
the pitch attitude using the FD bar, which is then representative of the SRS order. As the attitude
changes and stabilizes, the control laws change to those for the flight mode in pitch, allowing the
sidestick to return to the neutral position to maintain 1 g at the chosen attitude. Pitch trim can
begin to work at 50 ft.
For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong crosswind
conditions, some lateral control may be used, but care should be taken to avoid using large
deflections, resulting in excessive spoiler deployment which increases the tendency to turn into
wind, reduces lift and increases drag. Spoiler deflection starts to become significant with more
than one third sidestick deflection. As the aircraft lifts off, any lateral control applied will result in a
roll rate demand.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-27-20 P 3/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT MODE
Normally the sidestick is in the neutral position, with the aircraft stable in pitch and roll at the
chosen altitude in straight or turning flight within certain limits. As a result, even in turbulence, the
aircraft is flown best with little or no stick input.
Hands off, the system maintains 1 g in pitch, corrected for pitch and roll attitude, and zero roll rate,
within certain limits (+30 , 15 in pitch and 33 roll). Hands off, within these limits the aircraft
resists disturbance from the atmosphere and rides well even in heavy turbulence.
The system compensates almost 100 % for changes of trim due to changes in speed and
configuration. Changes of trim due to changes in thrust can be too large for the system to
compensate, and the aircraft may respond to them in pitch in the conventional sense and then
hold the new attitude at which it has stabilized after the trim change.
The pitch trim wheel moves as the control law compensates for these changes.
The control laws also make turning easier. They protect against overbanking, and at the chosen
bank attitude (less than 33 of bank) the system maintains zero roll rate, stick free.
Steep turns can be made at up to 67 of bank. This is the steepest bank at which it is possible to
maintain level flight at 2.5 g.
Beyond 33 of bank, the pitch trim stops working and a lateral stability term is introduced. This
term becomes progressively stronger as bank angle increases, so that it equals a full sidestick
demand at 67 of bank, hence forming the limiting system.
The lack of pitch trim makes it necessary for the pilot to hold the nose up in a steep turn. If he
releases the stick, the nose drops and the aircraft eases its roll angle to less than 33 of bank and
stabilizes at the pitch and bank angles it achieves at less than 33 of bank.
During a normal entry into a turn, the pilot must make an intentional initial change to the pitch
attitude in order to maintain level flight. Once he has done this, he can release the stick. The
system then maintains a level turn.
In climb, cruise, descent, and approach all these basic rules remain in effect.
Ident.: PRO-SUP-27-20-A-00002163.0001001 / 16 NOV 11
LANDING MODE
The systems landing mode gives the aircraft a stabilized flight path and makes a conventional
flare and touchdown. It carries out the initial approach as this manual described earlier. At 50 ft,
the system memorizes the attitude, usually 3 or 4 nose up. From 30 ft down, this value washes
out over eight seconds to 2 . The result is that the pilot has to exert a progressive pull to
increase pitch gently in the flare. He should pull the thrust levers back at or above 20 ft, and the
landing should occur without a long flare. Touchdown quality is better and more repeatable at fairly
flat attitudes. An audible RETARD callout reminds the pilot if he has not pulled back the thrust
levers when the aircraft has reached 20 ft.
PRO-SUP-27-20 P 4/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Crosswind landings are conventional. The preferred technique is to use the rudder to align the
aircraft with the runway heading, during the flare, while using lateral control to maintain the aircraft
on the runway centerline (Refer to PRO-NOR-SOP-21-LANDING-FLARE). The lateral control
mode does not change until the wheels are on the ground, so there is no discontinuity in the
control laws. The aircraft tends to roll gently in the conventional sense as drift decreases, and the
pilot may have to use some normal cross control to maintain roll attitude.
Even during an approach in considerable turbulence, the control system resists the disturbances
quite well without pilot inputs. In fact, the pilot should try to limit his control inputs to those
necessary to correct the flight path trajectory and leave the task of countering air disturbances to
the flight control system.
Derotation is conventional. The pilot releases the back pressure he was holding for the flare and
the nose wheel comes down nicely.
Pitch trim then resets to zero.
PRO-SUP-27-20 P 5/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-27-20 P 6/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
On the ground the aircraft is conventional. The pilot uses rudder to maintain direction. He should
rotate to about 12.5 of pitch and adjust as required. The sideslip indication (1) changes to the
engine-out mode (blue). When it is centered, the aircraft is close to the zero aileron position (best
drag condition). It is therefore important to zero the slip indication accurately.
Trim the rudder conventionally.
When time permits, the pilot should check the ECAMs FLT CTL page, and refine the rudder trim
to give neutral lateral control, and also trim the rudder toward the spoilers that are up or toward the
aileron that is farthest up to bring the lateral controls back to neutral.
ENGINE-OUT LANDING
Ident.: PRO-SUP-27-30-00002165.0001001 / 09 FEB 11
Applicable to: ALL
The engine-out landing is basically a conventional landing. The pilot should trim to maintain the slip
indication centered. It is yellow, as long as N1 is less than 80 %. Between 100 and 50 ft, the pilot can
reset rudder trim to make the landing run easier, and to recover full rudder travel in both directions.
BOUNCE AT LANDING
Ident.: PRO-SUP-27-30-00002166.0001001 / 09 FEB 11
Applicable to: ALL
In case of a light bounce, maintain the current pitch attitude and complete the landing, while
maintaining the thrust at idle. In case of a high bounce, initiate a go-around, initially maintaining the
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
PRO-SUP-27-30 P 1/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
pitch attitude. Retract the flaps one step, and then the landing gear, once the aircraft is properly
established on the go-around segment. In all cases, do not attempt to soften the (potential) second
touchdown by increasing the pitch attitude.
TRAINING TOUCH-AND-GO
Ident.: PRO-SUP-27-30-00002167.0001001 / 17 AUG 10
Applicable to: ALL
With the nosewheel on ground, pitch trim automatically resets to zero. The pilot should select CONF
2 and add thrust. He must always move the thrust levers to TOGA to bring up the speed reference
system (SRS), and then reduce to a lower thrust (not less than CL), if he chooses. Takeoff may be
a little out of trim, which may affect the rotation slightly, but once the aircraft is off the ground, the
control law holds the out of trim, then retrims at 50 ft.
STALL WARNING
Ident.: PRO-SUP-27-30-A-NG00121
Applicable to: ALL
Ident.: PRO-SUP-27-30-A-00002247.0001001 / 29 AUG 11
The applicable procedures have been moved in FCOM PRO-ABN-10 (Operating Techniques)
section and in the QRH ABN 80.07.
Ident.: PRO-SUP-27-30-A-00002248.0001001 / 29 AUG 11
ALTERNATE LAW
Pitch alternate and roll direct is the first level of degraded control law, resulting from some double
failures.
The autopilot may be available, depending on the cause and type of failure(s).
PRO-SUP-27-30 P 2/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DIRECT LAW
The sidestick is directly coupled to the controls via the computers, but without any of the
stabilization feedbacks. In effect, this law turns the aircraft into a conventional aircraft, but is
compensated for configuration and CG. The pilot must use manual pitch trim, as is signaled on the
PFD. The autopilot is not available.
MECHANICAL BACKUP
The pilot can use the pitch trim and rudder to control the aircraft for short periods of total loss of
fly-by-wire.
ALTERNATE LAW
PITCH
Alternate law in pitch is almost the same (for the pilot) as the normal control laws.
However, alternate law does not maintain any of the protections, except for the load factor
limitation. As a result, the pilot must fly the aircraft more attentively to avoid inadvertently
exceeding the normal limits.
Alternate law reduces VMO to 320 kt to restore a normal aircraft speed margin in case of
upset. This is not necessary in the Mach range, because the margin there is, in any case,
conventional.
PRO-SUP-27-30 P 3/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
At low speed the change in the speed scale is very noticeable. VLS remains, but V PROT and
V MAX disappear, replaced by a single black and red strip the top of which is stall warning
speed. Unlike VLS which is stable, VSW is g sensitive so as to give additional margin in turns.
As mentioned above, ALTERNATE reverts to DIRECT law for landing when the flight crew
lowers the landing gear.
ROLL
Roll control is direct. The rate of roll is generally higher than with normal law and at first the
aircraft appears to be very sensitive.
Bank stability and protections are no longer active and the flight crew should take care to stay
within normal limits.
Ident.: PRO-SUP-27-30-B-00002170.0001001 / 09 FEB 11
DIRECT LAW
Normally direct law in pitch is transitory, due to undetected failures of, for example, a second IRS.
Once the flight crew has isolated the failed system, it can reset the ELACs to acquire alternate law
in pitch.
When the system goes into direct law, USE MAN PITCH TRIM appears on the PFDs. This
message flashes for 5 s, then becomes steady.
The pilot should use small control inputs when the aircraft is in direct law at high speed, because
the controls are powerful. Good trimming in pitch is required.
The pilot should avoid using large thrust changes or sudden speedbrake movements, particularly if
the center of gravity is aft. If the speedbrakes are out and the aircraft has been retrimmed, the pilot
should retract the speedbrakes gently, giving time to retrim so as to avoid a large nose-down trim
change.
The flight crew must fly the aircraft carefully at all times. Control is precise, but there are no
protections.
The aural stall warning for alternate law also serves direct law, and the technique for recovery is
the same.
Any tendency to roll stick free can be corrected by conventional use of rudder. Residual rudder
forces can be trimmed out by using rudder trim in the direction of the applied force.
After trimming, the sideslip index will be slightly displaced from center. With some failure
conditions the asymmetric rolling tendency may be increased. It will always be possible to trim the
aircraft to fly straight, hands off. There may then be an asymmetry in roll response, but the roll rate
achieved is always adequate.
Landing in direct law is like landing a conventional aircraft. Trim changes to compensate for
configuration changes are small, as is the trim change with speed change. Trim change with a
large thrust change is quite large, so the pilot should make smooth thrust changes. The flare
height for landing is the same (Refer to PRO-NOR-SOP-21-A Landing - Flare) , and the pilot uses
conventional techniques. (The controls remain light and powerful).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-27-30 P 4/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Pilots have landed this aircraft in direct law in moderate to heavy turbulence with gusting winds
without undue difficulty.
Direct law works with or without the yaw damper. The aircraft is always convergent in dutch roll, so
if an oscillation begins it will stop itself if not excited. To stop dutch roll the pilot should use lateral
inputs, not rudder.
PRO-SUP-27-30 P 5/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-27-30 P 6/6
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-27-40-00002171.0001001 / 09 DEC 09
Applicable to: ALL
The normal flight envelope is not different from that of a conventional aircraft, and is defined
as VLS to VMO. Pilots should not deliberately fly at a speed that is lower than VLS except
for properly authorized training or testing.
PITCH ATTITUDE PROTECTION
The system limits the aircraft to 67 of bank, which corresponds approximately to the bank angle
needed for a level 2.5 g turn.
The system limits pitch attitude to +30 and 15 . The +30 limit decreases to 25 at low speed. If
the aircraft attitude approaches these limits, the pitch and roll rates start to decrease 5 before the
limit so that it will stop at the limit without overshooting.
LOAD FACTOR LIMITATION
Ident.: PRO-SUP-27-40-00002173.0001001 / 09 DEC 09
Applicable to: ALL
The aircraft is structurally designed to the same limits as any other large aircraft. The 2.5 g limit (2 g
with flaps extended) allows the aircraft to make an abrupt maneuver without structural risk if such a
maneuver becomes necessary.
When this occurs (after a ground proximity warning, for example), the pilot should quickly apply
full control and hold it until the flight path is safe. Response time is a vital factor in avoidance : the
system allows maneuvers that the pilot would not normally be able to perform safely at any altitude,
low or high.
A to C
PRO-SUP-27-40 P 1/6
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXCEEDING VMO/MMO
Ident.: PRO-SUP-27-40-00002174.0001001 / 09 DEC 09
Applicable to: ALL
During climb, cruise or descent the aircraft may slightly exceed VMO/MMO with the autopilot (AP)
engaged. This may occur when adverse conditions are encountered.
Using the following procedure prevents such an exceedance :
1. In case of turbulence, adapt speed or Mach target. If severe turbulence is known, or forecasted,
consider the use of turbulence speed.
2. The current speed is close to the VMO (maximum operating speed) :
Monitor the speed trend symbol on the PFD :
If the speed trend reaches, or slightly exceeds, the VMO limit :
Use the FCU immediately to select a lower speed target.
If the speed trend significantly exceeds the VMO red band, without high speed protection
activation :
Select a lower target speed on the FCU and, if the aircraft continues to accelerate,
consider disconnecting the AP.
Before re-engaging the AP, smoothly establish a shallower pitch attitude.
3. If the aircraft accelerates above VMO with the AP engaged :
The AP will disengage on reaching the high speed protection. The high speed protection will apply
a nose-up order up to 1.75 g, in addition to pilot input during VMO recovery. Therefore :
Make a smooth pitch correction, to recover proper speed.
In all events :
Speedbrakes may be used if the aircraft exceeds VMO/MMO. However, use speedbrakes with
caution when close to the ceiling.
Check the AP engagement status and re-engage it when appropriate. It may have tripped, if
VMO/MMO was significantly exceeded. The associated aural warning may have been superseded
by the overspeed aural warning.
HIGH SPEED PROTECTION
Ident.: PRO-SUP-27-40-00002175.0002001 / 09 FEB 11
Applicable to: ALL
The aircraft automatically recovers following a high speed upset. Depending on the flight conditions
(high acceleration, low pitch attitude), the High Speed Protection is activated at, or above,
VMO/MMO.
When it is activated, spiral static stability is introduced to 0 bank angle (instead of 33 in normal
law), and the bank angle limit is reduced from 67 to 40 .
D to E
PRO-SUP-27-40 P 2/6
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively
reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
The High Speed Protection is deactivated when the aircraft speed decreases below VMO/MMO,
where the usual normal control laws are recovered.
The flight crew should never deliberately fly the aircraft beyond VMO/MMO, unless absolutely
necessary for operational reasons, such as avoiding another aircraft.
The pilot should, as soon as possible, reduce resistance to the High Speed Protection and allow the
aircraft to return to a speed below VMO/MMO, by smoothly relaxing the forward stick force to attain a
comfortable nose-up pitch rate. It is not usually necessary to apply a pull force to recover. If a quicker
recovery is required for operational reasons, the pilot should pull back smoothly and progressively,
monitoring the g indication on the ECAM.
HIGH ANGLE OF ATTACK PROTECTION
Ident.: PRO-SUP-27-40-00002176.0001001 / 09 DEC 09
Applicable to: ALL
The aircraft resists attempts by either a pilot or the atmosphere to stall it. If a pilot attempts a stall, he
feels the aircraft trying to pitch down as speed approaches the amber and black strip. The pilot can
resist this tendency until speed reaches the red band (alpha maximum), and then further nose-up
control is not available. Between these two points, floor automatically sets go around thrust. The
pilot can hold full back stick, if it is needed (see windshear), and the aircraft stabilizes at an angle of
attack close to but short of the 1 g stall.
WHEN FLYING AT max, THE PILOT CAN MAKE GENTLE TURNS, IF NECESSARY.
As the aircraft enters protection at the amber and black strip. (prot), the system inhibits further
nose-up trim beyond the point already reached. Nose-down trim remains available if the pilot pushes
the stick forward.
The pilot should not deliberately fly the aircraft in prot except for brief periods when maximum
maneuvering is required. If the pilot enters prot inadvertently, he should get out of it as quickly as
possible by easing forward on the sidestick to reduce the angle of attack while simultaneously adding
power (if floor has not already been activated or has been cancelled). The system will regain the
normal load factor law if the stick is pushed forward of neutral, but it will re-enter prot if the stick is
released with the angle of attack still greater than the value set for prot. Thus to exit prot properly,
the pilot should reduce angle attack to a value less than the value set for prot.
The PFD shows this clearly, because the indicated speed is above the black and amber strip.
The pilot should now increase speed above VLS (clear of the amber strip) as soon as other
considerations (ground clearance, for example) allow him to do so.
floor will usually be triggered just after prot is entered, and go around thrust will automatically be
applied. Thus, if the sidestick is held aft, either inadvertently or deliberately, the aircraft will start to
climb at a relatively constant low airspeed. To recover to a normal flight condition, prot should be
PRO-SUP-27-40 P 3/6
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
exited by easing forward on the sidestick, as described above, and the floor should be cancelled by
using the disconnect pushbutton on either thrust lever as soon as a safe speed is regained.
The aircraft can also enter prot at a high level, where it protects the aircraft from the buffet
boundary. As at low speed or low level, if the sidestick is merely released to neutral, the aircraft
maintains the alpha for prot. (However, this value of alpha is not the same as the value used
at low speed : Alpha for prot is reduced as a function of Mach, so that a typical cruise value is
about 3.5 for the A318 and A321 aircraft, or 4.5 for the A319 and A320 aircraft). Therefore, the
aircraft may climb, with the sidestick free, when leaving a turn after entering prot. If the pilot has
flown into prot, he should leave it as soon as other considerations allow, by easing forward on the
sidestick to reduce alpha below the value of prot, while simultaneously increasing thrust or speed
as appropriate.
WINDSHEAR
Ident.: PRO-SUP-27-40-00002177.0001001 / 09 DEC 09
Applicable to: ALL
Most of the recommended techniques for flight in windshear also apply to the A320 aircraft family.
But for these aircraft, the techniques are somewhat simpler.
The aircraft can only survive windshear, if it has enough energy to carry it through the
loss-of-performance field. The aircraft can sustain this energy level in the following three ways :
Carry extra speed. The aircraft does this automatically in some cases.
Add maximum thrust. The aircraft does this automatically.
Trade height energy for speed. Any aircraft can do this.
Proper pilot technique helps in this survival process. The pilot must follow orders from the Speed
Reference System (SRS) or, if the FD is not available or is switched OFF for a visual approach,
maintain 17.5 of pitch, even if he has to use full backstick in order to do so. At this stage, maintain
full backstick until the shear is passed. The aircraft will automatically hold close to the maximum
Angle-Of-Attack. The speed should stay near to the beginning of the red strip. However, in
turbulence, the speed can be temporarily below the red strip without significant effect. As speed
begins to recover, the pilot can reduce backstick, while still following SRS orders until well clear of
the shear.
ABNORMAL CONFIGURATIONS
Ident.: PRO-SUP-27-40-00002178.0001001 / 09 DEC 09
Applicable to: ALL
In some flight control failure cases, such as loss of control of both elevators, or loss of flaps or slats,
the landing configuration is Configuration 3.
With the horizontal stabilizer jammed, control is much easier than it is on a conventional aircraft,
because the integrator holds the elevator required to maintain the 1 g flight path.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
F to H
PRO-SUP-27-40 P 4/6
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-27-40 P 5/6
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-27-40 P 6/6
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AIRCRAFT TRIMMING
Ident.: PRO-SUP-27-50-00002179.0001001 / 09 DEC 09
Applicable to: ALL
This indication corresponds to a true rudder deflection within 1.5 , taking into account the
permanent offset of rudder trim indication, when the aircraft is in cruise conditions. (average
0.5 right, 0.8 left).
An indicated, rudder trim above 1 right or 2.3 left is acceptable, if maintenance personnel
establishes that the corresponding real rudder position is within 1.5 left, and 1.5 right.
PRO-SUP-27-50 P 1/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-27-50 P 2/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
If, on upper ECAM display the FOB indication is displayed with two dashes across the two least
significant digits, the FQI is in degraded mode.
In this case, the ECAM FUEL page must be called on ECAM lower display to determine which tank is
affected.
The loss of accuracy resulting from the loss of FQI normal mode is as follows :
wing outer cell affected : +20 kg (+44 lb), 200 kg (440 lb).
wing inner cell affected : 110 kg (240 lb).
center tank affected
: 130 kg (290 lb).
all tanks affected
: + 390 kg (+ 860 lb), 750 kg (1660 lb).
PRO-SUP-28 P 1/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-28 P 2/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ICING CONDITIONS
Ident.: PRO-SUP-30-00002181.0001001 / 09 DEC 09
Applicable to: ALL
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.
WARNING
Pilots must turn on the engine anti-ice system, when temperature and visible
moisture meet these criteria, and should not wait until they see ice building up.
OPERATIONS IN ICING CONDITIONS
A to B
PRO-SUP-30 P 1/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION
Icing conditions are severe when there is approximately 5 mm of ice accretion on the airframe.
RAIN REPELLENT (IF INSTALLED)
Ident.: PRO-SUP-30-00002182.0001001 / 09 DEC 09
Applicable to: ALL
If the rain repellent is operative, the flight crew should only use the rain repellent in moderate to
heavy rain.
GROUND OPERATIONS IN HEAVY RAIN
Ident.: PRO-SUP-30-00002251.0001001 / 09 DEC 09
Applicable to: ALL
When the aircraft is parked on the ground during heavy rain, it can take rainwater into the avionics
ventilation system via the open skin air inlet valve.
To prevent this, the following procedure must be applied :
After landing :
EXTRACT...............................................................................................................................OVRD
This closes the avionics ventilation system, preventing rainwater from entering.
PRO-SUP-30 P 2/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-30 P 3/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-30 P 4/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The flight path vector (FPV) indicates performance and does not direct or command. Because there
is always a slight lag between an attitude change and the change in flight path that results from it,
when the pilot uses the FPV he should make an attitude change first, then use the FPV to check the
resulting flight path.
Vertically the FPV indicates the aircrafts flight path angle.
The FPV is particularly useful when the aircraft is doing visual circuits. For example, when the aircraft
is flying downwind the pilot simply adjusts the aircraft attitude to put the FPV symbol on the horizon.
This establishes the aircraft in level flight. On the final approach, the pilot puts the FPV three degrees
below the horizon to establish the aircraft at a normal angle of descent. If this results in the aircraft
going below the chosen approach path (undershooting the touchdown point), the pilot can reduce
the angle of descent by raising the FPV. As soon as the aircraft regains the correct descent path, he
should bring the FPV back to -3 .
Laterally, the FPV indicates the aircrafts track and its drift angle. It has the same displacement as
the drift diamond on the heading scale and thus appears directly above it. It shows on the PFD the
drift the aircraft is experiencing.
The pilot must take care when making a go-around with the FPV selected. There is inevitably some
lag between the pilots raising the nose to commence the go-around and the aircrafts responding by
PRO-SUP-31 P 1/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
changing its trajectory. For the same reason the pilot does not use the FPV on takeoff: the primary
parameter for rotation, either on takeoff or on go-around, is attitude.
The TRK-FPA Flight Director is particularly useful for guiding the aircraft during non-precision
approaches, although it can also be used at other times. When using this mode of the FD, the pilot
places the FPV symbol in the center of the flight path director (FPD) symbol. This is similar to using
the FD in HDG-V/S, when the pilot puts the center of the fixed aircraft symbol at the center of the
crossed bars of the FD. If the FCU is set on the correct track and flight path angle, and if the FPV
and the FPD are aligned, they will guide the aircraft along a trajectory that is stabilized with respect
to the ground, whereas when the pilot is using HDG-V/S the trajectory is stabilized with respect to
the air. However, if the aircraft is disturbed from this ideal trajectory, merely following the FPD will
result in its following a trajectory that is parallel to the intended trajectory. Thus, when the aircraft is
disturbed from the original trajectory, the pilot must adjust either its track or its flight path angle or
both in order to obtain guidance back to the original trajectory. Likewise, when the pilot uses the FPA
to create a synthetic glide path, it will be positioned correctly only if it commences at the right point in
space.
PRO-SUP-31 P 2/2
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
Before any BSCU reset, the flight crew must stop the aircraft, apply the parking brake and confirm
that the towing bar is not connected. The flight crew must reset the BSCU by setting the A/SKID &
N/W STRG sw to OFF then ON.
Only if the ECAM triggers either the WHEEL N.W STEER FAULT or the WHEEL N/W STRG
FAULT alert, can the flight crew attempt a BSCU reset. If the BSCU reset is successful, the flight
crew are still required to go back to the gate for troubleshooting. The flight crew must taxi with
care, at a taxi speed of 10 kt.
Only if the ECAM triggers either the BRAKES SYS 1(2) FAULT or the BRAKES BSCU CH 1(2)
FAULT alert, can the flight crew attempt a BSCU reset. If the BSCU reset is not successful, the
flight crew may attempt a further reset by using the BSCU circuit breakers. After a successful
reset, the flight crew can continue the flight.
On ground, after any BSCU reset, the flight crew must perform all of the following:
Check the braking efficiency of the normal braking system, as soon as the aircraft starts moving
again (the aircraft must slow down when pressing the brake pedals).
Record the BSCU reset in the logbook to ensure that troubleshooting is systematically done, in
order to investigate the failure.
BSCU RESET - IN FLIGHT
Ident.: PRO-SUP-32-00013286.0001001 / 17 NOV 11
Applicable to: ALL
Only if the ECAM triggers either the BRAKES SYS 1(2) FAULT or the BRAKES BSCU CH 1(2)
FAULT alert, can the flight crew attempt a BSCU reset. The flight crew must reset the BSCU, landing
gear retracted, by setting the A/SKID & N/W STRG sw to OFF then ON.
Note:
Extending the landing gear initiates an automatic test of the main braking components, in
order to detect any failures. If the flight crew resets the BSCU with the main landing gear
already extended, the failures and associated ECAM indications that are already detected
are erased, even if the BSCU reset does not necessarily correct the failure. Therefore, in
order to detect any remaining failures, the flight crew must reset the BSCU before landing
gear extension.
If required, the flight crew must rearm the autobrake. In flight, after any BSCU reset, the flight crew
must record the BSCU reset in the logbook to ensure that troubleshooting is systematically done, in
order to investigate the failure before the next flight.
A to B
PRO-SUP-32 P 1/4
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
Apply brakes with care, because initial pedal force or displacement produces more braking action
in alternate mode than in normal mode. If antiskid is lost, modulate brake pressure at, or below,
1 000 PSI.
THRUST APPLICATION ON BRAKES
Ident.: PRO-SUP-32-00012321.0001001 / 07 DEC 10
Applicable to: ALL
The braking system is not designed to hold the aircraft in a stationary position when a high thrust
level is applied on at least one engine.
The thrust level from which the aircraft starts to move (with parking brake ON, or with manual braking
applied) depends on several factors such as:
Ground surface conditions
Environment
The aircraft weight
Etc...
During ground procedures that require a thrust increase with braking, the flight crew must ensure that
the aircraft remains stationary, and one flight crew must keep his hands on the thrust levers to be
ready to immediately retard the thrust levers to IDLE if the aircraft starts to move.
BRAKE TEMPERATURE LIMITATIONS REQUIRING MAINTENANCE ACTIONS
Ident.: PRO-SUP-32-00002186.0001001 / 17 AUG 10
Applicable to: ALL
C to E
PRO-SUP-32 P 2/4
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
GENERAL
During taxi, the crew may notice an aircraft veering tendency. This can be due to some external
conditions (crosswind, slope....), or it can be due to the nosewheel steering system itself. The latter
case is identifiable due to flight crews consecutive reports of permanent aircraft veering tendency.
Such reports enable maintenance to determine when corrective action or troubleshooting is
required.
A veering aircraft may still be operated before corrective action is taken, provided nosewheel
steering deviation is within the values specified in the following table.
Ident.: PRO-SUP-32-A-00002253.0001001 / 17 AUG 10
Offset 0.5
Trim 3
Procedures
No operational
limitation
CAUTION
Immediate
maintenance
action is due
PRO-SUP-32 P 3/4
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
LANDING GEAR
FLIGHT CREW
OPERATING MANUAL
TIRE PRESSURE
Ident.: PRO-SUP-32-00002254.0001001 / 09 DEC 09
Applicable to: ALL
These charts present the various nominal tire pressures, depending on maximum taxi weight, tire
type, and landing gear configuration (shock absorbers extended, or compressed).
MAXIMUMTAKEOFFWEIGHT
67 000 kg/147 708 lb
68 000 kg/149 913 lb
70 000 kg/154 322 lb
73 500 kg/162 038 lb
75 500 kg/166 447 lb
77 000 kg/169 754 lb
MAXIMUMTAKEOFFWEIGHT
67 000 kg/147 708 lb
68 000 kg/149 913 lb
70 000 kg/154 322 lb
73 500 kg/162 038 lb
75 500 kg/166 447 lb
77 000 kg/169 754 lb
MAXIMUMTAKEOFFWEIGHT
67 000 kg/147 708 lb
68 000 kg/149 913 lb
70 000 kg/154 322 lb
73 500 kg/162 038 lb
75 500 kg/166 447 lb
77 000 kg/169 754 lb
PRESSURE
PRESSURE
Unloaded
Loaded
Unloaded
Loaded
bar
psi
bar
psi
bar
psi
bar
psi
DIMENSIONS
30 8.8 R 15
46 17 R 20
30 8.8 - 15
46 16 - 20
11.0
160
11.4
165
12.3
178
12.8
186
11.8
171
12.3
178
13.3
193
13.8
200
11.8
171
12.3
178
13.8
200
14.4
209
PRESSURE
PRESSURE
Unloaded
Loaded
Unloaded
Loaded
bar
psi
bar
psi
bar
psi
bar
psi
DIMENSIONS
49 17 - 20
49 19 - 20
10.2
148
10.6
154
9.2
133
9.6
139
11.0
160
11.4
165
9.9
144
10.3
149
11.5
167
12.0
174
10.3
149
10.7
155
PRESSURE
PRESSURE
Unloaded
Loaded
Unloaded
Loaded
bar
psi
bar
psi
bar
psi
bar
psi
DIMENSIONS
915 300 R 16
1270 455 R 22
36 11 - 16
10.5
152
10.9
158
11.3
11.3
11.8
164
164
171
11.8
11.8
12.3
171
171
178
11.7
-
170
-
12.2
-
177
-
PRO-SUP-32 P 4/4
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
GENERAL
CAUTION
Pilots should use these procedures only when both FMGCs or both MCDUs are
inoperative.
In this case they must press both RMP NAV keys (lighting the green lights).
PRO-SUP-34 P 1/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
When the radio-nav standby mode is active (NAV ON) and VHF or HF tuning
is required, select the VHF key or the HF key on the RMP (normal radio
communications use). The NAV key, which has no effect on the selection of a radio
communication frequency, must remain in the ON position in order to prevent radio
navigation aid tuning from changing NAV receiver frequencies.
PRO-SUP-34 P 2/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Although the navigation display automatically identifies the tuned ADF, VOR, or ILS station (auto
ident decoded), the flight crew must, in the following cases, confirm the correct tuning of the desired
station via the audio system :
A station has either been autotuned or tuned manually by a crew member's entering the
associated ident on the MCDU RAD NAV page, and the decoded ident appearing on the ND is the
wrong one.
A crew member has tuned the station manually on an RMP or by entering the frequency on the
MCDU RAD NAV page.
WEATHER RADAR
Ident.: PRO-SUP-34-00002188.0001001 / 16 MAR 11
Applicable to: ALL
GENERAL
The values below apply to aircraft in symmetrical flight (no sideslip), in the clean configuration, and
in straight and level flight.
Ident.: PRO-SUP-34-B-00002190.0002001 / 17 MAR 11
ALTITUDE TOLERANCES
PFD 1 or 2 at ground check
plus or minus 25 ft (8 m)
B to D
PRO-SUP-34 P 3/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
AIRSPEED/MACH TOLERANCES
Maximum differences between Speed/Mach indications :
FL/SPEED
GND CHECK
FL 50/250 kt
FL 100/250 kt
FL 200/300 kt
FL 300/0.78
FL 390/0.78
HEADING TOLERANCES
Maximum differences between magnetic heading indications on the NDs : 4 .
PRO-SUP-34 P 4/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
ADIRS OPERATION
Ident.: PRO-SUP-34-C-NG00123
Applicable to: ALL
Ident.: PRO-SUP-34-C-00002261.0003001 / 03 FEB 11
GENERAL
The ADIRS must be aligned : This allows them to operate in NAV mode, to continuously provide
the aircrafts position. To complete the alignment, the ADIRS must be initialized to a navigation
starting point, from which the ADIRS determine subsequent aircraft positions during flight.
The pilot may check the ADIRS status, and the ADIRS drift, at any moment on the MCDU
POSITION MONITOR page.
Ident.: PRO-SUP-34-C-00002262.0001001 / 16 NOV 11
PRO-SUP-34 P 5/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
During a complete alignment, the ADIRS uses gravity to determine the aircraft attitude. It then
determines true heading, and estimates the present latitude.
During a fast alignment, the ADIRS resets the ground speed to 0. Therefore, the ADIRS will start
the position computation with an accurate initial speed. The ADIRS does not estimate the latitude.
The procedure for ADIRS complete or fast alignment is the following :
All 3 ADIRS Control Panel mode selectors.................................................................................OFF
The ALIGN light remains OFF.
All 3 ADIRS Control Panel mode selectors................................................................................ NAV
If the mode selectors are set back to NAV within 5 s, the ADIRS perform a fast alignment.
Otherwise, the ON BAT light comes ON for 5 s, and the ADIRS then start a complete alignment.
The ALIGN light comes ON, and remains steady until the alignment is complete.
Ident.: PRO-SUP-34-C-00009216.0007001 / 03 FEB 11
POSITION INITIALIZATION
The alignment phase is completed, when the ADIRS is initialized to an appropriate position.
If the GPS is available, initialization is automatic, using the GPS position. Pilot intervention is not
necessary.
However, automatic initialization may be manually overriden by pilot entry, at any moment during
the alignment phase. In this case, perform the following procedure as soon as possible, to prevent
delays if an alignment error occurs :
MCDU coordinates.................................................................................................. CHECK/MODIFY
When the pilot enters or modifies the origin airport (FROM) or the CO RTE, the reference
coordinates on MCDU IRS INIT page are reset to the airport reference point (extracted from the
FMS database). The pilot may also manually modify these coordinates.
If the MCDU coordinates change, when the ADIRS are already in NAV mode, the ALIGN ON REF
prompt is displayed : Crosscheck the reference coordinates on MCDU IRS INIT page against the
IRS position on the MCDU POSITION MONITOR page.
When the GPS is available, or for flights in good radio navigation coverage airspace, initialize the
ADIRS to the airport reference point extracted from the FMS database. This reduces the risk of
entering incorrect values.
If the GPS is not available, and long segments in poor radio navaid coverage airspace are
expected, initialize the ADIRS to the gate coordinates. This increases the accuracy of the ADIRS
position computation.
If the airport reference point is not stored in the FMS database, and the gate coordinates are not
available, use the airport reference point coordinates from the airport chart.
PRO-SUP-34 P 6/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
ALIGNMENT/INITIALIZATION ERROR
The ADIRS keeps a record of the last position it had the last time it was in NAV mode. It is
also able to estimate the present latitude after a complete alignment. The ADIRS may use this
information to detect coarse initialization errors.
If the pilot manually initializes the ADIRS, and a GPS position is available, the GPS position is
used to crosscheck the pilot entry.
If any of the 3 ADIRS detects an alignment or initialization error, the prompt ALIGN ON REF is
displayed on the IRS INIT page. If the flight crew has previously entered a REF position and the
MCDU scratchpad messages REF/GPS POS DIFF or REF/LAST IRS POS DIFF are displayed,
the flight crew has to reenter the REF position. When the REF position is entered again, the
prompt ALIGN ON REF is displayed on the IRS INIT page.
If the IR FAULT light flashes:
The affected ADIRS can only be used in ATT mode.
TCAS
Ident.: PRO-SUP-34-F-NG00618
Applicable to: ALL
Ident.: PRO-SUP-34-F-00009227.0001001 / 16 NOV 11
GENERAL
For System Description, Refer to DSC-34-80-10 General.
For Operational Procedures, Refer to PRO-ABN-34 TCAS WARNINGS.
PRO-SUP-34 P 7/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
OPERATIONAL RECOMMENDATIONS
Avoidance generalities:
Always follow the RAs orders, even if they lead to cross the altitude of the intruders, as they
ensure the best global separation.
CAUTION
If a pilot does not follow a RA, he should be aware that the intruder may be
TCAS equipped and may be maneuvering toward his aircraft in response to a
coordinated RA. This could compromise safe separation.
Pilots should comply with the vertical speed limitations during the last 2 000 ft of climb or
descent. In particular, pilots should limit vertical speeds to 1 500 ft/min during the last 2 000 ft
of a climb or descent, especially when they are aware of traffic that is converging in altitude
and intending to level off 1 000 ft above or below the pilots assigned altitude.
Select TA only mode in the following cases:
Engine failure.
Flight with landing gear down (if applicable).
PRO-SUP-34 P 8/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 P 9/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 P 10/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 P 11/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 P 12/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 P 13/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
Eye to wheel height on approach is 25 ft and minimum recommended wheel clearance over the
threshold is 20 ft. Do not follow Precision Approach Path Indicator (PAPI) or "T"-Visual Approach
Slope Indicator (TVASI) guidance below 200 ft when PAPI or TVASI Minimum Eye Height over
Threshold (MEHT) is less than 45 ft.
GENERAL
The QNH option is the basic reference on the aircraft.
For Operators using QFE reference, switching from QNH only to QNH/QFE can be done by
activating a specific pin program on the three following computers : FMGC, GPWC, FCU. For
these aircraft, the takeoff, approach and landing can be performed with either QNH or QFE
references. The flight crew should use the following procedures.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
F to H
PRO-SUP-34 P 14/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PROCEDURES
No specific procedures are necessary for takeoff, climb, cruise, descent and go around phases.
PROCEDURE FOR PRECISION APPROACHES (CAT 2 AND CAT 3)
Insert the DH into the RADIO field of the PERF APPR page, as per standard procedure.
PROCEDURE FOR ILS APPROACH (CAT 1)
Insert the barometric DH into the BARO field of the PERF APPR page, as per standard
procedure.
PROCEDURE FOR NON-PRECISION APPROACHES (NPA)
Insert the MDH value into the BARO field of the PERF APPR page, as per standard procedure.
QFE USE FOR TO/APPR/LDG ON AIRCRAFT WITH QNH ONLY PIN PROGRAMMING
Ident.: PRO-SUP-34-00002193.0001001 / 16 NOV 11
Applicable to: ALL
The crew should not use QFE on aircraft with a QNH only pin programming (incorrect profile
computation of the managed vertical modes CLB, DES and FINAL APPR, possible false GPWS
warnings in mountainous areas).
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
Ident.: PRO-SUP-34-00002194.0002001 / 17 MAR 11
Applicable to: ALL
The Flight Management System (FMS) provides aircraft position inputs to the EGPWS for enhanced
function processing purpose.
The TERR pb-sw located on the overhead panel enables the activation or deactivation of the
enhanced functions of the EGPWS.
If the TERR ON ND is not selected, and a terrain alert is generated, the terrain is automatically
displayed on the ND.
The brightness of the terrain indication on the ND is controlled via the weather radar brightness
control knob. If the weather radar brightness was set to low (due to bad weather) and a terrain alert
occurs, then the terrain display brightness will also be low.
Therefore, when a terrain alert occurs, the ND weather/terrain image brightness may need to be
adjusted.
H to J
PRO-SUP-34 P 15/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
NAVIGATION
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-34 P 16/16
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
INFORMATION SYSTEMS
FLIGHT CREW
OPERATING MANUAL
ATSU INITIALIZATION
Ident.: PRO-SUP-46-00002196.0022001 / 16 MAR 11
Applicable to: ALL
ATSU is automatically initialized, provided a list of Service Providers has been scanned, and
provided the following three parameters have been received and validated by the ATSU:
Aircraft Registration Number (ARN)
ACARS Airline Identity code (ACARS A/L ID).
Standard Airline Identity code (STANDARD A/L ID)
If one of the above four conditions is not fulfilled, then ATSU is not available :
The ECAM displays ATSU FAULT,
and
The MCDU scratchpad displays a message to request flight crew action.
A manual entry of the missing parameter followed by its activation, reinitializes the ATSU, and clears
the ECAM and MCDU message.
PRO-SUP-46 P 1/4
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INFORMATION SYSTEMS
PRO-SUP-46 P 2/4
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
INFORMATION SYSTEMS
FLIGHT CREW
OPERATING MANUAL
Note:
Modification of the SCAN SELECT setting may result in the loss of air-ground VHF datalink
communication and also in the increase of Datalink Service Providers charges. Therefore,
the SCAN SELECT setting should not be modified by the flight crew, unless they have been
instructed to do so.
PRO-SUP-46 P 3/4
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
INFORMATION SYSTEMS
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-46 P 4/4
29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
THRUST CONTROL
Ident.: PRO-SUP-70-00002200.0002001 / 23 MAR 11
Applicable to: ALL
GENERAL
The flight crew uses console-mounted levers to control engine thrust. Each lever sends electrical
signals to the FADEC of the engine it controls. The FADEC responds to the thrust lever position or
an autothrust command by setting the engine thrust.
The thrust lever quadrant is the equivalent of a thrust rating panel. For each lever it has five
detents. Moving the thrust lever to the forward stop of the quadrant always gives maximum takeoff
or go-around thrust, as appropriate, and signals the AP/FD to go to takeoff or go-around, as
appropriate. The FMA (Flight Mode Annunciator) in the left window of each PFD displays the
status of the thrust system to the pilot.
The engine instrument display gives a read-out of the engine thrust mode (CL, MCT, etc.) and the
appropriate engine limit. It displays the actual limit set, thrust lever position, FADEC command,
and maximum engine rating limit continually.
MANUAL THRUST CONTROL
With A/THR disconnected, thrust control between full reverse (on the ground only) and maximum
takeoff or go-around thrust is entirely conventional.
TLA (Thrust Lever Angle) determines the thrust demanded.
The rating limit selected by the pilot and the actual engine limit appear on the engine instrument
display.
With the thrust lever short of the CL position on the quadrant, the engine instrument display shows
CL continually. If one or both thrust levers are above CL, it shows MCT/FLEX. If one or both thrust
levers are beyond the MCT detent, it shows TOGA. With the thrust levers positioned in a detent,
the detent setting controls the engines to that limiting parameter.
AUTOTHRUST
When active A/THR controls either speed, thrust or retard as appropriate. The engine limit
corresponds to the thrust lever position. If the thrust lever is below the CL detent then the TLA
determines the engine power limit.
With the thrust lever above the CL detent, autothrust reverts to arm (A/THR blue on FMA) except if
alpha-floor is active. CLB (or LVR CLB) flashes on the FMA.
If the thrust levers are not aligned, an asymmetric message (ASYM or LVR ASYM) appears on the
FMA. If so, each engine is limited to its appropriate TLA.
This allows the use of autothrust to continue if one engine has to have its maximum RPM limited
for some operational reasons such as excessive vibration.
PRO-SUP-70 P 1/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
AUTOTHRUST DISCONNECTION
Autothrust disconnection occurs when :
The A/THR fails, or
The FCUs A/THR pb is pressed, or
The thrust lever(s) instinctive disconnect button is pressed, or
Both thrust levers are set to IDLE.
1. Disconnection, due to a failure or to the use of the FCU A/THR pb. If the thrust levers are in
the CL detent (both engines operative), or one thrust lever in the MCT detent (one engine
operative), the thrust is locked at its actual value. The FMA displays a THR LK pulsing
memo. A single chime sounds, and an amber ECAM caution appears, as long as thrust
is locked. (For more details: Refer to Autothrust section). Movement of the thrust lever(s)
unlocks the thrust, and the engine(s) then respond(s) to TLA position.
2. Disconnection, due to the use of instinctive disconnect button.
When a pilot presses the instinctive disconnect button, the engines immediately develop
thrust corresponding to the position of their thrust levers, whatever that might be.
INSTINCTIVE DISCONNECTION PROCEDURE
To avoid any confusion for those pilots flying the A318/A319/A320/A321 with different
modifications (with, and without, energy management), Airbus recommends that pilots use one
procedure for disconnecting with the instinctive disconnect button.
Set the thrust levers to the current thrust setting by adjusting the levers until the N1 (or EPR)
TLA white (blue with EIS2 screens) circle is adjacent to the N1 (or EPR) needle.
Use the instinctive button to disconnect the A/THR.
Check that A/THR memo is displayed on the ECAM, and that the autothrust mode on the
first column of the FMA disappears.
Set the thrust manually.
USE OF AUTOTHRUST IN APPROACH
The pilot should use autothrust for approaches. On final approach, it usually gives more
accurate speed control, although in turbulent conditions the actual airspeed may vary from the
target speed, by as much as five knots. Although the changeover between auto and manual
thrust is easy to make with a little practice, the pilot should, when using autothrust for the final
approach, keep it engaged until he retards the thrust levers to idle for touchdown. If the pilot is
going to make the landing using manual thrust, he should disconnect the A/THR by the time he
has reached 1 000 ft on the final approach.
If he makes a shallow flare, with A/THR engaged, it will increase thrust to maintain the approach
speed until he pulls the thrust levers back to idle. Therefore he should avoid making a shallow
flare, or should retard the thrust levers as soon as it is no longer necessary to carry thrust, and if
necessary before he receives the retard reminder.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-70 P 2/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
Although use of the autothrust is recommended for the entire approach, this does not absolve
the pilot from his responsibility to monitor its performance, and to disconnect it if it fails to
maintain speed at the selected value. Such monitoring should include checking on whether or
not the managed speed, calculated by the FMGC, is reasonable.
For more information concerning aircraft handling during final approach, refer to the FCOM
Bulletin Aircraft handling in final approach.
ENGINE FAILURE
The pilot can continue to use autothrust after an engine failure, but some pilots feel that
directional control is more difficult, when autothrust changes the thrust instead of the pilot
making the thrust changes manually. The choice between using, or not using, autothrust after
engine failure is a personal one. As far as speed control is concerned, autothrust is usually
more accurate than a pilot.
The engine will start, regardless of the thrust lever position, and will rapidly
accelerate to generate the thrust demanded by the TLA, causing a hazardous
situation, if the thrust levers are not at idle.
PRO-SUP-70 P 3/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-70 P 4/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
POWER PLANT
CFM ENG. 56-5-B1/B2 engines accelerate slowly from 50 % N2 to idle. Start abort is
not required as long as N2 is increasing.
MAN START..........................................................................................................................OFF
ENG MODE selector......................................................................................................... NORM
ENGINE START WITH EXTERNAL PNEUMATIC POWER
Ident.: PRO-SUP-70-00009445.0001001 / 16 MAR 11
Applicable to: ALL
As necessary, Engine 1 can also be started by using the external pneumatic power. If
Engine 1 is started first, check the brake ACCU pressure prior to engine start.
PRO-SUP-70 P 5/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
CAUTION
The use of engine bleed supply and external pneumatic power supply
simultaneously is prohibited.
Before start :
APU BLEED.............................................................................................................................. OFF
The BLEED valve of the running engine reopens and the cross bleed valve closes.
ENG BLEED (running engine)......................................................................................... check ON
ENG BLEED (receiving engine)................................................................................................OFF
The bleed valve of engine to be started is closed to eliminate reverse flow leakage.
X BLEED................................................................................................................................ OPEN
Cleared to start :
Confirm area is clear of obstacles.
Ensure increased power jet wake does not constitute any hazard to people or installation behind
the aircraft.
Adjust thrust of supplying engine to obtain 30 PSI at start air valve before start initiation and at
least 25 PSI during start.
Do not exceed 80 % N2 to limit jet wake.
Apply the normal engine start procedure.
After start :
THRUST LEVER (supplying engine)....................................................................................... IDLE
X BLEED................................................................................................................................ AUTO
ENG BLEED (receiving engine)................................................................................................. ON
PACKS.............................................................................................................................Check ON
START VALVE MANUAL OPERATION
Ident.: PRO-SUP-70-00009447.0001001 / 29 MAR 12
Applicable to: ALL
PRO-SUP-70 P 6/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
CAUTION
In the case that both engines needs to be manually started, and in order to avoid
that the maintenance mechanic is in between two running engines, the manual start
valve sequence should be such that first the left hand engine is started, and then the
right hand engine.
The access to the start valve is located on the right hand side in flight direction of the
pylon.
The normal procedure to shut down an engine is to set the ENG MASTER sw to OFF. In the case
where the engine does not shut down as expected, use the following procedure:
ECAM FUEL PAGE.................................................................................................................... PRESS
LP FUEL VALVE POSITION (affected)..................................................................................... CHECK
If LP fuel valve is closed cross line in amber
No crew action. The engine will shut down after a time delay.
If LP fuel valve is not closed
ENG FIRE pb sw(affected).................................................................................................. PRESS
Using the engine fire pushbutton will force the LP fuel valve to close. The engine will shut down
after a time delay.
TIME DELAY
The affected engine will shut down when all the fuel between the LP fuel valve and the engine
nozzles is burned by the engine. The shutdown of the engine can take up to 2 min and 30 s ,
depending on airport altitude and fuel recirculation system operation.
Keep ground staff informed.
E to F
PRO-SUP-70 P 7/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
POWER PLANT
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-70 P 8/8
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
PUSHBACK WITH POWER PUSH UNIT VIA THE MAIN LANDING GEAR
Ident.: PRO-SUP-80-A-NG00597
Applicable to: ALL
Ident.: PRO-SUP-80-A-00002291.0002001 / 03 JAN 11
GENERAL
At several airports, the pushback is performed using a Power Push Unit (PPU), which pushes the
aircraft via the main landing gear, while the flight crew provides steering via the yellow hydraulic
system. Steering guidance will be given by ground personnel via interphone communication.
This section provides the flight crew with Airbus operational recommendations in performing such
a pushback, and replaces the BEFORE PUSHBACK or START standard operating procedure.
Ident.: PRO-SUP-80-A-00002292.0003001 / 14 SEP 12
1
LOADSHEET.............................................................................................................................. CHECK
The Captain should thoroughly check the load and trim sheet, particularly for gross errors, and
ensure that the loadsheet data is correct: correct flight, correct aircraft, dry operating index,
configuration, fuel onboard, etc.
Compare ZFWCG/ZFW with the previously-entered data and adjust, if necessary.
TAKEOFF DATA.................................................................................PREPARE and CHECK/REVISE
Once the loadsheet is checked:
The PNF checks or recomputes the takeoff speeds and flexible temperature, using the RTOW
charts
The PF independently calculates the takeoff speeds and flexible temperature, as a
crosscheck. Particular care should be taken to determine the takeoff configuration (Refer to
PER-TOF-TOC-20-10 GENERAL).
Confirm any takeoff weight limitation
The PF checks (or revises) the takeoff data on the MCDUs INIT B and PERF pages.
SEATS, SEAT BELTS, HARNESSES, RUDDER PEDALS, ARMRESTS................................ADJUST
The seat is correctly adjusted when the pilots eyes are in line with the red and white balls.
MCDU.................................................................................................IN TAKEOFF CONFIGURATION
It is recommended that the crew display F-PLN on the PNF side, and PERF TAKEOFF on the PF
side.
EXT PWR...........................................................................................................................CHECK OFF
Request that external power be removed.
BEFORE START CHECKLIST down to the line.................................................................COMPLETE
TOWING LEVER...................................................................................................NORMAL POSITION
To be confirmed by the ground personnel and no NW STRG DISC indication on the ECAM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-80 P 1/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
Engine will start regardless of thrust lever position; thrust will rapidly increase to the
corresponding thrust lever position, causing a hazardous situation, if thrust levers
are not in idle.
If during engine start with parking brake ON, the aircraft starts to move due to a
parking brake failure, immediately release the PARKING BRK handle to restore
braking by pedals.
PUSHBACK
PARKING BRK............................................................................................................................ OFF
Advise the ground personnel that the parking brake is OFF and that pushback can be started.
CAUTION
In case of an emergency, advise the ground personnel that the PPU should be removed and
moved out of the evacuation area.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-80 P 2/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
NW STRG.......................................................................................................................... AS RQRD
Steer the aircraft following guidance from the ground personnel.
PARKING BRK.............................................................................................................................. ON
After pushback is completed, set the PARKING BRK to ON and inform the ground personnel that
the power-push unit can be removed.
ENG 1......................................................................................................................................START
PRO-SUP-80 P 3/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
MISCELLANEOUS
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-80 P 4/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-90-00002201.0001001 / 15 FEB 11
Applicable to: ALL
Except in some operational conditions, such as uphill slopes, slippery taxiways, or high gross weight,
it may be advisable to taxi on one engine. The flight crew must exercise caution when taxiing on one
engine to avoid generating excessive jet blast.
DEPARTURE
Ident.: PRO-SUP-90-A-NG00126
Applicable to: ALL
Ident.: PRO-SUP-90-A-00002294.0003001 / 15 FEB 11
The flight crew should use the following procedures for taxiing out, if company policy and regulations
permit.
BRAKE ACCU PRESS...............................................................................................................CHECK
If necessary, use the Y ELEC PUMP to pressurize the brake accumulator.
ENGINE 1................................................................................................................................... START
Use Engine 1 for taxiing because it pressurizes the green hydraulic system (normal braking).
X BLEED.......................................................................................................................................OPEN
This supplies both packs from Engine 1.
Apply the normal AFTER START procedures, but:
Keep the APU running to avoid additional electrical transients and to allow the galley operation.
APU BLEED should be switched off to avoid ingestion of engine exhaust gases in the air
conditioning system.
After both engines have been started, perform the ECAM STATUS check, and then select and set
the engine anti-icing and/or wing anti-icing as required.
Ident.: PRO-SUP-90-A-00002295.0002001 / 15 FEB 11
Y ELEC PUMP.................................................................................................................................. ON
This pressurizes the yellow hydraulic system (nosewheel steering) without using the PTU.
Apply the normal TAXI procedures, but:
Perform the Flight Controls checks after both engines have been started.
Do not arm the Auto Brake system before the Flight Controls checks have been completed.
Ident.: PRO-SUP-90-A-00002296.0001001 / 15 FEB 11
A to B
PRO-SUP-90 P 1/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APU BLEED...................................................................................................................................... ON
Ident.: PRO-SUP-90-A-00002297.0003001 / 15 FEB 11
During engine start, a slight jerk forward may occur, if brakes are applied while the
aircraft is moving.
APU..................................................................................................................................AS RQRD
X BLEED................................................................................................................................ AUTO
Continue with the AFTER START procedures:
After both engines have been started, perform the ECAM STATUS check, and then select and
set the engine anti-icing and/or wing anti-icing as required.
Proceed with the AFTER START checklist.
FLIGHT CONTROLS........................................................................................................... CHECK
AUTO BRK............................................................................................................................... MAX
ARRIVAL
Ident.: PRO-SUP-90-B-NG00127
Applicable to: ALL
Ident.: PRO-SUP-90-B-00002298.0001001 / 15 FEB 11
The flight crew may use the following procedure to taxi in:
APU............................................................................................................................................. START
Start the APU before shutting down the engine, in order to avoid additional electrical transient.
Ident.: PRO-SUP-90-B-00002299.0001001 / 17 MAR 11
No less than 3 min after high thrust operations, and when taxiing in a straight line:
ENG 2........................................................................................................................ SHUT DOWN
Note:
During engine shutdown, a slight jerk forward may occur, if brakes are applied while the
aircraft is moving.
Y ELEC PUMP............................................................................................................................ON
This avoids running the PTU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
PRO-SUP-90 P 2/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-90 P 3/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-90 P 4/4
03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-91-10-00002202.0001001 / 21 NOV 11
Applicable to: ALL
Whenever possible, avoid areas with known or forecasted severe turbulence. If turbulence is
unavoidable, aim to keep the speed in the region of the target speed given in this section, so as to
provide the best protection against the effect of gust on the structural limits, whilst maintaining an
adequate margin above VLS.
Sufficient buffet margin exists at optimum altitude. In order to further increase the margin to buffet
onset, consider descending to a lower altitude.
Severe turbulence is defined as turbulence that causes large, abrupt changes in altitude and/or
attitude. It usually causes large variations in airspeed. Occupants are forced violently against their
seat belts and loose objects will move around the aircraft.
If severe turbulence occurs during a flight, the flight crew must make a logbook entry in order to
initiate maintenance action.
Note:
Before entering an area of known turbulence, the flight crew and the cabin crew must secure all
loose equipment and switch the cabin SIGNS to ON.
AUTOPILOT/AUTOTHRUST
Ident.: PRO-SUP-91-10-00002301.0001001 / 09 DEC 09
Applicable to: ALL
Set the thrust to give the recommended speed (Refer to PRO-SUP-91-10 Thrust Setting (N1) for
Recommended Speed). This thrust setting attempts to obtain, in stabilized conditions, the speed for
turbulence penetration given in the graph below.
Only change thrust in case of an extreme variation in airspeed, and do not chase your Mach or
airspeed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to D
PRO-SUP-91-10 P 1/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
A transient increase is preferable to a loss of speed, that decreases buffet margins and is difficult to
recover.
PRO-SUP-91-10 P 2/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ALTITUDE
Ident.: PRO-SUP-91-10-00007386.0001001 / 09 DEC 09
Applicable to: ALL
E to G
PRO-SUP-91-10 P 3/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-10 P 4/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BEFORE TAKEOFF
Delay takeoff until conditions improve.
Evaluate takeoff conditions :
Using observations and experience.
Checking weather conditions.
Select the most favorable runway (considering location of the likely windshear).
Use the weather radar or the predictive windshear system
before commencing takeoff to
ensure that the flight path clears any potential problem areas.
Select TOGA thrust.
Monitor closely airspeed and airspeed trend during the takeoff run for early signs of windshear.
Ident.: PRO-SUP-91-20-A-00002303.0002001 / 19 JUN 12
1
DURING APPROACH
Delay landing or divert to another airport until conditions are more favorable.
Evaluate condition for a safe landing by:
Using observations and experience,
Checking weather conditions.
Use the weather radar.
Select the most favorable runway, considering also which has the most appropriate approach aid.
Select FLAPS 3.
Use managed speed in the approach phase.
Check both FDs engaged in ILS, FPA or V/S.
Engage the autopilot, for a more accurate approach and earlier recognition of deviation from the
beam, when ILS is available.
Note:
When using the GS mini-function, associated with managed speed, the system will
carry extra speed in strong wind conditions;
In case of strong or gusty crosswind greater than 20 kt, Refer to QRH/FPE-IFP VAPP
Determination.
PRO-SUP-91-20 P 1/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BEFORE V1
The takeoff should only be rejected if unacceptable airspeed variations occur below the indicated
V1, and the pilot decides that there is sufficient runway remaining to stop the aircraft.
Ident.: PRO-SUP-91-20-B-00002305.0001001 / 17 AUG 10
AFTER V1
Set thrust levers to TOGA
Rotate normally.
Follow SRS orders.
Ident.: PRO-SUP-91-20-B-00002306.0001001 / 17 MAR 11
If FD bars are unavailable, use an initial pitch attitude up to 17.5 with full backstick, if
necessary. If needed, to minimize the loss of height, increase this pitch attitude.
If FD bars are unavailable, use an initial pitch attitude up to 17.5 with full backstick, if
necessary. If needed, to minimize the loss of height, increase this pitch attitude.
B to C
PRO-SUP-91-20 P 2/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-20 P 3/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-20 P 4/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-91-30-00002204.0001001 / 09 DEC 09
Applicable to: ALL
For flight operations in icing conditions, Refer to PRO-SUP-30 Operations in Icing Conditions.
For ground operations on contaminated runways, Refer to PER-TOF-CTA-10 GENERAL.
The preparation and ground operation of the aircraft, after it has been sitting idle in very low
temperatures, may present particular problems. In such cases, the flight crew should use the
following procedures, which complement the normal operating procedures.
Ice accumulates on the aircraft when the air temperature approaches, or falls below, freezing (0 C)
and there is precipitation or condensation. Ice may also build up when the aircraft is exposed to
any form of moisture, after the surfaces have been cold-soaked during previous cruise flight at
high altitudes, after the aircraft has been refueled with cold fuel, or after it has been exposed to low
overnight air temperatures.
EXTERIOR INSPECTION
Ident.: PRO-SUP-91-30-00002308.0001001 / 21 NOV 11
Applicable to: ALL
PROBE/WINDOW HEAT...................................................................................................................ON
Note:
Ensure that the probe covers are removed in order to prevent the probe covers from
melting.
A to B
PRO-SUP-91-30 P 1/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on
exposed surfaces on cold and cloudless nights ; it is so thin that a person can distinguish
surface features (lines or markings) beneath it.
On the underside of the wing tank area, a maximum layer of 3 mm (1/8 in) of frost will not penalize
takeoff performance.
FOLLOWING EQUIPMENT........................................CHECKED FREE OF FROST, ICE AND SNOW
Landing gear assemblies (lever locks) and tires, landing gear doors.
Engine inlets, inlet lips, fans (check for rotation), spinners, fan exhaust ducts, reverser assemblies.
Drains, bleeds, probes (pitots, static ports, TAT sensors, angle of attack sensors).
Fuel tank ventilation.
Radome.
Verify that the commercial water supplies are not frozen and have been refilled (these should have
been emptied prior to the cold soak).
After first engine start
PROBE/WINDOW HEAT........................................................................................................AUTO
Heating will continue to operate but under automatic control.
GENERAL
In all situations, it is the Captains responsibility to decide if the ground crew must deice/anti-ice
the aircraft, and/or if additional deicing/anti-icing treatment is required.
Before starting the deicing/anti-icing procedure, the flight crew must establish communication with
the ground crew that will be applying the procedure.
CAUTION
Make sure that the low or high-pressure ground connectors do not supply any
external air to the aircraft.
If it is necessary for the ground crew to repeatedly anti-ice the aircraft, they
must deice the surfaces with a hot fluid mixture before applying a new layer of
anti-icing fluid.
Make sure that the ground crew uses the correct de-icing/anti-icing fluids, in accordance with the
applicable operator requirements and Aircraft Maintenance Manual (AMM) instructions.
The aircraft can be deiced or anti-iced when the APU and engines are either stopped or running.
However, do not start the engines when the ground crew is spraying fluid on the aircraft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
B to C
PRO-SUP-91-30 P 2/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION
Note:
The ground crew should take care when spraying deicing fluid, and make sure
that the engine and APU do not ingest any fluid.
Do not move flaps, slats, ailerons, spoilers, or elevators, if they are not free of
ice.
Always ensure that both the left and right sides of the aircraft receive the same,
complete, and symmetrical deicing/anti-icing treatment.
In the case of frost formation on one or several areas of the wing surface, the captain
can request a local de-icing application only on the affected areas. The captain shall take
care that both wings must receive the same symmetrical treatment even if frost formation
does not affect symmetrically both wings. For more information, refer to AMM.
If the VENT AVNCS SYS FAULT warning appears, reset the AEVC circuit breaker at
the end of the aircraft de-icing procedure.
AIR COND/AVNCS VENT/CTL D06 on 49VU.
AIR COND/AVNCS/VENT/MONG Y17 on 122 VU.
PRO-SUP-91-30 P 3/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION
When the OAT is low (below -5 C) during snow/freezing rain precipitations and
with crosswind conditions, melted snow or raindrops may drip from the cockpit
windshields and freeze on the fuselage below. Ice may then build up and possibly
disturb the airflow around the static/pitot probes, and result in unreliable air data
measurements during takeoff. Therefore during taxi out before takeoff beware of
this possible build up of ice. The area around static/pitot probes must be free of
ice/snow before starting takeoff.
If the fuselage has been sprayed, there is a risk of de-icing fluid ingestion by the APU
air intake, resulting in specific odors, or smoke warnings. Therefore:
Keep the APU running with the APU BLEED OFF for about 5 min after spraying
completion before setting the APU BLEED to ON,
Consider APU BLEED OFF for takeoff.
After switching off all bleeds, and before switching off AC power :
DITCHING pushbutton................................................................................................................ ON
This closes the outflow valve, the pack valves, and the avionic ventilation inlet and extract
valves.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
C to D
PRO-SUP-91-30 P 4/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Drain the water system, if the OAT requires it, as shown below :
Air Conditioning
ON
OFF
Configuration
Cabin
Outside Air Temperature
temperature
Above
Between 0 C and -15 C (32 F and
10 C
5 F)
(50 F)
Below -15 C (5 F)
Between 0 C and -7 C (32 F and
19.4 F)
Between -7 C and -15 C (19.4 F and
5 F)
Below -15 C (5 F)
Exposure time
None
1 h 15 min
1 h 30 min
0 h 30 min
Required
Any
INTRODUCTION
This procedure uses electrical power.
PRO-SUP-91-30 P 5/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-30 P 6/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-30 P 7/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-30 P 8/8
25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PRO-SUP-91-40-00002207.0001001 / 20 DEC 10
Applicable to: ALL
The following procedures are recommended for operators who fly routes that could take their aircraft
through the material emerging from active volcanoes.
Because volcanic ash is composed of very abrasive particles it can do serious damage to aircraft
parts and impair the operation of aircraft systems significantly.
Operators should avoid airports with volcanic ash deposits if possible. If operations at such airports
are unavoidable, operators should heed the following recommendations.
When operation on airport contaminated by sand or dust is expected, based on their experience
and the amount of contaminant, operators can consider applying most of the on-ground
recommendations in order to help preventing contamination of aircraft systems.
EXTERIOR INSPECTION
SURFACES AND EQUIPMENT.........................................................CHECK FREE OF DEPOSITS
Ground maintenance should remove ash, sand or dust that has settled on exposed lubricated
surfaces and could penetrate seals or enter the engine gas path, air conditioning system, air data
probes, access doors and panels and other orifices on the aircraft.
A to B
PRO-SUP-91-40 P 1/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ENGINE START
Use external pneumatic supply for starting the engines, if it is available. (Refer to PRO-SUP-70
Engine Start with External Pneumatic Power).
ENGINE.................................................................................................................................. CRANK
Before starting the engines, ventilate them by dry cranking at maximum motoring speed for two
minutes. This will blow out any contaminant ash that may have entered the booster area.
Ident.: PRO-SUP-91-40-A-00002320.0001001 / 20 DEC 10
TAXI
After releasing the brakes:
THRUST LEVERS..................... ADVANCE SMOOTHLY THEN MOVE TO IDLE WHEN ROLLING
Advance the levers smoothly to the minimum required for breakaway.
Avoid making sharp or high-speed turns.
ENG 1, ENG 2 BLEED................................................................................................................OFF
Keep bleed valves closed for taxiing, particularly in volcanic ash.
In case of crosswind when performing a 180 turn on the runway, initiate this turn with the nose
down wind in order to prevent ash, sand or dust ingestion.
Ident.: PRO-SUP-91-40-A-00002321.0001001 / 20 DEC 10
TAKEOFF
Allow ash, sand and dust (if present) to settle on runway before starting the takeoff roll.
Use the rolling takeoff technique if possible.
Adjust progressively engine power as for normal takeoff procedures.
To prevent contamination of air conditioning system, consider a takeoff with packs OFF.
Ident.: PRO-SUP-91-40-A-00002322.0001001 / 20 DEC 10
LANDING
REVERSERS................................................................................ USE AS LIGHTLY AS FEASIBLE
If it appears that maximum reverse thrust will be needed, apply reverse thrust when the main
landing gear touches down. Limit the use of reverse thrust as much as possible, because reverse
flow may throw up ash, sand, dust and impair visibility.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PRO-SUP-91-40 P 2/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
The abrasive effect of volcanic ash on windshields and landing lights may reduce the
pilots visibility for approach and landing significantly. Consider diverting to an airfield
where it is possible to use AUTOLAND.
PRO-SUP-91-40 P 3/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-40 P 4/4
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SPRAY PATTERN
Ident.: PRO-SUP-91-50-00001874.0001001 / 09 DEC 09
Applicable to: ALL
There is a little chance of the engines ingesting fluid, which in any case should not jeopardize safety.
The risk of ingestion is independent of the depth of the contaminant.
TAXIING
Ident.: PRO-SUP-91-50-00001876.0001001 / 09 DEC 09
Applicable to: ALL
A to B
PRO-SUP-91-50 P 1/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
On contaminated runways and taxiways, the radio altitude indications may fluctuate and
auto call outs or GPWS warnings may be activated. Disregard them.
During taxi on snowy runways, the radio altimeters may not compute any data and the
ECAM warnings DUAL ENG FAILURE, ANTI ICE CAPT TAT FAULT, ANTI ICE F/O
TAT FAULT, L/G SHOCK ABSORBER FAULT may be triggered. Disregard these
warnings.
TAKEOFF
PRO-SUP-91-50 P 2/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Maintain directional control with the rudder as long as possible, use nose wheel steering with care.
When the aircraft is at taxi speed, follow the recommendations for taxiing.
Note:
If there is snow, visibility may be reduced by snow blowing forward at low speeds if
reversers are not cancelled.
PRO-SUP-91-50 P 3/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-91-50 P 4/4
30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PRO-SUP-92-10-00013583.0001001 / 17 MAR 11
Applicable to: ALL
The LPC applications indicated in the SOPs have the basic format and may not reflect the
Operators customization (label of the different applications, menu names, etc ...). Therefore
the general philosophy of the SOPs that is described in this section remains applicable for
Operators that use the LPC tool.
GENERAL
Ident.: PRO-SUP-92-10-A-NG01210
Applicable to: ALL
Ident.: PRO-SUP-92-10-A-00013584.0001001 / 17 MAR 11
If required, each flight crewmember compares the LPC version (FOVE or EFB) with the valid version
information that is given as reference by the Airline. This enables to ensure that the applications and
data installed on his laptop correspond to the latest updated version provided by the Airlines flight
operations department.
Ident.: PRO-SUP-92-10-A-00013585.0001001 / 17 MAR 11
A to B
PRO-SUP-92-10 P 1/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The TAKEOFF application aims at computing the takeoff performance data (maximum takeoff
weight, takeoff speeds, flexible temperature) according to the aircraft configuration and external
conditions (runway, surrounding obstacles, weather).
The TAKEOFF application allows straightforward computations and provides the optimized takeoff
performance for the given conditions.
Ident.: PRO-SUP-92-10-A-00013588.0001001 / 17 MAR 11
The LOADSHEET (W & B) application allows the flight crew users to prepare the aircraft loading
and to check that all weights and CG remain within the loading operational envelope. This eases
the computation of the ZFWCG, ZFW, TOW and TOCG, and enables lastminute changes to the
passenger/cargo/fuel distribution.
Depending on airlines authority requirements, the LOADSHEET (W & B) application can also
generate a load and trim sheet.
Ident.: PRO-SUP-92-10-A-00013590.0001001 / 17 MAR 11
The MEL provides an electronic access to ECAM Warning messages, Dispatch conditions,
Operational procedures, Maintenance tasks as well as airline documents.
The MEL application allows the selection of inoperative items on the aircraft and sends the list of
inoperative items to the TAKEOFF and LANDING applications. The performance limitations are then
computed taking into account the penalties due to these inoperative items.
TASKSHARING
Ident.: PRO-SUP-92-10-B-NG01211
Applicable to: ALL
Ident.: PRO-SUP-92-10-B-00013591.0001001 / 17 MAR 11
The following tasksharing is based on the use of two laptops in order to reduce the risk of erroneous
inputs.
Airbus recommends to operate LPC with two laptops.
Ident.: PRO-SUP-92-10-B-00013593.0001001 / 17 MAR 11
EFB PREPARATION
LAPTOPS.........................................................................................................................ON (BOTH)
Set the laptops to ON sufficiently early to give enough time for laptop power up.
LPC STATUS/VERSION...............................................................INIT and CROSSCHECK (BOTH)
The PF checks that the LPC version, available on the laptop, is the applicable one.
PRO-SUP-92-10 P 2/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-92-10 P 3/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In the CONDITIONS panel, enter the outside conditions (WIND, OAT, QNH, etc ...), check or
enter the aircraft TOW (and TOCG for A320 aircraft), and the aircraft configuration (e.g. CONF,
antiice, air conditioning, etc ...)
For the aircraft status, check or select the MEL/CDL items, if any.
Launch the computation and crosscheck the results.
Ident.: PRO-SUP-92-10-B-00013594.0001001 / 17 MAR 11
PRO-SUP-92-10 P 4/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRO-SUP-92-10 P 5/6
18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAXI
The flight crewmembers should not use the laptops for any purpose during critical (dynamic)
phases of the taxiing which require the full attention of the flight crew. The laptops may be used
when the aircraft is stopped during taxiing roll.
Ident.: PRO-SUP-92-10-B-00013597.0001001 / 29 MAR 12
IN FLIGHT
Both flight crewmembers should not use the LPC in the same time.
The use of the LPC is restricted to the PNF. If required, the tasksharing will be temporarily
redistributed, in order to crosscheck LPC applications results.
Ident.: PRO-SUP-92-10-B-00013599.0001001 / 29 MAR 12
DURING APPROACH
Before final approach :
LAPTOPS................................................................................................................... STOW (BOTH)
Laptops must be stowed. They can be stowed in the documentation stowage.
Laptops that are not compliant with applicable EMI aeronautical standards must be switched off.
PRO-SUP-92-10 P 6/6
18 SEP 12
LIMITATIONS
LIMITATIONS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
LIM-34 Navigation
LIM-35 Oxygen
LIM-49 APU
LIM-70 Power Plant
LIM-PLP-TOC P 1/2
18 SEP 12
LIMITATIONS
PRELIMINARY PAGES
A318/A319/A320/A321
TABLE OF CONTENTS
FLIGHT CREW
OPERATING MANUAL
LIM-PLP-TOC P 2/2
18 SEP 12
LIMITATIONS
PRELIMINARY PAGES
A318/A319/A320/A321
SUMMARY OF HIGHLIGHTS
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
LIM-PLP-TOC
Weight and Center of Gravity Limits
LIM-PLP-TOC
Environmental Envelope and Airport
Operations
LIM-PLP-TOC
Navigation
2
3
Reason
Documentation update: Deletion of the "00001893.0012001
Weight Limitations" documentary unit.
Documentation update: Deletion of the "00001893.0268001
Weight Limitations" documentary unit.
Documentation update: Deletion of the "00001889.0374001
Center of Gravity Limits" documentary unit.
Documentation update: Deletion of the "00001889.0545001
Center of Gravity Limits" documentary unit.
Documentation update: Deletion of the "00001894.0102001
Environmental Envelope" documentary unit.
Documentation update: Deletion of the "00012938.0011001
Inertial Reference System" documentary unit.
LIM-PLP-SOH P 1/2
18 SEP 12
LIMITATIONS
PRELIMINARY PAGES
A318/A319/A320/A321
SUMMARY OF HIGHLIGHTS
FLIGHT CREW
OPERATING MANUAL
LIM-PLP-SOH P 2/2
18 SEP 12
LIMITATIONS
GENERAL LIMITATIONS
LIMITATIONS
GENERAL LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-10-PLP-TOC P 1/2
29 JUL 11
LIMITATIONS
GENERAL LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-10-PLP-TOC P 2/2
29 JUL 11
LIMITATIONS
GENERAL LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: LIM-10-00001885.0001001 / 10 JAN 11
Applicable to: ALL
This section includes the limitations required by the regulations and contained in the Flight Manual.
All references to airspeed, Mach and altitude relate to indicated airspeed, indicated Mach, and
pressure altitude, unless otherwise noted.
KIND OF OPERATIONS
Ident.: LIM-10-00001886.0001001 / 09 DEC 09
Applicable to: ALL
This airplane is certified in the public transport category (passengers and freight) for day and night
operations, in the following conditions when the appropriate equipment and instruments required by
the airworthiness and operating regulations are approved, installed, and in an operable condition :
VFR and IFR
Extended overwater flight
Flight in icing conditions
Maximum number of passenger seats : 180.
MINIMUM FLIGHT CREW
Ident.: LIM-10-00001887.0001001 / 09 DEC 09
Applicable to: ALL
A to D
LIM-10 P 1/2
29 JUL 11
LIMITATIONS
GENERAL LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-10 P 2/2
29 JUL 11
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY
LIMITS
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-11-PLP-TOC P 1/2
18 SEP 12
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-11-PLP-TOC P 2/2
18 SEP 12
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
LIM-11-PLP-TOC
Weight and Center of Gravity Limits
LIM-11
Center of Gravity Limits
LIM-11
Weight Limitations
ID
1
Reason
Documentation update: Deletion of the "00001893.0012001
Weight Limitations" documentary unit.
Documentation update: Deletion of the "00001893.0268001
Weight Limitations" documentary unit.
Documentation update: Deletion of the "00001889.0374001
Center of Gravity Limits" documentary unit.
Documentation update: Deletion of the "00001889.0545001
Center of Gravity Limits" documentary unit.
Documentation update: Addition of "Center of Gravity Limits"
documentary unit
Documentation update: Addition of "Weight Limitations"
documentary unit
LIM-11-PLP-SOH P 1/2
18 SEP 12
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-11-PLP-SOH P 2/2
18 SEP 12
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CG limits are given in percentage of the reference chord length aft of the leading edge.
The reference chord length is 4.193 m (13.76 ft). It is 16.31 m (53.51 ft) aft of the aircraft nose.
The CG must always be within these limits, regardless of fuel load.
WEIGHT LIMITATIONS
A to B
LIM-11 P 1/2
18 SEP 12
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-11 P 2/2
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND
AIRPORT OPERATIONS
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Environmental Envelope.......................................................................................................................................... A
Airport Operations and Wind Limitations.................................................................................................................B
LIM-12-PLP-TOC P 1/2
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-12-PLP-TOC P 2/2
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
LIM-12-PLP-TOC
Environmental Envelope and Airport
Operations
LIM-12-PLP-TOC
Airport Operations and Wind
Limitations
LIM-12
Environmental Envelope
LIM-12
Airport Operations
LIM-12
MAXIMUM CROSSWIND ON
CONTAMINATED RUNWAYS
Toc
Index
ID
Reason
LIM-12-PLP-SOH P 1/2
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-12-PLP-SOH P 2/2
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ENVIRONMENTAL ENVELOPE
Ident.: LIM-12-00001894.0039001 / 27 JAN 12
1 Applicable to: ALL
A to B
LIM-12 P 1/4
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The maximum demonstrated crosswind value is not an Airplane Flight Manual (AFM)
limitation: It is the maximum crosswind condition experienced during the aircraft
certification campaign. Airbus recommends that operators should not intentionally
operate in crosswinds that exceed this value.
The maximum tailwind for automatic landing and rollout remains 10 kt.
For landing with 15 kt tailwind, only FLAPS FULL is permitted.
LIM-12 P 2/4
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
The maximum crosswind values given in the above table are recommended values based
on computations.
LIM-12 P 3/4
18 SEP 12
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-12 P 4/4
18 SEP 12
LIMITATIONS
SPEED LIMITATIONS
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13-PLP-TOC P 1/2
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13-PLP-TOC P 2/2
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The maximum operating limit speed VMO/MMO may not be deliberately exceeded in any regime of
flight.
LIM-13 P 1/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
If alternate or direct law is active, full ailerons and rudder application should be confined to speeds
below VA.
If alternate or direct law is active manoeuvres involving angle of attack near stall should be confined
to speeds below VA.
CAUTION
Rapid and large alternating control inputs, especially in combination with large
changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in structural
failures at any speed, even below VA.
LIM-13 P 2/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BUFFET ONSET
Ident.: LIM-13-00001898.0001001 / 22 MAY 12
Applicable to: ALL
Examples:
1. Determine Maximum Bank Angle limited by buffet:
DATA : M = 0.55, FL = 350, CG = 31 %, WEIGHT = 50 000 kg
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
LIM-13 P 3/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Altitude
(ft)
-2 000
0
2 000
4 000
6 000
8 000
9 200
10 000
12 000
14 100
VMCA
(KT CAS)
112
110
108
107.5
105.5
103
101.2
100
96.5
93.5
CONF 1 + F
111.5
109.5
107.5
107
105
103
101
100
96.5
93
CONF 3
109
107
105
104.5
103
100.5
98.5
97.5
94
91
LEVER
POSITION
1
1
2
3
FULL
SLATS
FLAPS
Ind. on ECAM
MAX SPD
FLIGHT PHASE
18
18
22
22
27
0
10
15
20
35
1
1+F
2
3
FULL
230
215
200
185
177
HOLDING
TAKEOFF
TAKEOFF/APPROACH
TAKEOFF/APPROACH/LANDING
LANDING
C to F
LIM-13 P 4/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Maximum speed............................................................................................................................230 kt
COCKPIT WINDOW OPEN
Ident.: LIM-13-00001904.0001001 / 10 DEC 09
Applicable to: ALL
Maximum speed............................................................................................................................200 kt
TAXI SPEED
Ident.: LIM-13-00001905.0001001 / 18 MAR 11
Applicable to: ALL
When the taxi weight is higher than 76 000 kg (167 550 lb), do not exceed a taxi speed of 20 kt
during a turn.
STALLING SPEEDS
Ident.: LIM-13-00001906.0001001 / 28 MAR 11
Applicable to: ALL
G to K
LIM-13 P 5/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13 P 6/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13 P 7/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13 P 8/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13 P 9/10
30 MAY 12
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-13 P 10/10
30 MAY 12
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION /
VENTILATION
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-21-21_20 Pressurization
Cabin Pressure........................................................................................................................................................ A
LIM-21-21_30 Ventilation
AVIONICS VENTILATION....................................................................................................................................... A
LIM-21-PLP-TOC P 1/2
30 MAY 12
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-21-PLP-TOC P 2/2
30 MAY 12
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
AIR CONDITIONING
FLIGHT CREW
OPERATING MANUAL
Do not use conditioned air simultaneously from packs and LP ground unit (to avoid chattering of
the non return valves).
Airflow supplied by the ground cart shall not exceed 1.2 kg/s (2.60 lb/s).
AIR CONDITIONING WITH HP GROUND UNIT
Ident.: LIM-21-21_10-00001912.0001001 / 18 MAR 11
Applicable to: ALL
Do not use HP ground unit when APU supplies bleed air to avoid bleed system damage.
A to C
LIM-21-21_10 P 1/2
29 JUL 11
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
AIR CONDITIONING
FLIGHT CREW
OPERATING MANUAL
LIM-21-21_10 P 2/2
29 JUL 11
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
PRESSURIZATION
FLIGHT CREW
OPERATING MANUAL
CABIN PRESSURE
Ident.: LIM-21-21_20-00001913.0003001 / 22 MAY 12
Applicable to: ALL
Note:
LIM-21-21_20 P 1/2
30 MAY 12
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
PRESSURIZATION
FLIGHT CREW
OPERATING MANUAL
LIM-21-21_20 P 2/2
30 MAY 12
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
VENTILATION
FLIGHT CREW
OPERATING MANUAL
AVIONICS VENTILATION
Ident.: LIM-21-21_30-00001914.0001001 / 10 DEC 09
Applicable to: ALL
During ground operations, limit the aircraft electric power supply with avionics ventilation system in
normal configuration as follows :
OAT = 49 C
no limitation
OAT = 55 C
time limit 2 h
OAT = 60 C
time limit 1 h
OAT = 64 C
time limit 1/2 h
LIM-21-21_30 P 1/2
29 JUL 11
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
VENTILATION
FLIGHT CREW
OPERATING MANUAL
LIM-21-21_30 P 2/2
29 JUL 11
LIMITATIONS
AUTO FLIGHT
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-22-10 General
Auto Pilot Function.................................................................................................................................................. A
AUTOTHRUST FUNCTION.....................................................................................................................................B
Flight Management Function...................................................................................................................................C
Takeoff in GPS Primary.......................................................................................................................................... D
Use of NAV and Final APP Modes for Non-Precision Approach............................................................................E
Non-Precision Approaches with Engine-Out........................................................................................................... F
1
LIM-22-PLP-TOC P 1/2
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-22-PLP-TOC P 2/2
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
LIM-22-PLP-TOC
Automatic Approach, Landing and
Roll Out
LIM-22-20
ILS Category II
LIM-22-20
ILS Category III Fail Passive (Single)
LIM-22-20
ILS Category III Fail Operational
(Dual)
ID
Reason
LIM-22-PLP-SOH P 1/2
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-22-PLP-SOH P 2/2
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
Minimum height for use of autopilot on takeoff with SRS mode........................................... 100 ft AGL
(An internal FMGS logic prevents the autopilot from engaging during the 5 s after liftoff).
Minimum height for use of the autopilot in:
Straight-in non precision approach..................................................................... applicable minimum
Circling approach..................................................................... applicable circling minimums - 100 ft
ILS approach when CAT2 or CAT3 is not displayed on the FMA .................................... 160 ft AGL
PAR approach (Precision Approach Radar) .................................................................... 250 ft AGL
Use of the AP and/or FD is authorized in PAR approach, with HDG V/S or TRK FPA.
Go-around (AP or FD engagement) ................................................................................ 100 ft AGL
All other phases................................................................................................................ 500 ft AGL
Use of the AP or FD in OPEN DES or DES mode is not permitted in approach, unless the FCU
altitude is set to, or above, MDA (MDH) or 500 ft, whichever is the highest.
AUTOTHRUST FUNCTION
Ident.: LIM-22-10-00001916.0001001 / 10 DEC 09
Applicable to: ALL
Use of the autothrust is approved with, or without, AP/FD in selected or managed mode.
FLIGHT MANAGEMENT FUNCTION
Ident.: LIM-22-10-00001917.0039001 / 18 MAR 11
Applicable to: ALL
FMGS lateral and vertical navigation has been certified for after takeoff, en route, and terminal area
operations, for instrument approach procedures (except ILS, LOC, LOC-BC, LDA, SDF and MLS),
and for missed approach procedures.
RNP accuracy with GPS PRIMARY, or radio updating, has been demonstrated to be:
With AP ON in NAV
En route
In terminal area
In approach
1 nm
0.5 nm
0.3 nm
Without GPS PRIMARY (or GPS deselected or inoperative), the accuracy has been demonstrated,
provided the appropriate RNP value is checked or entered on the MCDU, and HIGH accuracy is
displayed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to C
LIM-22-10 P 1/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
Without GPS PRIMARY (or GPS deselected or inoperative), navigation accuracy is a function of
ground radio NAVAID infrastructure, or elapsed time since the last radio update.
For RNP AR with GPS PRIMARY, the following RNP is approved, provided that the operational
assumptions of the Airworthiness Compliance Document (ACD) reference SA 34D09009731 rev 1 or
higher are observed.
RNP AR (normal conditions)(1)
(1)
(2)
With AP ON
0.1 nm
0.1 nm
0.3 nm
0.1 nm
0.3 nm
Use of RNP AR (normal conditions) assumes that there is no impact if RNP degrades upon engine or systems failure.
Aircraft performance under worst case failure conditions may degrade up to RNP 0.2 with AP ON (see ACD).
Use of AP for all RNP AR operations is recommended (see ACD).
The FMGS is also certified for navigation within BRNAV, PRNAV, RNP-4 and RNP-10 airspace. RNP
10 oceanic/remote area operations are approved with GPS PRIMARY, or without GPS PRIMARY
(or GPS deselected or inoperative), provided time limitations in IRS only navigation (acceptable to
operational authorities), are established.
FMGS approval is based on the assumption that the navigation database has been validated for
intended use.
Obstacle clearance and adherence to airspace constraints remains the flight crew's responsibility.
Fuel, time predictions/performance information is provided for advisory purposes only.
NAV mode may be used after takeoff, provided FMGS runway updating has been checked.
TAKEOFF IN GPS PRIMARY
Ident.: LIM-22-10-00006520.0001001 / 09 FEB 11
Applicable to: ALL
For certain airports, where the difference between the local coordinate system and WGS 84
(geodesic standard used by GPS, FMS) is not negligible, an incorrect NAV guidance may occur after
takeoff.
GPS must be deselected for takeoff from these airports, until a safe altitude is reached.
USE OF NAV AND FINAL APP MODES FOR NON-PRECISION APPROACH
Ident.: LIM-22-10-00001918.0002001 / 09 FEB 11
Applicable to: ALL
NAV, or NAV and FINAL APP mode may be used for VOR, VOR/DME, NDB, NDB/DME or RNAV
(including GPS) approach, but not for ILS, LOC, LOC-BC, LDA, SDF, or MLS final approach.
LIM-22-10 P 2/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
For instrument procedures not coded in the WGS 84 coordinate system, the GPS must be
deselected, unless the shift between the local coordinate system and the WGS 84 is found
acceptable for the intended operation.
Note:
FINAL APP mode guidance capability with GPS PRIMARY has been demonstrated down to
MDH/DH (barometric) 250 ft.
VOR, VOR/DME, NDB or NDB/DME approach procedures may be performed, in NAV, or NAV and
FINAL APP mode, provided AP or FD is used, and:
GPS PRIMARY is available. In this case, the reference NAVAID may be unserviceable, or the
airborne radio equipment may be inoperative, or not installed, provided operational approval is
obtained.
Without GPS PRIMARY:
The reference NAVAID and the corresponding airborne equipment is serviceable, tuned, and
monitored during the approach, or
The radio NAVAID coverage supports the RNP value, specified for the approach procedure, and
an operational approval is obtained.
For GPS approach, GPS PRIMARY must be available.
RNAV approach without GPS PRIMARY may be performed only if the radio NAVAID coverage
supports the RNP value and HIGH accuracy is displayed on the MCDU with the specified RNP, and
operational approval is obtained.
NAV mode may be used in the terminal area, provided:
GPS PRIMARY is available, or
HIGH accuracy is displayed, and the appropriate RNP is checked or entered on the MCDU, or
NAVAID raw data is monitored.
NON-PRECISION APPROACHES WITH ENGINE-OUT
Ident.: LIM-22-10-00006519.0002001 / 09 FEB 11
Applicable to: ALL
No longer applicable
E to F
LIM-22-10 P 3/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
LIM-22-10 P 4/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ILS CATEGORY II
CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out
procedures are completed before reaching 1 000 ft in approach.
A to D
LIM-22-20 P 1/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Headwind :
Tailwind :
Crosswind :
Note:
30 kt
10 kt
20 kt
Wind limitation is based on the surface wind reported by ATC. If the wind displayed on ND
exceeds the above-noted autoland limitations, but the tower reports a surface wind within
the limitations, then the autopilot can remain engaged. If the tower reports a surface wind
beyond limitations, only CAT I automatic approach without autoland can be performed.
AUTOMATIC LANDING
CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated :
With CAT II and CAT III ILS beam.
With slope angle within (2.5 , 3.15 ) range.
At or below the maximum landing weight.
For airport elevation at or below 9 200 ft (8 000 ft for A320-111).
At approach speed (VAPP) = VLS + wind correction.
Minimum wind correction 5 kt, maximum wind correction 15 kt.
Automatic landing is not allowed below-1 000 ft pressure altitude.
Automatic rollout performance has been approved on dry and wet runways, but performance on
snow-covered or icy runways has not been demonstrated.
ILS AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS
Ident.: LIM-22-20-00001927.0002001 / 16 NOV 11
Applicable to: ALL
The automatic landing systems performance has been demonstrated on runways equipped with
CAT II or CAT III ILS approaches. However, automatic landing in CAT I or better weather conditions
E to G
LIM-22-20 P 2/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
is possible on CAT I ground installations or when ILS sensitive areas are not protected, 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. In particular, the effect of terrain
discontinuities within 300 m before runway threshold must be evaluated.
The crew is aware that LOC or GS beam fluctuations, independent of the aircraft systems, may
occur and the PF is prepared to immediately disconnect the AP and take appropriate action,
should unsatisfactory guidance occur.
At least CAT2 capability is displayed on the FMA, and CAT II/III procedures are used.
Visual references are obtained at an altitude appropriate to the performed CAT I approach,
otherwise goaround is initiated.
LIM-22-20 P 3/4
18 SEP 12
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-22-20 P 4/4
18 SEP 12
LIMITATIONS
ELECTRICAL
LIMITATIONS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-24-PLP-TOC P 1/2
30 MAY 12
LIMITATIONS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-24-PLP-TOC P 2/2
30 MAY 12
LIMITATIONS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ELECTRICAL
Ident.: LIM-24-00001929.0004001 / 11 MAY 12
Applicable to: ALL
LIM-24 P 1/2
30 MAY 12
LIMITATIONS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-24 P 2/2
30 MAY 12
LIMITATIONS
FLIGHT CONTROLS
LIMITATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-27-PLP-TOC P 1/2
29 JUL 11
LIMITATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-27-PLP-TOC P 2/2
29 JUL 11
LIMITATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT CONTROL
Ident.: LIM-27-00001931.0001001 / 07 DEC 10
Applicable to: ALL
LIM-27 P 1/2
29 JUL 11
LIMITATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-27 P 2/2
29 JUL 11
LIMITATIONS
FUEL
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-28-PLP-TOC P 1/2
25 NOV 11
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-28-PLP-TOC P 2/2
25 NOV 11
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The variation is linear between these values (No limitation below 2 250 kg /4 960 lb)
OUTER TANKS
Maximum allowed imbalance
(1)
Maximum outer wing tank imbalance (one full/one empty) is allowed provided:
Fuel content of one side (outer + inner) is equal to the fuel content of the other side (outer + inner), or
On the side of the lighter outer tank, the inner tank fuel quantity is higher than the opposite inner tank quantity, up
to a maximum of 3 000 kg/6 614 lb higher.
Note:
In exceptional conditions (i.e., fuel system failures) the above-mentioned maximum fuel
imbalance values may be exceeded without significantly affecting the aircraft handling
qualities. The aircraft remains fully controllable in all phases of the flight.
FUEL TEMPERATURE
MINI
MAXI
(1)
JET A1/JP
8/N3 JET
-43 C
JET A
-36 C
(1)
JP 5
RT
TS-1
JET B
-42 C
-45 C
-45 C
-46 C
54 C
JP 4
-54 C
49 C
For JET A only, if TAT reaches -34 C, monitor on FUEL SD page that fuel temperature remains higher than -36 C.
A to C
LIM-28 P 1/2
25 NOV 11
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Fuel in center tank is to be regarded as unusable if the wing fuel temperature exceeds the following
values before engine start and if the given flight level is exceeded before the center tank fuel has
been used:
+30 C not above FL 350
+40 C not above FL 300
+49 C not above FL 250
Reason:
At high altitude with high fuel temperature, the pressure delivered by the center tank
pumps becomes lower than the pressure delivered by the wing tank pumps.
FUEL MANAGEMENT
D to G
LIM-28 P 2/2
25 NOV 11
LIMITATIONS
HYDRAULIC
LIMITATIONS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-29-PLP-TOC P 1/2
29 JUL 11
LIMITATIONS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-29-PLP-TOC P 2/2
29 JUL 11
LIMITATIONS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HYDRAULIC
Ident.: LIM-29-00001936.0001001 / 10 DEC 09
Applicable to: ALL
LIM-29 P 1/2
29 JUL 11
LIMITATIONS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-29 P 2/2
29 JUL 11
LIMITATIONS
LANDING GEAR
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-32-PLP-TOC P 1/2
25 NOV 11
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-32-PLP-TOC P 2/2
25 NOV 11
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BRAKES
Ident.: LIM-32-00001937.0002001 / 13 DEC 10
Applicable to: ALL
Use of the autobrake does not relieve the pilot of his responsibility to safely stop within the available
runway length, by taking over brake control with brake pedals, if necessary.
The flight crew can disengage the automatic braking system by:
Pressing the pushbutton of the armed mode, or
Applying sufficient pressure to the brake pedals.
TAXI WITH DEFLATED TIRES
Ident.: LIM-32-00001940.0001001 / 10 DEC 09
Applicable to: ALL
If tire damage is suspected after landing or after a rejected takeoff, an inspection of the tires is
required before taxi. If the tire is deflated but not damaged, the aircraft can be taxied at low speed
with the following limitations :
1. If one tire is deflated on one or more gears (ie. a maximum of three tires), the speed should be
limited to 7 kt when turning.
2. If two tires are deflated on the same main gear (the other main gear tires not being deflated),
speed should be limited to 3 kt and the nose wheel steering angle limited to 30 .
NOSEWHEEL STEERING (NWS)
Ident.: LIM-32-00012904.0001001 / 13 DEC 10
Applicable to: ALL
A to D
LIM-32 P 1/2
25 NOV 11
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-32 P 2/2
25 NOV 11
LIMITATIONS
NAVIGATION
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-34-PLP-TOC P 1/2
18 SEP 12
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-34-PLP-TOC P 2/2
18 SEP 12
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
LIM-34-PLP-TOC
Navigation
LIM-34
Inertial Reference System
Toc
Index
ID
1
Reason
Documentation update: Deletion of the "00012938.0011001
Inertial Reference System" documentary unit.
Documentation update: Addition of "Inertial Reference System"
documentary unit
LIM-34-PLP-SOH P 1/2
18 SEP 12
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-34-PLP-SOH P 2/2
18 SEP 12
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When both PFDs are lost, the ISIS bugs function must not be used.
A to C
LIM-34 P 1/2
18 SEP 12
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-34 P 2/2
18 SEP 12
LIMITATIONS
OXYGEN
LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-35-PLP-TOC P 1/2
25 NOV 11
LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-35-PLP-TOC P 2/2
25 NOV 11
LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
(2)
Deg.C
Deg.F
+1 OBS
-10
14
468
606
0
32
486
629
10
50
504
652
20
68
522
675
30
86
540
698
40
104
558
721
50
122
576
744
+2 OBS
759
788
817
846
875
904
933
REF TEMPERATURE :
On ground
:
REF TEMPERATURE = (OAT + COCKPIT TEMP) / 2
:
REF TEMPERATURE (deg. C) = CAB TEMP (deg. C) -10 C
In flight
or
REF TEMPERATURE (deg. F) = CAB TEMP(deg.F)-18 F
MINIMUM BOTTLE PRESSURE TO TAKE INTO ACCOUNT :
Preflight checks
The use of oxygen, when only one flight crewmember is in the cockpit
Unusable quantity (to ensure that the regulator functions with minimum pressure)
Normal system leakage
and
Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
During an emergency descent : For all cockpit members for 13 min
During cruise at FL 100 : For 2 flight crewmembers for 107 min.
or
Protection in case of smoke, with 100 % oxygen : For all cockpit members for 15 min at a cabin altitude of
8 000 ft.
Note:
The above times are based on the use of a sealed mask, but may be shorter if the flight crewmember
has a beard.
LIM-35 P 1/2
25 NOV 11
LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-35 P 2/2
25 NOV 11
LIMITATIONS
APU
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-49-10 General
General.....................................................................................................................................................................A
LIM-49-20 Envelope
Envelope.................................................................................................................................................................. A
Generator Load........................................................................................................................................................B
Electrical Power/Air Bleed Extraction......................................................................................................................C
LIM-49-PLP-TOC P 1/2
30 MAY 12
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-49-PLP-TOC P 2/2
30 MAY 12
LIMITATIONS
APU
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: LIM-49-10-A-NG00106
Applicable to: ALL
Ident.: LIM-49-10-A-00001945.0001001 / 10 DEC 09
OIL QUANTITY
The APU may be started and operated even if the LOW OIL LEVEL ECAM advisory is displayed.
Maintenance action is required within next 10 h of APU operation.
Ident.: LIM-49-10-A-00001946.0001001 / 10 DEC 09
APU STARTER
After 3 starter motor duty cycles, wait 60 min before attempting 3 more cycles.
Ident.: LIM-49-10-A-00001947.0003001 / 11 FEB 11
ROTOR SPEED
Maximum N (ECAM display).................................................................................................... 107 %
Note:
The APU automatically shuts down at 107 % N speed, that appears on the ECAM.
This corresponds to an actual N speed of 106 %.
EGT
Maximum EGT.........................................................................................................................675 C
Maximum for start (below 35 000 ft).................................................................................... 1 090 C
Maximum for start (above 35 000 ft)....................................................................................1 120 C
LIM-49-10 P 1/2
29 JUL 11
LIMITATIONS
APU
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
LIM-49-10 P 2/2
29 JUL 11
LIMITATIONS
APU
A318/A319/A320/A321
ENVELOPE
FLIGHT CREW
OPERATING MANUAL
ENVELOPE
Ident.: LIM-49-20-00001949.0071001 / 22 MAY 12
Applicable to: ALL
Note:
In the APU start envelope, the APU start is guaranteed within 3 consecutive start attempts.
LIM-49-20 P 1/4
30 MAY 12
LIMITATIONS
APU
A318/A319/A320/A321
ENVELOPE
FLIGHT CREW
OPERATING MANUAL
GENERATOR LOAD
Ident.: LIM-49-20-00001952.0004001 / 11 FEB 11
Applicable to: ALL
Altitude (ft)
25 000
30 000
35 000
39 000
41 000(1)
(1)
ISA + 30
100 % (90 KVA)
ISA + 35
100 % (90 KVA)
98 % (88 KVA)
93 % (84 KVA)
91 % (82 KVA)
88 % (79 KVA)
84 % (76 KVA)
79 % (71 KVA)
71 % (64 KVA)
69 % (62 KVA)
68 % (61 KVA)
63 % (57 KVA)
61 % (55 KVA)
57 % (51 KVA)
55 % (50 KVA)
55 % (50 KVA)
54 % (49 KVA)
53 % (48 KVA)
Altitude (ft)
(1)
ISA
100 % (90 KVA)
MODE
ENG
START
ISA + 35
79 %
(71 KVA)(1)
70 %
(63 KVA)
83 %
(75 KVA)
78 %
(70 KVA)
84 %
(76 KVA)
79 %
(71 KVA)
90 %
(81 KVA)
83 %
(75 KVA)
ISA + 40
68 %
(61 KVA) (1)
58 % (52 KVA)
72 % (65 KVA)
67 % (60 KVA)
74 % (67 KVA)
70 % (63 KVA)
81 % (73 KVA)
75 % (68 KVA)
LIM-49-20 P 2/4
30 MAY 12
LIMITATIONS
APU
A318/A319/A320/A321
ENVELOPE
FLIGHT CREW
OPERATING MANUAL
LIM-49-20 P 3/4
30 MAY 12
LIMITATIONS
APU
A318/A319/A320/A321
ENVELOPE
FLIGHT CREW
OPERATING MANUAL
LIM-49-20 P 4/4
30 MAY 12
LIMITATIONS
POWER PLANT
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-70-PLP-TOC P 1/2
03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-70-PLP-TOC P 2/2
03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATING CONDITION
TAKEOFF and GO-AROUND
MCT
STARTING
TIME LIMIT
5 min
10 min
Unlimited
EGT LIMIT
950 C
NOTE
Only In Case Of Engine Failure
915 C
725 C
OIL
Ident.: LIM-70-00001955.0001001 / 16 NOV 11
Applicable to: ALL
A to B
LIM-70 P 1/4
03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RPM
Ident.: LIM-70-00001956.0001001 / 01 APR 11
Applicable to: ALL
N1 max......................................................................................................................................... 104 %
Note:
The N1 limit depends upon ambient conditions, and engine airbleed configuration. These
may limit N1 to a value lower than the one noted above (For additional information, refer to
Performance/Thrust Ratings).
N2 max......................................................................................................................................... 105 %
B to C
LIM-70 P 2/4
03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STARTER
Ident.: LIM-70-00001957.0001001 / 10 JAN 11
Applicable to: ALL
Takeoff at reduced thrust is only permitted, if the airplane meets all applicable performance
requirements at the planned takeoff weight, with the operating engines at the thrust available for
the assumed temperature.
Thrust reduction must not exceed 25 % of the full rated takeoff thrust. To meet this requirement,
the flexible temperature must not be higher than ISA + 53 C(T MAX FLEX).
The assumed temperature must not be lower than the flat rating temperature, or the current OAT.
Takeoff at reduced thrust is not permitted on contaminated runways.
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, with the operating engines at the thrust available for the flex temperature.
D to F
LIM-70 P 3/4
03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIM-70 P 4/4
03 APR 12
OPERATIONS
ENGINEERING BULLETINS
TABLE OF CONTENTS
OEB-PLP-TOC P 1/2
30 MAY 12
TABLE OF CONTENTS
FLIGHT CREW
OPERATING MANUAL
OEB-PLP-TOC P 2/2
30 MAY 12
OPERATIONS
ENGINEERING BULLETINS
GENERAL DESCRIPTION
OEB-GEN-PLP-TOC P 1/2
25 NOV 11
OEB-GEN-PLP-TOC P 2/2
25 NOV 11
GENERAL DESCRIPTION
Ident.: OEB-GEN-A-NG01235
Applicable to: ALL
Ident.: OEB-GEN-A-00014181.0001001 / 23 NOV 11
An Operations Engineering Bulletin (OEB) is issued to rapidly inform operators of any deviations from
initial design objectives that have a significant operational impact. An OEB provides the operators
with technical information and temporary operational procedures that address these deviations.
Ident.: OEB-GEN-A-00014182.0001001 / 23 NOV 11
TYPE OF OEB
OEBs can either be red or white, depending on their level of priority.
RED OEBs are issued to indicate that non-compliance with the recommended procedures may
have a significant impact on the safe operation of the aircraft.
WHITE OEBs are issued to indicate that non-compliance with the recommended procedures
may have a significant impact on aircraft operation.
Airbus strongly recommends that all Operators rapidly apply the OEB corrective actions as soon
as they become available, particularly for red OEBs.
Ident.: OEB-GEN-A-00014183.0001001 / 23 NOV 11
OEB-GEN P 1/8
25 NOV 11
The operational impact if the flight crew does not apply the OEB procedure,
The conditions for applying the OEB procedures :
ECAM warning/caution affected by the OEB,
Cockpit effects,
Flight phases,
Specific event.
The OEB operational procedure(s) to be applied,
The corrective actions that cancel the OEB (if available)
The OEB REMINDER codes, (if applicable).
OEB IN THE QRH
Each FCOM OEB has an associated OEB PROC in the OEB section of the QRH, that
includes:
The title of the OEB PROC,
The ECAM ENTRY" field:
This section identifies whether or not one of the possible conditions for applying the OEB
PROC is an ECAM warning/caution.
The flight crew must disregard the ECAM procedure and/or STATUS of the ECAM alerts
listed in the "ECAM ENTRY" field and must apply the QRHs OEB procedure instead.
The OEB operational procedure(s) that the flight crew must apply.
LIST OF EFFECTIVE OEB
The List of Effective operation Engineering Bulletins(LEOEB) enables to review all the OEBs
that are applicable to the fleet. Each time an Operations Engineering Bulletin (OEB) is issued or
revised, the List of Effective Operations Engineering Bulletins (LEOEB) is updated.
OEB-GEN P 2/8
25 NOV 11
The "M" field that may provide the following Evolution Code
The "N" letter indicates a new OEB
The "R" letter indicates a revised OEB
The "E" letter indicates an aircraft validity change on the OEB
The "Identification" field which identifies the OEB with its identification number
Note:
The FCOM OEB and associated QRH OEB PROC have the same OEB number
in order to be consistent. However, the issue number of the QRH OEB PROC and
the FCOM OEB may be different, because a revision of an FCOM OEB does not
necessarily result in a revision of the corresponding QRH OEB PROC, that only
provides the procedure part.
OEBs are listed by type of OEB (RED OEBs first, then WHITE OEBs), and in
numerical order for each type of OEB. This enables the flight crew to easily review the
OEBs before flight
The "E" field indicates whether or not the OEB affects ECAM procedure(s). This enable the
flight crew to easily review the OEBs before flight particularly for Operators that use the OEB
REMINDER function:
The "Y" letter indicates that the OEB affects ECAM procedure(s)
The "N" letter indicates that at least one of the procedures provided in the OEB does not
affect ECAM procedure(s)
CAUTION
When Airbus provides the Operator with the LEOEB, the information
AFFECTS ECAM : Y ("E" field) does not necessarily mean that:
The OEB only affects ECAM alerts: The flight crew must also check in the
OEB whether or not they have to memorize some additional operational
recommendations that are not related to ECAM alerts.
For Operators using the OEB REMINDER function, the Operators
maintenance personnel has activated the OEB REMINDER codes for this
OEB onboard the aircraft.
It is the Operators responsibility to define a suitable process for providing the
flight crew with confirmation that the OEB REMINDER codes are activated
for the ECAM alerts affected by OEBs.
The "Rev Date" field indicates the date at which the OEB content was issued/ changed
The "Title" field provides the OEB title.
OEB-GEN P 3/8
25 NOV 11
DISTRIBUTION
OEB are distributed to all affected Operators. The Operators shall provide flight crews with the
content of the OEB without delay.
Ident.: OEB-GEN-A-00014186.0001001 / 23 NOV 11
OEB-GEN P 4/8
25 NOV 11
CAUTION
As soon as the maintenance personnel has embodied the corrective action that
cancels the OEB PROC on a specific aircraft, the Operator must ensure that:
1. Maintenance personnel has deactivated the OEB REMINDER function for
the specific OEB, before informing their Flight Operations department of the
installation of the OEB correction action.
2. The QRH OEB section onboard the aircraft is updated to remove the specific
OEB from the applicable aircraft.
Following the entry into service of the new digital FCOM/QRH, the OEB/OEBPROC identifications
were changed.
Note:
The following table provides the cross reference between the former and the new OEB/OEBPROC
identifications:
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
Former OEB
Identification
78
78
101
101
124
124
137
137
138
138
140
140
141
141
142
142
144
144
152
152
Issue
6
1
2
1
4
1
1
1
2
1
2
1
3
1
1
1
3
1
3
1
New OEB
Identification
OEB
Type
OEB Title
OEB 2
Braking Misbehaviour
OEB 3
OEB 4
OEB 5
Loss of Braking
OEB 6
Partial Deployment of
Passenger Oxygen Masks
OEB 7
OEB 8
OEB 9
OEB 10
OEB 11
OEB-GEN P 5/8
25 NOV 11
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
Former OEB
Identification
154
154
159
159
162
162
167
167
168
168
169
169
171
171
172
172
175
A318/319/320/321
A318/319/320/321
QRH
FCOM
175
176
1
5
A318/319/320/321
A318/319/320/321
QRH
FCOM
176
177
1
3
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
177
178
178
180
180
181
181
182
182
183
183
184
184
185
1
2
1
2
1
1
1
2
1
1
1
2
1
2
A318/319/320/321
QRH
185
Issue
5
2
3
1
2
1
2
1
2
1
2
1
2
1
2
1
5
New OEB
Identification
OEB
Type
OEB Title
OEB 12
OEB 13
OEB 14
Incorrect Grid-MORA
Value Display on ND
OEB 15
LGCIU 1 Fault
OEB 16
OEB 17
OEB 18
OEB 19
OEB 20
OEB 21
OEB 22
OEB 23
OEB 24
OEB 25
Incorrect Sequencing of
Altitude-Terminated (xA) Legs
OEB 26
Avionics Smoke
OEB 27
OEB 28
OEB 29
Erroneous Guidance to
VAPP Target During Climb
WHEEL N/W STRG FAULT
and L/G SHOCK ABSORBER
FAULT ECAM Cautions
WHEEL N/W STEER FAULT
and L/G SHOCK ABSORBER
FAULT ECAM Cautions
High Engine Vibration Procedure
in Case of Temporary Loss
of N1 Vibration Indication
No Localizer or Glide
Slope Capture in Approach
Use of Dome Light for Entire
Flight to Ensure the Readability
of Standby Instruments
Continued on the following page
OEB-GEN P 6/8
25 NOV 11
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
Former OEB
Identification
188
188
189
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
189
190
190
194
194
195
195
197
197
199
1
2
1
2
1
3
2
1
1
2
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
199
200
200
201
201
202
202
203
203
204
1
1
1
2
2
1
1
1
1
1
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
204
205
205
208
208
209
209
1
1
1
1
1
1
1
Issue
2
1
1
New OEB
Identification
OEB
Type
OEB 30
OEB 31
OEB 32
OEB 33
OEB 34
OEB 35
OEB 36
OEB 37
OEB 38
OEB 39
OEB 40
OEB 41
OEB 42
OEB 43
OEB 44
OEB Title
No SRS Engagement During
Go Around Below MDA
Erroneous Vertical Profile
During RNAV, LOC and
LOC B/C Approaches
Smoke/Fumes in Cockpit/Cabin
Due to Oil Leak at Engine Start
BSCU L4.9 Reset in Flight
FUEL L( R ) XFR VALVE FAULT or
FUEL L( R ) WING TK OVERFLOW
Bleed Selection to Prevent
Engine Stall on Both Engines
No SRS Engagement
During Go Around in the
Case of EPR Mode Fault
Erroneous Lateral Guidance in NAV
Mode During Takeoff and Go Around
Erroneous Radio
Altimeter Height Indication
Loss of MLS LOC
and G/S Deviations
AIR ENG 1(2) BLEED ABNORMAL
PR or AIR ENG 1(2) BLEED FAULT
Erroneous Alternate Fuel Predictions
Upon Modification of a Company
Route in the Alternate Flight Plan
Incorrect Vertical Profile During
Non Precision Approaches
OEB-GEN P 7/8
25 NOV 11
OEB-GEN P 8/8
25 NOV 11
OPERATIONS
ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT
INDICATION
OEB-38-PLP-TOC P 1/2
29 JUL 11
OEB-38-PLP-TOC P 2/2
29 JUL 11
RED OEB RED OEB RED OEB RED OEB RED OEB RED OEB
OEB38 Issue 1.0
Associated with QRH OEB Proc N: OEB38/1.0
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
Ident.: OEB-38-00013580.0001001 / 18 MAR 11
Applicable to: ALL
Applicable to:
Cancelled by:
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
OEB-38 P 1/6
29 JUL 11
RED OEB RED OEB RED OEB RED OEB RED OEB RED OEB
Operations Engineering Bulletins are issued by Airbus as the need arises to quickly transmit technical
and procedural information. They are distributed to all FCOM holders and to others who need advice
of changes to operational information.
Information in this bulletin is recommended by Airbus but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
OEB-38 P 2/6
29 JUL 11
RED OEB RED OEB RED OEB RED OEB RED OEB RED OEB
M
Localization
OEB-38
Criteria: SA
Applicable to: ALL
OEB-38
Criteria: SA
Applicable to: ALL
DU identification
DU date
DU Title
00013580.0001001
18 MAR 11
00013582.0001001
18 MAR 11
OEB-38 P 3/6
29 JUL 11
RED OEB RED OEB RED OEB RED OEB RED OEB RED OEB
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
Ident.: OEB-38-00013582.0001001 / 18 MAR 11
Applicable to: ALL
EXPLANATION
If an RA transmits erroneous height indication, this may have any of the following effects on
aircraft systems depending on the flight phase. However, these effects may not necessarily occur
in every case of an erroneous RA height indication.
On the Primary Flight Display (PFD):
The RA height indication (possibly negative) is frozen and appears in either amber or green
depending on the height
Discrepancy between both PFDs (RA indications, FD orders, and if both AP engaged, PFD
FMAs)
On the System Display (SD):
A pulsing Cabin Differential Pressure Advisory appears on CAB PRESS page (No
consequence on cabin pressure)
Warnings / Callouts:
Untimely Terrain Awareness and Warning System (TAWS) alerts
Untimely or absence of RETARD callout
Untimely L/G GEAR NOT DOWN ECAM warning
Absence or interruption of RA automatic callout (height announcement)
Activation of AUTOLAND light warning light in ILS (or MLS, GLS) approach (Refer to FCOM
DSC 22_30 - Auto Flight - Flight Guidance) with AP engaged in LAND or FLARE mode when:
One RA height goes below 200 ft and
The difference between both RA height indications is greater than 15 ft.
Note:
OEB-38 P 4/6
29 JUL 11
During ILS (or MLS, GLS) approach with AP and A/THR engaged, THR IDLE
(RETARD) mode untimely engagement will be associated with an initial pitch
attitude increase due to FLARE mode engagement.
In AUTOLAND, the LAND / FLARE / THR IDLE modes will not engage, if the RA height
used by the FG is erroneous and higher than the real height.
In case of Go-Around and if the RA is still frozen at a very low height indication:
SRS and GA TRK modes engage
NAV, HDG or TRK lateral modes cannot be selected
LVR CLB will not be displayed on the FMA at THR RED ALT
ALT* and ALT will not engage at FCU altitude.
Disconnecting AP and resetting both FDs enable to recover basic mode (HDG and V/S).
During an ILS (or MLS, GLS) approach with AP engaged, if an erroneous and very low RA
height indication occurs, THR IDLE and FLARE modes may engage early with the following
consequences:
In CONF FULL, the High Angle of Attack protection is not available. As a consequence the
autopilot will not automatically disconnect at prot +1 . If the flight crew does not immediately
react, the angle-of-attack will increase and may reach the stall value.
In configurations other than CONF FULL, the High Angle of Attack autopilot disconnection is
available. The autopilot will automatically disconnect at prot +1 .
Loss of ALPHA FLOOR.
The LOW ENERGY AUDIO WARNING SPEED SPEED SPEED - remains available. In
case of activation of LOW ENERGY AUDIO WARNING, the flight crew must react as per
procedure (QRH ABN 22.2).
In CONF FULL, the auto-trim function is inhibited.
In manual flight or after AP disconnection, significant longitudinal sidestick input may be
required.
PROCEDURE
During all phases of flight, the flight crew must monitor and crosscheck all primary flight
parameters and FMA indications.
OEB-38 P 5/6
29 JUL 11
1. If the flight crew does not immediately react, the angle-of-attack will increase and
may reach the stall value.
2. In case of Go-Around and if the RA is still frozen at a very low height indication:
Disconnecting AP and resetting both FDs enable to recover basic modes (HDG and
V/S).
3. In CONF FULL, the auto-trim function is inhibited. Retracting one step enable to
recover the auto-trim function.
For all the others events that may occur during approach, there is no change in the procedures
or in the recommended flight crew reactions.
Flight crews must report, in the technical logbook, any of the above-listed consequences of
erroneous RA height.
CORRECTIVE ACTION
Airbus is currently investigating to find the permanent fixes that will cancel the need for this OEB.
***** END OF RED OEB38 ISSUE 1.0 *****
OEB-38 P 6/6
29 JUL 11
OPERATIONS
ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR
AIR ENG 1(2) BLEED FAULT
OEB-40-PLP-TOC P 1/2
29 JUL 11
OEB-40-PLP-TOC P 2/2
29 JUL 11
Applicable to:
Cancelled by:
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus as the need arises to quickly transmit technical
and procedural information. They are distributed to all FCOM holders and to others who need advice
of changes to operational information.
Information in this bulletin is recommended by Airbus but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
OEB-40 P 1/6
29 JUL 11
Localization
OEB-40
Criteria: SA
Applicable to: ALL
OEB-40
Criteria: SA
Applicable to: ALL
DU Title
DU identification
DU date
00013607.0001001
18 MAR 11
00013608.0001001
18 MAR 11
OEB-40 P 2/6
29 JUL 11
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
Ident.: OEB-40-00013608.0001001 / 18 MAR 11
Applicable to: ALL
EXPLANATION
In case of AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT ECAM
cautions, the current associated ECAM procedures, ask to open the crossbleed valve in order
to supply both Packs (or one Pack and the Wing Anti-Ice system) with the remaining engine
bleed. This leads to an increase in air demand on the remaining engine bleed. On ageing bleed
equipment or due to undetected failure, the remaining bleed may not succeed in sustaining this
increase in air demand. In that case, it can result in an overheat of the remaining engine bleed
and subsequent loss of the entire engine bleed system, leading to possible emergency descents.
The purpose of this OEB is, therefore, to prevent from the loss of the remaining engine bleed by
reducing the bleed air demand, when the first engine bleed has been already lost.
PROCEDURE
Apply the corresponding procedures if one of the following ECAM caution is triggered:
AIR ENG 1(2) BLEED ABNORMAL PR
AIR ENG 1(2) BLEED FAULT
AIR ENG 1(2) BLEED ABNORMAL PR
If Wing Anti-Ice is OFF
PACK FLOW....................................................................................................LO (A319/A320)
ECON FLOW............................................................................................................ ON (A321)
AFT CARGO HOT AIR (if installed)................................................................................... OFF
X BLEED..........................................................................................................................OPEN
BLEED page....................................................................................... SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 C within
2 min after X BLEED valve opening:
PACK (on the first affected bleed side)....................................................................... OFF
Note:
If Wing Anti-Ice is required (icing conditions) while operating with one PACK,
consider switching OFF the remaining pack, if aircraft's altitude permits.
If Wing Anti-Ice is ON
If both PACKS are ON
PACK (affected bleed side)..........................................................................................OFF
X BLEED..........................................................................................................................OPEN
OEB-40 P 3/6
29 JUL 11
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)
BLEED Page.......................................................................................SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 C within
2 min after X BLEED valve opening:
BLEED AIR DEMAND.......................................................................................... REDUCE
Consider reducing the bleed air demand, by, depending on the flight conditions:
Switching OFF the remaining pack (if aircraft's altitude permits), or
Switching OFF the Wing Anti-Ice system (if no longer icing conditions).
AIR ENG 1(2) BLEED FAULT
ENG BLEED affected................................................................................................................OFF
If Wing Anti-Ice is OFF
PACK FLOW....................................................................................................LO (A319/A320)
ECON FLOW............................................................................................................ ON (A321)
AFT CARGO HOT AIR (if installed)................................................................................... OFF
X BLEED..........................................................................................................................OPEN
BLEED Page.......................................................................................SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 C within
2 min after X BLEED valve opening:
PACK (on the first affected bleed side)....................................................................... OFF
Note:
If Wing Anti-Ice is required (icing conditions) while operating with one PACK,
consider switching OFF the remaining pack, if aircraft's altitude permits.
If Wing Anti-Ice is ON
If both PACKS are ON
PACK (affected bleed side)..........................................................................................OFF
X BLEED..........................................................................................................................OPEN
BLEED Page.......................................................................................SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 C within
2 min after X BLEED valve opening:
BLEED AIR DEMAND.......................................................................................... REDUCE
Consider reducing the bleed air demand, by, depending on the flight conditions:
Switching OFF the remaining pack (if aircraft's altitude permits), or
Switching OFF the Wing Anti-Ice system (if no longer icing conditions).
Continued on the following page
OEB-40 P 4/6
29 JUL 11
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)
OEB REMINDER
For aircraft that have the OEB reminder function activated, the AIR ENG 1(2) BLEED
ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions procedure and status may
be flagged.
If the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions
procedure are flagged, the ECAM will display the REFER TO QRH PROC line or REFER TO
QRH/OEB PROC line (depending on Flight Warning Computer (FWC) standard) instead of the
procedure itself.
To flag the procedure and the status that corresponds to the AIR ENG 1(2) BLEED ABNORMAL
PR and AIR ENG 1(2) BLEED FAULT ECAM cautions, the following code must be entered in the
FWC OEB database:
CODE
AIR ENG 1 BLEED ABNORMAL PR
36/11/150/081
AIR ENG 2 BLEED ABNORMAL PR
36/11/160/083
AIR ENG 1 BLEED FAULT
36/21/010/075
AIR ENG 2 BLEED FAULT
36/21/020/077
WARN
Y
STS
N
CORRECTIVE ACTION
The embodiment of FWC Standard H2-F6 (MOD 151269) cancels the need for this OEB.
OEB-40 P 5/6
29 JUL 11
OEB-40 P 6/6
29 JUL 11
OPERATIONS
ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL
PREDICTIONS UPON MODIFICATION OF
A COMPANY ROUTE IN THE ALTERNATE
FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OEB-41-PLP-TOC P 1/2
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OEB-41-PLP-TOC P 2/2
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Applicable to:
Cancelled by:
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus as the need arises to quickly transmit technical
and procedural information. They are distributed to all FCOM holders and to others who need advice
of changes to operational information.
Information in this bulletin is recommended by Airbus but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
OEB-41 P 1/4
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-41
Criteria: P10762, P10763
Applicable to: ALL
OEB-41
Criteria: P10762, P10763
Applicable to: ALL
DU Title
DU identification
DU date
00013609.0001001
18 MAR 11
00013610.0001001
18 MAR 11
OEB-41 P 2/4
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXPLANATION
When the flight crew modifies the CO RTE in the ALTN F-PLN, the FMS no longer computes the
ALTN fuel predictions (refer to the below illustration).
This CO RTE could be extracted from the Navigation database or stored by the flight crew.
The modification of the CO RTE by the flight crew could be for example an entry of a departure
or an arrival procedure.
OEB-41 P 3/4
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The EFOB of the primary destination remains correctly computed (dashed circle).
The reason for the anomaly is that when the ALTN CO RTE is modified, the FMS erroneously
assumes there is no alternate F-PLN anymore for the fuel predictions. An additional modification
of the ALTN F-PLN enables to recover correct ALTN fuel predictions.
PROCEDURE
This procedure only applies when a CO RTE is used for ALTN F-PLN. In the case of ALTN fuel
predictions erroneously set to zero further to a modification of this ALTN F-PLN:
ENTER manually a waypoint in the en-route F-PLN (neither in the departure, nor in the arrival), to
start a new computation of ALTN fuel predictions
Maintain or delete the entered waypoint at convenience
Check the ALTN fuel predictions are correct
CORRECTIVE ACTION
A future Honeywell FMS standard, will cancel this OEB (MOD and Airbus SB to be determined
later).
OEB-41 P 4/4
03 APR 12
OPERATIONS
ENGINEERING BULLETINS
F/CTL SPOILER FAULT
OEB-43-PLP-TOC P 1/2
30 MAY 12
OEB-43-PLP-TOC P 2/2
30 MAY 12
- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue:
Applicable to:
Cancelled by:
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus as the need arises to quickly transmit technical
and procedural information. They are distributed to all FCOM holders and to others who need advice
of changes to operational information.
Information in this bulletin is recommended by Airbus but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
OEB-43 P 1/6
30 MAY 12
Localization
OEB-43
Criteria: SA
Applicable to: ALL
OEB-43
Criteria: SA
Applicable to: ALL
DU identification
DU date
DU Title
00013694.0001001
21 MAY 12
00013696.0001001
21 MAY 12
OEB-43 P 2/6
30 MAY 12
EXPLANATION
Investigations have shown that the root cause of these events is the deterioration of an O-ring
seal in the spoiler's servo-valve. This deterioration allows high hydraulic pressure to go in the
extension piston chamber leading to an uncontrolled spoiler deflection in full position.
In most of cases, the autopilot has not enough authority to counteract the roll induced by spoiler
runaway. Therefore, the autopilot disconnects and the flight crew takes over to recover wing level
in normal law.
When this issue occurs, the F/CTL SPLR FAULT ECAM caution triggers and the F/CTL S/D
page shows an amber deflected arrow on the failed spoiler. This information does not, however,
enable the flight crew to determine whether the faulty spoiler is partially or fully deflected.
AIRBUS recommendations assume that if the F/CTL SPLR FAULT ECAM caution triggers,
along with at least one amber deflected spoiler arrow displayed on the F/CTL S/D page, the
spoiler is supposed to be fully deflected.
PROCEDURE
If F/CTL SPLR FAULT is triggered
F/CTL S/D page............................................................................................................ CHECK
The flight crew should check the spoiler position on the F/CTL System Display page.
If all amber spoilers are indicated retracted:
Loss of one or more spoilers in the retracted position. In such a case, the flight crew
must apply the following operational procedure that reflects the F/CTL SPLR FAULT
ECAM caution.
Continued on the following page
OEB-43 P 3/6
30 MAY 12
AP................................................................................................................................. OFF
Depending on the failed spoiler position, the AP may not have enough authority to
counteract the roll induced by spoiler runaway.
SPEED................................................................................................................ GDOT+10
Whenever possible, target green dot speed +10 kt to minimize fuel consumption.
However, if buffet is encountered at GDOT speed +10 kt, increase speed to fly out of
buffet condition.
CRUISE ALTITUDE....................................................................................AS REQUIRED
Current Flight Level (FL) may not be maintained due to increased drag. Maintain a cruise
FL as high as possible.
FUEL CONSUMPTION INCREASED
FMS FUEL PRED.......................................................................................... DISREGARD
FUEL CONSUMPTION...................................................................................DETERMINE
DIVERSION...................................................................................................... CONSIDER
APPR PROC
OEB-43 P 4/6
30 MAY 12
WARN
Y
STS
Y
CORRECTIVE ACTION
H2F7 FWC standard will cancel the need for this OEB and should be available end 2012 at the
earliest.
OEB-43 P 5/6
30 MAY 12
OEB-43 P 6/6
30 MAY 12
OPERATIONS
ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
OEB-44-PLP-TOC P 1/2
30 MAY 12
OEB-44-PLP-TOC P 2/2
30 MAY 12
- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue:
Applicable to:
Cancelled by:
Issue 2:
This OEB is reissued to improve the display of the L/G GEAR NOT
DOWNLOCKED procedure.
Issue 1:
This OEB replaces the A320 OEB 209.
This OEB is issued to provide operational recommendations in the case
of L/G GEAR NOT DOWNLOCKED ECAM warning.
All A320 family aircraft
H2F7 FWC STD
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus as the need arises to quickly transmit technical
and procedural information. They are distributed to all FCOM holders and to others who need advice
of changes to operational information.
Information in this bulletin is recommended by Airbus but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
OEB-44 P 1/4
30 MAY 12
Localization
OEB-44
Criteria: SA
Applicable to: ALL
OEB-44
Criteria: SA
Applicable to: ALL
DU identification
DU date
DU Title
00013697.0001001
21 MAY 12
00013698.0001001
21 MAY 12
OEB-44 P 2/4
30 MAY 12
EXPLANATION
The current L/G GEAR NOT DOWNLOCKED ECAM warning procedure requires the recycling of
the landing gear before initiating L/G gravity extension.
Recent study has shown that waiting for 2 min after the recycling of the landing gear may allow
gears to extend under normal powered extension. Waiting for 2 min before extending the landing
gear by gravity will allow hydraulic pressure to continue to act on doors and gears.
In the case the landing gear is not locked down within 30 s after the lever is selected down, this
waiting time may allow the normal landing gear extension to work successfully.
Therefore this OEB is issued to recommend that after the recycling of the landing gear, the flight
crew waits for 2 min before extending the landing gear by gravity.
PROCEDURE
Apply the following procedure if the ECAM triggers the L/G GEAR NOT DOWNLOCKED warning:
OEB REMINDER
For aircraft that have the OEB Reminder Function activated, the L/G GEAR NOT
DOWNLOCKED ECAM warning procedure and status may be flagged.
If the L/G GEAR NOT DOWNLOCKED ECAM warning procedure is flagged, the ECAM will
display the "REFER TO QRH PROCline or "REFER TO QRH/OEB PROC" line (depending on
Flight Warning Computer (FWC) standard) instead of the procedure itself.
To flag the procedure and the status that corresponds to the L/G GEAR NOT DOWNLOCKED
ECAM warning, the following code must be entered in the FWC OEB database:
OEB-44 P 3/4
30 MAY 12
WARN
Y
STS
N
CORRECTIVE ACTION
H2F7 FWC standard will introduce this recommendation in the L/G GEAR NOT DOWNLOCKED
ECAM warning. Therefore, H2F7 FWC standard will cancel the need for this OEB.
OEB-44 P 4/4
30 MAY 12
TABLE OF CONTENTS
FCB-10 Introduction
FCB-FCB2 Operation in Windshear/Downburst Conditions
FCB-FCB5 Avoiding Tailstrikes
FCB-FCB7 FQI Accuracy
FCB-FCB8 Electronic Interference from Portable Equipment carried on by Passengers
FCB-FCB9 Thrust Acceleration in A/THR Modes
FCB-FCB11 Radio Altimeter Anomalies during Adverse Weather Conditions
FCB-FCB12 FMGS Navigation Database
FCB-FCB13 Specific Features of the FMGS Full Standard
FCB-FCB15 VMO/MMO Determination
FCB-FCB16 Operation of Fleets with/without CPIP
FCB-FCB17 Characteristic and Protection Speeds
FCB-FCB18 Ground Speed Mini Function
FCB-FCB20 Publication of some Attendant Information Bulletins
FCB-FCB22 EGPWS Database
FCB-FCB23 Use of Managed Guidance in Approach and NAV Database Validation
FCB-FCB24 Aircraft Handling in Final Approach
FCB-FCB25 Use of Rudder on Transport Category Airplanes
FCB-FCB26 Yaw Disturbances during the Takeoff Roll
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-PLP-TOC P 1/2
30 MAY 12
TABLE OF CONTENTS
FCB-PLP-TOC P 2/2
30 MAY 12
FCB-10-PLP-TOC P 1/2
29 JUL 11
FCB-10-PLP-TOC P 2/2
29 JUL 11
INTRODUCTION
Ident.: FCB-10-00013099.0001001 / 02 MAR 11
Applicable to: ALL
FCB-10 P 1/2
29 JUL 11
FCB-10 P 2/2
29 JUL 11
FCB-FCB2-PLP-TOC P 1/2
29 JUL 11
FCB-FCB2-PLP-TOC P 2/2
29 JUL 11
GENERALITY
Windshear-related problems are generally connected to "a change in wind direction and/or speed
over a very short distance in the atmosphere". The most prominent meteorological conditions
conducive to this are:
Convective storm shear (air mass and frontal thunderstorms, downburst, wet and dry
microburst)
Non-convective (cold and warm) frontal systems
Windshear associated with strong winds near the ground.
FCB-FCB2 P 1/14
29 JUL 11
Frontal thunderstorms are usually more tilted in the vertical, allowing precipitation to fall away
from the updraft and airflow intensity within the storm accelerating much more than for the
simple air-mass thunderstorm, sometimes resulting in a tornado.
Microbursts consist of intense, non rotating, highly localized downward airflows with
velocities up to 7 000 fpm that may emanate below a convective cloud base. Some of these
microbursts will expose penetrating aircraft to major safety hazards whatever technique is
used in anticipation/reaction.
FCB-FCB2 P 2/14
29 JUL 11
Microbursts can take 2-5 min to develop maximum intensity and may then be sustained for
an equal period of time. They tend to develop in groups which may be merged, delaying
dissipation to 30 min. Present knowledge contends that approximately one in a hundred heavy
rain thunderstorms produce microbursts. It was determined that microbursts can also occur
in relatively dry conditions. Once it gains sufficient downward momentum, a downflow with
evaporative cooling accelerates to the earth's surface to induce a "dry microburs" with very light
or non-existant precipitation, called virga. "Wet microburst" are expected to occur in the wet
regions of the world. Dry microbursts are commonly seen in the dry areas and most likely below
cumulus cloud when dew point is 30 C or more below ambient temperature.
Changes in meteorological conditions associated with both macro and microbursts tend to be
very complicated.
CONDITIONS
Air temperature
Dew point spread
Surface pressure
MACROBURSTS
ISA + 15 C decreasing
Increase (20-40 C)
Rise or fall (up to 2/3 mb)
MICROBURSTS
ISA + 15 C increasing or decreasing
Increase (20-40 C)
Rise or fall (up to 2/3 mb)
FCB-FCB2 P 3/14
29 JUL 11
FCB-FCB2 P 4/14
29 JUL 11
Low altitude jet streams may be found in a variety of situations such as strong low altitude
jet winds, nocturnal jet winds, terrain-induced low altitude windshear, mountain-wave and
downslope flows, strong surface winds combined with small hills or large buildings, lake
and seabreeze windshear due to temperature gradients between sun-heated terrain and
water-cooled air. In particular, strong temperature change across an inversion may trigger very
variable wind conditions.
DETECTION OF CONDITIONS
OPTIONAL SYSTEMS INTEGRATED ON THE AIRCRAFT
Predictive Windshear
Predictive Windshear is incorporated into the weather radar system to enable the detection
of a microburst windshear event within 5 nm forward of the aircraft. It is based on dynamic
Doppler effects.
When a windshear is detected, the system generates the appropriate annunciation to the
crew to alert them of a potential danger.
There are different alert levels depending on:
The severity of the windshear event detected
The distance and angular position between the aircraft and the windshear
The altitude and speed of the aircraft
The flight phase.
The Predictive Windshear system provides advanced warning for the crew to escape a
windshear event using normal handling technique or to initiate a recovery maneuver earlier.
Reactive Windshear
Reactive Windshear advises the crew when windshear conditions have been entered. The
system generates an audio and visual warning to the crew. The FAC measures the difference
between the impredicate energy state and the minimum energy state for flight security.
At a defined threshold, a message is displayed on the PFD and an aural warning alert is
provided to the crew:
At takeoff, from 5 s after lift off up to 1 300 ft RA
At landing, from 1 300 ft RA down to 50 ft RA.
BRIEFING AND PREPARATION
a. ANALYSE weather information during preflight:
Weather messages provided by the airline
Aviation surface observations
NOTAMS
SIGMETS, particularly convective sigmets
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB2 P 5/14
29 JUL 11
Terminal forecasts
Area forecasts, possibly mentioning the Low Level Wind Shear Alert System (LLWSAS)
installed on the periphery of certain airports (USA only).
b. LISTEN to pilot reports (PIREPS) on wind shear. PIREPS should include:
Location of shear encountered
Altitude of shear encountered
Airspeed change experienced (knots gained or lost)
Type of aircraft undergoing the shear.
Note:
Pilots should always report any windshear encountered to Air Traffic Control.
c. LOOK OUT for weather clues on the way to the airport and/or from the cockpit (parked, taxi
or airborne) such as:
Extreme variations in wind velocity/direction in a very short time span
Isolated rainshowers with or without lightning showing divergences from the raincore and
clear curling horizontal vortex rolls, within 5 miles of the airport
Heavy precipitation along intended flight path
Lightning, thunderstorms or evidence of any tornadic feature in airport vicinity
Evidence of a gust front such as blowing dust on the airport surface, suggesting the
possible passage of a thunderstorm within 15 min
Evidence of convective activity particularly with anvil clouds in dry areas, supercells, low
echos, mushroom, sinkhole and/or giant ant-eater clouds, cumulo nimbus mamatus and
altocumulus.
Note:
The existence of other types of shear can occur due to local obstruction,
topographical and meteorological conditions. It is important for crews to realize
that windshear conditions should be considered cumulative: simultaneous
conditions can increase the severity of effects.
FCB-FCB2 P 6/14
29 JUL 11
d. EXAMINE the approach or take-off area with the airplane weather radar to determine
whether returns are in the vicinity of the airport or intended flight path:
Flight operations below 10 000 ft such as take-off and landings require 2 to 3 upward tilt
for target detections up to 40 nm; if there is significant weather activity, the tilt angle should
be adjusted to provide a solid ground return outside of the desired range to ensure that no
overscanning will occur.
Note:
Since radar echoes are due to precipitation reflection, dry environment situations
and conditions to dry microbursts may not be detectable by weather radar.
FCB-FCB2 P 7/14
29 JUL 11
FCB-FCB2 P 8/14
29 JUL 11
Consequences
If the pilot pulls the nose up to recapture the glide slope without selecting sufficient
power:
The A/C will loose altitude very rapidly and may even reach the ground before the power
deficiency is corrected, resulting in a hard landing, or
If sufficient power is set to regain the glideslope before reaching the ground:
The "double negative" problem may arise if the pilot does not quickly retard the throttles
after glide recapture, i.e. throttles set too high for a stabilized approach in a no-wind
condition leading to a long and fast landing.
Take Off with a Tailwind Shear
FCB-FCB2 P 9/14
29 JUL 11
INCREASED PERFORMANCE
Tailwind to headwind
Calm to headwind
Tailwind to calm
Headwind to increased headwind
Approach with a Headwind Shear
FCB-FCB2 P 10/14
29 JUL 11
FCB-FCB2 P 11/14
29 JUL 11
FCB-FCB2 P 12/14
29 JUL 11
Airspeed decreases
A/C nose begins to pitch down
A/C drops below its nominal flight path.
Consequences
Initially the pilot may not fully appreciate the situation since he is taking off in increased
performance shear conditions. Progression into the downburst core causes a violent
and rapid loss of lift, followed by a high sink rate with very little loss of airspeed. Exiting
the downburst core below the nominal flight path (after 20 to 40 s) is then followed by a
low-level decreased performance tailwind shear
In this microburst example, the angle of attack is instantly decreased causing an
immediate loss of lift.
CLIMB GRADIENT AND ACCELERATION CAPABILITY
This section presents an example of A/C ability to maintain an horizontal flight at a given
airspeed, in case of tailwind shear or downdraft conditions by adjusting the thrust.
In practice, windshear conditions will very often be a combination of horizontal and vertical
shear components.
This will make it necessary to establish a tradeoff between climb gradient and acceleration
requirements.
a. Acceleration capability
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB2 P 13/14
29 JUL 11
In case of tailwind shear, the aircraft oppose a level flight acceleration capability. For
example, an A320 powered with CFM56-5A1 engines (A/C weight = 60 000 kg (132 300 lb),
FLAPS 3, pressure altitude = 0 ft, OAT at ISA) is able to maintain an horizontal flight in a
4 kt/s decreased performance shear, keeping a constant airspeed and increasing ground
speed of 4 kt/s.
If the horizontal shear exceeds the flight level acceleration, the airspeed will decrease and
will descend unless pitch attitude is increased.
b. Climb gradient maintainability
In downburst conditions, level flight will be maintained with the climb gradient maintainability.
In the following example (CFM 56-5A1, A/C weight = 60 000 kg (132 300 lb) pressure altitude
4 000 ft, OAT = 27 C, V = 142 kt), the aircraft has the capability to maintain level flight in
a 2 040 ft/min downdraft without any airspeed change. If the downdraft exceeds this climb
gradient capability, the A/C will descend unless pitch attitude is increased to adapt angle of
attack.
For information, a typical example:
FCB-FCB2 P 14/14
29 JUL 11
FCB-FCB5-PLP-TOC P 1/2
29 JUL 11
FCB-FCB5-PLP-TOC P 2/2
29 JUL 11
AVOIDING TAILSTRIKES
Ident.: FCB-FCB5-00013104.0001001 / 02 MAR 11
Applicable to: ALL
Inadvertent tailstrikes may occasionally occur, and may result in expensive structural damage.
Several tailstrikes have been reported throughout service life.
They are very often associated with such adverse conditions as crosswind, turbulence, windshear,
etc.
A/C GEOMETRY LIMITS
Two limits need to be considered:
The geometry limit corresponding to the main gear oleo fully extended (1)
The geometry limit corresponding to the main gear oleo fully compressed (2).
Example:
FULLY EXTENDED
FULLY COMPRESSED
Note:
A318
17.3
PITCH ATTITUDE
A319
A320
15.5
13.5
A321
11.2
15.7
13.9
9.7
11.7
CLEARANCE AT TOUCHDOWN
The following table provides the ground clearance in degrees for the A318, the A319, the A320,
and the A321 at landing (all numbers are mean values).
AIRCRAFT
A318
A319
GEOMETRY LIMIT
AT TOUCHDOWN
PITCH ATTITUDE AT
VAPP (VREF + 5)(1)
17.3
3.2
PITCH ATTITUDE
AT TOUCHDOWN
(VAPP - 8)(2)
7.8
15.5
3.4
7.7
CLEARANCE(3)
9.5
7.8
Continued on the following page
FCB-FCB5 P 1/6
29 JUL 11
AIRCRAFT
GEOMETRY LIMIT
AT TOUCHDOWN
PITCH ATTITUDE AT
VAPP (VREF + 5)(1)
13.5
3.3
11.2
2.4
A320
A321
(1)
(2)
(3)
6.6
4.6
When the approach speed is decreased by 5 kt, clearance decreases by approximately 1.3
(attitude at touchdown increases by 1.3 ).
TAILSTRIKE FACTOR AT TAKEOFF
Early rotation, over-rotation, excessive pitch rate, or a combination of these three factors are the
main causes of tailstrikes at takeoff.
EARLY ROTATION
Early rotation occurs, when:
A too low VR is computed
The rotation is initiated prior to VR.
Erroneous VR computation may occur, when the takeoff speeds are not crosschecked, or an
incorrect loadsheet data is used. At hot-and-high elevation airfields, the error can be critical.
Rotation initiated prior to VR due to:
Flaps improperly set for the calculated VR
Bird or obstacle avoidance leading to early rotation
Early rotation due to windshear, encountered during the takeoff roll. In such an event, the
FAA recommends rotation, 2 000 ft before the end of the runway.
OVER-ROTATION OR EXCESSIVE PITCH RATE
These two causes are generally associated with a second factor in tailstrike incidents (one
engine-out, aircraft out of trim, additive inputs from both pilots, early rotation, etc.).
Certification requires demonstration of a safe takeoff at VR -10 kt (2 engines) and VR -5 kt (1
engine).
The pitch and the pitch rate, obtained during these tests, are for information purposes only, and
are not certified limits.
FCB-FCB5 P 2/6
29 JUL 11
AIRCRAFT
WEIGHT (kg)
CG
CONFIG.
A318
CFM
60 145
15.6 %
CONF 2
61 725
15.4 %
CONF 3
A319
CFM
62 550
21.4 %
CONF 2
63 440
21.3 %
CONF 2
67 200
17.8 %
CONF 2
65 300
116.5 %
CONF 2
75 950
14.9 %
CONF 2
73 720
15.0 %
CONF 2
A320
A321
IAE
Note:
ROTATION SPEED
VR -10 kt
2 engines
VR -5 kt
1 engine-out
VR -10 kt
2 engines
VR -5 kt
1 engine-out
VR -10 kt
2 engines
VR -5 kt
1 engine-out
VR -10 kt
2 engines
VR -5 kt
1 engine-out
PER SEC
AT
LIFT-OFF
5.9 /s
10.6
5.3 /s
9.8
5.8 /s
12.5
5.9 /s
12.8
5.8 /s
9.5
5.4 /s
9.0
6.3 /s
8.5
5.4 /s
9.0
VR represents the speed at aircraft rotation, in order to obtain V2 at 35 ft, in the event
of an engine failure.
Normal rotation of 3 /s prevents a tailstrike, unless the rotation is initiated at a speed which is
far too low. This rotation is obtained in 5 to 6 s for an average 15 to 18 takeoff attitude.
TAILSTRIKE AT LANDING
Industry statistics show that tailstrikes 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.
DEVIATION FROM NORMAL LANDING TECHNIQUES
Deviations from normal landing techniques are the most common causes of tailstrikes, the main
reasons for this being:
a. Allowing speed to decrease well below VAPP before flare.
Flying at a too low speed means high a AOA and high pitch attitude, thus reducing ground
clearance. When reaching the flare height, the pilot will have to significantly increase the
pitch to reduce the sink rate. This may lead the pitch to go beyond the critical angle.
b. Prolonged hold-off for a smooth touchdown
As the pitch attitude increases, the pilot needs to focus further ahead to assess the aircraft's
position in relation to the ground. The attitude and distance relationship can lead to a pitch
attitude increase beyond the critical angle.
c. Too high flare
FCB-FCB5 P 3/6
29 JUL 11
A high flare can result in a combination of decreased airspeed and long float. Since both lead
to increased pitch attitude, the result is reduced tail clearance.
d. Too high a sink rate, just prior reaching the flare height.
In case of a too high sink rate close to the ground, the pilot may attempt to avoid a firm
touchdown by commanding a high pitch rate.
This action will significantly increase the pitch attitude and, as the resulting lift increase may
be insufficient to significantly reduce the sink rate, a firm touchdown may occur. In addition,
the high pitch rate may be difficult to control after touchdown, particularly in case of bounce.
e. Bouncing at touchdown
In case of bouncing at touchdown, the pilot may be tempted to increase the pitch attitude
so as to ensure a smooth second touchdown. If the bounce results from a firm touchdown
associated with a high pitch rate, it is important to control the pitch so that it does not further
increase beyond the critical angle.
APPROACH AND LANDING TECHNIQUES
A stabilized approach is essential for achieving successful landings. It is imperative that the
flare height be reached at the appropriate airspeed and flight path angle. A/THR and FPV are
effective aids to the pilot.
The VAPP should be determined with the wind corrections, given in FCOM/QRH, using FMGS
functions.
As a reminder, when close to the ground, the wind intensity tends to decrease and the wind
direction to turn (direction in degrees decreasing in northern latitudes).
Both effects may reduce the headwind component close to the ground, and the wind correction
to Vapp is there to compensate this effect.
When close to the ground, high sink rates should be avoided, even in an attempt to maintain
a close tracking of the glideslope. Priority should be given to attitude and sink rate. If a normal
touchdown distance is not possible, a go-around should be performed.
If the aircraft has reached the flare height at VAPP with a stabilized flight path angle, the normal
SOP landing technique will lead to repetitive touchdown attitude and airspeed.
Assuming an 8 kt speed decrease during flare, and a -1 flight path angle at touchdown, the
pitch attitude will increase by approximately 4.5 .
During flare, the pilot should not concentrate on the airspeed, but only on the attitude with
external cues.
Note:
Airspeed indication during flare is influenced by the static error due to the ground
effect.
The PNF should monitor the pitch attitude on the PFD and call "PITCH", whenever the following
pitch value is reached:
For the A318/A319/A320 : 10.0
: 7.5
For the A321
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB5 P 4/6
29 JUL 11
After touchdown, the pilot must "fly" the nosewheel smoothly, but without delay, on to the
runway, remaining prepared to counteract any residual pitch up effect of the ground spoilers.
Note:
The main part of the spoilers' pitch up effect is compensated by the flight control laws.
BOUNCING AT TOUCHDOWN
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.
FCB-FCB5 P 5/6
29 JUL 11
FCB-FCB5 P 6/6
29 JUL 11
FCB-FCB7-PLP-TOC P 1/2
25 NOV 11
FCB-FCB7-PLP-TOC P 2/2
25 NOV 11
FQI ACCURACY
Ident.: FCB-FCB7-00013106.0001001 / 14 NOV 11
Applicable to: ALL
INTRODUCTION
The FQI system installed on Airbus aircraft use probes to measure the quantity of fuel in the
different fuel tanks.
Each FQI probe consists of two fixed concentric tubes which form the plates of a capacitor.
The dielectric of this capacitor is provided by air and fuel which have different dielectric constants.
Therefore the capacitance of a vertically installed probe varies with the fuel level and gives an
indication of fuel quantity in the tank.
FQI ACCURACY ON AIRBUS INDUSTRIES PRODUCTS
The accuracy of any measuring device such as the FQI system, is dependant on various
parameters.
There are bias and random errors that can affect FQI system accuracy. Errors can involve
tank manufacturing tolerances, FQI computer inaccuracies, error in density determination,
probe-mounting tolerances, water that causes FQI over-reads, wing deflection, aircraft reference
improperly taken into account.
The following figure gives, the Airbus Industrie standard specifications for FQI system accuracies
on the A319/A320/A321:
Accuracy: 1 % of max tank capacity 1 % of actual fuel quantity.
Supplier:
A319/A320: Smiths and Intertechnique managed by Smiths
A321: BFE Goodrich and Sextant managed by BFE Goodrich.
New probes compared to A310/A300-600
Density sensors measuring all in-tank fuel as opposed to up-lifted fuel only for A310/A300-600
Attitude correction from IRS in addition to fuel surface probe cutting.
Each aircraft is checked on ground prior to delivery to be within the tolerances shown on the
following graphs (See Figure 1).
FAR/JAR 25.1337 requires that "each fuel quantity indicator is calibrated to read "zero" during
level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply..."
Tolerances are reduced when there is low level in the tanks in order to achieve an under-reading
of the FQI as required by the regulations.
FCB-FCB7 P 1/8
25 NOV 11
Figure 1
FCB-FCB7 P 2/8
25 NOV 11
Example (A320-200):
Actual FOB before refueling
Actual FOB after refueling
=
=
3 t (6 600 lb)
18 t (39 600 lb).
FCB-FCB7 P 3/8
25 NOV 11
In this case, although the reported discrepancy can be of the same magnitude as 2
maximum given above, after correction of FQI reading according to the calibration curve, the
remaining difference should be due to bowser error and APU burn only.
3 max 165 kg (363 lb)
Conclusion
When comparing bowser uplift versus FQI readings on ground, the maximum difference is:
1 max = [FQI over-read (start)] - [FQI under-read(end)] + bowser error + APU burn
Difference can be significant when FQI over/underreadings before and after refueling are very
different.
An aircraft presenting a 0 does not confirm its FQI system is more accurate than another
aircraft with a difference. It suggests (bowser error and APU burn not taken into account) that
over/underreadings before and after refueling are very close but not necessarily equal to 0.
IN FLIGHT
As a routine, crews should check the fuel on board (FOB) plus fuel used (FU) against the block
fuel during flight. This would detect fuel leaks and provide a more reliable basis of calculation in
case of either FQI or FU failure during flight.
Discrepancies have been observed during routine checks.
These discrepancies are made up from the three following inherent errors:
BLOCK FUEL (error constant throughout flight)
FU (error increasing during flight)
FOB (error decreasing during flight).
Example: A320 with 18 t
BLOCK FUEL: 18 t error = 370 kg (814 lb)
FOB: 3 t error = 220 kg (484 lb)
FU: 15 t error = 225 kg (495 lb)
In an extreme case:
Block Fuel = FOB + FU 815 kg (1 793 lb) + APU FU if any
and this with no system fault.
Consequently, it is important to know the FQI tolerances to understand discrepancies.
FCB-FCB7 P 4/8
25 NOV 11
Note:
FCB-FCB7 P 5/8
25 NOV 11
FCB-FCB7 P 6/8
25 NOV 11
CONCLUSION
Airbus Industrie has always improved FQI systems, because it is essential for crews to have a
reliable and accurate fuel quantity indication system.
Taking into account the difficulty of measuring the weight of a liquid stored in complex-shaped
tanks always moving, FQI system installed on Airbus aircraft has a good accuracy, well within
specifications and international standards.
It is important on certain flights with certain aircraft fitted with a FQI system presenting large
over-/underreadings, to know the particular FQI ground calibration curve.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB7 P 7/8
25 NOV 11
Crews should know this curve and FQI tolerances in order to:
Understand and reduce FQI discrepancies
Avoid delays
Save fuel
Adjust the payload.
FQI calibration should be done when deemed necessary by each operator as this will be profitable
for both operational and economic aspects.
FCB-FCB7 P 8/8
25 NOV 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB8-PLP-TOC P 1/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB8-PLP-TOC P 2/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Airlines often wonder whether they should allow passengers to operate electronic devices in the
cabin without any limit.
Federal Aviation Regulation (FAR) section 91.19 allows passengers to operate:
Portable voice recorders
Hearing aids
Heart pacemakers
Electric shavers
Any other portable electronic device that the operator of the aircraft has determined will not
cause interference with the navigation or communication system of the aircraft on which it is to
be used.
It is obvious that the myriad portable devices that now exists or that may be available in the future
cannot be tested.
As far as aircraft specific electrical flight controls and engine control computers on Airbus aircraft
are concerned, there is no chance of their operation being affected by passenger-operated
electronic devices, due to the high level of protection applied to these systems.
Nevertheless, this question arises for navigation and communication receivers and is applicable to
any aircraft.
A study has been conducted by an RTCA (Radio Technical Commission for Aeronautics) special
commitee.
The conclusion is that the probability of a passenger-operated device interfering with the ILS
localizer during a typical flight is about one in a million.
Airbus Industrie recommendations is that no portable device should be used during take-off and
landing.
Concerning radio phones Airbus Industrie recommends to prohibit the use of those devices.
FCB-FCB8 P 1/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB8 P 2/2
29 JUL 11
FCB-FCB9-PLP-TOC P 1/2
29 JUL 11
FCB-FCB9-PLP-TOC P 2/2
29 JUL 11
These are specific thrust acceleration logics when A/THR is engaged in thrust or speed mode. The
crew should be aware of each.
The purpose of the logic is to obtain adapted thrust variation to the whole flight envelope, depending
on the current mode engaged, "G" load limitation, and vertical modes switching if any.
This is based on different logics which can be summarized as following.
1. LOGIC IN THRUST MODE "CLB" (ASSOCIATED WITH OP CLB/EXP CLB/CLB)
1.1 WHEN AP IS ENGAGED
During thrust increased, the maximum acceleration rate is 20 %/sec until the N1 reaches N1
target minus 5 %. At that point, the acceleration logic is speed mode. This acceleration limit is
defined to achieve a smooth and rapid transition without noticeable speed excursion.
However normal acceleration rate is between 1.5 %/sec and 20 %/sec.
When target N1 minus 5 % is reached, N1 rate becomes 1.5 %/sec until target N1 (MAX CLB
Thrust) is obtained.
Note:
When decelerating (more than 10 kt between current speed and speed target), the N1
rate is maintained at 1.5 %/sec.
If FD bar commands are not smoothly followed or not followed at all, a speed
excursion may occur, due to the fact that the change of attitude is not adapted
to the thrust acceleration rate.
If required, additional manual thrust may be briefly added by the pilot during the
transition.
FCB-FCB9 P 1/2
29 JUL 11
FCB-FCB9 P 2/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB11-PLP-TOC P 1/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB11-PLP-TOC P 2/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
All radio altimeters are very sensitive to adverse weather conditions.
Reflections from hail clouds or heavy precipitation located between the ground and the aircraft,
may cause the radio altimeter to indicate a false height value momentarily.
These erroneous indications are also transmitted to other systems which may induce spurious
warnings or unexpected AP/FD guidance.
EXAMPLE
Under heavy rain condition at 2 600 ft, at least one of the radio altimeter delivered
a height indication of 480 ft during 13 s.
The warning "L/G gear not down" was displayed.
No other anomaly was reported until landing.
EXPLANATION
ORIGIN
A radio altimeter measures the shortest distance between the aircraft and the closest obstacles
below it.
During adverse weather conditions, returns can be generated due to reflection on hail clouds or
heavy rain. The energy which is reflected depends directly upon the hail or rain density.
If the energy received by the radio altimeter is powerful enough, it will be validated and a height
lower than the distance to the ground will be measured and sent to system users.
If the return is too weak, the measurement will be validated but the increased noise level may
hide the return from the ground and thus no height indication would be provided.
CHARACTERISTICS
This phenomenon is rare. Typical weather conditions which trigger these effects are not
frequent and generally isolated.
It is less likely with increased height.
Due to the physical nature of the hail and rain and the radio altimeter characteristics, the radio
altimeter indication will only be influenced if the distance between the A/C and the clouds is
equal or greater than 300 ft for rain and 80 ft for hail.
Both radio altimeters are likely to be affected simultaneously.
FCB-FCB11 P 1/2
29 JUL 11
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATIONAL CONSIDERATIONS
If both radio altimeters are affected simultaneously the crew may experience:
If the value is greater than 150 ft:
Spurious auto call out
Spurious ECAM or GPWS warnings.
If the value ranges between 150 ft and 80 ft:
During automatic approach:
Degradation of the guidance, glide slope is no longer flown, excessive deviation may occur
Variation of the longitudinal pitch and/or vertical speed leading to GPWS warning.
During manual approach:
No adverse effect could be reproduced during simulation but GPWS or auto call out
warning might be spuriously triggered.
CONCLUSION AND OPERATIONAL RECOMMENDATIONS
Very few cases of spurious radio altimeter indications have been reported to Airbus. Radio
altimeter sensitivity issues have been tuned to the limits of improvement. There is no practical
solution to cure the phenomenon without reducing system performance to an unsatisfactory
level. Crews need to be aware that erroneous radio altimeter behavior is rare, but can occur
during severe weather conditions. During approach and landing, crews need to consider this
phenomenon.
The weather radar may be used to detect heavy rain or hail.
The interpretation of the color codes is as follows:
Black rainfall rate
Green rainfall rate
Yellow rainfall rate
Red rainfall rate
less than
between
between
greater than
0.7 mm/hr
0.7 and 4 mm/hr
4 and 12 mm/hr
12 mm/hr
As an example stormy tropical shower rate can be as high as 500 mm/hr and uppest limit for hail
may reach 4700 mm/hr.
FCB-FCB11 P 2/2
29 JUL 11
FCB-FCB12-PLP-TOC P 1/2
30 MAY 12
FCB-FCB12-PLP-TOC P 2/2
30 MAY 12
FCB-FCB12 P 1/6
30 MAY 12
2nd example
STAR PERIK 1 and GORON 1 AT Genova (LSGG).
These STARs end at WPT SINEL located in the middle of the APPR 23.
This creates a F-PLN discontinuity and the procedure is not flyable. The NAV D.B. error is
linked to both coding and procedure concept.
FCB-FCB12 P 2/6
30 MAY 12
3rd example
On several non precision approaches, the final descent angle is coded for the last leg only
instead of the last 2 legs. Again this creates a level off segment which does not exist.
FCB-FCB12 P 3/6
30 MAY 12
Coding Errors
Coding errors generally have very similar effects on the FMGS system and may induce
position errors as well as misguidance:
1st example
Erroneous position of runway threshold at LFMT RWY 32R inducing a lateral offset during
non precision approach
2nd example
ILS/DME coded as an ILS only preventing autotuning of the DME in approach (IWW and
IGG at EGKK).
PROBLEMS LINKED TO ARINC 424 SPECIFICATION
If an item is not specified in the ARINC 424, it will not be part of the NAV D.B.
For example:
No specific field reserved for THR RED/ACC ALT. As a result, it is not possible to link such
information to a company route (e.g noise abatement). Defaulted value is provided instead.
Systematic Coding of HF Leg in Procedures
When a Final Approach procedure displays a Holding Pattern, this pattern is systematically
coded in the APPR VIA or STAR as an HF leg; this means that this holding is always taken
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB12 P 4/6
30 MAY 12
into account in the F-PLN, assuming one turn; in certain cases, this is realistic but in most
circumstances, it is not.
RECOMMENDATIONS
In order to control and correct NAVIGATION Data Base all pilots are encouraged to report to their
flight operations any misbehaviour which may have been induced by an incorrect data base.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB12 P 5/6
30 MAY 12
FCB-FCB12 P 6/6
30 MAY 12
FCB-FCB13-PLP-TOC P 1/2
29 JUL 11
FCB-FCB13-PLP-TOC P 2/2
29 JUL 11
Note:
This FCOM bulletin is only valid for aircraft equipped with FMGS full standard.
The FMGS full standard was introduced in 1992. During the first months of service, questions have
been raised on particularities of the system.
1. ALTITUDE PREDICTIONS NOT ACCURATE ON GROUND
Predicted altitudes indicated on the F-PLN A page are not accurate until take off; an error of a few
hundred feet may be noticed on predicted altitudes at all waypoints until lift off.
EXPLANATION
The predictions are computed using simplified model for the take off run. This causes a minor
error on the altitude predictions. Predictions are continuously updated during the take off roll
and once airborne, they are accurate.
2. SPURIOUS "FMS 1/FMS 2 SPD TGT DIFF" MSG
When changing of CRZ FL using the FCU altitude knob, the message "FMS 1/FMS 2 SPD TGT
DIFF" may come up.
EXPLANATION
The new FCU altitude is sent by the master FMGC to the slave, therefore predictions are not
computed at the same time on both FMGCs; a speed target difference may occur during a very
short period, triggering the message.
PROCEDURE
Disregard the message.
3. "IRS ONLY NAVIGATION" MSG TRIGGERED AT DESCENT PHASE SWITCHING
When the A/C is in IRS ONLY NAV mode, the message "IRS ONLY NAVIGATION" is triggered
when the A/C starts the descent.
EXPLANATION
The system logic is triggered when the FMGS navigation mode has been in inertial only for
more than 10 min in cruise or when the A/C is transitionning to descent phase without radio
updating.
If the FMGS is in IRS only navigation mode at descent phase switching, the message is
immediately triggered, reminding the crew that the A/C is operating without radio position.
FCB-FCB13 P 1/2
29 JUL 11
PROCEDURE
Perform a NAV ACCY CHECK.
4. VERTICAL DEVIATION DIFFERENT ON BOTH SIDES
In descent or approach the vertical deviation (VDEV) indicated on the PFD and PROG page may
differ on side 1 and 2.
EXPLANATION
The vertical deviation (VDEV) is computed independently on side 1 and 2; if FM 1/2 position
ground speed or other data used for VDEV computation differ slightly from side 1 and 2, a small
difference of VDEV will be observed during descent and/or approach.
5. INCREASE OF VERTICAL SPEED IN DES MODE
The vertical speed may increase noticeably for a short period of time during descent with DES
mode engaged. The V/S regains the normal value when intercepting the path.
EXPLANATION
When the A/C is above path and an increase of speed target is required manually or
automatically, the V/S will increase temporarily until the vertical profile is intercepted.
6. VLS COMPUTATION
6.1
6.2
The VLS computed by the FMGS uses the same algorithm and performance table as
the FAC. Nevertheless some differences may be observed due to the fact that the FAC
computes the VLS from flight parameters and the precision of the computation provides an
accuracy of 3 kt (PFD VLS).
In CONF 3, the performance table used to compute the VLS assumes the gear up
although the table provided in the QRH and FCOM assume gear down. A VLS difference
of 2 kt can be observed between performance table and FAC/FMGS in CONF 3.
FCB-FCB13 P 2/2
29 JUL 11
FCB-FCB15-PLP-TOC P 1/2
29 JUL 11
FCB-FCB15-PLP-TOC P 2/2
29 JUL 11
VMO/MMO DETERMINATION
Ident.: FCB-FCB15-00013115.0001001 / 02 MAR 11
Applicable to: ALL
GENERAL
VMO (the design cruising speed) is the maximum operating speed that the crew may fly within the
normal flight envelope. It is not authorized to fly intentionally above this limit.
VD is the design dive speed. VMO and VD must comply with load requirements (gust loads,
maneuvering loads). For example, the aircraft must be able to sustain a load factor of 2.5 up to
VD. The range between VMO/VD considers normal reaction time to the crew to use standard
recovery techniques for returning the aircraft to normal attitude at a speed of VMO/MMO.
The A319/A320/A321 are protected by the High Speed Protection law which automatically makes
the recovery if VMO is exceeded (between VMO and VMO +6) as shown in the following table.
HIGH SPEED/MACH TABLE
MD = 0.89
VD = 381 kt
MMO +0.04
VMO +20 kt
MMO +0.01
MMO +0.006
VMO +6 kt
VMO +4 kt
MMO = 0.82
VMO = 350 kt
MMO -0.006
MMO -0.02
VMO -3 kt
VMO -10 kt
VD = VMO +31 kt
Structural inspection required.
(Refer to relevant AMM section)
Upper limit for entry into HSP
Overspeed warning
Max operating SPEED/MACH and lower limit
for entry into HSP
Max upper speed range in DES mode.
Managed speed target limit (ECON mode)
Depending upon the speed trend, the autopilot will disconnect at or below VMO +6 kt/MMO
+0.01 and an automatic pitching up will allow VMO to be regained.
Per design, in DES mode or OP DES mode, autopilot authority is limited to 0.1 g compared to
0.15 g in EXPEDITE. This limitation was required by the launching customers for passenger's
comfort.
Due to the load factor limitation, some flight paths or environment conditions depending on their
magnitude, may not be counteracted by the autopilot leading to VMO/MMO overshoot.
A short exceedance of few knots above VMO has no consequences on the aircraft.
Nevertheless, an intentional exceedance is not authorized:
By regulation
Because above VMO/MMO the HSP (high speed protection) may be activated automatically.
Any pilot input to recover the target speed may be added to the HSP order, leading to a load
factor incompatible with passenger's comfort.
FCB-FCB15 P 1/2
29 JUL 11
For this reason, it is recommended to be smooth on the stick when manually recovering from a
VMO/MMO exceedance. In order to prevent this exceedance during descent, a procedure has
been described in Refer to PRO-NOR-SRP-01-60 Descent Initiation.
FCB-FCB15 P 2/2
29 JUL 11
FCB-FCB16-PLP-TOC P 1/2
29 JUL 11
FCB-FCB16-PLP-TOC P 2/2
29 JUL 11
INTRODUCTION
In order to continuously improve the man/machine interface, Airbus developed continuous product
improvement programmes (CPIP), the modifications of which are available for retrofit and are
commonly introduced on all new A320/A321 and on A319.
This FCOM bulletin details the differences which crews should be aware of.
DEFINITION
BASIC AIRCRAFT
The A320 equipped with full standard FMGS without CPIP (continuous production improvement
programme) nor ENERGY MANAGEMENT.
ADVANCED STANDARD
The A319/A320/A321 with CPIP 1 + 2 + 3, LOW ENERGY warning and ENERGY
MANAGEMENT. This standard is basic on the A319/A321 and A320 in current production and
can be retrofitted to all A320.
MODIFICATION DESCRIPTION
CPIP 1 (FCU MODIFICATION)
Altitude selection change inhibited during push/pull action. This modification prevents any
change of altitude during mode engagement.
HDG and V/S preselection time increased from 10 to 45 s.
V/S/FPA click differentiation for rapid selection:
1 click = 1 FPA
2 clicks = 100 ft/min V/S
CPIP 2 (FCU MODIFICATION)
V/S/FPA "push to level off" function.
When pushing the V/S/FPA selector knob, V/S/FPA target is set to zero.
4 digits for V/S target.
The V/S and FPA target are displayed in the window as followed:
V/S
= 4 digits
FPA = 2 digits
HDG/TRK target is synchronized when switching from HDG to TRK or vice versa.
SPD/MACH, HDG/TRK, METRIC ALT switching pushbuttons are labelled.
FCB-FCB16 P 1/8
29 JUL 11
FCB-FCB16 P 2/8
29 JUL 11
FCB-FCB16 P 3/8
29 JUL 11
All AP/FD modes are displayed as abbreviations (no dashes): (e.g. NAV, ALT CRZ, ALT
CSTR).
V/S or FPA target are displayed in the FMA: e.g. V/S: + 800
Message and MSG colours are changed as follows:
"MORE DRAG" white message instead of "AIRBRAKES"
"CHECK APP SEL'' white message instead of "CHECK APP GUIDANCE"
"SET MANAGED SPD" white message instead of "SET AUTO SPEED"
"SET GREEN DOT SPD" white message instead of "SET VFTO"
FCB-FCB16 P 4/8
29 JUL 11
THRUST LOCK is active until the thrust levers are moved out of corresponding detent (or alpha
floor activates)
Annunciation is enhanced as follows:
Repetitive gong and master CAUTION light
THR LK amber displayed on both PFDs
AUTO FLT A/THR OFF displayed on ECAM
Blue "THR LEVERS.....MOVE" displayed on ECAM
With a 5 s delay, flashing "ENG THRUST LOCKED".
FCB-FCB16 P 5/8
29 JUL 11
FCB-FCB16 P 6/8
29 JUL 11
OPERATIONAL CONSIDERATIONS
FCU MODIFICATION (CPIP 1 AND CPIP 2)
The introduction of FCU modifications does not significantly modify the published procedures:
V/S push to level off function
V/S = 0.0 selection may still apply; the "push to level off" function is a easier action. In both
cases, the crew must crosscheck with FMA.
Different digits for V/S and FPA
The procedure which consists of crosschecking (and announcing) V/S or FPA value obtained
on PFD remains mandatory.
Synchronisation of HDG/TRK target
This allows the switching from HDG to TRK or vice versa with bank angle.
Airbus still recommends the switching with wings level.
LOW ENERGY WARNING
This feature provides an advanced warning to the crew before alpha floor is triggered.
Standard procedures are unchanged and flight envelope remains the same.
Alpha floor and alpha protection are identical.
CPIP 3
The announciations of the FMA are self explanatory.
The procedure remains the same:
Any mode change is to be checked and announced.
When a new target is selected and activated through the FCU, the resulting guidance has to be
checked on the PFD.
ENERGY MANAGEMENT
The main feature of the ENERGY management is the suppression of the thrust lock when the
A/THR instinctive disconnect pushbutton is used.
The A/THR disconnection technique remains unchanged (Refer to PRO-SUP-70 Thrust Control),
and may be summarized as follows:
When A/THR is to be disconnected:
Move the thrust levers out of the applicable detent, to the current or desired thrust level
Depress the instinctive disconnected pb.
The new ECAM features facilitate the crew action but do not modify the procedures.
FCB-FCB16 P 7/8
29 JUL 11
FCB-FCB16 P 8/8
29 JUL 11
FCB-FCB17-PLP-TOC P 1/2
29 JUL 11
FCB-FCB17-PLP-TOC P 2/2
29 JUL 11
INTRODUCTION
The different speeds displayed to the crew on the main cockpit interfaces: PFD, MCDU, ND are
computed by the FACs, the FMGCs and the ADIRS.
PFD
FAC COMPUTATION
Computed on current aircraft status and configuration.
VLS
F
S
"O" Green Dot
Vprot
Vmax
Vsw (stall warning speed)
Each FAC computes its own speeds which are displayed on the relevant PFD:
FAC 1 on side 1
FAC 2 on side 2.
Each FMGC computes its own speeds displayed on the relevant MCDU:
FMGC 1 on side 1
FMGC 2 on side 2.
The algorithms used to compute the characteristic speeds are the same in both FAC and FMGC
but as the inputs are different, the resulting values may differ.
CHARACTERISTICS SPEEDS COMPUTED BY THE FAC
The FAC computes its characteristic speeds with 2 main inputs from ADIRS (Angle of Attack ()
and calibrated airspeed (Vc)). It also uses THS position, SFCC data and FADEC data.
From these inputs, the FAC computes a stall speed Vs which is used to determine the aircraft
weight.
The following sketch gives the basic architecture for FAC speed computation.
FCB-FCB17 P 1/6
29 JUL 11
AOA DETERMINATION
The angle of attack value used to compute the characteristic speeds is the mean value of the 3
AOAs (Vote).
Accuracy of the AOAs is a paramount factor in the weight calculation.
0.3 of error in the AOA results in a 3 t error in weight.
FCB-FCB17 P 2/6
29 JUL 11
WEIGHT COMPUTATION
FCB-FCB17 P 3/6
29 JUL 11
FCB-FCB17 P 4/6
29 JUL 11
FCB-FCB17 P 5/6
29 JUL 11
To determine the GW at landing, the FMGC uses the ZFW entered by the crew and
adds the fuel on board.
A significant difference between PFD and MCDU characteristic speeds may also
indicate an error in the ZFW as entered by the crew
FCB-FCB17 P 6/6
29 JUL 11
FCB-FCB18-PLP-TOC P 1/2
29 JUL 11
FCB-FCB18-PLP-TOC P 2/2
29 JUL 11
GENERAL
When an approach is flown in managed speed mode, the crew will notice that the target speed
(magenta) displayed on the PFD, is variable during the approach.
This approach target speed, also called IAS target, is computed in the FMGS using the "ground
speed mini function".
The purpose of the Ground speed mini function is to take advantage of the aircraft inertia,
when the wind conditions vary during the approach. The aircraft flies a target speed during the
approach and the energy of the aircraft is maintained above a minimum level ensuring standard
aerodynamic margins over stall.
If the A/THR is active in SPEED mode, it will automatically follow the IAS target, ensuring efficient
thrust management during the approach.
PRINCIPLE
The minimum energy level is based upon the ground speed the aircraft should have at touchdown,
when landing at VAPP with the expected wind. It is called "GROUND SPD MINI".
During the approach, the FMGS continuously computes the IAS target to keep the ground speed
at or above the "Ground Speed Mini", based upon the actual winds.
This IAS target is limited to VAPP
The IAS target is displayed on the PFD speed scale in magenta, when approach phase and
managed speed are active. It is independent of the AP/FD and/or the A/THR engagements.
The following examples provide a comparison between the ground speed mini function versus
the conventional selected speed hold function, in terms of speed target, and thrust management
during an approach where winds are varying.
FCB-FCB18 P 1/8
29 JUL 11
Ground speed mini function provides all the information necessary to manage the thrust smoothly
and efficiently during the approach, in the event of gusts or horizontal windshears.
FCB-FCB18 P 2/8
29 JUL 11
BASIC COMPUTATION
Wind is a key factor in the ground speed mini function.
TOWER WIND
It is the MAG WIND entered in the PERF approach page. It is the average wind as provided by
the ATIS or the tower. Gusts are not inserted; they are taken into account during ground speed
mini computation.
VAPP COMPUTATION
VAPP = VLS + 5 kt + 1/3 OF THE TOWER HEADWIND COMPONENT
VAPP = VLS + MAX (5, 1/3 OF THE TOWER HEADWIND
COMPONENT)
FCB-FCB18 P 3/8
29 JUL 11
VAPP
GS Mini
Current wind
in Approach
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
FCB-FCB18 P 4/8
29 JUL 11
CIRCLING APPROACH
The crew will insert (primary F-PLN) the instrument approach to be flown to MDA. The
secondary flight plan should contain final approach for the landing runway with the associated
wind information.
During the circling maneuver, the crew must activate the secondary in order to provide valid
ground speed mini information.
Example:
Instrument Approach on RWY 27
Circling Approach to RWY 09
Winds
a. 090/50 kt
b. 090/10 kt
c. 270/10 kt
d. 090/30 kt (TWR wind on PERF APPR)
VLS = 130 kt
FCB-FCB18 P 5/8
29 JUL 11
The IAS target is function of the runway which is selected in the active flight plan.
Let us consider that the aircraft is actually on Final Approach onto Runway 09, the approach
target speed in final will vary as follows in case Runway 27 or Runway 09 are inserted in the
FMS F-PLN:
FCB-FCB18 P 6/8
29 JUL 11
VAPP VALUE
(PERF APPR
PAGE)
GS MINI
(1) RUNWAY
09 A320
145 kt
115 kt
(1 ) RUNWAY
27 A320 (Mod
25225) A319, A321
140 kt
110 kt
(2) RUNWAY 27
135 kt
125 kt
ENCOUNTERED WINDS
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
165 kt
145 kt
145 kt
145 kt
160 kt
140 kt
140 kt
140 kt
175 kt
135 kt
135 kt
155 kt
CONCLUSION
If the landing runway inserted in the FMGS F-PLN is different from the actual landing runway,
MANAGED APPROACH SPD shall not be used since the resulting targets may be significantly
too high. (This rule applies wherever the FMS landing runway axis is different by 30 the actual
landing runway axis).
In this case, select the approach speed directly on the FCU.
FCB-FCB18 P 7/8
29 JUL 11
FCB-FCB18 P 8/8
29 JUL 11
FCB-FCB20-PLP-TOC P 1/2
29 JUL 11
FCB-FCB20-PLP-TOC P 2/2
29 JUL 11
FCB-FCB20 P 1/4
29 JUL 11
PROCEDURE
The cabin crew is recommended to inspect the lavatory smoke detectors for tampering before
every flight. If foreign bodies or sign of tampering are found, line maintenance should be
informed.
VACUUM TOILET RINSE VALVE LEAKAGE
(A/C with MOD 26145)
EXPLANATION
An increase in vacuum toilet rinse value leakage has been experienced. Leakage at the vacuum
toilet rinse valve in the forward lavatory may lead to water flooding in the cockpit with possible
water spillage in the avionic bay.
ACTION
Airbus Industrie has initiated a modification consisting of the introduction of an improved rinse
valve.
PROCEDURE
Pending the introduction of the improved rinse valve, it is recommended that the cabin crew
perform a toilet flush in each lavatory before the first flight of the day. This should minimize the
effect of possible overnight deposit inside the valve by draining the content.
The cabin crew should advise the maintenance if abnormal water accumulation is found.
FCB-FCB20 P 2/4
29 JUL 11
This grill is a cover for the ambient smoke detector and the air extraction duct. The view shown
is how the grill would appear when looked at from below.
This grill can be removed. Foreign objects (tissues, plastic bags) have been found packed
around the ambient smoke detector.
FCB-FCB20 P 3/4
29 JUL 11
FCB-FCB20 P 4/4
29 JUL 11
FCB-FCB22-PLP-TOC P 1/2
03 APR 12
FCB-FCB22-PLP-TOC P 2/2
03 APR 12
EGPWS DATABASE
Ident.: FCB-FCB22-00013123.0002001 / 29 MAR 12
Applicable to: ALL
PURPOSE
Airbus has received some reports of EGPWS warnings that were unduly triggered due to airport
data missing from the database.
It is the Airlines responsibility to identify the airport(s) where the terrain data is missing from the
database. During operation around such airports, the enhanced function must be switched off
(TERR pb OFF on overhead panel) when the aircraft position is less than 15 nm from the runway.
The purpose of this bulletin is to provide the operators and the flight crews with additional
information regarding the EGPWS database and the EGPWS system reaction when the
airport/terrain data is not included in the database.
The FCOM-LIM-34 (Refer to LIM-34 Enhanced Ground Proximity Warning System (EGPWS)) and
AFM-LIM-34 (Refer to AFM/APP-TAWS Limitations) provide limitations of the system.
1. THE ENHANCED GPWS FUNCTIONS
The purpose of the Enhanced Ground Proximity Warning System (EGPWS) is to alert the crew of
potential hazardous conditions with regards to Controlled Flight into Terrain (CFIT).
FCB-FCB22 P 1/6
03 APR 12
Two enhanced functions have been added to the basic modes of the GPWS. These functions are
the following:
Terrain Awareness and Display (TAD)
Terrain Clearance Floor (TCF)
The Terrain Awareness and Display (TAD) function compares the aircraft FMS position with
the local terrain in the database. It also computes two envelope boundaries ahead of the
aircraft. When terrain data conflicts with one of these envelopes, specific aural and visual
alerts are triggered.
This function also provides terrain data display on the Navigation Display (ND)
The Terrain Clearance Floor (TCF) function computes a terrain clearance envelope around
the airport runway. It is based on current aircraft location, nearest runway center point
position included in the database and radio height. When the aircraft enters this envelope,
an alert "TOO LOW TERRAIN" is produced even if the aircraft is in landing configuration.
This alert protects against an attempt to land where there is no airfield. This can be the case
for example when descending by mistake on a wrong vertical path during a non-precision
approach. This function operates during any flight phase.
FCB-FCB22 P 2/6
03 APR 12
FCB-FCB22 P 3/6
03 APR 12
FCB-FCB22 P 4/6
03 APR 12
necessary data in order that the database manufacturer can extend the database coverage to all
operated airports.
FCB-FCB22 P 5/6
03 APR 12
FCB-FCB22 P 6/6
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB23-PLP-TOC P 1/2
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB23-PLP-TOC P 2/2
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. BACKGROUND
The purpose of this FCOM Bulletin is to highlight SOP recommendations on the use of managed
guidance in approach.
The current body of published Instrument Approach Procedures (lAP) includes "old style"
procedures, based on conventional radio NAVAIDs which cannot always be coded in the
navigation database, in a suitable manner for satisfactory FMGS guidance in approach.
Note:
RNAV procedures are usually designed and coded for optimum FMGS guidance in
FINAL APP mode.
For conventional NPA using FMS managed lateral and vertical guidance, if the navigation
database has been obtained from approved suppliers compliant with the requirements of
ED76/DO200A, the validation of the approach coded in the database can be deferred to the flight
crew, checking the FM F-PLN (on MCDU and ND) against the published approach chart.
Note:
Conventional radio NAVAIDs must be available and monitored during the approach, and
must be considered as the primary means of navigation.
For RNAV approaches using FMS managed lateral guidance only, based on the provisions
of AMC 20 XZ (draft), if the navigation database has been obtained from approved suppliers
compliant with the requirements of ED76/DO0200A, the validation of the approach lateral flight
path coded in the navigation database can be deferred to the flight crew, checking the FM F-PLN
(on MCDU and ND) against the published approach chart.
Note:
When flying an RNAV approach using NAV mode associated with selected vertical
guidance (FPA, V/S), the distance to the runway or the MAP versus altitude is the
primary means of vertical navitation, the vertical deviation on the PFD may be unreliable.
For RNAV approaches using FMS managed lateral and vertical guidance, the vertical flight path
coded in the navigation database must be validated by the operator.
Validation of the navigation database should ensure that the lAP is of an eligible type, and is
correctly coded so that the aircraft in FINAL APP mode will fly a constant flight path angle from the
FAF to the runway with the required obstacle margins.
Different methods or processes can be used to validate the lAP that is coded in the navigation
database.
One method is to fly each approach in a simulator (or equivalent device), or with the aircraft when
weather conditions are good. An lAP that is regularly and correctly flown in FINAL APP mode can
be considered as validated.
FCB-FCB23 P 1/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Another method is to use a dedicated software to read the navigation database diskette. The
listing or display of the coded lAP is then assessed by comparing it with the approach chart. The
airline should keep an up-to-date record of the lAPs that are approved for the use of FINAL APP
mode.
2. IAP AND CODING REQUIREMENTS
A number of FMGC coding guidance requirements have been identified, and must be considered,
when performing navigation database validation for the use of managed guidance in approach. As
an example, the following drawings show the coding of an VOR DME lAP (with the MAP before the
runway), and the associated MCDU display. Refer to drawings below.
The final approach consists of a sequence of at least two waypoints. However, it more often
consists of 3, or 4, waypoints.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB23 P 2/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In the above example, the 3 waypoints are the FACF, the FAF, and the MAP. Sometimes, the
MAP is located at, or after, the runway threshold. We will see that it is important for the crew to
identify the MAP position. Sometimes, a Step Down Fix (SDF) is added on the approach final
descent, between the FAF and the MAP.
The SDF is not necessarily identical to the waypoints published on the approach chart. The
identification of the waypoints shown on the MCDU often differs from the identification shown on
the approach chart.
THE LATERAL F-PLN CODING REQUIREMENTS
The FACF and the FAF must be aligned with the approach course.
If the FACF and the FAF are collocated, the course change at the FAF should be small. A sharp
turn would prevent the aircraft from overflying the FAF, and the final descent would start before
the FAF, without the aircraft being established on the final approach course.
For aircraft equipped with Honeywell FMS, approach procedures, including a Pl-CF Leg
(PROC T displayed between 2 approach waypoints on the MCDU F-PLN page), are not
permitted with AP or FD managed guidance.
These approaches must be flown in selected guidance, using published approach chart and
NAVAID raw data.
THE VERTICAL F-PLN CODING REQUIREMENTS
An altitude constraint must be coded at each approach waypoint.
Any waypoint of the approach should not be common to a STAR or a VIA waypoint with different
altitude constraints. Combining altitude constraint may lead to erroneous vertical flight path
guidance.
An AT or ABOVE constraint can be used for an SDF.
When the MAP is located at, or before, the runway threshold, an FPA ( 0 ) must be
coded at the MAP. or at the runway threshold (RW). This FPA will appear on the MCDU,
between the MAP and the FAF, or any previous SDF in the final approach.
When the MAP is located after the runway threshold, an FPA = 0 must be coded at the
MAP.
For these "old style lAP", with the MAP after the runway threshold, and depending on the
position of the approach axis relative to the runway, FMGC guidance may start the final
approach descent slightly before the FAF. In most cases, the crossing altitude difference at the
FAF is not significant (less than 50 ft). But, sometimes, this difference may be higher. Therefore,
as it is not acceptable for the use of FINAL APP mode, we recommend validating the lAP with a
MAP after the runway threshold, either in a simulator (or equivalent device), or with the aircraft
in good weather conditions.
An FPA ( 0 ) must be coded for each SDF that is on the final approach descent. The
MAP of an RNAV lAP must be located at the runway threshold.
FCB-FCB23 P 3/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Additional vertical requirements for RNAV approaches (applicable to FMS Honeywell and
not applicable to FMS Honeywell R1A)
The MAP of RNAV approaches must be located at the runway threshold.
Whenever the FMGC identifies an lAP labelled RNAV, it constructs the vertical flight profile
assuming that there is an altitude constraint at the MAP equals to the runway threshold plus
50 ft. If the MAP is located significantly before the runway threshold, the FMGC computes an
incorrect vertical flight path, and will display a wrong vertical deviation indication (VDEV) on the
PFD.
Consequently, the MAP crossing altitude on the F-PLN page will be incorrect compared to the
published value.
As a result, an RNAV lAP with a MAP located before the runway threshold must not be
validated to be flown with the full FMS managed mode FINAL APP.
Note:
The approaches labelled "GPS" are not affected and can be flown in FINAL APP
mode.
FCB-FCB23 P 4/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The MAP of a GPS lAP can be located before the runway threshold.
FCB-FCB23 P 5/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the FAF is the TO waypoint, the FROM waypoint must not be cleared in an attempt
to perform a DIR TO/INTERCEPT.
To benefit from managed speed, and have a correct location of the DECEL point, it is
recommended to enter VAPP as a SPD CSTR at FAF.
2. DIR TO...
DIR TO FACF is permitted, 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.
DIR TO FAF is permitted, provided the resulting change in flight path course at FAF is
small.
For aircraft with FMS 2: DIR TO/INTERCEPT TO FAF is permitted, provided the RADIAL
IN corresponding to the final approach course (approach course + 180 ) is selected,
and that the interception angle is not so large that it prevents the aircraft from being
laterally-stabilized on the final approach course at the FAF.
3. Lateral F-PLN interception in HDG/TRK:
F-PLN must be intercepted before the FACF, and the interception angle should not be so
large that it prevents the aircraft from being laterally-stabilized on the final approach course
before reaching the FAF, or
Before FAF, at the latest, provided the interception angle is small.
CAUTION
Before arming NAV, check that the correct "TO" waypoint is displayed
on the ND.
The intercept path in HDG/TRK must not cause premature sequencing
of the FAF. The FAF should be sequenced in NAV mode, when
established on the final approach course.
FCB-FCB23 P 6/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB23 P 7/8
03 APR 12
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCB-FCB23 P 8/8
03 APR 12
FCB-FCB24-PLP-TOC P 1/2
29 JUL 11
FCB-FCB24-PLP-TOC P 2/2
29 JUL 11
FCB-FCB24 P 1/4
29 JUL 11
The PNF callout for excessive deviation is certainly an indication for the PF to decide/determine if
the approach becomes destabilized. However, the answer to this question is generally a matter of
pilot judgement. The pilot must assess whether or not it is possible to return to nominal conditions
early enough: That is, at the latest before flare initiation. If the pilot judges that it will not be
possible to start the flare at the correct height with the correct attitude, sink rate, and thrust, or if
the pilot starts to feel "out of the loop", then it is time to perform a go-around.
PNF CALLOUT
In approach, the PNF is expected to monitor the PFD and to make a callout, when some
parameters are exceeded.
The Airbus FCOM Standard Operating Procedures (Refer to PRO-SUP-91-20 and Refer to
PRO-NOR-SOP-18 and Refer to PRO-NOR-SOP-19) state that a callout should be made, if:
Speed becomes lower than the speed target -5 kt, or greater than the speed target +10 kt
Pitch attitude becomes lower than 2.5 nose down, or greater than 10 nose up
Bank angle becomes greater than 7
Descent rate becomes greater than 1 000 ft/min
Excessive LOC or GLIDE deviation occurs (Refer to PRO-NOR-SOP-18 only).
The suitable PF response would be to immediately take appropriate actions to control the
exceeded parameter and evaluate whether stabilized conditions will be recovered early enough.
Otherwise, a go-around must be initiated. The PF should acknowledge the PNF callout so that
crew coordination remains effective.
AIRCRAFT HANDLING ON THE LONGITUDINAL AXIS
The pilot's objective, with respect to the longitudinal axis, is to control the airspeed and the vertical
flight path. For thrust and speed control, it is recommended to use FMGS managed speed, in
order to benefit from the minimum GS function.
The A/THR is, in particular, best suited to tracking a moving target speed, when flying in managed
speed mode. Statistically, the A/THR provides the best protection against airspeed excursions and
its use is, therefore, recommended even in turbulent conditions, unless thrust variations become
excessive.
A/THR response to airspeed variations is the result of a design compromise between performance
and comfort, and it is optimized when the AP is engaged. Therefore, in turbulent conditions and
when flying manually, the pilot may sometimes find it to be too slow or lagging.
If conditions are such that a large speed decrease with engines at idle is anticipated, then the PF
may take over thrust manually to recover the speed target and continue the approach in manual
thrust.
It is not recommended to use the speedbrakes in the final approach. In final approach, the drag
with the Landing Gear down is normally sufficient to cope with all kinds of situations, including a
tailwind landing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB24 P 2/4
29 JUL 11
The pilot's objective, with respect to vertical navigation, is to maintain a constant flight path
angle down to the runway threshold, using the vertical deviation indication of an ILS, the FMGS
VDEV indication, the indication of an external lighting system, or visual cues. However, when
approaching flare height, the pilot's primary objective will progressively shift from vertical flight path
control to safe pitch attitude and vertical speed, to start the flare in good conditions. The PF will
primarily control the attitude and the vertical speed to perform a safe flare.
If the vertical speed is too high, prior to starting the flare, the vertical deceleration that can be
achieved during flare may be insufficient to avoid a hard landing. The aircraft may touch down with
an excessive residual vertical speed and pitch rate, which may lead to bouncing and exposure to
tailstrike.
The pilot should also consider that the flare height might vary slightly from one aircraft type
to another, depending on aircraft inertia. In the event of turbulence and wind gradient, pitch
monitoring is of primary importance when close to the ground. The pilot should react promptly
to any uncommanded pitch down tendency, to avoid ducking under, with a risk of premature
touchdown.
If vertical speed and pitch attitude become the primary objectives, the touchdown point might
occur slightly further ahead on the runway, thereby reducing the available stopping distance. In the
large majority of landings, and based on the pilot's judgement, this effect should be acceptable.
However, in case of doubt, it is always best to perform a go-around.
AIRCRAFT HANDLING ON THE LATERAL AXIS
Generally speaking, lateral handling of fly-by-wire aircraft is conventional. But, in very gusty
conditions, it is necessary to recall the principle of the flight control law in roll. With the sidestick,
the pilot can order a roll rate up to a maximum of 15 /s. However, the aerodynamic capacity of the
roll surfaces, when fully deflected, is much higher: That is, up to about 40 /s. This means that, if
the aircraft is flying through turbulence that produces a roll rate of 25 /s to the right, the aircraft
still has the capacity to roll to the left at a rate of 15 /s, with full sidestick command. This is more
than what is necessary in the worst conditions.
The sidestick's ergonomical design is such that the stop at full deflection is easily reached. This
may give the pilot the impression that the aircraft is limited in roll authority, because there is a time
delay before the pilot feels the result of his/her action. On conventional aircraft, due to the control
wheel inertia, the pilot needs considerably more time to reach the flight control stop.
The flight control system of Airbus fly-by-wire aircraft partially counteracts roll movements induced
by the effect of gust, even with the sidestick in the neutral position. The PF must ensure that the
overall corrective orders maintain the desired aircraft lateral axis. He/she will minimize lateral
inputs and will resist applying sidestick order from one stop to the other.
Every sidestick input is a roll rate demand, superimposed on the roll corrections already initiated
by the fly-by-wire system. The pilot should only apply "Ionger-term" corrections as needed.
FCB-FCB24 P 3/4
29 JUL 11
Before flare height, heading corrections should only be made with roll. As small bank angles are
possible and acceptable close to the ground, only small heading changes can be envisaged.
Otherwise, a go-around should be initiated.
Use of rudder, combined with roll inputs, should be avoided, since this may significantly increase
the pilot's lateral handling tasks. Rudder use should be limited to the "de-crab" maneuver in case
of crosswind, while maintaining the wings level, with the sidestick in the roll axis. (Refer to the
FCOM's SOP, for Crosswind Landing Techniques).
SUMMARY
In summary, the following are the main points addressed by this Bulletin:
Strictly observe the approach stabilization criteria to decide whether to land, or to perform a
go-around
Promptly react to any pitch down at low height, to avoid ducking under
Reach the flare height with the correct pitch attitude and sink rate
In turbulent conditions, it is recommended to use the A/THR, unless the PF is not satisfied by
the A/THR response
Refrain from excessive sidestick roll activity. Order "Ionger-term" roll corrections
Restrict rudder use to "de-crabbing" in crosswind.
FCB-FCB24 P 4/4
29 JUL 11
FCB-FCB25-PLP-TOC P 1/2
30 MAY 12
FCB-FCB25-PLP-TOC P 2/2
30 MAY 12
FCB-FCB25 P 1/8
30 MAY 12
2. With the rudder deflected as shown above, the aircraft yaws to the resulting overswing
sideslip angle, and then stabilizes at a somewhat smaller steady-state slideslip angle.
3. With the airplane yawed to the steady-state (static) sideslip angle corresponding to the above
rudder deflection, the certification regulations assume that the rudder pedal is released to
neutral.
Note:
Because the aircraft has natural yaw stability, returning the rudder to neutral will
also result in returning the sideslip angle to neutral.
FCB-FCB25 P 2/8
30 MAY 12
JAR/FAR 25 requires the above yawing maneuver to be analyzed over the full range of
specified conditions. The most severe loads imposed on the vertical stabilizer and rudder are
identified.
The same analysis is performed for lateral gusts, rolling maneuvers and asymmetrical engine
failure conditions. The most severe of all these cases and associated loads provides the design
basis for the vertical stabilizer and rudder.
The above loads define the limit loads according to JAR/FAR 25 requirements. These loads
correspond to the maximum loads that may be expected in service.
According to JAR/FAR 25 requirements, the ultimate loads are defined as the limit loads
multiplied by a prescribed safety factor of 1.5 unless otherwise specified.
The aircraft structure must be able to sustain limit loads without detrimental permanent
deformation and ultimate loads without failure for at least 3 s.
Higher loads could lead to structural failure.
FCB-FCB25 P 3/8
30 MAY 12
CAUTION
FCB-FCB25 P 4/8
30 MAY 12
As speed increases, the rudder deflection required by any yaw maneuver (eg, engine
failure and maximum asymmetric thrust) decreases, and consequently, so do rudder pedal
displacement and associated forces.
Rudder pedal displacement is almost linearly proportional to rudder deflection.
FCB-FCB25 P 5/8
30 MAY 12
To start moving the rudder pedals from the neutral position, a minimum force of 9 daN must
be applied ("breakout force")
At low speeds, i.e. up to approximately 150 kt, maximum available rudder deflection (25 for
the A320/A321 and 30 for the A318/A319) is obtained by moving the rudder pedals to their
maximum travel which represents a 30 daN force applied on the pedals
At higher speeds, for example at 350 kt, the maximum available rudder deflection is reduced
to approximately 4 . It is consequently obtained with less rudder pedal displacement which
represents approximately a 13 daN force applied on the pedals (approximately 40 % of the
maximum force to reach full pedal travel).
OPERATIONAL RECOMMENDATIONS
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following
recommendations must be observed.
1. The Rudder is Designed to Control the Aircraft, in the Following Circumstances
1.1 In Normal Operations, for Lateral Control:
During the takeoff roll, when on ground, especially in crosswind conditions
During landing flare with crosswind, for decrab purposes
During the landing roll, when on ground.
In these circumstances, large and even rapid rudder inputs may be necessary to maintain
control of the aircraft.
Rudder corrections should always be applied as necessary to obtain the appropriate
aircraft response.
On Airbus aircraft, the rudder control system includes a turn coordination function to
achieve acceptable turn coordination.
1.2 To Counteract Thrust Asymmetry
Full rudder authority can be used to compensate for the yawing moment of asymmetric
thrust.
Note:
At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine
failure) has relatively small effect on yaw control of the aircraft.
The amount of rudder required to counter an engine failure and center the
sideslip is small.
FCB-FCB25 P 6/8
30 MAY 12
In the event of a rudder travel limit system failure, refer to the relevant RUDDER
TRAVEL LIMIT FAULT procedure.
Rudder pedal reversals must never be incorporated into airline policy, including
so-called" aircraft defensive maneuvers" to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action and natural aircraft damping are
sufficient to adequately dampen dutch roll oscillations. The rudder should not be used to
complement the yaw damper.
Note:
Even if both yaw damper systems are lost, the rudder should not be used to
dampen the dutch roll. Refer to the YAW DAMPER FAULT procedure.
3. Special Cases
Recovery techniques from upset situations
Proper use of the rudder, particularly during maneuvers intended to address upset recovery,
are emphasized in the Airbus Training Program, supported by the industry-produced 1998
"UPSET RECOVERY TRAINING AID".
FCB-FCB25 P 7/8
30 MAY 12
FCB-FCB25 P 8/8
30 MAY 12
FCB-FCB26-PLP-TOC P 1/2
29 JUL 11
FCB-FCB26-PLP-TOC P 2/2
29 JUL 11
Various operators have reported occurrences of "unusual" yaw movement during the takeoff roll.
The large majority of these events took place in extremely hot weather conditions.
Flight crews have used such terms as "lateral jerk", lateral g-Ioad, or "yaw control perturbation", to
describe these occurrences.
Airbus has conducted extensive investigations, in order to fully understand the origin and cause of
these events, and to take into account any contributing conditions, whether it be technical or external.
DESCRIPTION OF THE OBSERVED EVENTS
The most significant of these events, included the following characteristics:
An initial sharp lateral disturbance, associated with short, but substantial, lateral acceleration
and heading variation
In most cases, the pilot took immediate action, with a sharp pedal deflection in the opposite
direction, in order to correct the heading and the lateral deviation
This induced a lateral acceleration peak, of approximately the same magnitude, in the opposite
direction.
The general characteristics of these events produce the typical DFDR traces, illustrated below:
FCB-FCB26 P 1/4
29 JUL 11
FCB-FCB26 P 2/4
29 JUL 11
disturbance; And analysis of these events has revealed that pilots had a tendency to overreact, by
increasing rudder input, and consequently increasing the magnitude of the lateral disturbance.
CONCLUSION
The objective of this FCOM Bulletin is to inform flight crews that they may encounter such lateral
disturbances, particularly in areas and in weather conditions where strong thermals have a
tendency to develop.
Pilots should, therefore, be prepared to react to these isolated disturbances by using the rudder
normally, and avoiding excessive rudder input.
FCB-FCB26 P 3/4
29 JUL 11
FCB-FCB26 P 4/4
29 JUL 11
FCB-FCB27-PLP-TOC P 1/2
29 JUL 11
FCB-FCB27-PLP-TOC P 2/2
29 JUL 11
FCB-FCB27 P 1/6
29 JUL 11
The automatic landing system performance has been demonstrated during certification with CAT
II/III ILS beams with a G/S from 2.5 to 3.15 .
There is no certification requirement to prove that the automatic landing system will perform as
expected at all conceivable airports.
Certification flight tests are performed on a limited number of airports equipped with a CAT II or
CAT III ILS. However, the simulation tests must include specific unusual terrain profile before
runway threshold and specific runway slope:
Runway slope of 0.8 % .
20 ft step before runway threshold
Rising terrain slope of 12.5 followed by 60 m horizontal surface just before runway threshold.
Airbus aircraft meet all these certification requirements.
In addition, Airbus has assessed in simulation the effect of terrain/runway profiles of specific
airports known to be somehow problematic ("special terrain/runway profile").
The appendix 8 of FAA AC 120-280 related to irregular terrain assessment as part of the CAT
III operational evaluation gives the following background: "FAA type design approval of flight
guidance systems provides for generic performance evaluation of autoland capability through
simulation with reference terrain conditions, and flight testing at a few particular locations. This is
to verify suitability of the design analysis. When an aircraft is type certificated for use of a flight
guidance system, it is not the intent, nor is it practical that each model of aircraft be tested at
each conceivable locations that it could potentially be used in operations ... While type design
certification addresses generic system performance, specific operational review and approval of
particular aircraft type/site autoland performance is necessary when minima are predicated on
the use of autoland. This is especially important at airports with irregular pre-threshold terrain
(e.g., cliffs, valleys, sea walls) in the area of final approach within approximately 1 500 ft of runway
threshold."
AUTOMATIC LANDING DISTANCE
The automatic landing distance calculation uses a realistic airborne distance obtained from flight
tests demonstrations - statistically determined as the mean touch down distance from runway
threshold plus 3 times the standard variation of this distance -, which is then added to a ground
distance calculated with maximum braking starting at the mean touchdown speed plus 3 times the
standard variation of this speed. The combined airborne and ground distances are then multiplied
by 1.15 to give the automatic landing distance. Refer to QRH Autoland.
The required landing distance cannot be less than the manual landing distance multiplied by 1.67
(or 1.67 x 1.15 on wet runway) or the automatic landing distance, whichever is the highest.
The airborne mean distance and its statistical variation is determined using data collected for
the certification process. A special runway profile (for example hill top double slope) may lead to
increase airborne distances.
FCB-FCB27 P 2/6
29 JUL 11
FCB-FCB27 P 3/6
29 JUL 11
For airports/runways that exhibit special characteristics (pre-threshold terrain, runway profile
or a combination of both), a specific operational evaluation is generally necessary. This initial
evaluation should consist in 4 to 6 automatic landings in typical wind conditions and representative
LW to be performed by a CAT III qualified and experienced pilot (Airline technical pilot, senior
training pilot, .... ).
DFDR data need to be analyzed to verify that the automatic landing system performed adequately.
Airbus may support the operator for this data analysis. This initial evaluation should be then
complemented by the monitoring of typically 25 automatic landings in line operation.
This evaluation program should be done with the agreement of the operational authorities using for
example the guidelines from FAA AC 120-280 Appendix 8.
AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS
Automatic landings need sometimes to be performed in CAT I or better weather conditions for
flight crew training purpose or for operational evaluation/demonstration.
Although the automatic landing system performance has been demonstrated during certification
with CAT II/III ILS beams, automatic landing is possible on a CAT I ILS, or on a CAT II/III ILS when
the ILS protection is not activated (Low Visibility Procedure not enforced), provided:
The operator has checked that the ILS beam quality and the effect of the terrain profile before
the runway have no adverse effect on autopilot guidance. For that, the operator should seek
information on terrain discontinuities before runway threshold and runway slope. Information
from other operators with the same aircraft type and airport authorities can also be used.
The flight crew is aware that LOC or G/S beam fluctuations independent of the aircraft
system may occur, and the PF is prepared to immediately disconnect the AP and to take the
appropriate action, should unsatisfactory guidance occur.
AUTOMATIC ROLLOUT ON CAT II RUNWAYS
For CAT II operations there is no requirement on LOC beam quality for the rollout segment.
Automatic rollout in CAT II operations on a runway that is not CAT III qualified remains under the
crew responsibility.
As LOC beam fluctuations independent of the aircraft system may occur, the PF should be
prepared to take over directional control if the AP disconnects during rollout, or to immediately
disconnect the AP if unsatisfactory rollout guidance occurs.
AUTOMATIC LANDING ABOVE MLW
For some Airbus models, the FCOM OVERWEIGHT LANDING procedure may indicate that
automatic landing is certified up to the MLW but that flight tests have been performed successfully
up to a higher LW. The FCOM states that in case of emergency, and under crew responsibility, an
automatic landing may be performed up to this higher LW, provided the runway is approved for
automatic landing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
FCB-FCB27 P 4/6
29 JUL 11
This means that Airbus has performed a number of automatic landings up to this higher LW for
average conditions in term of CG, wind, and runway characteristics. The full range of conditions
required by the certification requirements have not been assessed for LW higher than the MLW.
However, the tests performed are sufficient to indicate that the possibility of an automatic landing
is an option that the flight crew can consider in its decision making resulting from an emergency in
particular operational situation.
AUTOMATIC LANDING WITH OUT-OF-DATE ADIRS MAG VAR TABLE
Some Airbus SA and LR aircraft continue to fly a number of years with ADIRS part numbers fitted
with out-of-date magnetic variation tables. If the ADIRS magnetic variation differs by more than 2
or 3 (depending of aircraft type) compared to the airport current magnetic variation, the lateral
performance of the automatic landing and rollout is significantly affected, which prevents from
using the automatic landing system on these airports. Airbus publishes in the FCOM for each year,
the list of airports where automatic landing is no more authorized with these ADIRS part numbers.
AIRPORTS/RUNWAYS WITH "SPECIAL TERRAIN/RUNWAY PROFILE"
The consequences of irregular terrain or runway profile on the automatic landing system
performance can be quite variable.
For example, the automatic landing RW 03 R in Johannesburg (JNB) had to be suspended for the
Airbus SA until certification of a new standard of FMCG (refer to FCOM Limitation).
Another example is RW 32 in Leeds (LBA) also with Airbus SA where the consequence of the
runway profile is only a possibility of long flare. In this case an increase of the automatic landing
distance of 300 m is sufficient to address the runway specificity.
FCB-FCB27 P 5/6
29 JUL 11
FCB-FCB27 P 6/6
29 JUL 11
PERFORMANCE
PERFORMANCE
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
PER-LOD Loading
PER-OPD Operating Data
PER-THR Thrust Ratings
PER-TOF Takeoff
PER-FPL Flight Planning
PER-CLB Climb
PER-CRZ Cruise
PER-HLD Holding
PER-DES Descent
PER-GOA Go Around
PER-LDG Landing
PER-OEI One Engine Inoperative
PER-PLP-TOC P 1/2
18 SEP 12
PERFORMANCE
PRELIMINARY PAGES
A318/A319/A320/A321
TABLE OF CONTENTS
FLIGHT CREW
OPERATING MANUAL
PER-PLP-TOC P 2/2
18 SEP 12
PERFORMANCE
LOADING
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LOD-GEN GENERAL
DEFINITIONS...........................................................................................................................................................A
PER-LOD-FUL FUEL
GENERAL INFORMATION......................................................................................................................................A
REFUELING.............................................................................................................................................................B
GROUND FUEL TRANSFER..................................................................................................................................C
DEFUELING.............................................................................................................................................................D
OVERWING GRAVITY REFUELING...................................................................................................................... E
REFUELING WITH ONE ENGINE RUNNING........................................................................................................ F
APU START/SHUTDOWN DURING REFUELING/DEFUELING............................................................................G
USE OF MANUAL MAGNETIC INDICATORS (MMI)............................................................................................. H
PER-LOD-PLP-TOC P 1/2
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LOD-PLP-TOC P 2/2
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
ID
PER-LOD-WBA-FIT-10
FUEL INDEX TABLE FOR INNER
TANK
PER-LOD-WBA-FIT-10
FUEL INDEX TABLE FOR OUTER
TANK
PER-LOD-WBA-FIT-10
FUEL INDEX TABLE FOR CENTER
TANK
Reason
PER-LOD-PLP-SOH P 1/2
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LOD-PLP-SOH P 2/2
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-LOD-GEN-00001661.0001001 / 09 DEC 09
Applicable to: ALL
PER-LOD-GEN P 1/2
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-LOD-GEN P 2/2
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LOD-CGO-00001662.0002001 / 09 DEC 09
Applicable to: ALL
Each compartment is divided into sections, and is designed to be category D (for A320 and A319) or
category C (A321, A319
and A320
) as defined by FAR.
A placard in each compartment indicates the maximum authorized gross weight.
The compartments have separate lighting.
RESTRAINT SYSTEM
Ident.: PER-LOD-CGO-00001664.0001001 / 09 DEC 09
Applicable to: ALL
Divider nets subdivide the compartments to allow them to be partially loaded and to retain the bulk.
Door nets which protect the doors from shifting cargo, must be used whenever the compartment
contain cargo.
CARGO LOADING SYSTEM (IF INSTALLED)
Ident.: PER-LOD-CGO-00001665.0020001 / 09 DEC 09
Applicable to: ALL
A semi-automatic cargo loading system, which may be installed in forward and aft compartments,
loads pallets and containers.
A to D
PER-LOD-CGO P 1/6
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
CARGO CAPACITY
Ident.: PER-LOD-CGO-00001666.0003001 / 08 MAR 11
Applicable to: ALL
FULL BULK
The maximum load capacity for each cargo compartment is as follows :
Forward
Compartment 1
: 3 402 kg (7 500 lb)
Aft
Compartment 3
: 2 426 kg (5 349 lb)
Compartment 4
: 2 110 kg (4 652 lb)
Compartment 5
: 1 497 kg (3 300 lb)
NORMAL OPERATION
OPENING
On door
ACCESS DOOR OPERATING HANDLE................................................................ RELEASE
Push handle flap inward.
DOOR........................................................................................................................ UNLOCK
Move door operating handle downward (105 ) from LOCKED to UNLOCK position.
On door service panel
SERVICE PANEL ACCESS DOOR...............................................................................OPEN
LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN
The yellow hydraulic system is pressurized (YELLOW ELEC PUMP energized). Operation
of the flight controls and PTU is inhibited.
When the door is fully open (green light on the service panel is on) :
LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE
When released, the lever returns to the neutral position and shuts down the electric pump.
E to F
PER-LOD-CGO P 2/6
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
CLOSING
On door service panel
LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE
At first the lever locks in an intermediate position, maintaining a pre-set pressurization to
prevent the door from dropping open. The operator can then move the lever to CLOSE and
the door closes. When it is fully closed, the lever returns to the neutral position and shuts
down the electric pump.
Ensure that green indicator light goes off.
On door
DOOR............................................................................................................................. LOCK
Immediately push the door operating handle upwards to the locked position. When the door
is locked, the cargo doors view ports appear green, the CARGO door indication on ECAM
extinguishes, and the handle flap mechanism locks the operating handle.
On door service panel
ACCESS DOOR...........................................................................................................CLOSE
Ident.: PER-LOD-CGO-A-00001668.0002001 / 17 MAR 11
AUXILIARY OPERATION
In case of an electrical failure or if the electric pump fails, the operator can open or close the doors
by working the hand pump.
HAND PUMP OPENING
On door
DOOR........................................................................................................................ UNLOCK
Unlock the operating handle as if for normal operation.
On door service panel
SERVICE PANEL ACCESS DOOR...............................................................................OPEN
LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN
On ground service panel
HAND PUMP........................................................................................................... OPERATE
The door opens.
When the door is fully open (green light on the service panel is on) :
On door service panel
LEVER OF MANUAL SELECTOR VALVE....................................................... RELEASE
PER-LOD-CGO P 3/6
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
PER-LOD-CGO P 4/6
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
PER-LOD-CGO P 5/6
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
PER-LOD-CGO P 6/6
29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
GENERAL INFORMATION
Ident.: PER-LOD-FUL-A-NG00102
Applicable to: ALL
Ident.: PER-LOD-FUL-A-00001670.0010001 / 17 MAR 11
LITERS
US GALLONS
464
CENTER TANK
TOTAL
8 250
24 209
2 180
6 395
3 751
LITERS
US GALLONS
WING TANKS
OUTER CELL INNER CELL
1 760
13 849
464
3 659
LITERS
US GALLONS
CENTER
TANK
8 250
ACT 1
ACT 2
ACT 3
3 121
3 121
2 186
824
824
577
2 180
ACT 4
2 186
ACT 5
3 046
ACT 6
3 121
577
804
824
LITERS
US
GALLONS
TOTAL
without
ACTs
23 859
6 303
TOTAL
with 1 ACT
TOTAL with TOTAL with TOTAL with TOTAL with TOTAL with
2 ACTs
3 ACTs
4 ACTs
5 ACTs
6 ACTs
26 980
30 101
32 287
35 408
37 594
40 640
7 128
7 952
8 530
9 355
9 933
10 734
PER-LOD-FUL P 1/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
REFUELING
During automatic refueling, fuel goes into the center tank and the outer cell of the wing tanks
simultaneously. When the outer cell of the wing tank is full, fuel overflows into the inner cell.
When the center tank is full, fuel overflows into the ACTs
.
During manual refueling, fill the wing tanks first, then the center tank, then the ACTs
.
With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a
2 % thermal expansion of the fuel without its spilling through the vent system.
Electrical transients (caused by switching among the APU, the external and the engine electrical
supply) during automatic refueling may stop the process. If the automatic refueling process is
stopped, it is necessary to re-enter the Preselected Fuel Quantity.
PER-LOD-FUL P 2/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
REFUELING
Ident.: PER-LOD-FUL-B-NG00103
Applicable to: ALL
Ident.: PER-LOD-FUL-B-00001674.0002001 / 17 MAR 11
PREPARATION
ACCESS PLATFORM...................................................................................................IN POSITION
SAFETY PRECAUTIONS........................................................................................................APPLY
During refueling operations, ensure that:
No HF transmission (including HF transmission via the HF DATA LINK pb) is performed
The aircraft is properly bonded to the tanker
The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground
point (or to the tanker) before connecting it to the aircraft.In the cockpit, check that the PARK
BRK is ON and that the ACCU PRESS has sufficient pressure. Do not refuel, if a fire or engine
overheat warning is displayed. During refueling, do not operate the external lighting.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
A to B
PER-LOD-FUL P 3/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Note:
AUTOMATIC REFUELING
REFUEL VALVES............................................................................CHECK NORM and GUARDED
PRESELECTOR...........................................................................................................................SET
MODE SELECT.................................................................................................................... REFUEL
START REFUELING
When the refueling is finished the END light comes on.
ACTUAL QUANTITY.............................................................................................................. CHECK
The actual quantity must be within 100 kg (220 lb) of the preselected quantity.
MODE SELECT.................................................................................................OFF and GUARDED
Ident.: PER-LOD-FUL-B-00001675.0001001 / 17 MAR 11
MANUAL REFUELING
REFUEL VALVES..................................................................................................................... SHUT
MODE SELECT.................................................................................................................... REFUEL
REFUEL VALVES (tanks to be filled)...................................................................................... OPEN
START REFUELING
FUEL QTY..........................................................................................................................MONITOR
When the contents of the tanks reach the required level :
Corresponding REFUEL VALVES......................................................................................SHUT
MODE SELECT.......................................................................................... OFF and GUARDED
REFUEL VALVES................................................................................... NORM and GUARDED
PER-LOD-FUL P 4/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Note:
C to D
PER-LOD-FUL P 5/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
SAFETY PRECAUTIONS............................................................................................................APPLY
During defueling operations, ensure that:
No HF transmission (including HF transmission via the HF DATA LINK pb) is performed
The aircraft is properly bonded to the tanker
The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point
(or to the tanker) before connecting it to the aircraft. In the cockpit, check that the PARK BRK is
ON and that the ACCU PRESS has sufficient pressure. Do not defuel, if a fire or engine overheat
warning is displayed. During defueling, do not operate the external lighting.
Note:
Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly
into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center
tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing
tank).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
D to E
PER-LOD-FUL P 6/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
SAFETY PRECAUTIONS............................................................................................................APPLY
Disembark all passengers.
During refueling operations, ensure that:
No HF transmission (including HF transmission via the HF DATA LINK pb) is performed
The aircraft is properly bonded to the tanker
The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or
to the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12
1128 PB 301 for detailed safety procedures
Note:
PER-LOD-FUL P 7/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
FUEL/XFR VALVE 1/WING/L and R C/Bs (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/L
and R C/Bs (M22 and M23 on 121VU)................................................................................... PUSH
MODE SELECT................................................................................................... REFUEL then OFF
Check on FUEL page that the intercell transfer valves close.
Note:
The overwing refuel point is not at the highest point of the wing and therefore the wing
tanks cannot be filled to full.
REFUELING WITH ONE ENGINE RUNNING
Refuel with one engine running only at airports where no external ground pneumatic power is
available and only when APU is unserviceable.
Only the RH fuel couplings can be used.
Overwing gravity filling is not permitted.
Disembark all passengers.
Obtain airport authorization.
The Airport Fire Department should standby at the aircraft during the entire refueling procedure.
Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake and check its pressure.
Run engine n 1 at ground idle with its generator connected.
Do not start engine n 2, do not shut down engine n 1 or do not attempt to start the APU before all
fueling operations have been completed.
Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.
Follow manual refueling procedure.
OPERATION MONITORING
DURING THE ENTIRE REFUELING PROCEDURE :
Monitor the fuel truck shut off valve.
Be sure that the fueling company is keeping permanent control of the emergency fuel shut off
device.
Have a flight crew member in the cockpit monitoring all systems and the running engine.
Have a qualified ground crew member at the fueling station to operate the refuel valve
switches.
Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed
the following fuel quantities :
DENSITY (kg/l)
L(R) WING (kg)
CENTER (kg)
0.77
5 710
6 030
0.78
5 780
6 110
0.79
5 860
6 190
0.8
5 930
6 270
0.81
6 005
6 350
0.82
6 080
6 430
0.83
6 160
6 500
PER-LOD-FUL P 8/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FUEL
The T.O MEMO does not appear automatically since one engine is kept
running.
APU starts or shutdowns are permitted during refuel/defuel procedures. If it is necessary to operate
the APU, the limits that follow apply :
a. An APU start is not permitted during a refuel/defuel procedure if the APU has failed to start or an
automatic shutdown has occured
b. A normal APU shutdown must be completed if a fuel spill has occured during the refuel defuel
procedure.
GENERAL
Indicators are installed as follows:
Four in each wing tank: Three in the inner tank and one in the outer tank
One in the center tank
PER-LOD-FUL P 9/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Minus 1.5
Minus 1.0
Minus 0.5
0.0
Plus 0.5
Plus 1.0
Plus 1.5
REF
1
ROLL
Minus 1.5
Minus 1.0
Minus 0.5
0.0
Plus 0.5
Plus 1.0
Plus 1.5
2
3
4
5
6
7
REF
A
B
C
D
E
F
G
PER-LOD-FUL P 10/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Note:
PER-LOD-FUL P 11/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
Enter the table for the applicable aircraft wing side, aircraft attitude (grid square letter and
number), and the applicable MMI stick number, to find the volume of fuel in the wing tank (See
below).
Multiply the result by the specific gravity to find the fuel weight.
Ident.: PER-LOD-FUL-C-00001680.0003001 / 29 MAR 11
PER-LOD-FUL P 12/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
PER-LOD-FUL P 13/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
PER-LOD-FUL P 14/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
**
PER-LOD-FUL P 15/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
PER-LOD-FUL P 16/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
PER-LOD-FUL P 17/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
(*)
PER-LOD-FUL P 18/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
(*)
PER-LOD-FUL P 19/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
PER-LOD-FUL P 20/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
(*)
PER-LOD-FUL P 21/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
(*)
PER-LOD-FUL P 22/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
PER-LOD-FUL P 23/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
PER-LOD-FUL P 24/24
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LOD-WBA-LTS-00001685.0001001 / 09 DEC 09
Applicable to: ALL
This chart allows the determination of Aircraft CG location (MAC) function of dry operating weight,
pantry adjustment, cargo loads, passengers and fuel on board.
The operational limits shown on the load and trim sheet are more restrictive than the certified limits
because error margins have been taken into account.
The load and trim sheet needs to be updated when :
a modification which changes the aircraft certified limits is included or
a modification (cabin layout, cargo arrangement ...) which influences the operational limits is
made.
It is the airline responsibility to define a load and trim sheet and to keep it up to date. Refer to
PER-LOD-WBA-LTS DESCRIPTION is a description of the Load and Trim Sheet utilization (Refer to
PER-LOD-WBA-LTS LOAD AND TRIM SHEET), for a typical passenger arrangement.
Refer to customized load and trim sheet for preparing a revenue flight.
DATA
Ident.: PER-LOD-WBA-LTS-00001686.0002001 / 12 FEB 11
Applicable to: ALL
A to B
PER-LOD-WBA-LTS P 1/4
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
Ident.: PER-LOD-WBA-LTS-00001687.0002001 / 12 FEB 11
Applicable to: ALL
a.
b.
c.
d.
e.
f.
Note:
If there is no customized trim sheet for your airline in this section, do not use the
information enclosed herein for day to day operation as margins and load CG vary
with cabin and cargo layout.
When referring to CG lower than 27 %, an operational margin is taken into account. It is the
reason why performance at forward CG (lower than 25 %) must be used for operational CG
lower than 27 %.
PER-LOD-WBA-LTS P 2/4
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LOD-WBA-LTS P 3/4
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LOD-WBA-LTS P 4/4
03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The fuel index table has been established assuming a fuel distribution in accordance with refuel
distribution given in section Refer to PER-LOD-FUL-A GENERAL INFORMATION - REFUELING of
this volume.
If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet
CG will show a discrepancy. The following tables allow to determine the fuel index taking into
account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables
with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to
enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the
limits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load.
Note:
DATA:
These tables are valid only when used with the following formula for the index:
I = W (H-arm 18.85)/1 000 + K or I = [(CG 25) W 0.000042] + K
(Weight in kg, H-arm in m)
Fuel in left inner fuel tank = 4 500 kg
Fuel in right inner fuel tank = 4 500 kg
Fuel in left outer fuel tank = 200 kg
Fuel in right outer fuel tank = FULL
Fuel in center tank = 0 kg
Inner tank
Outer tank
Center tank
TOTAL
Left
Right
Left
Right
Weight
4 500
Index
3
4 500
200
691
0
+
0
9 891
2
0
PER-LOD-WBA-FIT-10 P 1/4
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
These tables are valid only when used with the following formulae for the index:
I=W(H-arm18.85)/1 000+K or I=[(CG25)W0.000042]+K (Weight in kg, H-arm in m)
Weight
500
1 000
1 500
2 000
2 500
3 000
3 500
4 000
4 500
5 000
FULL
Index
-1
-1
-2
-2
-2
-3
-3
-3
-3
-3
-2
Note:
These tables are valid only when used with the following formulae for the index:
I=W(H-arm18.85)/1 000+K or I=[(CG25)W0.000042]+K (Weight in kg, H-arm in m)
Weight
250
500
FULL
Index
1
1
2
B to C
PER-LOD-WBA-FIT-10 P 2/4
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
These tables are valid only when used with the following formulae for the index:
I=W(H-arm18.85)/1 000+K or I=[(CG25)W0.000042]+K (Weight in kg, H-arm in m)
Weight
500
1 000
1 500
2 000
2 500
3 000
3 500
4 000
4 500
5 000
5 500
6 000
FULL
Index
-1
-1
-2
-3
-3
-4
-5
-6
-7
-7
-8
-9
-10
PER-LOD-WBA-FIT-10 P 3/4
18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LOD-WBA-FIT-10 P 4/4
18 SEP 12
PERFORMANCE
OPERATING DATA
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN GENERAL
CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT..................................................................................A
INTERNATIONAL STANDARD ATMOSPHERE (ISA)............................................................................................B
CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE......................................................................................C
CONVERSIONS QFE HPA - IN. HG - FT..............................................................................................................D
WIND COMPONENTS (FOR TAKEOFF AND LANDING)......................................................................................E
ALTITUDE TEMPERATURE CORRECTION.......................................................................................................... F
PER-OPD-PLP-TOC P 1/2
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-PLP-TOC P 2/2
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 1/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 2/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 3/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 4/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 5/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 6/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 7/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
200
20
PER-OPD-GEN P 8/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
Airport Temperature C
-10
-20
-30
-40
-50
200
20
30
40
50
60
PER-OPD-GEN P 9/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN P 10/10
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-OPD-CON-AEO-00001657.0001001 / 23 FEB 11
Applicable to: ALL
The ground distance/air distance conversion tables show the air distance for a given ground distance
due to the influence of the wind.
The Tables are given for :
M .78
Long range speed.
M.78
Ident.: PER-OPD-CON-AEO-00001658.0001001 / 28 JAN 11
Applicable to: ALL
A to B
PER-OPD-CON-AEO P 1/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-CON-AEO P 2/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-CON-AEO P 3/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-CON-AEO P 4/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-OPD-CON-OEI-00004074.0001001 / 09 DEC 09
Applicable to: ALL
The ground distance/air distance conversion tables are used to calculate the air distance for a given
ground distance due to the influence of the wind.
Tables are given for :
LONG RANGE SPEED
FIXED SPEEDS
PER-OPD-CON-OEI P 1/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-CON-OEI P 2/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FIXED SPEEDS
Ident.: PER-OPD-CON-OEI-00001961.0001001 / 09 DEC 09
Applicable to: ALL
PER-OPD-CON-OEI P 3/4
29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OPD-CON-OEI P 4/4
29 JUL 11
PERFORMANCE
THRUST RATINGS
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-THR-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-THR-PLP-TOC P 1/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-THR-PLP-TOC P 2/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-THR-GEN-00004079.0001001 / 28 FEB 11
Applicable to: ALL
PER-THR-GEN P 1/2
29 JUL 11
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-THR-GEN P 2/2
29 JUL 11
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MTO-00001968.0001001 / 01 MAR 11
Applicable to: ALL
It is the maximum thrust certified for takeoff and is normally limited to five minutes.
This time is extended to ten minutes for engine out contingency, as authorized by the approved AFM.
PER-THR-MTO P 1/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
MAXIMUM TAKEOFF
Ident.: PER-THR-MTO-00001969.0017001 / 28 JAN 11
Applicable to: ALL
PER-THR-MTO P 2/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
PER-THR-MTO P 3/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
PER-THR-MTO P 4/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MGA-00001971.0001001 / 23 FEB 11
Applicable to: ALL
PER-THR-MGA P 1/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
MAXIMUM GO AROUND
Ident.: PER-THR-MGA-00001972.0024001 / 28 JAN 11
Applicable to: ALL
PER-THR-MGA P 2/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
PER-THR-MGA P 3/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
PER-THR-MGA P 4/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-FLX-00001973.0001001 / 23 FEB 11
Applicable to: ALL
It is a reduced takeoff thrust as compared to the maximum permissible. The related N1 is calculated
as a function of the flexible temperature entered in the FMGS MCDU. The flexible temperature is a
function of the aircraft weight and environmental conditions.
It guarantees that the regular performance requirements are met.
PER-THR-FLX P 1/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
FLEXIBLE TAKEOFF
Ident.: PER-THR-FLX-00001974.0008001 / 23 FEB 11
Applicable to: ALL
PER-THR-FLX P 2/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
PER-THR-FLX P 3/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
PER-THR-FLX P 4/4
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM CONTINUOUS
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MCT-00001975.0001001 / 28 FEB 11
Applicable to: ALL
It is the maximum thrust certified for continuous use. This rating should be used, at the pilots
discretion, only when required to ensure safe flight (engine failure).
PER-THR-MCT P 1/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM CONTINUOUS
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CONTINUOUS
Ident.: PER-THR-MCT-00001976.0011001 / 28 JAN 11
Applicable to: ALL
PER-THR-MCT P 2/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM CLIMB
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MCL-00001977.0001001 / 23 FEB 11
Applicable to: ALL
A to B
PER-THR-MCL P 1/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM CLIMB
FLIGHT CREW
OPERATING MANUAL
PER-THR-MCL P 2/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM CRUISE
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MCR-00001979.0004001 / 02 FEB 11
Applicable to: ALL
PER-THR-MCR P 1/2
03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
MAXIMUM CRUISE
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CRUISE
Ident.: PER-THR-MCR-00001980.0018001 / 28 FEB 11
Applicable to: ALL
PER-THR-MCR P 2/2
03 APR 12
PERFORMANCE
TAKEOFF
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-THR-FLX-30 REQUIREMENTS
REQUIREMENTS.................................................................................................................................................... A
PER-TOF-THR-FLX-40 RECOMMENDATION
GENERAL................................................................................................................................................................ A
TAKEOFF PROCEDURE........................................................................................................................................ B
PER-TOF-PLP-TOC P 1/6
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-12-30 EXTRAPOLATION
EXTRAPOLATION................................................................................................................................................... A
PER-TOF-TOC-12-50 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-14-30 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-PLP-TOC P 2/6
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-18-20 EXTRAPOLATION
EXTRAPOLATION................................................................................................................................................... A
PER-TOF-TOC-18-40 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-20-30 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-PLP-TOC P 3/6
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-PLP-TOC P 4/6
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-20 DEFINITIONS
DEFINITIONS...........................................................................................................................................................A
PER-TOF-CTA-40-40 EXAMPLE
TAKEOFF PERFORMANCE ON DRY RUNWAY...................................................................................................A
TAKEOFF PERFORMANCE ON WET RUNWAY.................................................................................................. B
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH..................................................C
PER-TOF-PLP-TOC P 5/6
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-PLP-TOC P 6/6
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
Toc
Index
PER-TOF-PLP-TOC
TAKEOFF CHART DESCRIPTION
PER-TOF-TOC-10-20
Corrections due to Different Takeoff
Conditions
ID
Reason
PER-TOF-PLP-SOH P 1/2
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-PLP-SOH P 2/2
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff
weight. When this happens, it can meet the required performance (runway, second segment,
obstacle,...) with a decreased thrust that is adapted to the weight : this is called FLEXIBLE TAKEOFF
and the thrust is called FLEXIBLE TAKEOFF THRUST.
The use of flexible takeoff thrust saves engine life.
PER-TOF-THR-FLX-10 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-THR-FLX-10 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum
permissible takeoff weight for the actual temperature. The maximum permissible takeoff weight
decreases when temperature increases, so it is possible to assume a temperature at which
the actual takeoff weight would be the limiting one. This temperature is called FLEXIBLE
TEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TO
page in order to get the adapted thrust.
PER-TOF-THR-FLX-20 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-THR-FLX-20 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REQUIREMENTS
REQUIREMENTS
Ident.: PER-TOF-THR-FLX-30-00001792.0017001 / 15 MAR 11
Applicable to: ALL
Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.
The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions.
The FADEC takes the above two constraints into account to determine flexible N1.
The above two constraints also limit the maximum flexible temperature at ISA+ 53 (68 C at sea
level).
The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff
flight path computation (at ISA +40).
The flexible temperature cannot be lower than the flat rating temperature, TREF ( ISA +29 up to
2 000 ft) (See Note), or the actual temperature (OAT).
Note:
PER-TOF-THR-FLX-30 P 1/2
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-THR-FLX-30 P 2/2
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RECOMMENDATION
GENERAL
Ident.: PER-TOF-THR-FLX-40-00001720.0002001 / 23 FEB 11
Applicable to: ALL
In order to extend engine life and save maintenance costs, it is recommended to use flexible thrust
reduction.
However, to improve the takeoff performance, the thrust can be increased by selecting a lower
flexible temperature.
Using the same takeoff chart, for a given weight it is possible to :
Select a temperature lower than the maximum determined one and keep the speeds defined at
maximum temperature or,
Move towards the left side (tailwind) of the takeoff chart while remaining within the same
configuration and looking for the same actual takeoff weight at lower temperature.
This produces a lower flexible temperature and, in general, lower takeoff speeds (V1/VR/V2).
Using one of the two above possibilities, check that the selected temperature is greater than the
actual temperature (OAT) and greater than the flat rating temperature (TREF).
PER-TOF-THR-FLX-40 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF PROCEDURE
Ident.: PER-TOF-THR-FLX-40-00001721.0001001 / 28 JAN 11
Applicable to: ALL
PROCEDURE
Use the flap setting giving the highest
flexible temperature.
When flexible temperature difference
between two flap settings is low, use the
highest flap setting.
REASON
Extend engine life and save
maintenance costs.
Use CONF2/CONF3
Use CONF2/CONF3
or
Move towards left side of the takeoff chart
Improve comfort
Improve comfort
Improve stopping distance
PER-TOF-THR-FLX-40 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS
Ident.: PER-TOF-TOC-05-00001704.0001001 / 21 MAR 11
Applicable to: ALL
Takeoff charts are required to provide performance at takeoff. It is possible to present the charts in
two different ways, one of which is selected by the airline. The different presentations are :
temperature entry (temperature provided in the left column)
weight entry (weight provided in the left column).
Both presentations are described here after. Sections PER-TOF-TOC-10, 12 and 14 are relative to
temperature entry while PER-TOF-TOC-16, 18 and 20 are relative to weight entry.
PER-TOF-TOC-05 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-05 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Ident.: PER-TOF-TOC-10-10-00001705.0001001 / 23 FEB 11
Applicable to: ALL
Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of
flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff
weight (or a maximum takeoff temperature for an actual weight).
The takeoff thrust produced by the engine varies as follows :
The optimization process calculates the speeds which will produce the maximum takeoff weight.
To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second
segment..., as shown on the figure charts below.
On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine
out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.
PER-TOF-TOC-10-10 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-10 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version
and for a particular runway specified at the top of the chart. The top of the chart also gives some
information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 5 wind values per configuration. This allows the
crew to select the configuration that gives either :
the highest permissible takeoff weight, or, for a given weight,
the highest flexible temperature.
If different configurations give equivalent performance, the crew should select the configuration
associated with the lowest takeoff speeds.
For each temperature value (and for a given configuration and wind), the chart provides the following
information :
:
:
:
:
:
:
:
:
:
1
2
3
4
5
6
7
8
9
PER-TOF-TOC-10-20 P 1/4
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply
corrections. Two types of correction are available :
Conservative corrections on Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS (to be
used when not provided on the chart).
Corrections (less restrictive) listed on the chart, to be applied as explained below.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff
performance at a more forward CG by decreasing the takeoff weight by 1 000 kg
(2 200 lb) and increasing V1, VR and V2 by 1 kt.
25 % CG is the basic certified limit, on which all takeoff computations are based. To
take into account the operational margins, the above penalties must be applied when
operational CG is forward 27 % CG.
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC limitation or are VMC limited.
Note:
B to C
PER-TOF-TOC-10-20 P 2/4
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MINIMUM SPEEDS
Ident.: PER-TOF-TOC-10-20-00005372.0001001 / 02 MAR 11
Applicable to: ALL
Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.
They are only applicable in case of speed corrections.
These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff
chart.
FLEX TEMPERATURE INDICATOR
Ident.: PER-TOF-TOC-10-20-00005373.0001001 / 18 FEB 11
Applicable to: ALL
On the temperature entry chart, the temperature column may display asterisks or have a gray band
to indicate temperature values above TMAX and which are flex temperature.
D to E
PER-TOF-TOC-10-20 P 3/4
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-20 P 4/4
18 SEP 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE
Ident.: PER-TOF-TOC-10-30-00001708.0001001 / 23 FEB 11
Applicable to: ALL
The performance given in the chart is consistent with the flight path specified for the aircraft with one
engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart describes a
specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn
should be performed with a maximum bank of 15 until the aircraft reaches 1 500 ft or until green
dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by
at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most
adverse conditions.
TAKEOFF ON A WET RUNWAY
Ident.: PER-TOF-TOC-10-30-00001709.0002001 / 23 FEB 11
Applicable to: ALL
Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that
obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the
lower of the two weights (or flexible temperature) and the associated speeds determined for a wet
runway.
Note:
The crew need not compare the charts if the top of the wet runway chart specifies DRY
CHECK. (The comparison has already been inserted in the WET runway calculation).
A to B
PER-TOF-TOC-10-30 P 1/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-30 P 2/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-30 P 3/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-30 P 4/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-30 P 5/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-10-30 P 6/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The takeoff chart is computed for a given runway under a set of conditions, which are:
OAT
Wind
Configuration
QNH, air conditioning, anti ice...
Two configurations are produced on the chart. This enables the crew to select that giving the highest
permissible takeoff weight. In case of equivalent performance, retain the configuration giving the
lower takeoff speeds.
For a given configuration, enter the chart with the OAT and wind value to determine the maximum
permissible weight. For an OAT or wind value not presented on the chart, interpolate between two
consecutive temperature rows and/or two consecutive wind columns. Conservative OAT or wind
values can also be considered. No extrapolation is allowed.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Ident.: PER-TOF-TOC-12-10-00001713.0002001 / 28 JAN 11
Applicable to: ALL
Retain the maximum takeoff weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
A to B
PER-TOF-TOC-12-10 P 1/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
C to D
PER-TOF-TOC-12-10 P 2/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
QNH correction is given for 10 hPa . It is allowed to extrapolate linearly for greater QNH
deviation.
When using a takeoff chart with failure cases, it is not allowed to combine two failure
cases.
Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first.
If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
No speed check is required for the first correction. However, if the first influence
correction follows a conversative FCOM correction, a speed check is required.
EXAMPLE 2
DATA :
OAT
=
Head Wind =
25 C
10 kt
PER-TOF-TOC-12-10 P 3/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
QNH
=
WET runway
1 028 hPa
82.1
82.1
- 1.2
80.9
+ 0.3
81.2
Takeoff Configuration : 2
V1
VR
156
156
-10
146
+1
147
V2
157
162
157
-1
156
+2
158
162
-1
161
+2
163
PER-TOF-TOC-12-10 P 4/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Proceed as follows:
1. Enter the chart with selected configuration, OAT and wind to read the maximum takeoff weight.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds
for intermediate weight in the same column (same wind and configuration).
3. Apply corrections from RTOW chart as explained above.
EXAMPLE 3
DATA :
OAT
= 25 C
Head wind = 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway
PER-TOF-TOC-12-10 P 5/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TOW
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
82.1
- 2.2
79.9
- 1.2
78.7
+ 0.3
79.0
152
-10
142
+1
143
V2
153
-1
152
+2
154
158
-1
157
+2
159
PER-TOF-TOC-12-10 P 6/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXTRAPOLATION
EXTRAPOLATION
Ident.: PER-TOF-TOC-12-30-00001716.0002001 / 01 MAR 11
Applicable to: ALL
For a takeoff weight lower than those displayed on the chart, associated speeds are calculated as
follows :
1. For given configuration and wind, note the speeds associated with the takeoff weight in the row
displaying the highest permissible temperature.
2. Apply speed corrections provided at the bottom of the RTOW chart to V1, VR and V2 limited to the
minimum speeds.
PER-TOF-TOC-12-30 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-12-30 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation
is provided in the Flight Manual and in Refer to LIM-11 Weight Limitations. Compare the maximum
structural takeoff weight to the maximum permissible takeoff weight computed for given conditions
and retain the lower of the two values.
PER-TOF-TOC-12-40 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-12-40 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
SUMMARY
Ident.: PER-TOF-TOC-12-50-00006313.0001001 / 11 MAR 11
Applicable to: ALL
PER-TOF-TOC-12-50 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-12-50 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see
previous section) and ensure that the actual takeoff weight is lower than the determined maximum
takeoff weight.
Enter the RTOW chart with the wind condition to interpolate for the actual takeoff weight. Read the
flexible temperature in the temperature column corresponding to the actual weight.
Repeat this process for the other configuration available. Select the configuration giving the
highest flexible temperature.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Ident.: PER-TOF-TOC-14-10-00001723.0001001 / 28 JAN 11
Applicable to: ALL
When the takeoff conditions are different from those provided on the chart, apply the associated
corrections.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible
temperature at a more forward CG by decreasing the flexible temperature by 2 C. V1, VR
and V2 must be increased by 1 kt.
A to B
PER-TOF-TOC-14-10 P 1/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
C to D
PER-TOF-TOC-14-10 P 2/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
QNH correction is given for 10 hPa. It is allowed to extrapolate linearly for greater QNH
deviation.
Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.
PER-TOF-TOC-14-10 P 3/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
When the flexible temperature is higher than TVMC, it is allowed to limit the flexible
temperature to TVMC and apply only corrections from lines 1 and 2.
If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
EXAMPLE 5
DATA
Actual = 76 000 kg
takeoff
weight
Head = 10 kt
wind
QNH = 1 028 hPa
WET runway
Air conditioning OFF
Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine
the maximum permissible takeoff weight (see example 2). The actual weight being lower than the
maximum one, flexible takeoff is possible.
Enter the10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,
Flexible temperature.................................................................................................................. 52 C
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,
Flexible temperature.................................................................................................................. 52 C
Equivalent performance is obtained from the two different configurations.
Retain CONF 2 as the speeds are lower.
Takeoff speeds are V1 = 149 kt, VR = 150 kt, V2 = 155 kt
Apply WET correction
For flexible temperature < TVMC (54 C), Tflex =...................................................................-2 C
Intermediate flex temperature................................................................................................ = 50 C
Associated speeds,
V1 = 149 kt 10 = 139 kt
VR = 150 kt 1= 149 kt
V2 = 150 kt 1 = 154 kt
Check V2 against VMU limitation Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)
Apply QNH correction
For flex temperature < TVMC (54 C), Tflex =......................................................................... 0 C
Maximum flexible temperature............................................................................................... = 50 C
Check that OAT/TREF < flex temperature TMAXFLEX
No speed correction.
Takeoff speeds are V1 = 139 kt, VR = 149 kt, V2 = 154 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PER-TOF-TOC-14-10 P 4/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Tflex
52
Takeoff Configuration: 1 + F
V1
VR
149
150
V2
155
52
149
150
-2
-10
-1
155
-1
50
139
149
154
50
139
149
154
PER-TOF-TOC-14-10 P 5/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for QNH and bleed influences.
EXAMPLE 6
DATA:
PER-TOF-TOC-14-10 P 6/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Tflex
52
Takeoff Configuration : 1 + F
V1
VR
150
150
V2
155
-7
45
150
150
155
-1
-5
-1
-1
44
145
149
154
44
145
149
154
PER-TOF-TOC-14-10 P 7/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-14-10 P 8/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In some cases when the actual takeoff weight is lower than the maximum permissible one but no
flexible takeoff possible (that is flexible temperature lower than TREF or OAT) :
It is mandatory to use TOGA thrust
You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
PER-TOF-TOC-14-20 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-14-20 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
PER-TOF-TOC-14-30 P 1/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
Ident.: PER-TOF-TOC-14-30-00006034.0001001 / 24 MAR 11
Applicable to: ALL
PER-TOF-TOC-14-30 P 2/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-14-30 P 3/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-14-30 P 4/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Ident.: PER-TOF-TOC-16-10-00001727.0001001 / 01 MAR 11
Applicable to: ALL
Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of
flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff
weight (or a maximum takeoff temperature for an actual weight).
The takeoff thrust produced by the engine varies as follows :
The optimization process calculates the speeds which will produce the maximum takeoff weight.
To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second
segment..., as shown on the charts below.
On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine
out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.
PER-TOF-TOC-16-10 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-10 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version
and for a particular runway specified at the top of the chart. The top of the chart also gives some
information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 4 wind values per configuration. This allows the
crew to select the configuration that gives either :
the highest permissible takeoff weight, or, for a given weight,
the highest flexible temperature.
If different configurations give equivalent performance, the crew should select the configuration
associated with the lowest takeoff speeds.
The left column of the chart contains weight entry. For each weight entry (and for a given
configuration and wind), the chart provides the following information :
Note:
The takeoff weight is the sum of the weight entry and the delta weight.
:
:
:
:
:
:
:
:
:
1
2
3
4
5
6
7
8
9
PER-TOF-TOC-16-20 P 1/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply
corrections.
Two types of corrections are available :
Conservative corrections (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) (to be
used when not provided on the chart).
Corrections (less restrictive) listed on the chart, to be applied as explained below.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff
performance at a more forward CG by decreasing the takeoff weight by 1 000 kg (2 200 lb)
and increasing V1, VR and V2 by 1 kt.
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC limitation or are VMC limited.
Note:
B to C
PER-TOF-TOC-16-20 P 2/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MINIMUM SPEED
Ident.: PER-TOF-TOC-16-20-00006634.0001001 / 04 MAR 11
Applicable to: ALL
Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.
They are only applicable in case of speed corrections.
These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff
chart.
PER-TOF-TOC-16-20 P 3/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-20 P 4/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE
Ident.: PER-TOF-TOC-16-30-00001730.0001001 / 10 DEC 09
Applicable to: ALL
The performance given in the chart is consistent with the flight path specified for the aircraft with one
engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart describes a
specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn
should be performed with a maximum bank of 15 until the aircraft reaches 1 500 ft or until green
dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by
at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most
adverse conditions.
TAKEOFF ON A WET RUNWAY
Ident.: PER-TOF-TOC-16-30-00001731.0002001 / 10 DEC 09
Applicable to: ALL
Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that
obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the
lower of the two weights (or flexible temperature) and the associated speeds determined for a wet
runway.
Note:
The crew need not compare the charts if the top of the wet runway chart specifies DRY
CHECK. (The comparison has already been inserted in the WET runway calculation).
A to B
PER-TOF-TOC-16-30 P 1/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-30 P 2/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-30 P 3/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-30 P 4/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RTOW EXAMPLE
Ident.: PER-TOF-TOC-16-30-00001733.0013001 / 10 DEC 09
Applicable to: ALL
PER-TOF-TOC-16-30 P 5/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-30 P 6/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The takeoff chart is computed for a given runway under a set of conditions, which are :
OAT
Wind
Configuration
QNH, air conditioning, anti ice...
Two configurations are produced on the chart. This enables the crew to select that giving the highest
permissible takeoff weight.
In case of equivalent performance, retain the configuration giving the lower takeoff speeds.
PER-TOF-TOC-18-10 P 1/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MTOW DETERMINATION
Ident.: PER-TOF-TOC-18-10-00013648.0002001 / 01 MAR 11
Applicable to: ALL
Enter the chart with the given configuration and actual wind column reading the temperature value.
This temperature value stands for the OAT. Read the maximum takeoff weight corresponding to
the actual OAT. Note that it is allowed to interpolate between two consecutive lines to obtain the
maximum takeoff weight.
It is reminded that the takeoff weight is the sum of the weight entry and the delta weight. Similarly
determine the takeoff speeds associated with the maximum takeoff weight.
In some cases, it may happen that the first temperature value (displayed for the highest weight entry)
is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid unnecessary
penalty. Use the Grad 1/Grad 2 gradients provided at the bottom of the corresponding column.
CORRECTION TO WEIGHT
Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF).
Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF.
Read the lowest temperature of the column (corresponding to the highest weight entry).
PER-TOF-TOC-18-10 P 2/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Use the weight gradients only to extrapolate above the maximum weight shown in the
RTOW chart. They are not valid for interpolation between two boxes, between filled
boxes or between one filled and one blank box.
Repeat the above process for the other available configuration and retain the configuration giving
the highest takeoff weight.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Ident.: PER-TOF-TOC-18-10-00001736.0002001 / 11 FEB 11
Applicable to: ALL
Retain the maximum takeoff weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
B to C
PER-TOF-TOC-18-10 P 3/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Corrections are given for QNH 1 013 hPa, air conditioning ON, anti ice ON.
1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose
the configuration giving the highest weight).
2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to
determine the maximum permissible takeoff weight.
3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart
with the retained configuration and weight value.
EXAMPLE A
DATA :
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).
Enter the 10 kt head wind column CONF 1 + F, to read for 25 C
The lowest temperature of the column is 45 C, use Grad 1/Grad 2 to extrapolate the maximum
takeoff weight.
MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 1 + 0.06 19 = 82.2
Enter the 10 kt head wind column CONF 2, to read for 25 C
The lowest temperature of the column is 46 C, use Grad 1/Grad 2 to extrapolate the maximum
takeoff weight.
MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 2 + 0.05 19 = 82.2
Retain CONF 1 + F as takeoff configuration.
Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2
Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-2.2
Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.0
Determine takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 =
155 kt, VR = 156 kt, V2 = 158 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS
Ident.: PER-TOF-TOC-18-10-00004071.0001001 / 10 DEC 09
Applicable to: ALL
D to E
PER-TOF-TOC-18-10 P 4/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
QNH correction is given for 10 hPa. It is allowed to extrapolate linearly for greater QNH
deviation.
When using a takeoff chart with failure cases, it is not allowed to combine two failure
cases.
Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer to
PER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first.
If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
No speed check is required for the first correction. However, if the first influence
correction follows a conservative FCOM correction, a speed check is required.
EXAMPLE B
DATA :
OAT
Head wind
QNH
=
=
=
45 C
10 kt
998 hPa
PER-TOF-TOC-18-10 P 5/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WET runway
Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
Enter the 10 kt head wind column CONF 1+F, to read for 45 C
max TO weight (1 000 kg).......................................................................................................80.6
Enter the 10 kt head wind column CONF 2, to read for 45 C
max TO weight (1 000 kg).......................................................................................................80.3
Retain CONF 1+F for takeoff
Read associated speeds as V1 = 155 kt, VR = 156 kt, V2 = 158 kt
Apply WET correction
For OAT < TVMC (69 C), W =........................................................................................... 0.7
Intermediate weight (1 000 kg).............................................................................................= 79.9
Associated speeds,
V1 = 155 kt 8 = 147 kt
VR = 156 kt 2 = 154 kt
V2 = 158 kt 2 = 156 kt
(No speed check required for first correction)
Apply QNH correction
For OAT < TVMC (61 C), W = 0.7 15/10 =..................................................................... 1
Maximum permissible takeoff weight (1 000 kg).................................................................. = 78.9
Associated speeds,
V1 = 147 kt 1 15/10 = 145 kt
VR = 154 kt 1 15/10 = 153 kt
V2 = 156 kt 1 15/10 = 155 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table.
TOW
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
80.6
80.6
- 0.7
79.9
-1
78.9
Takeoff Configuration: 1 + F
V1
VR
155
156
155
-8
147
-2
145
156
-2
154
-1
153
V2
158
158
-2
156
-1
155
PER-TOF-TOC-18-10 P 6/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Proceed as follows:
1. Determine the maximum takeoff weight by entering the chart with selected configuration, OAT and
wind.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds
for intermediate weight in the same column (same wind and configuration).
3. Apply corrections from RTOW chart as explained above.
EXAMPLE C
DATA
OAT = 25 C
Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
PER-TOF-TOC-18-10 P 7/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Takeoff Configuration: 1 + F
V1
VR
TOW
82.2
V2
-2.2
80.0
155
156
-0.7
-8
-2
158
-2
79.3
147
154
156
-1
-2
-1
-1
78.3
145
153
155
PER-TOF-TOC-18-10 P 8/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXTRAPOLATION
EXTRAPOLATION
Ident.: PER-TOF-TOC-18-20-00001740.0002001 / 08 MAR 11
Applicable to: ALL
For OAT lower than the lowest temperature value of a wind column, it is possible to obtain a higher
maximum permissible takeoff weight by using Grad 1/Grad 2 values. Refer to PER-TOF-TOC-18-10
MTOW DETERMINATIONfor more details.
PER-TOF-TOC-18-20 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-18-20 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation
is provided in the Flight Manual and in the limitation chapter (Refer to LIM-11 Weight Limitations).
Compare the maximum structural takeoff weight to the maximum permissible takeoff weight
computed for given conditions and retain the lower of the two values.
PER-TOF-TOC-18-30 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-18-30 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
PER-TOF-TOC-18-40 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
Ident.: PER-TOF-TOC-18-40-00006114.0001001 / 17 MAR 11
Applicable to: ALL
PER-TOF-TOC-18-40 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see
previous section) and ensure that the actual takeoff weight is lower than the determined maximum
takeoff weight.
For a given configuration and wind value, enter the RTOW chart with the actual takeoff weight
to read the flexible temperature and associated speeds. It is reminded that the takeoff weight is
the sum of the weight entry and the delta weight displayed in each box. It is allowed to interpolate
between two consecutive rows and/or columns for weight and for wind values not displayed on the
chart.
Repeat this process for the other configuration available. Select that configuration giving the
highest flexible temperature.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Ident.: PER-TOF-TOC-20-10-00013506.0001001 / 23 FEB 11
Applicable to: ALL
When the takeoff conditions are different from those provided on the chart, apply the associated
corrections.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible
temperature at a more forward CG by decreasing the flexible temperature by 2 C. V1, VR
and V2 must be increased by 1 kt.
A to B
PER-TOF-TOC-20-10 P 1/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Corrections are given for QNH 1 013 hPa, air conditioning ON, anti ice ON.
1. For a given takeoff weight, wind condition and selected configuration, read the flexible
temperature. Retain the takeoff speeds associated with the actual weight.
2. Apply the published temperature correction. To combine two or more corrections, add the different
corrections and apply to temperature value.
(No speed corrections required).
EXAMPLE D
DATA :
C to D
PER-TOF-TOC-20-10 P 2/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
QNH correction is given for 10 hPa . It is allowed to extrapolate linearly for greater
QNH deviation.
Corrections from the chart must be applied from the top to bottom, i.e in the RTOW on
Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first
PER-TOF-TOC-20-10 P 3/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
When the flexible temperature is higher than TVMC, it is allowed to limit the flexible
temperature to TVMC and apply only corrections from lines 1 and 2.
If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
EXAMPLE E
DATA :
PER-TOF-TOC-20-10 P 4/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Tflex
Tflex
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
67
Takeoff Configuration : 1 + F
V1
VR
V1
VR
153
67
2
65
3
62
153
8
145
0
145
V2
V2
153
154
153
2
151
0
151
154
2
152
0
152
PER-TOF-TOC-20-10 P 5/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for QNH and bleed influences.
EXAMPLE F
DATA :
Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum
permissible takeoff weight (see example C). The actual weight being lower than the maximum one,
flexible takeoff is possible.
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,
Flexible temperature.............................................................................................................. 67 C
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,
Flexible temperature.............................................................................................................. 66 C
Retain CONF 1+F for takeoff configuration.
Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt
First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND
BLEEDS).
Flexible temperature with air conditioning OFF.....................................................................67 C
Air conditioning correction...................................................................................................... -7 C
Intermediate flexible temperature.......................................................................................= 60 C
No speed correction.
Apply WET correction
For flexible temperature < TVMC (69 C), Tflex =...............................................................-2 C
Intermediate flex temperature............................................................................................ = 58 C
Associated speeds,
V1 = 153 kt - 8 = 145 kt
VR = 153 kt - 2 = 151 kt
V2 = 154 kt - 2 = 152 kt
Check V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITED
BY VMC.
Apply QNH correction
For flexible temperature < TVMC (61 C), Tflex =...............................................................-3 C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PER-TOF-TOC-20-10 P 6/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Takeoff Configuration : 1 + F
V1
VR
153
153
Tflex
67
V2
154
-7
60
153
153
154
-2
-8
-2
-2
58
145
151
152
-3
55
145
151
152
PER-TOF-TOC-20-10 P 7/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-20-10 P 8/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In some cases when the actual takeoff weight is lower than the maximum permissible one but no
flexible takeoff possible (that is flexible temperature lower than TREF or OAT):
It is mandatory to use TOGA thrust
You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
PER-TOF-TOC-20-20 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-20-20 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
PER-TOF-TOC-20-30 P 1/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SUMMARY
Ident.: PER-TOF-TOC-20-30-00013282.0001001 / 24 MAR 11
Applicable to: ALL
PER-TOF-TOC-20-30 P 2/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-20-30 P 3/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-20-30 P 4/4
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
PER-TOF-TOD-24 P 1/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLES
Ident.: PER-TOF-TOD-24-00012924.0055001 / 28 FEB 11
Applicable to: ALL
OAT = 5 C
QNH = 1 040 hPa
Engine anti ice ON
Air conditioning OFF
Weight read in the takeoff chart: 73 000 kg
Read in the above table the corrections for high QNH and engine anti ice ON.
QNH correction: none
Engine anti ice correction: - 300 kg
The maximum permissible takeoff weight is 73 000 + 0 - 300 = 72 700 kg
EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF
Actual data :
OAT = 5 C
QNH = 1 040 hPa
Anti ice OFF
Air conditioning ON
TOW = 65 000 kg
Flexible temperature read on the takeoff chart: TFLEX = 55 C.
Read TREF on the takeoff chart or on the quick reference table.
Read in the above table the correction for QNH and air conditioning ON:
QNH correction = none
Air conditioning ON correction: -7 C
New flexible temperature = 55 - 7 = 48 C
Check that the flexible temperature is above TREF and actual OAT.
Check that the flexible temperature is less than the maximum flexible temperature and retain the
lower of the two.
PER-TOF-TOD-24 P 2/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (ABOVE 9200 FT)
Ident.: PER-TOF-TOD-24-00012926.0055001 / 24 MAR 11
Applicable to: ALL
Note:
PER-TOF-TOD-24 P 3/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-24 P 4/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Check that the flexible temperature is less than the maximum flexible temperature and retain the
lower of the two.
PER-TOF-TOD-24 P 5/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-24 P 6/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
All takeoff speeds have a minimum value limited by control. These minimum speeds are usually
provided on each RTOW chart. If these speeds are not available, use the following conservative
values. These speeds may be slightly higher than the minimum control speeds displayed on the
RTOW chart.
CONF
1+F
2
3
CONF
1+F
2
3
CONF
1+F
2
3
-2 000
1 000
7 000
8 000
9 200
14 100
117
115
114
113
112
112
111
110
109
108
106
100
115
113
112
111
111
110
109
108
107
106
104
100
114
112
111
110
110
110
109
108
107
105
104
100
-2 000
1 000
7 000
8 000
9 200
10 200
121
119
118
116
116
116
115
114
113
111
110
102
119
117
116
115
114
114
113
112
111
109
108
100
118
116
115
114
114
114
113
112
110
109
107
100
-2 000
1 000
7 000
8 000
9 200
10 200
124
121
120
119
119
119
118
117
115
114
112
104
123
121
120
119
119
119
117
116
115
114
112
103
123
121
120
119
119
118
117
116
115
114
112
103
PER-TOF-TOD-25-10 P 1/2
30 MAY 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-25-10 P 2/2
30 MAY 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
V2 LIMITED BY VMU/VMCA
PER-TOF-TOD-25-20 P 1/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The following tables, one per configuration, provide the V2 limited by minimum unstick speed and
minimum control speed in the air.
PER-TOF-TOD-25-20 P 2/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-25-20 P 3/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-25-20 P 4/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
INTRODUCTION
Ident.: PER-TOF-TOD-40-10-00001758.0001001 / 14 DEC 09
Applicable to: ALL
These tables enable the crew to quickly determine the takeoff performance at an airport for which no
takeoff chart has been established. They are conservative.
PER-TOF-TOD-40-10 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-10 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
USE OF TABLES
USE OF TABLES
Ident.: PER-TOF-TOD-40-20-00001759.0002001 / 25 MAR 11
Applicable to: ALL
A first table gives the corrections to be applied to the runway length for wind and runway slope.
Nine other tables give, for three different pressure altitudes (0, 1 000 and 2 000 ft) and three
configurations, the maximum takeoff weight, limitation codes and associated speeds as a function of
temperature and corrected runway length. TREF and TMAX are given on the top of each table. For
pressure altitudes above 2 000 ft, use a specific RTOW chart.
Note:
1. Quick reference tables are established for the forward CG envelope (less than 25 %) at
V1 min with air conditioning OFF and anti ice OFF
2. Do not use quick reference tables in case of tailwind.
PER-TOF-TOD-40-20 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-20 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HOW TO PROCEED
GENERAL
Ident.: PER-TOF-TOD-40-30-00001760.0001001 / 28 JAN 11
Applicable to: ALL
HOW TO PROCEED
1. Enter the first table with runway length, slope and wind data. Determine the corrected runway
length by applying the corrections due to slope and wind.
2. Select the configuration as a function of this corrected runway length.
3. Enter the table(s) corresponding to the configuration and airport pressure altitude.
As far as airport pressure altitude is concerned, two methods may be applied :
interpolate the takeoff performance by using the two tables enclosing the airport pressure
altitude,
for a more conservative figure, use the table corresponding to the pressure altitude
immediately above the airport pressure altitude.
4. Enter the appropriate column of the table(s) with the corrected runway length.
Once again, two methods may be applied :
interpolate the takeoff performance between the two columns enclosing the corrected runway
length,
for a more conservative figure, use the column corresponding to the shorter corrected runway
length.
5. Determination of maximum takeoff weight.
Enter the table(s) and column(s) as explained above with the actual OAT and read maximum
takeoff weight, limitation codes, V1, VR and V2. If necessary interpolate weight and speeds.
6. Determination of flexible temperature.
The determination of flexible temperature is possible only when there is no obstacle on the flight
path. Enter the table(s) and column(s) with the actual takeoff weight and read the corresponding
temperature as flexible temperature.
7. In case of obstacles, use the graphs (Refer to PER-TOF-TOD-50 INTRODUCTION ) to
determine the corresponding weight penalty.
PER-TOF-TOD-40-30 P 1/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
LIMITATION CODES
Ident.: PER-TOF-TOD-40-30-00001761.0002001 / 25 FEB 11
Applicable to: ALL
1
2
3
5
6
7
8
9
Note:
:
:
:
:
:
:
:
:
first segment
second segment
runway
tire speed
brake energy
maximum computation weight
final takeoff
VMU
1. Limitation code 4 (obstacles) does not appear in quick reference tables.
2. VMC limitation appears with an asterisk (*) in the chart.
CORRECTIONS FOR WIND AND RUNWAY SLOPE
1 500
1 750
2 000
2 250
2 500
2 750
3 000
3 250
3 500
6.5
8.5
9.5
10
11
11.5
12.5
160
215
270
325
380
435
490
545
600
17
23
29
36
42
48
55
61
67
B to C
PER-TOF-TOD-40-30 P 2/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-TOF-TOD-40-30-00001763.0323001 / 25 MAR 11
Applicable to: ALL
Pressure altitude
:
Temperature
:
Runway length
:
Wind
:
Slope
:
Takeoff configuration:
1 400 ft
30 C
2 750 m
10 kt head
1 % up
1+F
PER-TOF-TOD-40-30 P 3/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-30 P 4/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 1/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 2/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 3/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 4/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 5/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 6/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 7/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 8/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 9/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 P 10/10
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PER-TOF-TOD-50-00001773.0001001 / 15 DEC 09
Applicable to: ALL
The following graphs enable the crew to quickly determine the takeoff performance out of an airport
by positioning obstacles.
They must be used with the corresponding quick reference table so as to determine weight
decrement and required gradient.
The net takeoff flight path and the associated weight decrement are conservative.
HOW TO PROCEED
Ident.: PER-TOF-TOD-50-00001774.0001001 / 03 MAR 11
Applicable to: ALL
1. Position the obstacle by entering its distance from end of runway and its height above the end of
runway (No 35 ft margin is required as this is already included).
In case of an ascending runway, increase the obstacle height by an additional value as indicated
below each graph.
2. Read the associated weight correction. Interpolate if necessary. The second segment gradient is
given for information only.
3. Decrease the takeoff speeds by 1 kt per 1 000 kg (0.5 kt per 1 000 lb) weight decrement. Limit the
final speeds to the minimum values (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC).
Note:
A to B
PER-TOF-TOD-50 P 1/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-50 P 2/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
REMOTE OBSTACLE CLEARANCE CONF 1 + F
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
C to D
PER-TOF-TOD-50 P 3/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-50 P 4/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
REMOTE OBSTACLE CLEARANCE CONF 2
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
E to F
PER-TOF-TOD-50 P 5/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
PER-TOF-TOD-50 P 6/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-50 P 7/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
PER-TOF-TOD-50 P 8/8
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-TOF-CTA-10-00001781.0001001 / 21 MAR 11
Applicable to: ALL
This section presents the recommendations of Airbus for operations from wet runways or from
runways which are covered with contaminants such as standing water, slush or snow.
CAUTION
PER-TOF-CTA-10 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-10 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-TOF-CTA-20-00001782.0001001 / 28 JAN 11
Applicable to: ALL
DAMP
WET
STANDING WATER :
SLUSH
WET SNOW
DRY SNOW
COMPACTED SNOW:
ICY
A runway is damp when the surface is not dry, but when the water on it
does not give it a shiny appearance.
A runway is considered as wet when the surface has a shiny appearance
due to a thin layer of water. When this layer does not exceed 3 mm depth,
there is no substantial risk of hydroplaning.
is caused by heavy rainfall and /or insufficient runway drainage with a
depth of more than 3 mm.
is water saturated with snow which spatters when stepping firmly on it. It is
encountered at temperatures around 5 C and its density is approximately
0.85 kg/l (7.1 lb/US Gal).
is a condition where, if compacted by hand, snow will stick together
and tend to form a snowball. Its density is approximately 0.4 kg/l
(3.35 lb/US Gal).
is a condition where snow can be blown if loose, or if compacted by hand,
will fall apart again upon release. Its density is approximately 0.2 kg/l
(1.7 lb/US Gal).
is a condition where snow has been compressed (a typical friction
coefficient is 0.2).
is a condition where the friction coefficient is 0.05 or below.
The performance given in this chapter has been divided into two categories which are determined by
the depth of the contaminant. For each of these categories an equivalent depth of contaminant has
been defined for which the performance deterioration is the same.
1. WET RUNWAY and EQUIVALENT
Equivalent of a wet runway is a runway covered with or less than :
3 mm (0.12 in) slush
3 mm (0.12 in) water
4 mm (0.16 in) wet snow
15 mm (0.59 in) dry snow
2. CONTAMINATED RUNWAY
An equivalence between depth of slush and snow has been defined :
12.7 mm (1/2 in) wet snow is equivalent to 6.3 mm (1/4 in) slush
25.4 mm (1 in) wet snow is equivalent to 12.7 mm (1/2 in) slush
50.8 mm (2 in) dry snow is equivalent to 6.3 mm (1/4 in) slush
2T1 A318/A319/A320/A321 For A/C: 18-CMHE
FCOM
PER-TOF-CTA-20 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-20 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OPERATIONAL CONDITIONS
Ident.: PER-TOF-CTA-30-00001783.0001001 / 14 DEC 09
Applicable to: ALL
Performance penalties for takeoff as published in this section are computed with the
following assumptions :
The contaminant is in a layer of uniform depth and density over the entire length of the runway.
Antiskid and spoilers are operative.
The friction coefficient is based on studies and checked by actual tests.
The screen height at the end of takeoff segment is 15 ft, not 35 ft.
In addition, for contaminated runways only :
There is drag due to rolling resistance of the wheels.
There is drag due to spray on the airframe and gears.
Reverse thrust is used for the deceleration phase.
Maximum thrust is used for takeoff.
Note:
PER-TOF-CTA-30 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-30 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Ident.: PER-TOF-CTA-40-10-00013660.0003001 / 04 MAR 11
Applicable to: ALL
CAUTION
The method is based on the use of the RTOW charts established at optimum V2/VS
and optimum V1/VR. In addition, when applying corrections for a wet runway, the
RTOW charts should also have been established with V1 min (minimum V1 of the
V1 range). The method should not be used with takeoff charts computed for other
conditions. All tables have been established for TOGA (and Flexible Takeoff for wet
runways). Do not use them for Derated thrust.
Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleed
effects, then apply the corrections given on the following pages.
Note:
1. The results obtained with this method may be different from the influence given at the
bottom of the RTOW chart.
2. On contaminated runway, in some cases, no MTOW can be determined with this method
(box dashed below a given weight). A specific RTOW chart must then be computed.
3. The published corrections are valid for charts calculated with forward CG and basic CG.
PER-TOF-CTA-40-10 P 1/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-10 P 2/2
29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-20 P 1/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HOW TO PROCEED
Ident.: PER-TOF-CTA-40-20-00012966.0004001 / 24 MAR 11
Applicable to: ALL
1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dry
runway.
2. Two sets of tables are given depending on the use of thrust reversers and the presence of
clearway. Select the table to use as applicable to your case.
The runway length in the table corresponds to the available takeoff run (TORA).
3. Apply the corrections shown in the table to the maximum takeoff weight or flexible temperature
and associated speeds determined on dry runway.
4. Check that takeoff speeds are greater than the minimum values shown on the RTOW chart.
If one or more speeds are lower than these minimum values, apply the following procedure :
Actual TOW = maximum TOW
If V1 is lower than the minimum V1 (V1 limited by VMCG), take this last value as V1 and
further decrease weight by 3 000 kg (6 600 lb ) per knot difference between them. Check that
VR and V2 are higher than or equal to the minimum values.
If VR or/and V2 falls below the minimum values, takeoff is not possible.
Actual TOW lower than maximum TOW
If V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by VMCG) :
If maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as V1 and
decrease the flexible temperature by 4 C per knot difference between them.
In the rare case when the V1 corresponding to maximum TOW falls below the minimum
V1, decrease maximum TOW by 3 000 kg (6 600 lb ) per knot difference between them.
Limit the actual TOW to the value found after this decrement. Take V1 equal to minimum
V1 and decrease the flexible temperature by 4 C per knot difference between this last
value and the V1 corresponding to the actual TOW. Check that VR and V2 are higher than
or equal to the minimum values.
If VR or V2 corresponding to actual TOW falls below the minimum values, and if VR and V2
corresponding to maximum TOW are above the minimum values, retain the minimum speed
value for VR and V2.
5. Check that V2 is above the minimum V2 value due to VMU (Refer to PER-TOF-TOD-25-10
SPEEDS LIMITED BY VMC).
6. Check that the corrected flexible temperature is higher than OAT and Tref.
PER-TOF-CTA-40-20 P 2/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Do not extrapolate below the shortest runway length provided in the table.
If no minimum speed value is available, use the conservative values provided on Refer to
PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC.
NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
decrement (1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2 500
8 000
3 000
10 000
3 500
11 500
and above
2 000
6 500
2 500
8 000
2.6
5.8
2.0
4.5
1.3
2.9
2.5
5.6
2.2
4.9
15
14
14
16
A to B
3 000
1 750
10 000
5 750
and above
2 000
6 500
2 500
8 000
and above
0.7
1.6
2.1
4.7
2.1
4.7
0.7
1.6
14
14
14
15
13
PER-TOF-CTA-40-20 P 3/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2500
8000
3000
10000
3500
11500
and above
2000
6500
2500
8000
3000
10000
and above
1750
5750
2000
6500
2500
8000
and above
1.0
2.3
9
0.6
1.4
9
0.0
0.0
9
0.8
1.8
10
0.3
0.7
8
0.0
0.0
9
0.6
1.4
10
0.2
0.5
9
0.1
0.3
8
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
decrement
(1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2 500
8 000
3 000
10 000
3 500
2 000
11 500
6 500
and above
15
5.4
12.0
4.1
9.1
14
4
2 500
8 000
3 000
10 000
and above
1 750
5 750
2 000
6 500
2 500
8 000
and above
14
11
15
12
3.8
8.4
4.6
10.2
4.2
9.3
1.6
3.6
4.5
10.0
4.5
10.0
2.2
4.9
15
15
14
14
15
13
13
14
C to D
PER-TOF-CTA-40-20 P 4/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
decrement (1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2 500 3 000
8 000 10 000
2
3 500
2 000
11 500
6 500
and above
2 500
8 000
3
3 000
1 750
10 000
5 750
and above
2 000
6 500
2 500
8 000
and above
11
10
11
3.9
8.6
9
2.3
5.1
10
0.9
2.0
12
3.3
7.3
9
3.1
6.9
9
1.0
2.3
10
3.3
7.3
8
3.3
7.3
9
1.3
2.5
9
PER-TOF-CTA-40-20 P 5/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-20 P 6/6
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-30 P 1/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 00
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5750
2 000
6 500
4 000
13 00
and
above
2 500
8 000
and
above
12.8
10.5
11.7
10.1
9.8
9.0
9.8
9.0
13.9
11.1
13.2
11.1
11.4
10.4
14.9
11.4
14.5
11.8
13.1
11.8
Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT
(1 000 kg)
56
58
58 to 78
46.7
50
58
ACTUAL WEIGHT
<46.7 46.7
(1 000 kg)
48
50
MTOW
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<55.2 55.2
-
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124
124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 123 126 128 131 133 135 138 140 142 145 147 149 152 154 156 158
117
117 117 117 117 117 117 117 120 122 124 127 129 131 134 136 138 140
CONF 2
CORRECTED
WEIGHT
(1 000 kg)
MTOW
(1 000 kg)
<56.8 56.8
-
48.7
58
59
59 to 78
55
59
PER-TOF-CTA-40-30 P 2/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACTUAL WEIGHT
<48.7 48.7
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
50
52
54
56
58
59
60
62
64
66 68 70 72 74
76
78
125
125
127 129 132 134 137 138 139 141 143 146 148 150 153 155 157 159
119
119
121 123 126 128 131 132 133 135 137 140 142 144 147 149 151 153
115
115
115 115 115 115 115 115 116 118 120 123 125 127 130 132 134 136
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
58
60
60 to 78
48
49
60
ACTUAL WEIGHT
<48
(1 000 kg)
48
50
52
123
126
126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
118
118
121 123 126 128 130 133 135 137 140 142 144 146 148 150 152
114
114
114 114 114 114 114 114 116 118 121 123 125 129 129 131 133
MTOW
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<57.8 57.8
-
54
56
58
60
62
64
66
68
70
72
74
76
78
PER-TOF-CTA-40-30 P 3/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
4 000
13 000
and
above
2 500
8 000
and
above
16.7
14.4
15.7
14.1
12.9
12.0
10.4
9.6
17.3
13.3
16.6
14.5
15.5
14.5
17.5
14.0
17.5
14.8
16.3
15.0
Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT
<51.4 51.4 52 52.7
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52.7 to 78
46.7 49 52.7
<46.7 46.7 48
50
52 52.7 54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 132 134 136 138 141 143 145 148 150 152 155 157 159 161
122 122 124 127 129 130 132 134 136 139 141 143 146 148 150 153 155 157 159
117 117 117 117 117 117 119 121 123 126 128 130 133 135 137 140 142 144 146
CONF 2
CORRECTED
WEIGHT
<52.9 52.9 54
(1 000 kg)
MTOW
(1 000 kg)
48 54
54 to 78
EQUAL TO CORRECTED WEIGHT
PER-TOF-CTA-40-30 P 4/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<48
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159
119 119 122 124 127 129 132 134 136 138 141 143 145 148 150 152 154
115 115 115 115 115 117 120 122 124 126 129 131 133 136 138 140 142
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
<54 54 56
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
<48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
56 to 78
48 56
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152
114 114 114 114 114 114 116 119 121 123 126 128 130 132 134 136 138
PER-TOF-CTA-40-30 P 5/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
4 000
13 000
and
above
2 500
8 000
and
above
13.2
10.9
11.8
10.2
9.8
9.0
9.8
9.0
14.5
11.7
13.8
11.7
11.6
10.6
15.2
11.5
15.2
12.5
13.9
12.6
Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT
<53.2 53.2 54
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
55
55 to 78
46.7 51
55
<46.7 46.7 48
50
52 54
55
56
58
60
62
64
66
68
70 72 74
76
78
124
124 126 129 131 134 135 136 138 141 143 145 148 150 152 155 157 159 161
122
122 124 127 129 132 133 134 136 139 141 143 146 148 150 153 155 157 159
117
117 117 117 117 117 117 118 120 123 125 127 130 132 134 137 139 141 143
CONF 2
CORRECTED
WEIGHT
<54.8 54.8 56 56.7
(1 000 kg)
56.7 to 76
MTOW
(1 000 kg)
48
53 56.7
PER-TOF-CTA-40-30 P 6/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<48
48
50
52
54
56 56.7 58
60
62
64
66
68
70
72
74
76
78
124
124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159
119
119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154
115
115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139
CONF 3
CORRECTED
WEIGHT
<56.3 56.3 58 58.7
(1 000 kg)
58.7 to 78
MTOW
(1 000 kg)
48
55 58.7
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
54
56
58 58.7 60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157
118 118 121 123 126 128 130 131 133 135 137 140 142 144 146 148 150 152
114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135
PER-TOF-CTA-40-30 P 7/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CONF 2
4 000
3 000
3 500
2 500 3 000
13 000 2 000 2 500 10 000
11
8 000 10 000
and 6 500 8 000
and
500
above
above
18.9
17.3
18.9
17.3
16.3
15.4
15.4
14.6
18.7
14.7
18.7
16.6
CONF 3
1 750 2 000
5 750 6 500
17.9
16.9
18.9
15.4
18.4
15.7
2 500
8 000
and
above
18.3
17.0
Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT
<47.8 47.8 48
(1 000 kg)
MTOW
(1 000 kg)
46.7 48
ACTUAL WEIGHT
<46.7 46.7 48
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48 to 78
EQUAL TO CORRECTED WEIGHT
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
117 117 117 120 122 125 127 129 132 134 136 139 141 143 146 148 150 152
CONF 2
CORRECTED
WEIGHT
<49.5 49.5 50
(1 000 kg)
MTOW
(1 000 kg)
47
50
50 to 78
EQUAL TO CORRECTED WEIGHT
PER-TOF-CTA-40-30 P 8/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ACTUAL WEIGHT
<47 47
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
123 123 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159
119 119 120 123 125 128 130 133 135 137 139 142 144 146 149 151 153 155
115 115 115 115 117 120 122 125 127 129 131 134 136 138 141 143 145 147
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
MTOW
(1 000 kg)
<51
51
52
52 to 78
48
52
ACTUAL WEIGHT
<48
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
119 119 122 124 127 129 131 134 136 138 141 143 145 147 149 151 153
114 114 114 114 117 119 121 124 126 128 131 133 135 137 139 141 143
PER-TOF-CTA-40-30 P 9/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CONF 2
4 000
3 000
3 500
2 500 3 000
13 000 2 000 2 500 10 000
11
8 000 10 000
and 6 500 8 000
and
500
above
above
RUNWAY LENGTH
(m)
(ft)
Weight decrement
(1 000 kg)
With clearway
Without clearway
8.6
6.3
8.5
6.3
8.5
7.4
9.8
9.0
10.5
7.7
7.4
5.3
5.6
4.6
CONF. 3
1 750 2 000
5 750 6 500
13.1
9.6
2 500
8 000
and
above
10.3
7.6
8.2
6.9
Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F,
CORRECTED
WEIGHT <52.7 52.7 54
(1 000 kg)
MTOW
(1 000 kg)
46.7 54
ACTUAL
WEIGHT <46.746.7 48
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54 to 78
EQUAL TO CORRECTED WEIGHT
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 134 136 138 141 143 145 148 150 152
155
123 123 125 128 130 133 135 137 140 142 144 147 149 151
154
117 117 117 117 117 117 119 121 124 126 128 131 133 135
138
CONF 2
CORRECTED
WEIGHT <54.8 54.8
(1 000 kg)
48
MTOW
56
56.7
53
56.7
56.7 to 78
EQUAL TO CORRECTED WEIGHT
Continued on the following page
PER-TOF-CTA-40-30 P 10/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CORRECTED
WEIGHT <54.8 54.8
(1 000 kg)
56
56.7
50
52
56.7 to 78
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<48
48
54
56 56.7
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159
119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154
115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139
CONF 3
CORRECTED
WEIGHT <56.3 56.3
(1 000 kg)
58 58.7
58.7 to 78
EQUAL TO CORRECTED WEIGHT
MTOW
(1 000 kg)
48
55 58.7
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
54
56
58 58.7
60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157
119 119 122 124 127 129 131 132 134 136 138 141 143 145 147 149 151 153
114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135
PER-TOF-CTA-40-30 P 11/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-30 P 12/12
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
TAKEOFF PERFORMANCE ON DRY RUNWAY
Ident.: PER-TOF-CTA-40-40-00001790.0333001 / 11 DEC 09
Applicable to: ALL
DATA
Runway length : 3 000 m, OAT = 36 C, no wind, CONF 1+F
Determine maximum takeoff weight on dry runway from RTOW chart (Refer to
PER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).
Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.
PER-TOF-CTA-40-40 P 1/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
With no thrust reversers operating and assuming that no clearway was used to compute the dry
RTOW chart, use the table Refer to PER-TOF-CTA-40-20 NO THRUST REVERSERS OPERATIVE
(NO CLEARWAY).
PER-TOF-CTA-40-40 P 2/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA
Runway length 3 000 m (no clearway), OAT = 5 C, 5 kt tailwind, CONF 1 + F
Determine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OF
TAKEOFF CHART)
MTOW = 63 000 kg
V1 = 135 kt, VR = 143 kt, V2 = 144 kt
PER-TOF-CTA-40-40 P 3/4
03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-40 P 4/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-GEN GENERAL
PER-FPL-GEN-INT INTRODUCTION
GENERAL................................................................................................................................................................ A
PER-FPL-FLP-ALT ALTITUDE
PER-FPL-FLP-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS...........................................................................................................................................................A
CRUISE LEVEL CHARTS - GENERAL.................................................................................................................. B
CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB.................................................C
CRUISE LEVEL CHARTS - BLEED CORRECTIONS............................................................................................D
CRUISE LEVEL CHARTS - LONG RANGE SPEED..............................................................................................E
CRUISE LEVEL CHARTS - M.78........................................................................................................................... F
PER-FPL-PLP-TOC P 1/4
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
- LR FL100....................................................................................................................... A
- LR FL120....................................................................................................................... B
- LR FL150....................................................................................................................... C
- LR FL170....................................................................................................................... D
- LR FL190....................................................................................................................... E
- LR FL210........................................................................................................................F
- LR FL230....................................................................................................................... G
- LR FL250....................................................................................................................... H
- LR FL270.........................................................................................................................I
- LR FL290........................................................................................................................J
- LR FL310....................................................................................................................... K
- LR FL330........................................................................................................................L
- LR FL350.......................................................................................................................M
- LR FL370....................................................................................................................... N
- LR FL390....................................................................................................................... O
PER-FPL-FLP-QFP-30 EXAMPLE
EXAMPLE................................................................................................................................................................ A
PER-FPL-PLP-TOC P 2/4
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ALN ALTERNATE
PER-FPL-FLP-ALN-20 ALL ENGINES OPERATIVE
GENERAL................................................................................................................................................................ A
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B
ALTERNATE PLANNING ISA................................................................................................................................. C
PER-FPL-PLP-TOC P 3/4
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-PLP-TOC P 4/4
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
ID
Reason
PER-FPL-PLP-TOC
OPTIMUM AND MAXIMUM
ALTITUDES
PER-FPL-PLP-TOC
OPTIMUM ALTITUDE ON SHORT
STAGE
PER-FPL-FLP-ALT-10
CRUISE LEVEL CHARTS OPTIMUM WEIGHT FOR 4000 FEET
STEP CLIMB
PER-FPL-FLP-ALT-10
CRUISE LEVEL CHARTS - BLEED
CORRECTIONS
Toc
Index
Documentation update: Addition of "CRUISE LEVEL CHARTS BLEED CORRECTIONS" documentary unit
PER-FPL-PLP-SOH P 1/2
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
PER-FPL-FLP-ALT-10
CRUISE LEVEL CHARTS - LONG
RANGE SPEED
PER-FPL-FLP-ALT-10
CRUISE LEVEL CHARTS - M.78
PER-FPL-FLP-ALT-20
OPTIMUM ALTITUDE ON SHORT
STAGE
Toc
Index
ID
Documentation update: Addition of "CRUISE LEVEL CHARTS LONG RANGE SPEED" documentary unit
Reason
PER-FPL-PLP-SOH P 2/2
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL - INTRODUCTION
GENERAL
Ident.: PER-FPL-GEN-INT-00001836.0001001 / 08 FEB 11
Applicable to: ALL
Use this flight planning chapter when no precalculated flight plan is available.
It contains the following general graphs and tables :
Maximum and optimum cruise altitudes for M .78 and long range speed
Optimum altitude on short stage
Ground mile to air mile conversion for M .78 and long range speed
The integrated range method includes the following tables :
Integrated cruise tables for M .78 for flight levels from FL 290 to FL 390,
Integrated cruise tables for long range speed for flight levels from FL 100 to FL 390,
Climb, step climb and descent correction tables.
These tables allow the flight planning to be done segment by segment.
For calculation tables, Refer to PER-FPL-FLP-CAT CALCULATION TABLE. And for a
comprehensive example to show how to use them, Refer to PER-FPL-FLP-CAT EXAMPLE.
For the quick determination method, Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78 and
Refer to PER-FPL-FLP-QFP-50 FLIGHT PLANNING LRC.
PER-FPL-GEN-INT P 1/2
29 JUL 11
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
GENERAL - INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
PER-FPL-GEN-INT P 2/2
29 JUL 11
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The total fuel quantity required to fly a given sector is the sum of the following quantities:
TAXI FUEL
Quantity required for startup and taxi. Fuel calculation is based on a consumption of 11.5 kg/min or
25 lb/min
Average quantity (12 min) 140 kg or 300 lb
TRIP FUEL
Fuel required from departure to destination includes the following quantities:
Takeoff and climb at selected speed.
Cruise at selected speed.
Descent from cruising level to 1 500 ft above destination airport.
Approach and landing. Fuel calculation is based on a consumption of 20 kg/min or 45 lb/min
Average quantity (6 min IFR) 120 kg or 270 lb
RESERVE FUEL
This quantity includes :
EN ROUTE RESERVE FUEL (CONTINGENCY FUEL)
According to national regulations and company policy (generally based on a percentage of
trip fuel).
ALTERNATE FUEL
Fuel required to fly from destination to alternate airport.
It includes go-around 100 kg or 220 lb, climb to cruising level, cruise at long range speed,
descent and approach procedure.
80 kg or 180 lb for 4 min VFR
HOLDING FUEL
Calculation of holding fuel should take into account the altitude of the alternate and the landing
weight at the alternate. To use holding charts Refer to PER-HLD-GEN GENERAL.
A conservative quantity corresponding to a 30 min holding at 1 500 ft above alternate airport
elevation at green dot speed in the clean configuration is 1 200 kg or 2 700 lb
PER-FPL-GEN-MFR P 1/2
29 JUL 11
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
APU FUEL
During ground operations, APU fuel consumption is about 130 kg/h or 290 lb/h (Packs ON,
90 KVA load on APU GEN).
PER-FPL-GEN-MFR P 2/2
29 JUL 11
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLAN
Ident.: PER-FPL-GEN-FPL-00001835.0001001 / 22 MAR 11
Applicable to: ALL
When no precalculated flight plan is available, flight planning can be determined by using the tables
given in this chapter.
Fuel policy will be the same as for precalculated flight plan.
The graph on the following page defines the different terms used in this chapter.
PER-FPL-GEN-FPL P 1/2
29 JUL 11
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-GEN-FPL P 2/2
29 JUL 11
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-FPL-FLP-CAT-00001795.0002001 / 30 MAR 11
Applicable to: ALL
PER-FPL-FLP-CAT P 1/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Following tables have been calculated using databases for CFM 565B /P SAC. If the engines fitted
on the aircraft are not /P, the fuel consumption has to be increased by 3 % .
Note:
Differences in fuel consumption during step climb sections will be taken into account in
the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to
PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL).
Integrated cruise tables are established for ISA conditions only. Corrections due
to differences from ISA temperature are included in the calculation table (Refer to
PER-FPL-FLP-CAT CALCULATION TABLE).
Overhead departure weight is assumed to be equal to weight at brake release.
Overhead destination weight must be entered in the calculation table (Refer to
PER-FPL-FLP-CAT CALCULATION TABLE).
PER-FPL-FLP-CAT P 2/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CALCULATION TABLE
Ident.: PER-FPL-FLP-CAT-00001796.0001001 / 14 NOV 11
Applicable to: ALL
1
2
3
PER-FPL-FLP-CAT P 3/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
///////////////
+
=
23
24
25
26
+
+
=
Note:
Line 3
Line 6
Line 10 :
Line 17 :
Line 22 :
temperature correction :
0.015 (kg/C/NM) ISA (C) air distance (NM) or
0.033 (lb/C/NM) ISA (C) air distance (NM)
TO altitude correction :
0.5 (kg/1 000 kg /1 000 ft) TOW (1 000 kg) airport elevation (1 000 ft ) or
0.5 (lb/1 000 lb /1 000 ft ) TOW (1 000 lb) airport elevation (1 000 ft)
Check that landing weight at destination is lower than maximum landing
weight.
Check that the zero fuel weight is lower than maximum zero fuel weight.
Check that the block fuel value is lower than maximum tank capacity.
PER-FPL-FLP-CAT P 4/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-FPL-FLP-CAT-00001797.0061001 / 14 NOV 11
Applicable to: ALL
DATA
TO weight
Ground distance to destination
Wind
Selected initial FL
Mach number
Temperature
:
:
:
:
:
:
72 000 kg
2 000 nm
50 kt (head wind)
350
M .78
ISA +10
Enter the chosen flight Mach number, flight level, ground distance to be covered and
forecast windspeed in the calculation table (See CALCULATION TABLE).
Calculate the air distance (Refer to PER-OPD-CON-AEO M.78)
here : M .78, 50 kt head wind, 2 000 nm ground distance
air distance : 2 248 nm
C :
D :
E :
Read from integrated cruise table (M .78, FL 350) the values for time and distance for
a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL350) :
distance : 5 599 nm time : 747 min
Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the value
for the optimum aircraft weight to proceed to FL 390 62 000 kg
Enter integrated cruise table (M .78, FL 350) and read the values for a weight of
62 000 kg (begin of first step climb)
distance : 3 759 nm time : 502 min
Calculate the values for the first cruise segment :
Fuel
: 72 000 62 000 = 10 000 kg
Distance
: 5 599 3 759 = 1 840 nm
Time
: 747 502 = 245 min
Remaining distance : 2 248 1 840 = 408 nm
Read from integrated cruise table (M .78, FL 390) the values for time and distance for
the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL390)
PER-FPL-FLP-CAT P 5/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
G :
H :
I :
J :
K :
PER-FPL-FLP-CAT P 6/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DATA
TO weight
Ground distance to destination
Wind
Selected first flight level
M .78
Temperature
:
:
:
:
72 000 kg
2 000 nm
50 kt
FL 350
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Airport elevation
Normal air conditioning
1 500 ft
STEPS
1
2
:
:
4
5
:
:
6
7
8
9
:
:
:
:
10
11
:
:
12 :
13 :
14 :
15 :
16 :
17 :
18-19:
PER-FPL-FLP-CAT P 8/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
20-22:
23-26:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
+
+
=
+
=
=
=
2
=
=
7
6
5
8
5
8
5
7
5
6
///////////////
0
5
6
4
1
1
4
0
0
4
0
0
1
1
6
2
8
0
8
1
7
7
0
3
7
+
=
23
24
25
26
+
+
=
6
0
6
1
2
3
4
0
0
5
5
0
1
1
9
5
0
4
PER-FPL-FLP-CAT P 9/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note:
Line 3
Line 6
Line 10 :
Line 17 :
Line 22 :
temperature correction:
0.015 (kg/C/NM) ISA (C) air distance (NM)
TO altitude correction:
0.5 (kg/1 000 kg/1 000 ft) TOW (1 000 kg) airport elevation (1 000 ft).
Check that landing weight at destination is lower than maximum landing
weight.
Check that the zero fuel weight is lower than maximum zero fuel weight.
Check that the block fuel value is lower than maximum tank capacity.
PER-FPL-FLP-CAT P 10/10
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Optimum altitude : The altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and deviation from ISA.
Maximum altitude is defined as the lower of :
maximum altitude at maximum cruise thrust in level flight and
maximum altitude at maximum climb thrust with 300 ft/min vertical speed.
Note:
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS OPTIMUM WEIGHT FOR 4000 FEET STEP
CLIMB.
CRUISE LEVEL CHARTS - BLEED CORRECTIONS
A to D
PER-FPL-FLP-ALT-10 P 1/2
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
E to F
PER-FPL-FLP-ALT-10 P 2/2
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ALT-20 P 1/2
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
According to the air distance (from brake release point to landing), the cruise flight level is limited by
the distance required to perform climb and descent. The graph determines the optimum altitude.
It includes the following profiles:
Takeoff
Climb: 250 kt/300 kt/M .78
Long range cruise (during at least 5 min)
Descent: M .78/300 kt/250 kt
Approach and landing
and it is established for:
ISA
CG = 33 %
Normal air conditioning
Anti ice OFF
PER-FPL-FLP-ALT-20 P 2/2
18 SEP 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
GENERAL
Ident.: PER-FPL-FLP-ICR-10-00001801.0002001 / 02 MAR 11
Applicable to: ALL
Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time
required to cover a given air distance.
In the tables, the difference between two gross weights represents the fuel consumption. The
difference between the corresponding distances and times respectively represents the cruise
distance covered and the cruise time for this fuel consumption.
Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for long
range speed at fixed levels from FL 100 to FL 390.
Corrections are given on separate tables to allow for step climbs and to take into account the climb
and the descent phases.
Following tables have been calculated using databases for CFM 56-5-B /P. If the engines fitted on
the aircraft are not /P, the fuel consumption has to be increased by 3 %.
PER-FPL-FLP-ICR-10 P 1/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-10 P 2/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-20 P 1/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-20 P 2/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-20 P 3/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-20 P 4/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-20 P 5/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-20 P 6/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 1/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 2/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 3/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 4/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 5/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 6/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 7/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 8/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 9/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 10/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 11/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 12/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 13/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 14/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 15/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 P 16/16
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CLIMB CORRECTION
CLIMB CORRECTION
Ident.: PER-FPL-FLP-ICR-40-00012999.0027001 / 18 FEB 11
Applicable to: ALL
The planner must correct the values for the fuel and the time obtained from the integrated cruise
tables with the numbers given in the following tables. The tables which are established for M .78 and
long range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.
M .78 AND LONG RANGE SPEED
FL
390
370
350
330
310
290
270
250
200
150
100
54
0.8
0.8
0.8
0.9
0.9
0.9
1.0
4 min
0.7
0.8
0.8
0.9
0.9
1.0
1.0
1.1
5 min
0.7
0.7
0.8
0.8
0.9
0.9
1.0
1.0
5 min
0.6
0.7
0.7
0.8
0.8
0.9
0.9
1.0
5 min
0.6
0.7
0.7
0.7
0.8
0.8
0.9
0.9
5 min
0.6
0.6
0.7
0.7
0.7
0.8
0.8
0.9
5 min
0.5
0.6
0.6
0.6
0.7
0.7
0.8
0.8
5 min
0.4
0.5
0.5
0.5
0.6
0.6
0.6
0.7
5 min
0.3
0.4
0.4
0.4
0.5
0.5
0.5
0.6
4 min
0.2
0.3
0.3
0.3
0.3
0.4
0.4
0.4
3 min
78
-
Time
Correction
50
0.8
4 min
PER-FPL-FLP-ICR-40 P 1/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-40 P 2/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply a
correction of 50 kg per step climb to the fuel consumption.
PER-FPL-FLP-ICR-50 P 1/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-50 P 2/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT CORRECTION
DESCENT CORRECTION
Ident.: PER-FPL-FLP-ICR-60-00001826.0024001 / 08 FEB 11
Applicable to: ALL
Correct the fuel and time values determined in the integrated cruise tables as follows to take into
account the descent down to 1 500 ft followed by a 6 min IFR approach and landing.
FL
390
370
350
330
310
290
270
250
200
150
100
46
0.1
70
-
0.1
0.1
0.1
0.2
0.2
0.3
0.3
10 min
0.1
0.1
0.1
0.2
0.2
0.2
0.3
10 min
0.1
0.1
0.1
0.2
0.2
0.2
0.3
10 min
0.1
0.1
0.1
0.2
0.2
0.2
0.3
10 min
0.1
0.1
0.1
0.2
0.2
0.2
0.2
10 min
0.1
0.1
0.1
0.1
0.2
0.2
0.2
10 min
0.1
0.1
0.1
0.1
0.2
0.2
0.2
10 min
0.1
0.1
0.1
0.1
0.1
0.2
10 min
0.1
0.1
0.1
0.1
0.1
9 min
0.1
0.1
8 min
Time Correction
10 min
PER-FPL-FLP-ICR-60 P 1/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-60 P 2/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
INTRODUCTION
Ident.: PER-FPL-FLP-QFP-10-00001827.0003001 / 02 MAY 12
Applicable to: ALL
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
Takeoff
Climb profile 250 kt/300 kt/M 0.78
Cruise Mach number M 0.78/LR
Descent profile M 0.78/300 kt/250 kt
Approach and landing 120 kg - 6 min IFR
ISA
CG = 33 %
Normal air conditioning
Anti ice OFF
They are based upon a reference landing weight of 55 000 kg and have been calculated using
databases for CFM 565B/P. If the engines fitted on the aircraft are neither /P, nor /3, the fuel
consumption has to be increased by 3 %.
Note:
1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach
the corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the
flight has to be selected in the table.
3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/C/NM)
ISA (C) Air Distance (NM).
PER-FPL-FLP-QFP-10 P 1/2
30 MAY 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-10 P 2/2
30 MAY 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The fuel consumption must be corrected when the actual landing weight is different from the
reference landing weight.
If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in the
correction part of the table per 1 000 kg below (or above) the reference landing weight.
PER-FPL-FLP-QFP-20 P 1/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-20 P 2/2
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
PER-FPL-FLP-QFP-30 P 1/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-FPL-FLP-QFP-30-00001829.0023001 / 03 MAR 11
Applicable to: ALL
PER-FPL-FLP-QFP-30 P 2/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Trip reserves =
(5 %)
PER-FPL-FLP-QFP-30 P 3/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-30 P 4/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-40 P 1/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-40 P 2/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-40 P 3/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-40 P 4/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-40 P 5/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-40 P 6/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-50 P 1/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-50 P 2/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-50 P 3/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-50 P 4/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-50 P 5/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-QFP-50 P 6/6
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The alternate planning tables enable the flight crew to determine the fuel consumption and time
required to cover a given air distance from go-around at destination airport to landing at alternate
airport.
These tables are established for:
Go-around: 100 kg or 220 lb
Climb profile: 250 kt/300 kt/M .78
Long range speed
Descent profile: M .78/300 kt/250 kt
Approach and landing at alternate airport: 80 kg or 180 lb (4 min)
ISA
CG = 33 %
Normal air conditioning
Anti ice OFF
Following tables have been calculated using databases for CFM 565B /P. If the engines fitted on
the aircraft are not /P, the fuel consumption has to be increased by 3 %.
Note:
1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree Celsius above ISA temperature apply a fuel correction of
0.015 (kg/C/NM) ISA (C) Air distance (NM)
or 0.033 (lb/C/NM) ISA (C) Air distance (NM)
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
The alternate planning tables are based on a reference landing weight at alternate.
The fuel consumption must be corrected when the landing weight is different from the reference
landing weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction
part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.
A to B
PER-FPL-FLP-ALN-20 P 1/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ALN-20 P 2/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ALN-20 P 3/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ALN-20 P 4/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-FPL-FLP-FTK-00013351.0001001 / 23 MAR 11
Applicable to: ALL
This section provides guidance to operators on when an economical benefit to perform fuel tankering
exists.
Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices between
departure airport and destination airport is significant.
Operators may also consider fuel tankering when the fuel supply is unreliable or the fuel type is
unavailable.
The operator has to take into account additional costs due to the aircraft weight increase. These
costs are not negligible and the operator should consider them against fuel tankering gains.
Main additional costs to consider are:
Reduction in takeoff thrust derate via lower flexible temperature
Increase in engine wear as a result of higher EGT
Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier
Landing Weight
The extra fuel burn will result in an economical penalty due to possible emission taxation.
Note:
The fuel tankering method takes into account the cost for the transport of the tankered fuel.
There are other operational aspects to consider when fuel tankering. The most common are risk of
overweight landings are reduction in operation performance margins for short, hot or high elevation
runways.
PER-FPL-FLP-FTK P 1/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CALCULATION
Ident.: PER-FPL-FLP-FTK-00013356.0001001 / 22 MAR 11
Applicable to: ALL
The Fuel Price Ratio (FPR) is defined as the fuel price at the departure airport divided by the fuel
price at the destination airport.
The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fuel
tankering becomes profitable from a fuel cost point of view.
When Fuel Price Ratio is below the BEFRP
The advantage of the lower fuel price at departure compensates the additional fuel burn (the
additional fuel burn is due to the additional fuel tankered)
Fuel tankering maximizes the gain when as much fuel as possible is tankered
The tankered fuel quantity is limited by:
In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at their
discretion in order to avoid possible overweight landing.
The following table shows the BEFPR versus the air distance of the first flight leg.
The table also indicates the additional fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. The
total additional fuel burn must be added to the total trip fuel from the departure airport.
PER-FPL-FLP-FTK P 2/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BREAK EVEN
FUEL PRICE RATIO
100
300
500
700
1 000
1 300
1 500
1 700
2 000
2 200
0.991
0.974
0.959
0.944
0.919
0.885
0.867
0.848
0.824
9
26
41
56
81
115
133
152
176
No gain
The following table is available for aircraft performance degradation (Performance Factor) :
AIR DISTANCE
(nm)
100
300
500
700
1 000
1 300
1 500
1 700
2 000
2 400
PERF FACTOR 5%
BREAK
FUEL BURN PER
EVEN FUEL
1000 kg OF FUEL
PRICE RATIO
TANKERED (kg)
0.99
0.972
0.957
0.941
0.914
0.879
0.857
0.839
0.814
10
28
43
59
86
121
143
161
186
No gain
10
29
45
61
92
127
152
147
210
No gain
PER-FPL-FLP-FTK P 3/4
03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-FPL-FLP-FTK-00013775.0003001 / 23 MAR 11
Applicable to: ALL
DATA :
Air distance
Fuel price at departure airport
Fuel price at destination airport
=
=
=
1 100 nm
830 $ / 1 000 kg (377 $ / 1 000 lb)
1000 $ / 1 000 kg (454 $ / 1 000 lb)
1. From the relation between fuel price at departure and fuel price at destination
Current fuel price ratio = 0.83
2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES)
For the defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio.
The fuel tankering is profitable.
To determine the BEFPR, the interpolation of the table values is permitted.
If the user wants to avoid interpolation, select the next longer air distance. This will provide a
conservative value for BEFPR.
3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:
Total fuel is less than maximum fuel tank capacity
TOW with fuel tankering is less than structural or performance limited maximum takeoff weight
LW with fuel tankering is less than structural or performance limited maximum landing weight
Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.
4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered.
Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiply
this value by the amount of fuel tankered.
5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn
PER-FPL-FLP-FTK P 4/4
03 APR 12
PERFORMANCE
CLIMB
PERFORMANCE
CLIMB
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CLB-GEN GENERAL
GENERAL................................................................................................................................................................ A
ISA
ISA
ISA
ISA
........................................................................................................................................................... A
+10..................................................................................................................................................... B
+15.....................................................................................................................................................C
+20.....................................................................................................................................................D
PER-CLB-PLP-TOC P 1/2
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CLB-PLP-TOC P 2/2
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-CLB-GEN-00001982.0001001 / 15 FEB 11
Applicable to: ALL
Climb tables are established at MAX CLIMB THRUST with air conditioning in normal mode and anti
ice OFF.
The climb speed profile is :
250 kt from 1 500 ft up to FL 100
acceleration from 250 kt to 300 kt
climb at 300 kt then M .78 up to selected altitude.
All charts are established with a center of gravity corresponding to 33 %.
PER-CLB-GEN P 1/2
29 JUL 11
PERFORMANCE
CLIMB
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-CLB-GEN P 2/2
29 JUL 11
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA
Ident.: PER-CLB-CLT-00001986.0021001 / 15 FEB 11
Applicable to: ALL
PER-CLB-CLT P 1/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 2/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 3/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 4/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 5/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 6/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 7/8
03 APR 12
PERFORMANCE
CLIMB
A318/A319/A320/A321
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
PER-CLB-CLT P 8/8
03 APR 12
PERFORMANCE
CRUISE
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ALT ALTITUDE
PER-CRZ-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS...........................................................................................................................................................A
Cruise Level Charts General...................................................................................................................................B
OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB............................................................................................. C
CRUISE LEVEL CHARTS BLEED CORRECTIONS.............................................................................................. D
CRUISE LEVEL CHARTS M.78..............................................................................................................................E
CRUISE LEVEL CHARTS LONG RANGE SPEED.................................................................................................F
M.78
M.78
M.78
M.78
ISA.............................................................................................................................................. A
ISA+10........................................................................................................................................ B
ISA+15........................................................................................................................................C
ISA+20........................................................................................................................................D
PER-CRZ-PLP-TOC P 1/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-30 EXAMPLE
EXAMPLE................................................................................................................................................................ A
PER-CRZ-PLP-TOC P 2/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Seven tables give the optimum Mach number versus cost index, altitude and wind as calculated by
the FMGC.
PER-CRZ-ECI-10 P 1/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 2/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 3/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 4/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 5/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 6/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 7/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI-10 P 8/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-CRZ-ALT-10-00001995.0001001 / 06 APR 11
Applicable to: ALL
Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA.
Maximum altitude is defined as the lower of :
maximum altitude at maximum cruise thrust in level flight and
maximum altitude at maximum climb thrust with 300 ft/min vertical speed.
Note:
STEP
CLIMB
FROM/TO
310/350
330/370
350/390
ISA + 10
LR
76/167
69/152
62/136
M.78
76/167
69/152
62/136
A to C
ISA + 20
LR
69/152
62/136
55/121
M.78
69/152
62/136
55/121
PER-CRZ-ALT-10 P 1/4
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BLEED CORRECTIONS
ISA
ISA + 10
ISA + 15
ISA + 20
D to E
PER-CRZ-ALT-10 P 2/4
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ALT-10 P 3/4
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ALT-10 P 4/4
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GIVEN
FIND
:
RESULTS :
PER-CRZ-ALT-20 P 1/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ALT-20 P 2/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
According to the air distance (from brake release point to landing), the cruise flight level is limited by
the distance required to perform climb and descent. The graph determines the optimum altitude.
It includes the following profiles:
Takeoff
Climb: 250 kt/300 kt/M .78
Long range cruise (during at least 5 min)
Descent: M .78/300 kt/250 kt
Approach and landing
and it is established for:
ISA
CG = 33 %
Normal air conditioning
Anti ice OFF
PER-CRZ-ALT-30 P 1/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ALT-30 P 2/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-CRZ-CRT-10-00004112.0002001 / 01 MAR 11
Applicable to: ALL
PER-CRZ-CRT-10 P 1/2
29 JUL 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-10 P 2/2
29 JUL 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 1/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 2/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 3/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 4/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 5/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 6/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 7/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-20 P 8/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 1/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 2/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 3/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 4/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 5/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 6/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 7/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 P 8/8
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-CRZ-ICQ-10-00002036.0001001 / 14 NOV 11
Applicable to: ALL
The following in cruise quick check tables allow the flight crew to determine the fuel consumption and
the time required to cover a given air distance from any moment in cruise to land.
These tables are established for:
Cruise Mach number: M 0.78/LR
Descent profile: M 0.78/300 kt/250 kt
Approach and landing: 120 kg or 270 lb -6 min IMC
ISA
CG = 33 %
Normal air conditioning
Anti ice OFF
Note:
1. In the tables, the asterisk * means that a step climb of 4 000 ft has been made to reach
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree celsius above ISA apply a fuel correction of
0.005 (kg/C/NM) ISA (C) Air Distance (NM)
or 0.011 (lb/C/NM) ISA (C) Air Distance (NM)
PER-CRZ-ICQ-10 P 1/2
25 NOV 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-10 P 2/2
25 NOV 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The in cruise quick check tables are based on a reference initial weight.
The fuel consumption must be corrected when the actual weight is different from the reference initial
weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction
part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.
PER-CRZ-ICQ-20 P 1/2
29 JUL 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-20 P 2/2
29 JUL 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-CRZ-ICQ-30-00002042.0213001 / 14 NOV 11
Applicable to: ALL
PER-CRZ-ICQ-30 P 1/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-30 P 2/2
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-40 P 1/6
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-40 P 2/6
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-40 P 3/6
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-40 P 4/6
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-40 P 5/6
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-40 P 6/6
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 1/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 2/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 3/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 4/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 5/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 6/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 7/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 8/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 9/10
03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ICQ-50 P 10/10
03 APR 12
PERFORMANCE
HOLDING
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-HLD-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-HLD-PLP-TOC P 1/2
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-HLD-PLP-TOC P 2/2
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-HLD-GEN-00002129.0001001 / 16 MAR 11
Applicable to: ALL
Holding tables contain information about the total fuel flow that allows the flight crew to plan holding
and reserve fuel requirements.
They are established for flight in a race track holding pattern for two different configurations:
Clean configuration at 210 kt and green dot speed
Configuration 1 at 170 kt and S speed.
Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuel
speed and the minimum drag speed.
These charts are established with air conditioning in normal mode and the center of gravity at 33 %.
PER-HLD-GEN P 1/2
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-HLD-GEN P 2/2
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
PER-HLD-HLD P 1/4
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 0 - 210KT
Ident.: PER-HLD-HLD-00002147.0021001 / 16 FEB 11
Applicable to: ALL
PER-HLD-HLD P 2/4
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - S SPEED
Ident.: PER-HLD-HLD-00002148.0021001 / 09 DEC 09
Applicable to: ALL
PER-HLD-HLD P 3/4
03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - 170KT
Ident.: PER-HLD-HLD-00002149.0021001 / 16 FEB 11
Applicable to: ALL
PER-HLD-HLD P 4/4
03 APR 12
PERFORMANCE
DESCENT
PERFORMANCE
DESCENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-DES-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-DES-STD STANDARD
DESCENT- M.78/300KT/250KT...............................................................................................................................A
PER-DES-EMG EMERGENCY
EMERGENCY DESCENT - M.82/350KT................................................................................................................ A
PER-DES-PLP-TOC P 1/2
03 APR 12
PERFORMANCE
DESCENT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-DES-PLP-TOC P 2/2
03 APR 12
PERFORMANCE
DESCENT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-DES-GEN-00002131.0001001 / 09 DEC 09
Applicable to: ALL
Descent tables are established for normal descent speed M .78 / 300 kt /250 kt and emergency
descent at MMO/VMO with airbrakes extended, down to 1 500 ft with :
Normal air conditioning
CG = 33 %
Anti ice OFF
For normal descent, cabin vertical speed is limited to 350 ft/min
PER-DES-GEN P 1/2
29 JUL 11
PERFORMANCE
DESCENT
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-DES-GEN P 2/2
29 JUL 11
PERFORMANCE
DESCENT
A318/A319/A320/A321
STANDARD
FLIGHT CREW
OPERATING MANUAL
DESCENT- M.78/300KT/250KT
Ident.: PER-DES-STD-00002133.0037001 / 09 DEC 09
Applicable to: ALL
PER-DES-STD P 1/2
03 APR 12
PERFORMANCE
DESCENT
A318/A319/A320/A321
STANDARD
FLIGHT CREW
OPERATING MANUAL
PER-DES-STD P 2/2
03 APR 12
PERFORMANCE
DESCENT
A318/A319/A320/A321
EMERGENCY
FLIGHT CREW
OPERATING MANUAL
PER-DES-EMG P 1/2
03 APR 12
PERFORMANCE
DESCENT
A318/A319/A320/A321
EMERGENCY
FLIGHT CREW
OPERATING MANUAL
PER-DES-EMG P 2/2
03 APR 12
PERFORMANCE
GO AROUND
PERFORMANCE
GO AROUND
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-GOA-GEN GENERAL
GENERAL................................................................................................................................................................ A
PROCEDURE.......................................................................................................................................................... B
PER-GOA-ACG-CAT CAT II
CAT II - CONF 2..................................................................................................................................................... A
CAT II - CONF 3..................................................................................................................................................... B
PER-GOA-PLP-TOC P 1/2
30 MAY 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-GOA-PLP-TOC P 2/2
30 MAY 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-GOA-GEN-00002140.0001001 / 28 JAN 11
Applicable to: ALL
In the go around configuration corresponding to the all engine procedure, the minimum steady
gradient one engine inoperative required by the regulations is 2.1 % at a speed not exceeding 1.4
Vs. This requirement is also called approach climb performance by regulations.
The following tables allow to determine the go around limiting weight which satisfies the required
gradient with the certified go around configurations 3 and 2.
The required gradient of 2.1 % is considered at the airport reference altitude. The power setting
is GO AROUND thrust with the air conditioning ON. The speed is 1.23 Vs of the specified
configuration. For the occasional cases where approach climb performance is found restrictive, a
correction is given for an increased speed, up to 1.4 Vs.
Note:
According to airport pressure altitude and temperature determine if the slats/flaps setting must be
restricted as a function of the landing weight, in order to meet the go around gradient requirement of
2.1 %.
Establish the final approach configuration with one more step of flaps. If the approach is interrupted,
retract the flaps by one step during the go-around.
In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % to
be maintained.
Use the tables for CAT II approach to determine the maximum approach climb limiting weight
according to airport pressure altitude and temperature.
Note:
A to B
PER-GOA-GEN P 1/2
30 MAY 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-GOA-GEN P 2/2
30 MAY 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 2
Ident.: PER-GOA-ACG-NOR-00002142.0322001 / 24 MAR 11
Applicable to: ALL
PER-GOA-ACG-NOR P 1/2
03 APR 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CONF 3
Ident.: PER-GOA-ACG-NOR-00002143.0387001 / 24 MAR 11
Applicable to: ALL
PER-GOA-ACG-NOR P 2/2
03 APR 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 2
Ident.: PER-GOA-ACG-CAT-00002144.0062001 / 24 MAR 11
Applicable to: ALL
PER-GOA-ACG-CAT P 1/2
03 APR 12
PERFORMANCE
GO AROUND
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 3
Ident.: PER-GOA-ACG-CAT-00002145.0062001 / 24 MAR 11
Applicable to: ALL
PER-GOA-ACG-CAT P 2/2
03 APR 12
PERFORMANCE
LANDING
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-GEN GENERAL
GENERAL................................................................................................................................................................ A
DISPATCH............................................................................................................................................................... B
Use of the Autobrake System................................................................................................................................. C
PER-LDG-CTA-20 DEFINITIONS
DEFINITIONS...........................................................................................................................................................A
PER-LDG-DIS DISPATCH
PER-LDG-DIS-MAT Runway Condition Assessment Matrix for Landing
Runway Condition Assessment Matrix....................................................................................................................A
PER-LDG-PLP-TOC P 1/2
18 SEP 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-PLP-TOC P 2/2
18 SEP 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Localization
Title
PER-LDG-DIS-MAT
Runway Condition Assessment
Matrix
Toc
Index
ID
Reason
PER-LDG-PLP-SOH P 1/2
18 SEP 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-PLP-SOH P 2/2
18 SEP 12
PERFORMANCE
LANDING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LDG-GEN-00013287.0001001 / 22 MAY 12
Applicable to: ALL
PER-LDG-GEN P 1/4
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
The pilot must check before departure that the available runway length at destination is at least equal
to the required landing distance for the forecasted landing weight.
In case of aircraft system failure affecting landing distance known before the dispatch, the available
runway length must be at least equal to the required landing distance with failure, i.e. the required
landing distance without failure multiplied by the coefficient given in the Flight Manual or the MMEL.
A to B
PER-LDG-GEN P 2/4
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-LDG-GEN P 3/4
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
GENERAL
FLIGHT CREW
OPERATING MANUAL
PER-LDG-GEN P 4/4
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LDG-CTA-10-00013002.0001001 / 28 FEB 11
Applicable to: ALL
This section presents the recommendations of Airbus Industrie for operations from wet runways or
from runways which are covered with contaminants such as standing water, slush or snow.
PER-LDG-CTA-10 P 1/2
29 JUL 11
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-CTA-10 P 2/2
29 JUL 11
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-LDG-CTA-20-00013004.0001001 / 22 MAY 12
Applicable to: ALL
DAMP
A runway is damp when the surface is not dry, but when the water on it does not give it
a shiny appearance.
WET
: A runway is considered as wet when the surface has a shiny appearance due to a thin
layer of water. When this layer does not exceed 3 mm depth, there is no substantial
risk of hydroplaning.
STANDING
: is caused by heavy rainfall and/or insufficient runway drainage with a depth of more
WATER
than 3 mm.
SLUSH : is water saturated with snow which spatters when stepping firmly on it. It is
encountered at temperatures around 5 C and its density is approximately 0.85 kg/l
(7.1 lb/US Gal).
WET
: is a condition where, if compacted by hand, snow will stick together and tend to form a
SNOW
snowball. Its density is approximately 0.4 kg/l (3.35 lb/US Gal).
DRY
: is a condition where snow can be blown if loose, or if compacted by hand, will fall apart
SNOW
again upon release. Its density is approximately 0.2 kg/l (1.7 lb/US Gal).
COMPACTED
: is a condition where snow has been compressed (a typical friction coefficient is 0.2).
SNOW
ICY
: is a condition where the friction coefficient is 0.05 or below.
The performance given in this chapter has been divided into two categories which are determined by
the depth of the contaminant. For each of these categories an equivalent depth of contaminant has
been defined for which the landing performance deterioration is the same.
1. WET RUNWAY and EQUIVALENT
Equivalent of a wet runway is a runway covered with or less than:
3 mm (0.12 in) slush
3 mm (0.12 in) water
3 mm (0.12 in) wet snow
3 mm (0.12 in) dry snow
2. CONTAMINATED RUNWAY
An equivalence between depth of slush and snow has been defined:
up to 30 mm (1.18 in) wet snow is equivalent to slush
up to 130 mm (5.12 in) dry snow is equivalent to slush
PER-LDG-CTA-20 P 1/2
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-CTA-20 P 2/2
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-DIS-MAT P 1/2
18 SEP 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-DIS-MAT P 2/2
18 SEP 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse
thrust, manual landing, and VAPP=VLS.
Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG
Slush
1 360
1 450
1 540
1 630
1 720
1 820
Standing
Water
1 410
1 500
1 590
1 690
1 820
1 950
Slush
Standing
Water
+ 60
+ 70
+ 80
+ 130
+ 130
+ 100
+ 150
+ 110
+ 170
+ 90
+ 160
+ 110
+ 240
+ 170
+ 330
- 70
- 70
- 80
+ 30
+ 30
+ 50
+ 40
+ 50
PER-LDG-DIS-RLD P 1/6
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RLD CONF 3
Ident.: PER-LDG-DIS-RLD-00013996.0001001 / 22 MAY 12
Applicable to: ALL
The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse
thrust, manual landing, and VAPP=VLS.
Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG
Slush
1 490
1 590
1 690
1 800
1 900
2 030
Standing
Water
1 540
1 650
1 760
1 910
2 060
2 210
Slush
Standing
Water
+ 60
+ 70
+ 90
+ 150
+ 150
+ 100
+ 150
+ 120
+ 180
+ 100
+ 170
+ 150
+ 270
+ 200
+ 370
- 90
- 90
- 90
+ 30
+ 30
+ 50
+ 60
+ 60
PER-LDG-DIS-RLD P 2/6
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-LDG-DIS-RLD-00014000.0001001 / 22 MAY 12
Applicable to: ALL
EXAMPLE 1
Required Landing Distance (RLD) determination with multiple corrections
Data: Landing CONF = CONF FULL
LW = 58 T
DRY runway
Airport altitude = 2 000 ft
Approach speed = VLS
5 kt TW
ISA conditions
No slope
Read the reference distance for 58 T from RLD table:
RLD (DRY, 0 ft, VLS, no wind) = 1 330 m
Read the different corrections:
Altitude correction: 60 x 2 = + 120 m
Wind correction: 150 x 1 = + 150 m
RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 330 + 120 + 150 = 1 600 m
EXAMPLE 2
Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASA
operators)
Data: Landing CONF = CONF FULL
LW = 58 T
Runway covered with STANDING WATER
Airport altitude = 2 000 ft
Approach speed = VLS
Credit for all thrust reversers
ISA conditions
No slope
RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 690 + 130 x 2 - 80 x 2 = 1 790 m
Compare this distance to the landing distance in the same conditions on WET runway:
RLD (WET, 2 000 ft, VLS, no wind) = 1 530 + 70 x 2 = 1 670 m
PER-LDG-DIS-RLD P 3/6
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-DIS-RLD P 4/6
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
The following table shows the required landing distances on wet runway at Santos Dumont
airport (SBRJ/SDU) for A320-214/-215/-216 aircraft models fitted with BSCU STD 9 or L4.1 (or
higher versions). The use of this table is subject to a specific Flight Manual Supplement. The
performance on wet runway given in this table is applicable provided the runway is maintained
to acceptable standards for Porous Friction Course type runways in accordance with FAA AC
150/5320-12 or CAA CAP 683 or equivalent.
MANUAL LANDING
REQUIRED LANDING DISTANCE CONF FULL
PER-LDG-DIS-RLD P 5/6
30 MAY 12
PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-LDG-DIS-RLD P 6/6
30 MAY 12
PERFORMANCE
ONE ENGINE INOPERATIVE
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-GEN GENERAL
PER-OEI-GEN-05 GENERAL
INTRODUCTION......................................................................................................................................................A
FLIGHT PREPARATION......................................................................................................................................... B
STRATEGY..............................................................................................................................................................C
PER-OEI-ALT ALTITUDE
PER-OEI-ALT-10 CEILINGS
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS.................................................................... A
NET CEILING AT GREEN DOT SPEED................................................................................................................ B
PER-OEI-PLP-TOC P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-HLD HOLDING
HOLDING................................................................................................................................................................. A
PER-OEI-DES DESCENT
PER-OEI-DES-10 STANDARD STRATEGY
DESCENT - M.78/300KT.........................................................................................................................................A
PER-OEI-PLP-TOC P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PER-OEI-GEN-05-00002064.0001001 / 10 DEC 09
Applicable to: ALL
This chapter provides the single engine performance data to be used for the conduct and monitoring
of the flight following an engine failure.
The diversion strategy (descent and cruise speed schedules) shall be selected, and specified in the
operators routes specifications, as a function of the prevailing operational factors (e.g. obstacles
clearance requirements and/or ETOPS operation).
FLIGHT PREPARATION
Ident.: PER-OEI-GEN-05-00002065.0001001 / 28 FEB 11
Applicable to: ALL
In readiness for a possible engine failure occurring during the flight, any flight shall be planned so as
to comply with any of the following requirements, as applicable :
obstacle clearance,
oxygen,
maximum diversion distance (ETOPS operation).
The following FCOM sections provide flight preparation and fuel planning information :
Refer to PER-FPL-GEN-INT GENERAL, for Standard Fuel Planning,
Refer to PRO-SPO-40-10 General, for Extended Range Operation (ETOPS) and associated fuel
requirements.
A to B
PER-OEI-GEN-05 P 1/2
25 NOV 11
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
STRATEGY
Ident.: PER-OEI-GEN-05-00002067.0001001 / 23 NOV 11
Applicable to: ALL
Depending on the prevailing operational constraints, the most appropriate diversion strategy shall be
selected, out of the following options:
STANDARD
STRATEGY
DESCENT
TO CEILING
CRUISE
M .78/300 kt
MCT
LR ceiling
LR speed
OBSTACLE
STRATEGY
320 kt
M .78/320 kt
MCT
Obstacle not
cleared:
Maintain Green Dot
Speed at MCT
Obstacle cleared :
Revert to standard
strategy
DESCENT
TO LANDING
Approx
increase in fuel
consumption
compared with
both engines
operative
FL per Refer to
FL per Refer to
PRO-SPO-40-60
PRO-SPO-40-60
ETOPS Fuel from
ETOPS Fuel from
Critical Point to
Critical Point to
Landing - One Engine Landing - One Engine
Out - Cruise at 320kt Out - Cruise at 350kt
MCT/320 kt
MCT/350 kt
+33 %
For ETOPS operations, any of the above diversion strategies can be used provided that the selected
strategy and speed schedule is used in:
establishing the area of operation (maximum diversion distance), Refer to PRO-SPO-40-60
General,
calculating the diversion fuel requirements for the single engine ETOPS critical scenario, Refer to
PRO-SPO-40-30 ETOPS Fuel Scenarios,
demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the authority to
deviate from this planned one engine inoperative speed.
PER-OEI-GEN-05 P 2/2
25 NOV 11
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
Ident.: PER-OEI-GEN-10-00002068.0001001 / 21 MAR 11
Applicable to: ALL
Unless a specific procedure has been established before dispatch (ETOPS, mountainous areas) the
recommended procedure is as follows :
PER-OEI-GEN-10 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-OEI-GEN-10-00002069.0019001 / 14 NOV 11
Applicable to: ALL
GIVEN
GW at engine failure
FL at engine failure
Temperature
Distance to diversion airport
No wind
=
=
=
=
70 000 kg
310
ISA
540 nm
FIND
LRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGS
AT LONG RANGE AND GREEN DOT SPEEDS)
Descent to cruise level : (FL 220) Refer to PER-OEI-DES-10
DESCENT - M.78/300KT
FL 220
Distance = 231 - 151 = 80 nm
Fuel = 1 274 - 896 = 378 kg
Time = 35 - 24 = 11 min
=
=
PER-OEI-GEN-10 P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
Ident.: PER-OEI-GEN-15-00002072.0001001 / 16 MAR 11
Applicable to: ALL
In order to maintain the highest possible level, the drift down procedure must be adopted.
This requires maximum continuous thrust on the remaining engine at green dot speed.
If, having reached drift down ceiling altitude, an obstacle problem remains, the drift down
procedure must be maintained so as to fly an ascending cruise profile.
If, after drift down, no obstacle problem remains, the speed should be allowed to increase
to long range speed and maintained. The subsequent cruise should be made using either
the long range speed by adjusting it as a function of aircraft weight or by maintaining the
initial cruise speed.
Note:
Due to the fact that the long range speed is higher than the green dot speed, the cruise will
be made at an altitude lower than the drift down ceiling.
PER-OEI-GEN-15 P 1/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-GEN-15 P 2/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-OEI-GEN-15-00002075.0020001 / 14 NOV 11
Applicable to: ALL
GIVEN
GW at engine failure
FL at engine failure
Temperature
Distance to destination airport
No wind
=
=
=
=
62 000 kg
350
ISA
1 500 nm
FIND
Level off (drift down ceiling) (Refer to
: 25 400 ft
PER-OEI-DES-15 GROSS FLIGHT PATH
DESCENT AT GREEN DOT SPEED - ISA)
Distance
: 267 nm
Fuel
: 1 400 kg
Time
: 48 min
LRC ceiling : (Refer to PER-OEI-ALT-10 : FL 250
GROSS CEILINGS AT LONG RANGE AND
GREEN DOT SPEEDS)
Cruise at long range speed (FL 250) to landing
(weight = 62 000 - 1 400 = 60 600 kg : Distance = 1 500 - 267 = 1 233 nm)
Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and
fuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remaining
air distance of 1 233 nm at FL 250.
Fuel : 6 462 kg
Time : 3 h 42 min
Correction due to actual in-cruise weight
Fuel
= +82 kg per 1 000 kg above reference weight
Fuel
= +82 kg (60.6 55) ~ 459 kg
RESULT
Total Fuel
Time
=
=
PER-OEI-GEN-15 P 3/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-GEN-15 P 4/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PROCEDURE
Ident.: PER-OEI-GEN-20-00002091.0001001 / 01 MAR 11
Applicable to: ALL
This section provides single engine performance data for two fixed speed diversion strategies
(fixed descent and cruise speed schedules) recommended for ETOPS operation, provided that the
requirements set forth, Refer to PER-OEI-GEN-05 INTRODUCTION, are complied with.
PER-OEI-GEN-20 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
Ident.: PER-OEI-GEN-20-00002093.0021001 / 22 FEB 11
Applicable to: ALL
GIVEN :
GW at engine failure
FL at engine failure
Temperature
Distance to diversion airport
Speed selected before dispatch
Cruise level for diversion
Selected before dispatch
=
=
=
=
=
70 000 kg
350
ISA
500 nm
350 kt
FL 180
FIND :
Descent to cruise level (Refer to : Distance = 178 - 92 = 86 nm
PER-OEI-DES-20 DESCENT Fuel = 1 030 - 651 = 379 kg
M.80/350KT)
Time = 24.1 - 13.1 = 11 min
Cruise
Weight
= 70 000 - 379 = 69 621 kg
Distance = 500 - 86 = 414 nm
Determine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuel
consumption at ISA conditions for a reference weight of 55 000 kg
Interpolate the remaining distance of 414 nm at FL 180
Fuel
= 2 804 kg
Time
= 1 h 11 min
Correction due to actual in-cruise weight
Fuel
= +3 kg per 1 000 kg above reference weight
Fuel
= +3 kg (69.6 55) ~ 44 kg
RESULT :
Total Fuel
Time
=
=
PER-OEI-GEN-20 P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
ALTITUDE - CEILINGS
FLIGHT CREW
OPERATING MANUAL
Note:
If severe icing conditions are encountered, ice formation may build up on non heated
structure and therefore the ceiling will be reduced by 2 000 ft.
PER-OEI-ALT-10 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
ALTITUDE - CEILINGS
FLIGHT CREW
OPERATING MANUAL
To obtain the net ceiling at green dot speed, apply the following corrections to the gross ceiling at
green dot speed:
ISA +10
ISA +20
48
-5 800 ft
52
-4 200 ft
56
-2 700 ft
68
-4 700 ft
72
-5 100 ft
76
-6 100 ft
-4 200 ft
-2 800 ft
-2 600 ft
-3 800 ft
-6 300 ft
-10 100 ft
-11 800 ft
-4 500 ft
PER-OEI-ALT-10 P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 1/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 2/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 3/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 4/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 5/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 6/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 7/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-10 P 8/8
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 1/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 2/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 3/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 4/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 5/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 6/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 7/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 8/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 9/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 10/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 11/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 12/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 13/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 14/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 15/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-CRT-20 P 16/16
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The following in cruise quick check tables allow the flight crew to determine the fuel consumption and
the time required to cover a given air distance from any moment in cruise to landing, with one engine
inoperative.
These tables are established for:
Cruise Mach number : long range
Descent profile : M .78/300 kt/250 kt
Approach and landing : 120 kg or 270 lb - 6 min IMC
ISA
CG = 33 %
Pack flow HI
Anti ice OFF
Note:
1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree Celsius above ISA temperature apply a fuel correction of 0.015
(kg/C/NM) ISA (C) air distance (NM) or 0.033 (lb/C/NM) ISA (C) air
distance (NM).
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
The in cruise quick check tables are based on a reference initial weight.
A correction on the fuel consumption has to be made, when the actual initial weight is different from
the reference initial weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction
part of the table per 1 000 kg or 1 000 lb below (or above) the reference initial weight (Refer to
PER-OEI-GEN-20 EXAMPLE).
A to B
PER-OEI-ICQ-10 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-ICQ-10 P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-OEI-ICQ-20-00002125.0001001 / 14 NOV 11
Applicable to: ALL
The following in cruise quick check tables allow the flight crew to determine the fuel consumption and
the time required to cover a given air distance from any moment in cruise to landing with one engine
inoperative.
These tables are established for:
Cruise speed: MCT/VMO, MCT/320 kt.
Descent profile: M .78/300 kt/250 kt
Approach and landing: 120 kg or 270 lb - 6 min IMC
ISA
CG = 33 %
Pack flow HI
Anti ice OFF
Note:
1. In the tables, the asterisk "*" means that a step climb of 4 000 ft has been made to reach
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree Celsius above ISA apply a fuel correction of
0.015 (kg/C/NM) ISA (C) Air Distance (NM)
or 0.033 (lb/C/NM) ISA (C) Air Distance (NM)
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
The in cruise quick check tables are based on a reference initial weight. The fuel consumption must
be corrected when the actual weight is different from the reference initial weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the
correction part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight (Refer to
PER-OEI-GEN-20 EXAMPLE).
A to B
PER-OEI-ICQ-20 P 1/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-ICQ-20 P 2/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-ICQ-20 P 3/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-ICQ-20 P 4/4
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
HOLDING
FLIGHT CREW
OPERATING MANUAL
HOLDING
Ident.: PER-OEI-HLD-00002130.0024001 / 28 FEB 11
Applicable to: ALL
PER-OEI-HLD P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
HOLDING
FLIGHT CREW
OPERATING MANUAL
PER-OEI-HLD P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT - M.78/300KT
Ident.: PER-OEI-DES-10-00002135.0020001 / 09 MAR 11
Applicable to: ALL
PER-OEI-DES-10 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-10 P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-15 P 1/6
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-15 P 2/6
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-15 P 3/6
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-15 P 4/6
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
For LONG RANGE CRUISE table Refer to PER-OEI-CRT-10 LONG RANGE CRUISE - 1 ENGINE
OUT - ISA
For IN CRUISE QUICK CHECK Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG
RANGE
PER-OEI-DES-15 P 5/6
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-15 P 6/6
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT - M.80/350KT
Ident.: PER-OEI-DES-20-00002136.0023001 / 22 FEB 11
Applicable to: ALL
PER-OEI-DES-20 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT - M.78/320KT
Ident.: PER-OEI-DES-20-00002137.0023001 / 02 FEB 11
Applicable to: ALL
PER-OEI-DES-20 P 2/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
DESCENT TO LANDING
Ident.: PER-OEI-DES-30-00002138.0022001 / 09 DEC 09
Applicable to: ALL
PER-OEI-DES-30 P 1/2
03 APR 12
PERFORMANCE
ONE ENGINE INOPERATIVE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PER-OEI-DES-30 P 2/2
03 APR 12