Main FCOM/QRH/FCTM Changes

June 2019
 Main FCOM/QRH/FCTM Changes

Main FCOM/QRH/FCTM changes included from June 2019

The main FCOM/QRH/FCTM changes described in this document will be

available in the Operator FCOM/QRH/FCTM manuals, based on the
Operator’s revision cycle.

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 Main FCOM/QRH/FCTM Changes

NEW TEMPORARY ABNORMAL BEHAVIOR: UNEXPECTED “DECELERATE”

DISPLAYED ON MCDU DURING CLIMB

1.1 EFFECT ON MANUAL

- FCOM:
o Creation of TAB in DSC-22-20-100-30, applicable to all Thales FMS standards.

1.2 SUMMARY OF THE MODIFICATION

During climb or at acceleration altitude, both of the following messages may spuriously
appear:
- DECELERATE on the MCDU scratchpad
- T/D REACHED on the PFD.
This misbehavior has no impact on the guidance of the aircraft.
The TAB provides the conditions for occurrence and work-around for the flight crew on
ground and in flight.

MODIFICATION OF THE FCOM FLIGHT CONTROL LAW DESCRIPTION FOR

A320NEO AIRCRAFT

2.1 EFFECT ON MANUAL

- FCOM - DSC-27-20 Flight Control System
o Creation of 20-10 Normal Law – General
o Creation of 20-10 Normal Law – Pitch Control – Rotation Mode

2.2 SUMMARY OF THE MODIFICATION

On A320neo, the Rotation Mode was established, in order to generate a regular rotation
rate. This rate should be easily achievable, regardless of weight, CG and thrust. This
Rotation Mode also includes a tail strike protection that minimizes the risk of tail strike.
Even if this Mode does not change the rotation technique, Airbus decided to provide
information associated with the Rotation Mode based on customer feedback. To maintain
the FCOM ATA 27 DSC consistent, Airbus decided to use “Rotation Mode” instead of
“Rotation Law”.
The description affects the FCOM, as follows:
- General section: To explain how and when the Rotation Mode applies
- Rotation Mode section: To provide a technical description of the Rotation Mode.

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 Main FCOM/QRH/FCTM Changes

SPLIT OF ECAM ALERT

3.1 EFFECT ON MANUAL

- FCOM:
o Modification of “AIR L(R) WING or ENG 1(2) BLEED LEAK” alert to “AIR L(R)
WING LEAK”
o Creation of “AIR ENG 1(2) BLEED LEAK alert”.

3.2 SUMMARY OF THE MODIFICATION

Previously, the “AIR L(R) WING LEAK” and “AIR ENG 1(2) BLEED LEAK” ECAM alerts
were categorized in the “AIR L(R) WING or ENG 1(2) BLEED LEAK” ECAM alert. The
reason these were categorized was because the action lines were similar for both
procedures.
To enable a rapid access to both procedures, these two ECAM alerts are divided into “AIR
L(R) WING LEAK” and “AIR ENG 1(2) BLEED LEAK”.

REQUEST FOR NEW FULL ALIGNMENT IN THE CASE OF AIRCRAFT

MOVEMENT DURING THE IRS ALIGNMENT.

4.1 EFFECT ON MANUAL

- FCOM:
o Update of PRO-NOR-SOP COCKPIT PREPARATION.

4.2 SUMMARY OF THE MODIFICATION

To perform the IRS alignment the aircraft must be stopped.
In the case of aircraft movement (AC towed for example) during the IRS alignment, the
automatic restart of the IRS alignment can cause an initialization of the IRS position that
is not correct.
To prevent this type of situation, the ADIRS section of the Overhead Cockpit Preparation
Normal Procedure is revised. The modification requests that the flight crew perform a new
full alignment in the case of aircraft movement during the IRS alignment. This will avoid a
not correct initialization of the IRS position.

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 Main FCOM/QRH/FCTM Changes

EFB DUAL COMPUTATION DURING DESCENT PREPARATION

5.1 EFFECT ON MANUAL

- FCOM:
o Update of PRO-NOR-SOP DESCENT PREPARATION
- QRH:
o Update of NORMAL PROCEDURES – DESCENT PREPARATION
- FCTM:
o Update of NORMAL PROCEDURES – SOP – DESCENT PREPARATION

5.2 SUMMARY OF THE MODIFICATION

AMC 20-25 “Airworthiness and operational consideration for Electronic Flight Bags”
requires that a dual performance computation is performed during the descent
preparation.
As a result, FCOM and QRH Descent Preparation sections of the Standard Operating
Procedures (SOP) are updated to request both of the following:
- That both the PF and PM perform a dual computation of the landing performance
data
- That the PM crosscheck the data that the PF entered in the FMS.
The new “Content of a landing performance data crosscheck” FCTM section provides the
list of landing performance parameters. During the descent preparation both the PF and
PM should crosschecked these parameters.

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 Main FCOM/QRH/FCTM Changes

SOP PARKING HARMONIZATION: ENABLE IR DISPATCH UNDER MMEL

CONDITION

6.1 EFFECT ON MANUAL

- FCOM:
o Update of PRO-NOR-SOP PARKING: IRS Performance

6.2 SUMMARY OF THE MODIFICATION

BEFORE AFTER

After the flight, the flight crew must check the IRS performance at the gate. To check IRS
performance, the flight crew compares the IRS position with the FMGEC position. The
flight crew checks this value with the above illustration (ref. illustration in FCOM section
PRO-NOR-SOP-Parking).
Previously, when the IRS check was not in the “Acceptable for use” area, the action was
“Remove the ADIRU”. If the ADIRU is removed, both the IR and ADR are considered
inoperative. However, the error position is only due to the IR part. Therefore only the IR
should be considered inoperative.
Therefore, if the flight considers the IR inoperative only, they can dispatch the aircraft in
accordance with the associated MMEL Item.
The update of the PRO-NOR-SOP-Parking replaces “Remove ADIRU” by “consider the
IR inoperative”. In addition, the “Nav Time” note is deleted, due to the fact that the “Nav
Time” is not indicated in the procedure.

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 Main FCOM/QRH/FCTM Changes

RUNWAY COVERED WITH WET ICE: TAKEOFF NOT PERMITTED

7.1 EFFECT ON MANUAL

- FCOM:
o Update of LIM-AG-OPS - AIRPORT OPERATIONS AND WIND LIMITATIONS

7.2 SUMMARY OF THE MODIFICATION

For A320 Family (except A319-153N and A319neo CJ), the following modification is
included:
- Takeoff from a runway covered with wet ice is not permitted, in accordance with
the TALPA-ARC recommendation.
Note: This modification is complementary to the previous modification of FCOM for A320
Family (except A319-153N and A319neo CJ). PER-TOF-CTA-10 GENERAL was updated,
and PER-TOF-CTA-20 RESTRICTIONS and PER-LDG-CTA-20 RESTRICTIONS DUs
were created.

FOR PW1100G-JM WITH EEC FCS 5.0 STANDARD: GREEN OPERATING

PROCEDURES WITH ONE PACK OFF

8.1 EFFECT ON MANUAL

- FCTM:
o Update of PR-NP-SP-20- Green Operating Procedures: Preliminary Cockpit
Preparation
o Update of PR-NP-SP-20- Green Operating Procedures: After Start
o Update of PR-NP-SP-20- Green Operating Procedures: After Landing

8.2 SUMMARY OF THE MODIFICATION

The introduction of Engine Electronic Control (EEC) FCS5.0 standard restores the
possibility to perform one pack OFF operations during TAXI.

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 Main FCOM/QRH/FCTM Changes

TOUCH AND GO TECHNIQUE

9.1 EFFECT ON MANUAL

- FCTM:
o Update of PR-NP-SP: Touch and Go

9.2 SUMMARY OF THE MODIFICATION

The FCTM PRO-NOR-SUPP Touch and Go chapter contains a table that provides details
on tasksharing for the trainee and their instructor.
In this table, the word “adjust” is deleted from the following phrase: “Monitor/adjust the
pitch trim movement towards the green band”.
After landing, the instructor disarms the ground spoilers and calls “STANDUP”. After this
callout, the trainee moves the thrust levers forward approximately 5 cm.
The instructor sets the flaps for takeoff, and monitors the pitch trim movement towards the
green band. Previously, the instructor could manually adjust the pitch trim wheel. This
action is not necessary as aircraft design ensures an automatic reset of the pitch trim
wheel.
As in any situation, the Airbus golden rules apply: If the instructor is not satisfied with the
automatic reset of the pitch trim wheel, they can take over and manually adjust the pitch
trim wheel.

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