Sunteți pe pagina 1din 510

INTRODUCTION 00.

000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

00.010 GENERAL INTRODUCTION


-- FOREWORD 1
-- COMMENT - QUESTIONS - SUGGESTIONS 1

00.030 AIRCRAFT ALLOCATION TABLE

00.040 LIST OF SECTIONS

00.070 LIST OF MODIFICATIONS

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


Introduction 00.010

FLIGHT CREW TRAINING MANUAL GENERAL INTRODUCTION JUL 28/05

FOREWORD

ALL

The Flight Crew Training Manual (FCTM) is published as a supplement to the


Flight Crew Operating Manual (FCOM) and is designed to provide pilots with
practical information on how to operate the Airbus aircraft. It should be read in
conjunction with the FCOM. In the case of any conflict, the FCOM is the
over-riding authority.
Airline training policy may differ in certain areas. Should this be the case, the
airline training policy is the over-riding authority.

COMMENT - QUESTIONS - SUGGESTIONS

ALL
FCTM holders and users are encouraged to submit questions and suggestions
regarding this manual to:
fltops.trainingdata@airbus.com
or
AIRBUS
1, rond point Maurice BELLONTE
31707 BLAGNAC CEDEX- FRANCE
ATTN: Flight Operations Support STLT

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

FLEET TABLE

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
10X01 320-232 ST1 V2527A5 KINGFISHER AIRLINES
10X02 319-131 ST3 V2522A5 KINGFISHER AIRLINES
15X01 320-214 ST1 56-5-B4 JAZEERA AIRLINES
24X01 320-232 ST1 V2527A5 OMAN VIP
78Y01 320-214 ST1 56-5-B4 VIRGIN AMERICA BEST AIR
89Y01 320-214 ST1 56-5-B4 STARFLYER
AAA01 320-211 ST1 56-5-A1 AIR MENPHIS
AAA01 320-211 ST1 56-5-A1 AIR MOLDOVA
AAA01 320-211 ST1 56-5-A1 AIRLUXOR LDA
AAA01 320-211 ST1 56-5-A1 ARMAVIA
AAA01 320-211 ST1 56-5-A1 BH AIR
AAA01 320-211 ST1 56-5-A1 EAGLE AVIATION SA
AAA01 320-211 ST1 56-5-A1 LAT CHARTER AIRLINES
AAA01 320-211 ST1 56-5-A1 MENAJET
AAA01 320-211 ST1 56-5-A1 NOUVELAIR
AAA01 320-211 ST1 56-5-A1 UKRAINIAN
MEDITERRANEAN AIR
AAR01 321-131 ST2 V2530A5 ASIANA AIRLINES
AAR02 321-231 ST2 V2533A5 ASIANA AIRLINES
AAR03 321-131 ST2 V2530A5 ASIANA AIRLINES
AAR04 321-231 ST2 V2533A5 ASIANA AIRLINES
AAR05 320-232 ST1 V2527A5 ASIANA AIRLINES
ACA01 320-211 ST1 56-5-A1 AIR CANADA
ACA02 319-114 ST3 56-5-A5 AIR CANADA
ACA03 319-112 ST3 56-5-B6 AIR CANADA
ACA04 321-211 ST2 56-5-B3 AIR CANADA
ACA05 320-214 ST1 56-5-B4 AIR CANADA
ACI01 320-232 ST1 V2527A5 AIR CALEDONIE
INTERNATIONAL
ADR01 320-211 ST1 56-5-A1 BAVARIA INTL AIRCRAFT
LEASE
ADR01 320-211 ST1 56-5-A1 TRANSPORTES AEREOS
PORTUGUES
ADR01 320-231 ST1 V2500A1 ADRIA AIRWAYS

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
AEF01 320-232 ST1 V2527A5 AERO FLIGHT GMBH
AEF01 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
AEF01 320-232 ST1 V2527A5 NIKI
AEF02 321-231 ST2 V2533A5 AERO FLIGHT GMBH
AEF02 321-231 ST2 V2533A5 LIVINGSTON SPA
AEF02 321-231 ST2 V2533A5 NIKI
AEF02 321-231 ST2 V2533A5 ONUR AIR
AEF02 321-231 ST2 V2533A5 SPIRIT AIRLINES
AES01 320-233 ST1 2527EA5 VALUAIR
AES01 320-233 ST1 2527EA5 WIZZ AIR LIMITED
AES02 320-233 ST1 2527EA5 ACES-AEROLINEAS DE
COLOMBIA
AES02 320-233 ST1 2527EA5 WIZZ AIR LIMITED
AFL01 320-214 ST1 56-5-B4 AEROFLOT - RUSSIAN
AIRLINES
AFL02 319-111 ST3 56-5-B5 AEROFLOT - RUSSIAN
AIRLINES
AFL03 321-211 ST2 56-5-B3 AEROFLOT - RUSSIAN
AIRLINES
AFR01 320-111 ST1 56-5-A1 SOCIETE AIR FRANCE
AFR01 320-211 ST1 56-5-A1 SOCIETE AIR FRANCE
AFR01 320-211 ST1 56-5-A3 SOCIETE AIR FRANCE
AFR02 321-211 ST2 56-5-B1 SOCIETE AIR FRANCE
AFR02 321-211 ST2 56-5-B3 VIETNAM AIRLINES
AFR03 319-111 ST3 56-5-B5 SOCIETE AIR FRANCE
AFR05 320-214 ST1 56-5-B4 SOCIETE AIR FRANCE
AFR06 320-214 ST1 56-5-B4 SOCIETE AIR FRANCE
AFR07 320-214 ST1 56-5-B4 SOCIETE AIR FRANCE
AFR08 318-111 ST4 56-5-B8 SOCIETE AIR FRANCE
AFR09 319-111 ST3 56-5-B5 SOCIETE AIR FRANCE
AFR10 320-214 ST1 56-5-B4 SOCIETE AIR FRANCE
AFR11 319-115 ST3 56-5-B7 SOCIETE AIR FRANCE
AHY01 319-111 ST3 56-5-B5 AZERBAIJAN HAVA
YOLLARI
AIH01 320-214 ST1 56-5-B4 MYTRAVEL AIRWAYS A/S
AIH01 320-214 ST1 56-5-B4 PHILIPPINE AIR LINES INC.
AIH01 320-214 ST1 56-5-B4 VUELING

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
AIH02 321-211 ST2 56-5-B3 MYTRAVEL AIRWAYS A/S
AIH03 321-211 ST2 56-5-B3 AIRTOURS INTL AIRWAYS
AIH03 321-211 ST2 56-5-B3 MYTRAVEL AIRWAYS A/S
AIH03 321-211 ST2 56-5-B3 TURK HAVA YOLLARI
AIH04 320-214 ST1 56-5-B4 AIRTOURS INTL AIRWAYS
AIH04 320-214 ST1 56-5-B4 MYTRAVEL AIRWAYS
AIH04 320-214 ST1 56-5-B4 VUELING
AJM01 320-214 ST1 56-5-B4 AIR JAMAICA
ALK01 320-231 ST1 V2500A1 SRILANKAN AIRLINES
AMC01 320-211 ST1 56-5-A1 AIR ARABIA
AMC01 320-211 ST1 56-5-A1 AIR MEDITERRANEE
AMM01 320-214 ST1 56-5-B4 FIRST CHOICE AIRWAYS
AMM02 321-211 ST2 56-5-B3 FIRST CHOICE AIRWAYS
AMU01 321-231 ST2 V2533A5 AIR MACAU CO LTD
ANA01 320-211 ST1 56-5-A1 ALL NIPPON AIRWAYS CO
LTD
ANA02 321-131 ST2 V2530A5 ALL NIPPON AIRWAYS CO
LTD
ANA03 320-211 ST1 56-5-A1 ALL NIPPON AIRWAYS CO
LTD
ANZ01 320-232 ST1 V2527A5 AIR NEW ZEALAND LTD
ANZ01 320-232 ST1 V2527A5 SAAD AIR
ANZ02 320-232 ST1 V2527A5 FREEDOM AIRLINES
AUA01 321-111 ST2 56-5-B1 AUSTRIAN AIRLINES
AUA02 320-214 ST1 56-5-B4 AUSTRIAN AIRLINES
AUA03 321-211 ST2 56-5-B3 AUSTRIAN AIRLINES
AUA04 321-211 ST2 56-5-B3 AUSTRIAN AIRLINES
AUA05 319-112 ST3 56-5-B6 AUSTRIAN AIRLINES
AWE02 319-132 ST3 V2524A5 AMERICA WEST AIRLINES
AWE03 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
AWE04 319-132 ST3 V2524A5 AMERICA WEST AIRLINES
AWE05 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
AXM01 320-214 ST1 56-5-B4 AIR ASIA SDN BHD
AZA01 321-112 ST2 56-5-B2 ALITALIA-LINEE AEREE
ITALIAN
AZA02 320-214 ST1 56-5-B4 ALITALIA-LINEE AEREE
ITALIAN

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
AZA04 319-112 ST3 56-5-B6 ALITALIA-LINEE AEREE
ITALIAN
B2A01 320-214 ST1 56-5-B4 SKYSERVICE F.B.O. INC.
B2A01 320-214 ST1 56-5-B4 USA 3000 AIRLINES
B2A01 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
B2A01 320-232 ST1 V2527A5 JETSTAR ASIA
B2A01 320-232 ST1 V2527A5 TAM - LINHAS AERAS
B2A01 320-232 ST1 V2527A5 TIGER AIRWAYS
B2A02 320-232 ST1 V2527A5 WIZZ AIR LIMITED
BAW01 319-131 ST3 V2522A5 BRITISH AIRWAYS
BAW02 321-231 ST2 V2533A5 GB AIRWAYS LTD
BAW03 320-232 ST1 V2527A5 BRITISH AIRWAYS
BAW04 320-232 ST1 V2527A5 GB AIRWAYS LTD
BAW05 321-231 ST2 V2533A5 BMED
BAW06 321-231 ST2 V2533A5 BRITISH AIRWAYS
BAW06 321-231 ST2 V2533A5 GB AIRWAYS LTD
BAW07 321-231 ST2 V2533A5 GB AIRWAYS LTD
BCA01 320-111 ST1 56-5-A1 BRITISH AIRWAYS
BCA01 320-211 ST1 56-5-A1 BRITISH AIRWAYS
BER01 320-214 ST1 56-5-B4 AIR BERLIN
BLR01 319-132 ST3 V2524A5 INDEPENDENCE AIR
BMA01 321-231 ST2 V2533A5 BMI - BRITISH MIDLAND
BMA01 321-231 ST2 V2533A5 TURK HAVA YOLLARI
BMA02 320-232 ST1 V2527A5 BMI - BRITISH MIDLAND
BMA03 321-231 ST2 V2533A5 BMI - BRITISH MIDLAND
BMA04 319-131 ST3 V2522A5 BMI - BRITISH MIDLAND
BMA05 319-131 ST3 V2522A5 BMI - BRITISH MIDLAND
C8J01 319-133 ST3 2527MA5 AERO SERVICES
EXECUTIVE
C8J01 319-133 ST3 2527MA5 AIRLUXOR LDA
C8J01 319-133 ST3 2527MA5 QATAR AIRWAYS
C8J01 319-133 ST3 2527MA5 QATAR AMIRI FLIGHT
C8J01 319-133 ST3 2527MA5 REPUBLICA BOLIVARIANA
VENEZU
C8J01 319-133 ST3 2527MA5 VOLKSWAGEN AIR
SERVICE

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
C8J02 319-115 ST3 56-5-B7 AERO SERVICES
EXECUTIVE
C8J02 319-115 ST3 56-5-B7 GOVERNMENT OF ITALY
C8J02 319-115 ST3 56-5-B7 NATIONAL AIR SERVICES
C8J02 319-115 ST3 56-5-B7 RTAF - ROYAL THAI AIR
FORCE
C8J02 319-132 ST3 V2524A5 PRIVATAIR
C8J02 319-133 ST3 2527MA5 FORCA AEREA
BRASILEIRA
C8J02 319-133 ST3 2527MA5 QATAR AIRWAYS
C8J02 319-133 ST3 2527MA5 UNDISCLOSED CUSTOMER
C8J03 319-115 ST3 56-5-B7 AZERBAIJAN HAVA
YOLLARI
C9G01 320-214 ST1 56-5-B4 FIRST CHOICE AIRWAYS
C9G02 321-131 ST2 V2530A5 ASIANA AIRLINES
C9G03 320-214 ST1 56-5-B4 LTU - LUFTTRANSPORT
UNTERNEH
C9G06 321-231 ST2 V2533A5 ASIANA AIRLINES
C9G07 319-111 ST3 56-5-B5 AIR CHINA
C9G08 320-214 ST1 56-5-B4 AIR JAMAICA
C9G09 320-214 ST1 56-5-B4 VUELING
C9G09 320-232 ST1 V2527A5 AERO FLIGHT GMBH
C9G09 320-232 ST1 V2527A5 CHINA SOUTHERN
AIRLINES
C9G09 320-232 ST1 V2527A5 HELLAS JET
C9G09 320-232 ST1 V2527A5 ROYAL BRUNEI AIRLINES
C9G09 320-232 ST1 V2527A5 TIGER AIRWAYS
C9G10 319-112 ST3 56-5-B6 SKYSERVICE F.B.O. INC.
C9G11 319-132 ST3 V2524A5 PRIVATAIR
C9G12 320-214 ST1 56-5-B4
C9G12 320-214 ST1 56-5-B4 CEBU PACIFIC AIR
C9G12 320-214 ST1 56-5-B4 VUELING
CBF01 321-231 ST2 V2533A5 CHINA NORTHERN
AIRLINES
CBF01 321-231 ST2 V2533A5 CHINA SOUTHERN
AIRLINES
CCA01 319-131 ST3 V2522A5 AIR CHINA

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
CCA01 319-131 ST3 V2522A5 AIR CHINA ZHEJIANG
COMPANY
CCA02 319-115 ST3 56-5-B7 AIR CHINA
CDN01 320-211 ST1 56-5-A1 AIR CANADA
CDN01 320-211 ST1 56-5-A1 FREE BIRD AIRLINES
CDN01 320-211 ST1 56-5-A1 WIND JET S.P.A
CDN01 320-211 ST1 56-5-A3 ARMENIAN INTL AIRWAYS
CDN01 320-212 ST1 56-5-A3 CROATIA AIRLINES
CDN01 320-212 ST1 56-5-A3 GERMANWINGS
CDN01 320-212 ST1 56-5-A3 GULF AIR
CDN01 320-212 ST1 56-5-A3 USA 3000 AIRLINES
CEB01 319-111 ST3 56-5-B5 CEBU PACIFIC AIR
CES01 320-214 ST1 56-5-B4 CHINA EASTERN AIRLINES
CES02 320-214 ST1 56-5-B4 CHINA EASTERN AIRLINES
CES03 321-211 ST2 56-5-B3 CHINA EASTERN AIRLINES
CES04 319-115 ST3 56-5-B7 CHINA EASTERN AIRLINES
CFG01 320-212 ST1 56-5-A3 CONDOR BERLIN GMBH
CFG02 320-214 ST1 56-5-B4 CONDOR BERLIN GMBH
CFG02 320-214 ST1 56-5-B4 THOMAS COOK AIRLINE
UK
CHH01 319-111 ST3 56-5-B5 HAINAN AIRLINES
COMPANY LTD
CJG01 320-214 ST1 56-5-B4 AIR CHINA
CMM01 319-111 ST3 56-5-B5 AIR CHINA
CMM01 319-112 ST3 56-5-B6 MEXICANA DE AVIACION
CMM01 319-112 ST3 56-5-B6 SKYSERVICE F.B.O. INC.
CNW01 320-214 ST1 56-5-B4 CHINA EASTERN AIRLINES
CSC01 321-231 ST2 V2533A5 SICHUAN AIRLINES
CSC02 320-232 ST1 2527EA5 SICHUAN AIRLINES
CSC03 319-133 ST3 2527MA5 SICHUAN AIRLINES
CSN01 320-232 ST1 2527EA5 CHINA SOUTHERN
AIRLINES
CSN01 320-232 ST1 V2527A5 CHINA SOUTHERN
AIRLINES
CSN02 320-214 ST1 56-5-B4 CHINA SOUTHERN
AIRLINES

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
CSN03 319-112 ST3 56-5-B6 CHINA SOUTHERN
AIRLINES
CSN03 319-115 ST3 56-5-B7 CHINA SOUTHERN
AIRLINES
CSZ01 319-115 ST3 56-5-B7 SHENZHEN AIRLINES
CTN01 319-112 ST3 56-5-B6 CROATIA AIRLINES
CTN02 320-214 ST1 56-5-B4 CROATIA AIRLINES
CYP01 320-231 ST1 V2500A1 CYPRUS AIRWAYS LTD
CYP01 320-231 ST1 V2500A1 FINANCIAL INSTITUTIONS
CYP02 319-132 ST3 V2524A5 CYPRUS AIRWAYS LTD
D2F01 320-232 ST1 V2527A5 BANGKOK AIRWAYS
D2F02 321-231 ST2 V2533A5 SPIRIT AIRLINES
D2F04 320-232 ST1 V2527A5 KINGFISHER AIRLINES
D2F05 319-132 ST3 V2524A5 ATLAS INTERNATIONAL
AIRWAYS
D2F05 319-132 ST3 V2524A5 PT METRO BATAVIA
DKN01 320-232 ST1 V2527A5 AIR DECCAN
DLH01 320-211 ST1 56-5-A1 DEUTSCHE LUFTHANSA
AG
DLH01 320-211 ST1 56-5-A1 GERMANWINGS
DLH02 321-131 ST2 V2530A5 DEUTSCHE LUFTHANSA
AG
DLH03 319-114 ST3 56-5-A5 CROATIA AIRLINES
DLH03 319-114 ST3 56-5-A5 DEUTSCHE LUFTHANSA
AG
DLH03 319-114 ST3 56-5-A5 GERMANWINGS
DLH04 321-231 ST2 V2533A5 DEUTSCHE LUFTHANSA
AG
DLH05 320-211 ST1 56-5-A1 DEUTSCHE LUFTHANSA
AG
DRK01 319-115 ST3 56-5-B7 DRUK AIR
EDW01 320-214 ST1 56-5-B4 EDELWEISS AIR AG.
EIN01 321-211 ST2 56-5-B3 AER LINGUS LIMITED
EIN02 320-214 ST1 56-5-B4 AER LINGUS LIMITED
EIN04 320-214 ST1 56-5-B4 AER LINGUS LIMITED
EWG01 319-112 ST3 56-5-B6 GERMANWINGS
EZY01 319-111 ST3 56-5-B5 EASYJET PLC
FFT01 319-111 ST3 56-5-B5 FRONTIER AIRLINES

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
FFT01 319-111 ST3 56-5-B6 FRONTIER AIRLINES
FFT01 319-112 ST3 56-5-B6 FRONTIER AIRLINES
FFT02 318-111 ST4 56-5-B8 FRONTIER AIRLINES
FIN01 321-211 ST2 56-5-B3 FINNAIR O/Y
FIN02 319-112 ST3 56-5-B6 FINNAIR O/Y
FIN03 320-214 ST1 56-5-B4 FINNAIR O/Y
G2F01 320-214 ST1 56-5-B4 LTU - LUFTTRANSPORT
UNTERNEH
G2F01 320-214 ST1 56-5-B4 TRANSPORTES AEREOS
PORTUGUES
G2F02 321-211 ST2 56-5-B3 LTU - LUFTTRANSPORT
UNTERNEH
G2F03 320-214 ST1 56-5-B4 STAR AIRLINES
G2F03 320-214 ST1 56-5-B4 THOMAS COOK AIRLINE
BELGIUM
G2F03 320-214 ST1 56-5-B4 VUELING
G2P01 320-211 ST1 56-5-A1 AIR CANADA
G2P01 320-211 ST1 56-5-A1 DONBASSAERO AIRLINES
G2P01 320-211 ST1 56-5-A1 NOUVELAIR
G2P01 320-212 ST1 56-5-A1 NOUVELAIR
G2P01 320-212 ST1 56-5-A1 SOCIETE AIR FRANCE
G2P01 320-212 ST1 56-5-A3 BH AIR
G2P01 320-212 ST1 56-5-A3 EIRJET
G2P01 320-212 ST1 56-5-A3 MONARCH AIRLINES LTD
G2P01 320-212 ST1 56-5-A3 NOUVELAIR
G2P01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
G2P01 320-231 ST1 V2500A1 WIND JET S.P.A
G2P01 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
G2X01 320-211 ST1 56-5-A1 TRANSPORTES AEREOS
PORTUGUES
G2X01 320-211 ST1 56-5-A3 AZERBAIJAN HAVA
YOLLARI
G2X01 320-211 ST1 56-5-A3 FREE BIRD AIRLINES
G2X01 320-211 ST1 56-5-A3 JORDAN AVIATION
G2X01 320-211 ST1 56-5-A3 ROYAL JORDANIAN
AIRLINES
G2X01 320-211 ST1 56-5-A3 SOCIETE AIR FRANCE

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
G2X01 320-211 ST1 56-5-A3 THOMAS COOK AIRLINE
BELGIUM
G2X01 320-212 ST1 56-5-A3 FREE BIRD AIRLINES
G2X01 320-212 ST1 56-5-A3 SOCIETE AIR FRANCE
G2X01 320-212 ST1 56-5-A3 THOMAS COOK AIRLINE
BELGIUM
G2X01 320-212 ST1 56-5-A3 VOLARE AIRLINES S.P.A.
G2X03 320-214 ST1 56-5-B4 STAR AIRLINES
G2X04 320-214 ST1 56-5-B4 AIR MALTA CO LTD.
G2X04 320-214 ST1 56-5-B4 EUROFLY SPA
G2X04 320-214 ST1 56-5-B4 THOMAS COOK AIRLINE
BELGIUM
G2X04 320-232 ST1 V2527A5 MARTINAIR HOLLAND N.V.
G2X04 320-232 ST1 V2527A5 TIGER AIRWAYS
G2X04 320-233 ST1 2527EA5 TRANSP AEREOS
ECUATORIANO
G2Z01 321-211 ST2 56-5-B3 AIGLE AZUR
G2Z01 321-211 ST2 56-5-B3 CSA CZECH AIRLINES
G2Z01 321-211 ST2 56-5-B3 ROYAL JORDANIAN
AIRLINES
G4I01 319-112 ST3 56-5-B7 TURK HAVA YOLLARI
G4I01 319-115 ST3 56-5-B7 GOVERNMENT OF ITALY
G8E01 320-214 ST1 56-5-B4 AIGLE AZUR
G8E01 320-214 ST1 56-5-B4 AIR CHINA
G8E01 320-214 ST1 56-5-B4 ATLAS INTERNATIONAL
AIRWAYS
G8E01 320-214 ST1 56-5-B4 CHINA EASTERN AIRLINES
G8E01 320-214 ST1 56-5-B4 EUROFLY SPA
G8E01 320-214 ST1 56-5-B4 IBERWORLD AIRLINES
G8E01 320-214 ST1 56-5-B4 THOMAS COOK AIRLINE
UK
G8E02 321-211 ST2 56-5-B3 AIGLE AZUR
G8E02 321-211 ST2 56-5-B3 FIRST CHOICE AIRWAYS
G8E02 321-211 ST2 56-5-B3 LTE INTERNATIONAL
AIRWAYS SA
G8E03 320-214 ST1 56-5-B4 AIR JAMAICA
G8E03 320-214 ST1 56-5-B4 EIRJET
G8E03 320-214 ST1 56-5-B4 EUROFLY SPA

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
G8E03 320-214 ST1 56-5-B4 IBERWORLD AIRLINES
G8E03 320-214 ST1 56-5-B4 LOTUS AIRLINE
G8E03 320-214 ST1 56-5-B4 LTE INTERNATIONAL
AIRWAYS SA
G8E03 320-214 ST1 56-5-B4 LTU - LUFTTRANSPORT
UNTERNEH
G8E03 320-214 ST1 56-5-B4 NATIONAL AIR SERVICES
G8E03 320-214 ST1 56-5-B4 NOUVELAIR
G8E03 320-214 ST1 56-5-B4 USA 3000 AIRLINES
G8E04 321-211 ST2 56-5-B3 AIR JAMAICA
G8E04 321-211 ST2 56-5-B3 KIBRIS TURK HAVA
YOLLARI LTD
G8E04 321-211 ST2 56-5-B3 MYTRAVEL AIRWAYS
G8E04 321-211 ST2 56-5-B3 TURK HAVA YOLLARI
G8E05 319-111 ST3 56-5-B5 FRONTIER AIRLINES
G8E05 319-112 ST3 56-5-B6 CHINA EASTERN AIRLINES
G8E07 320-214 ST1 56-5-B4 VUELING
G8E08 319-112 ST3 56-5-B6 GERMANWINGS
GFA01 320-212 ST1 56-5-A3
GFA01 320-212 ST1 56-5-A3 GULF AIR
GFA01 320-212 ST1 56-5-A3 WIND JET
HDA01 320-232 ST1 V2527A5 HONG KONG DRAGON
AIRLINES
HDA02 321-231 ST2 V2533A5 HONG KONG DRAGON
AIRLINES
HDA03 320-232 ST1 V2527A5 HONG KONG DRAGON
AIRLINES
HVN01 321-231 ST2 V2533A5 VIETNAM AIRLINES
I2L01 320-211 ST1 56-5-A1 SOCIETE AIR FRANCE
I2L01 320-211 ST1 56-5-A3 GERMANWINGS
I2L01 320-212 ST1 56-5-A3 AIR JAMAICA
I2L01 320-212 ST1 56-5-A3 MONARCH AIRLINES LTD
I2L01 320-231 ST1 V2500A1 MEXICANA DE AVIACION
I2L01 320-232 ST1 2527EA5 SICHUAN AIRLINES
I2L01 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
I2L01 320-232 ST1 V2527A5 ATLAS INTERNATIONAL
AIRWAYS

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
I2L01 320-232 ST1 V2527A5 BLUE WINGS
I2L01 320-232 ST1 V2527A5 LTE INTERNATIONAL
AIRWAYS SA
I2L01 320-232 ST1 V2527A5 SICHUAN AIRLINES
I2L01 320-232 ST1 V2527A5 WIND JET
I2L02 320-231 ST1 V2500A1 AIRBLUE
I2L02 320-231 ST1 V2500A1 MEXICANA DE AVIACION
I2L02 320-231 ST1 V2500A1 WIND JET S.P.A
I2L03 321-131 ST2 V2530A5 AIR MACAU CO LTD
I2L03 321-131 ST2 V2530A5 ONUR AIR
I2L03 321-131 ST2 V2530A5 SICHUAN AIRLINES
I2L04 321-211 ST2 56-5-B3 AER LINGUS LIMITED
I2L04 321-211 ST2 56-5-B3 AIR JAMAICA
I2L04 321-231 ST2 V2533A5 HONG KONG DRAGON
AIRLINES
I2L04 321-231 ST2 V2533A5 ONUR AIR
I2L05 320-212 ST1 56-5-A3 MY WAY AIRLINES
I2L05 320-212 ST1 56-5-A3 SATA INTERNACIONAL
I2L05 320-214 ST1 56-5-B4 STAR AIRLINES
I2L05 320-232 ST1 V2527A5 AIR MACAU CO LTD
I2L05 320-232 ST1 V2527A5 AIRBLUE
I2L05 320-232 ST1 V2527A5 HONG KONG DRAGON
AIRLINES
I2L06 319-132 ST3 V2524A5 AMERICA WEST AIRLINES
I2L07 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
I2L08 319-111 ST3 56-5-B5 IBERIA LINEAS AEREAS
ESPANA
I2L09 320-232 ST1 V2527A5 JETBLUE AIRWAYS
I2L10 321-231 ST2 V2533A5 SPANAIR
I2L12 320-214 ST1 56-5-B4 MY WAY AIRLINES
I2L14 320-214 ST1 56-5-B4 SKYSERVICE F.B.O. INC.
I2L15 321-231 ST2 V2533A5 HONG KONG DRAGON
AIRLINES
I2L16 319-132 ST3 V2524A5 AIR MACAU CO LTD
I2L18 321-231 ST2 V2533A5 AIR MACAU CO LTD
I2L19 319-112 ST3 56-5-B6 SKYSERVICE F.B.O. INC.
I2L21 321-211 ST2 56-5-B3 AIR JAMAICA

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
I2L22 320-214 ST1 56-5-B4 SWISS INTERNATIONAL
AIRLINES
I2L23 319-132 ST3 2527MA5 CHINA SOUTHERN
AIRLINES
I2L23 319-132 ST3 V2524A5 CHINA SOUTHERN
AIRLINES
I2L24 320-214 ST1 56-5-B4 AIR JAMAICA
I2L25 320-214 ST1 56-5-B4 AIR MALTA CO LTD.
I2L26 319-111 ST3 56-5-B6 AIR MALTA CO LTD.
I2L28 320-214 ST1 56-5-B4 AER LINGUS LIMITED
I2L28 320-214 ST1 56-5-B4 AIR ARABIA
I2L29 321-231 ST2 V2533A5 NOVA AIRLINES AB
I2L30 319-132 ST3 V2524A5 CHINA SOUTHERN
AIRLINES
I2L32 320-214 ST1 56-5-B4 SATA INTERNACIONAL
I2L34 320-232 ST1 V2527A5 ATLAS INTERNATIONAL
AIRWAYS
I2L34 320-232 ST1 V2527A5 JETSTAR ASIA
IAC01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
IBE01 320-211 ST1 56-5-A1 IBERIA LINEAS AEREAS
ESPANA
IBE03 320-214 ST1 56-5-B4 IBERIA LINEAS AEREAS
ESPANA
IBE03 320-214 ST1 56-5-B4 MEXICANA DE AVIACION
IBE03 320-214 ST1 56-5-B4 PHILIPPINE AIR LINES INC.
IBE03 320-214 ST1 56-5-B4 SHENZHEN AIRLINES
IBE03 320-214 ST1 56-5-B4 TURK HAVA YOLLARI
IBE04 321-211 ST2 56-5-B3 IBERIA LINEAS AEREAS
ESPANA
IBE05 319-111 ST3 56-5-B5 IBERIA LINEAS AEREAS
ESPANA
ITF01 320-111 ST1 56-5-A1 SOCIETE AIR FRANCE
ITF01 320-211 ST1 56-5-A1 CROATIA AIRLINES
ITF01 320-211 ST1 56-5-A1 JETCLUB LIMITED
ITF01 320-211 ST1 56-5-A1 SOCIETE AIR FRANCE
ITF01 320-211 ST1 56-5-A1 WIND JET S.P.A
ITF02 321-111 ST2 56-5-B1 SOCIETE AIR FRANCE

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
ITF03 319-113 ST3 56-5-A4 SOCIETE AIR FRANCE
IWD01 320-214 ST1 56-5-B4 IBERWORLD AIRLINES
J3K01 320-232 ST1 V2527A5 JETBLUE AIRWAYS
JKK01 321-231 ST2 V2533A5 SPANAIR
JKK02 320-232 ST1 V2527A5 SPANAIR
K2W01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
K2W01 320-231 ST1 V2500A1 MEXICANA DE AVIACION
K2W01 320-231 ST1 V2500A1 MYTRAVEL AIRWAYS
K2W01 320-231 ST1 V2500A1 TRANSASIA AIRWAYS
K2W01 320-232 ST1 2527EA5 ATLAS INTERNATIONAL
AIRWAYS
K2W01 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
K2W01 320-232 ST1 V2527A5 HELLAS JET
K2W01 320-232 ST1 V2527A5 TAM - LINHAS AERAS
K9G01 319-132 ST3 V2524A5 KHARAFI GROUP
KAC01 320-212 ST1 56-5-A3 KUWAIT AIRWAYS
CORPORATION
KAC02 320-212 ST1 56-5-A3 KUWAIT AIRWAYS
CORPORATION
L4C01 319-133 ST3 2527MA5 DAIMLERCHRYSLER
AVIATION
LAJ01 321-231 ST2 V2533A5 BMED
LAN01 320-233 ST1 2527EA5 LAN AIRLINES SA
LAN02 319-132 ST3 V2524A5 LAN AIRLINES SA
LBT01 320-214 ST1 56-5-B4 NOUVELAIR
LEI01 321-211 ST2 56-5-B3 FIRST CHOICE AIRWAYS
LTU01 320-214 ST1 56-5-B4 LTU - LUFTTRANSPORT
UNTERNEH
LTU02 321-211 ST2 56-5-B3 LTU - LUFTTRANSPORT
UNTERNEH
LUR01 320-231 ST1 V2500A1 EGYPTAIR
LUR01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
M4G01 319-133 ST3 2527MA5 SHARJAH RULERS FLIGHT
MAU01 319-112 ST3 56-5-B6 AIR MAURITIUS
MEA01 321-231 ST2 V2533A5 MIDDLE EAST AIRLINES
MON01 321-231 ST2 V2533A5 MONARCH AIRLINES LTD

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
MON02 321-231 ST2 V2533A5 MONARCH AIRLINES LTD
MSR01 320-231 ST1 V2500A1 EGYPTAIR
MSR02 321-231 ST2 V2533A5 EGYPTAIR
MSR03 320-232 ST1 V2527A5 EGYPTAIR
MXA01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
MXA01 320-231 ST1 V2500A1 MEXICANA DE AVIACION
MXA02 319-112 ST3 56-5-B6 MEXICANA DE AVIACION
MXA03 318-111 ST4 56-5-B8 MEXICANA DE AVIACION
NKS01 319-132 ST3 V2524A5 SPIRIT AIRLINES
NKS02 321-231 ST2 V2533A5 SPIRIT AIRLINES
NLY01 320-214 ST1 56-5-B4 NIKI
NWA01 320-211 ST1 56-5-A1 NORTHWEST AIRLINES
INC.
NWA01 320-211 ST1 56-5-A3 NORTHWEST AIRLINES
INC.
NWA02 320-211 ST1 56-5-A1 NORTHWEST AIRLINES
INC.
NWA02 320-212 ST1 56-5-A3 NORTHWEST AIRLINES
INC.
NWA03 319-113 ST3 56-5-A5 NORTHWEST AIRLINES
INC.
NWA03 319-114 ST3 56-5-A5 NORTHWEST AIRLINES
INC.
OHY01 321-131 ST2 V2530A5 ONUR AIR
OYC01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
OYC01 320-231 ST1 V2500A1 MYTRAVEL AIRWAYS
OYC01 320-231 ST1 V2500A1 SRILANKAN AIRLINES
OYC01 320-231 ST1 V2500A1 WIND JET S.P.A
PAA01 320-231 ST1 V2500A1 AIRTOURS INTL AIRWAYS
PAA01 320-231 ST1 V2500A1 AMERICA WEST AIRLINES
PAA01 320-231 ST1 V2500A1 BMED
PAA01 320-231 ST1 V2500A1 INDIAN AIRLINES
CORPORATION
PAA01 320-231 ST1 V2500A1 MEXICANA DE AVIACION
PAA01 320-231 ST1 V2500A1 MYTRAVEL AIRWAYS
PAA01 320-231 ST1 V2500A1 SRILANKAN AIRLINES

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
PAL01 320-214 ST1 56-5-B4 PHILIPPINE AIR LINES INC.
QAF01 320-232 ST1 V2527A5 QATAR AMIRI FLIGHT
QFA01 320-232 ST1 V2527A5 JETSTAR AIRWAYS PTY
LTD
QTR01 320-232 ST1 V2527A5 QATAR AIRWAYS
QTR02 321-231 ST2 V2533A5 QATAR AIRWAYS
RAM01 321-211 ST2 56-5-B3 ROYAL AIR MAROC
RBA02 319-132 ST3 V2524A5 ROYAL BRUNEI AIRLINES
RGA01 320-214 ST1 56-5-B4 VIETNAM AIRLINES
RJA01 320-211 ST1 56-5-A1 TUNIS AIR -
SOC.TUNISIENNE
RJA01 320-211 ST1 56-5-A3 ROYAL JORDANIAN
AIRLINES
RJA01 320-212 ST1 56-5-A3 ROYAL JORDANIAN
AIRLINES
RJA02 320-232 ST1 V2527A5 ROYAL JORDANIAN
AIRLINES
S2A01 320-232 ST1 V2527A5 AIR DECCAN
S2A01 320-232 ST1 V2527A5 AMERICA WEST AIRLINES
S2A01 320-232 ST1 V2527A5 BMED
S2A01 320-232 ST1 V2527A5 JETBLUE AIRWAYS
S2A01 320-232 ST1 V2527A5 QATAR AIRWAYS
S2A01 320-232 ST1 V2527A5 TAM - LINHAS AERAS
S2A03 321-231 ST2 V2533A5 IRAN AIR
S2A04 320-232 ST1 V2527A5 GB AIRWAYS LTD
S2A05 320-232 ST1 V2527A5 BMED
S2A05 320-232 ST1 V2527A5 JETSTAR AIRWAYS PTY
LTD
S2A05 320-232 ST1 V2527A5 MARTINAIR HOLLAND N.V.
S2A05 320-232 ST1 V2527A5 MYTRAVEL AIRWAYS
S2A05 320-232 ST1 V2527A5 TAM - LINHAS AERAS
S2A05 320-232 ST1 V2527A5 TURK HAVA YOLLARI
S2A05 320-232 ST1 V2527A5 VALUAIR
S2A06 320-214 ST1 56-5-B4 CSA CZECH AIRLINES
S2A06 320-214 ST1 56-5-B4 TURK HAVA YOLLARI
S2A07 321-211 ST2 56-5-B3 LTU - LUFTTRANSPORT
UNTERNEH

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
S2A08 321-231 ST2 V2533A5 LIVINGSTON SPA
S2A09 321-231 ST2 V2533A5 BMED
S2A11 320-232 ST1 V2527A5 AIR DECCAN
S2A11 320-232 ST1 V2527A5 JETSTAR ASIA
S2A11 320-232 ST1 V2527A5 TAM - LINHAS AERAS
S2A12 320-232 ST1 V2527A5 BMED
SAA01 320-231 ST1 V2500A1 TAM - LINHAS AERAS
SAA02 319-131 ST3 V2522A5 SOUTH AFRICAN AIRWAYS
SAB01 321-211 ST2 56-5-B3 KIBRIS TURK HAVA
YOLLARI LTD
SAB01 321-211 ST2 56-5-B3 NOUVELAIR
SAB02 319-112 ST3 56-5-B6 BLUE MOON AVIATION
SAB02 319-112 ST3 56-5-B6 COMPAGNIE CORSE
MEDITERRANEE
SAB02 319-112 ST3 56-5-B6 FINNAIR O/Y
SAB02 319-112 ST3 56-5-B6 KHALIFA AIRWAYS
SAB02 319-112 ST3 56-5-B6 MERIDIANA SPA
SAB02 319-112 ST3 56-5-B6 MEXICANA DE AVIACION
SAB02 319-112 ST3 56-5-B6 NATIONAL AIR SERVICES
SAB02 319-112 ST3 56-5-B6 SN BRUSSELS AIRLINES
SAB03 320-214 ST1 56-5-B4 MONARCH AIRLINES LTD
SAB03 320-214 ST1 56-5-B4 TURK HAVA YOLLARI
SAS01 321-232 ST2 V2530A5 SCANDINAVIAN AIRLINES
SYSTEM
SLK01 320-232 ST1 V2527A5 SILKAIR
SLK01 320-233 ST1 2527EA5 SILKAIR
SLK02 319-132 ST3 V2524A5 SILKAIR
SWR01 321-111 ST2 56-5-B1 AIR MEDITERRANEE
SWR01 321-111 ST2 56-5-B1 BLUE WINGS
SWR01 321-111 ST2 56-5-B1 SWISS INTERNATIONAL
AIRLINES
SWR01 321-111 ST2 56-5-B1 TURK HAVA YOLLARI
SWR01 321-111 ST2 56-5-B3 AIR MEDITERRANEE
SWR02 320-214 ST1 56-5-B4 AIRLUXOR LDA
SWR02 320-214 ST1 56-5-B4 COMPAGNIE CORSE
MEDITERRANEE

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
SWR02 320-214 ST1 56-5-B4 SWISS INTERNATIONAL
AIRLINES
SWR02 320-214 ST1 56-5-B4 TURK HAVA YOLLARI
SWR03 319-112 ST3 56-5-B6 AIR BURKINA
SWR03 319-112 ST3 56-5-B6 LOTUS AIRLINE
SWR03 319-112 ST3 56-5-B6 SWISS INTERNATIONAL
AIRLINES
SWR04 320-214 ST1 56-5-B4 VOLARE AIRLINES S.P.A.
SYR01 320-232 ST1 V2527A5 SYRIAN ARAB AIRLINES
TAI01 320-233 ST1 2527EA5 LACSA
TAI01 320-233 ST1 2527EA5 TACA INTERNATIONAL
AIRLINES
TAI02 320-233 ST1 2527EA5 BLUE WINGS
TAI02 320-233 ST1 2527EA5 PACIFIC AIRLINES
HOLDING CO.
TAI02 320-233 ST1 2527EA5 SICHUAN AIRLINES
TAI02 320-233 ST1 2527EA5 TACA INTERNATIONAL
AIRLINES
TAI03 319-132 ST3 V2524A5 TACA INTERNATIONAL
AIRLINES
TAI03 319-132 ST3 V2524A5 TAM - LINHAS AERAS
TAI04 320-233 ST1 2527EA5 TACA INTERNATIONAL
AIRLINES
TAI05 321-231 ST2 V2533A5 TACA INTERNATIONAL
AIRLINES
TAM01 319-132 ST3 V2524A5 TAM - LINHAS AERAS
TAM02 320-232 ST1 V2527A5 TAM - LINHAS AERAS
TAM03 320-232 ST1 V2527A5 TAM - LINHAS AERAS
TAP01 319-111 ST3 56-5-B5 TRANSPORTES AEREOS
PORTUGUES
TAP02 320-214 ST1 56-5-B4 TRANSPORTES AEREOS
PORTUGUES
TAP03 321-211 ST2 56-5-B3 TRANSPORTES AEREOS
PORTUGUES
TAR01 320-211 ST1 56-5-A1 TUNIS AIR -
SOC.TUNISIENNE
TAR02 319-114 ST3 56-5-A5 TUNIS AIR -
SOC.TUNISIENNE

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

VERS. FSN MODEL STD ENGINE OPERATOR NAME


BLOCKS
TAR03 320-211 ST1 56-5-A1 TUNIS AIR -
SOC.TUNISIENNE
TAS01 320-212 ST1 56-5-A3 LOTUS AIRLINE
THY01 320-232 ST1 V2527A5 TURK HAVA YOLLARI
TNA01 320-231 ST1 V2500A1 MEXICANA DE AVIACION
TNA02 321-131 ST2 V2530A5 TRANSASIA AIRWAYS
TNA03 320-232 ST1 V2527A5 TRANSASIA AIRWAYS
UAL01 320-232 ST1 V2527A5 BLUE SKY AVIATION
UAL01 320-232 ST1 V2527A5 UNITED AIRLINES
UAL02 319-131 ST3 V2522A5 UNITED AIRLINES
UAL03 320-232 ST1 V2527A5 ANSETT AUSTRALIA
HOLDINGS
UAL03 320-232 ST1 V2527A5 UNITED AIRLINES
UAL04 319-131 ST3 V2522A5 ANSETT AUSTRALIA
HOLDINGS
UAL04 319-131 ST3 V2522A5 UNITED AIRLINES
USA01 319-112 ST3 56-5-B6 GERMANWINGS
USA01 319-112 ST3 56-5-B6 U.S. AIRWAYS
USA02 320-214 ST1 56-5-B4 U.S. AIRWAYS
USA03 321-211 ST2 56-5-B3 U.S. AIRWAYS

AIRCRAFT TABLE

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0002 ENV 0008 F-GFKQ AFR01 0017
0003 ENV 0010 F-GGEG ITF01 0010
0004 ENV 0009 F-GGEF ITF01 0009
0005 ENV 0001 F-GFKA AFR01 0001
0006 ENV 0001 G-BUSB BCA01 0001
0007 ENV 0002 F-GFKB AFR01 0002
0008 ENV 0002 G-BUSC BCA01 0002
0010 ENV 0011 F-GGEA ITF01 0001
0011 ENV 0003 G-BUSD BCA01 0003
0012 ENV 0012 F-GGEB ITF01 0002
0013 ENV 0013 F-GGEC ITF01 0003
0014 ENV 0004 F-GFKD AFR01 0004

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0016 ENV 0015 F-GGEE ITF01 0005
0017 ENV 0004 G-BUSE BCA01 0004
0018 ENV 0005 G-BUSF BCA01 0005
0019 ENV 0005 F-GFKE AFR01 0005
0020 ENV 0006 F-GFKF AFR01 0006
0021 ENV 0007 F-GFKG AFR01 0007
0022 ENV 0001 CS-TQG AAA01 0001
0023 ENV 0002 CS-TQH AAA01 0002
0024 ENV 0003 AAA01 0003
0025 ENV 0004 TS-INJ AAA01 0004
0026 ENV 0005 SU-PBD AAA01 0005
0027 ENV 0006 UR-UFB AAA01 0006
0028 ENV 0001 5B-DAT CYP01 0001
0029 ENV 0007 LZ-BHA AAA01 0007
0030 ENV 0008 F-GZZZ AAA01 0008
0031 ENV 0301 N301US NWA01 0001
0032 ENV 0302 N302US NWA01 0002
0033 ENV 0066 F-GHQA ITF01 0006
0034 ENV 0303 N303US NWA01 0003
0035 ENV 0002 5B-DAU CYP01 0002
0036 ENV 0067 F-GHQB ITF01 0007
0037 ENV 0003 5B-DAV CYP01 0003
0038 ENV 0004 5B-DAW CYP01 0004
0039 ENV 0006 G-BUSG BCA01 0006
0040 ENV 0304 N304US NWA01 0004
0041 ENV 0305 N305US NWA01 0005
0042 ENV 0007 G-BUSH BCA01 0007
0043 ENV 0001 S5-AAA ADR01 0001
0044 ENV 0068 F-GHQC ITF01 0008
0045 ENV 0001 VT-EPB IAC01 0001
0046 ENV 0002 VT-EPC IAC01 0002
0047 ENV 0003 VT-EPD IAC01 0003
0048 ENV 0004 VT-EPE IAC01 0004
0049 ENV 0005 VT-EPF IAC01 0005
0050 ENV 0006 VT-EPG IAC01 0006
0051 ENV 0007 VT-EPH IAC01 0007
0052 ENV 0620 N620AW PAA01 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0053 ENV 0621 N621AW PAA01 0002
0054 ENV 0622 N622AW PAA01 0003
0055 ENV 0624 N624AW PAA01 0004
0056 ENV 0008 VT-EPI IAC01 0008
0057 ENV 0009 VT-EPJ IAC01 0009
0058 ENV 0010 VT-EPK IAC01 0010
0059 ENV 0201 C-FDQQ ACA01 0001
0060 ENV 0306 N306US NWA01 0006
0061 ENV 0031 F-GFKH AFR01 0008
0062 ENV 0032 F-GFKI AFR01 0009
0063 ENV 0033 F-GFKJ AFR01 0010
0064 ENV 0625 N625AW PAA01 0005
0065 ENV 0626 N626AW PAA01 0006
0066 ENV 0627 N627AW PAA01 0007
0067 ENV 0628 N628AW PAA01 0008
0068 ENV 0202 C-FDQV ACA01 0002
0069 ENV 0001 D-AIPA DLH01 0001
0070 ENV 0002 D-AIPB DLH01 0002
0071 ENV 0003 D-AIPC DLH01 0003
0072 ENV 0004 D-AIPD DLH01 0004
0073 ENV 0203 C-FDRH ACA01 0003
0074 ENV 0011 VT-EPL IAC01 0011
0075 ENV 0012 VT-EPM IAC01 0012
0076 ENV 0629 N629AW PAA01 0009
0077 ENV 0631 N631AW PAA01 0010
0078 ENV 0005 D-AIPE DLH01 0005
0080 ENV 0014 VT-EPO IAC01 0014
0081 ENV 0632 N632AW PAA01 0011
0082 ENV 0633 N633AW PAA01 0012
0083 ENV 0006 D-AIPF DLH01 0006
0084 ENV 0204 C-FDRK ACA01 0004
0085 ENV 0052 EI-CTD G2P01 0001
0086 ENV 0007 D-AIPH DLH01 0007
0087 ENV 0001 JY-AYA RJA01 0001
0088 ENV 0002 JY-AYB RJA01 0002
0089 ENV 0015 VT-EPP IAC01 0015
0090 ENV 0016 VT-EPQ IAC01 0016

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0091 ENV 0634 N634AW PAA01 0013
0093 ENV 0008 D-AIPK DLH01 0008
0094 ENV 0009 D-AIPL DLH01 0009
0095 ENV 0017 VT-EPR IAC01 0017
0096 ENV 0018 VT-EPS IAC01 0018
0097 ENV 0019 VT-EPT IAC01 0019
0098 ENV 0636 N636AW PAA01 0015
0099 ENV 0637 N637AW PAA01 0016
0100 ENV 0034 F-GFKK AFR01 0011
0101 ENV 0035 F-GFKL AFR01 0012
0102 ENV 0036 F-GFKM AFR01 0013
0103 ENV 0008 G-BUSI BCA01 0008
0104 ENV 0010 D-AIPM DLH01 0010
0106 ENV 0307 N307US NWA01 0007
0107 ENV 0308 N308US NWA01 0008
0108 ENV 0071 F-GHQD ITF01 0011
0110 ENV 0012 D-AIPP DLH01 0012
0111 ENV 0013 D-AIPR DLH01 0013
0112 ENV 0503 A6-ABY AMC01 0001
0113 ENV 0002 S5-AAB ADR01 0002
0114 ENV 0003 S5-AAC ADR01 0003
0115 ENV 0072 F-GHQE ITF01 0012
0116 ENV 0014 D-AIPS DLH01 0014
0117 ENV 0015 D-AIPT DLH01 0015
0118 ENV 0309 N309US NWA01 0009
0119 ENV 0001 TS-IMB TAR01 0001
0120 ENV 0010 G-BUSK BCA01 0010
0121 ENV 0310 N310NW NWA01 0010
0122 ENV 0205 C-FDRP ACA01 0005
0123 ENV 0007 TS-IME RJA01 0003
0124 ENV 0002 TS-IMC TAR01 0002
0125 ENV 0311 N311US NWA01 0011
0126 ENV 0206 C-FDSN ACA01 0006
0127 ENV 0207 C-FDST ACA01 0007
0128 ENV 0037 F-GFKN AFR01 0014
0129 ENV 0038 F-GFKO AFR01 0015
0130 ENV 0073 F-GHQF ITF01 0013

ENV A318/A319/A320/A321 FLEET FCTM Page 21 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0131 ENV 0226 F-GLGM G2X01 0001
0132 ENV 0002 TC-FBE G2X01 0002
0133 ENV 0039 F-GFKP AFR01 0016
0134 ENV 0001 EC-GRE IBE01 0001
0135 ENV 0016 D-AIPU DLH01 0016
0136 ENV 0002 EC-GRF IBE01 0002
0137 ENV 0017 D-AIPW DLH01 0017
0138 ENV 0001 JA8381 ANA01 0001
0139 ENV 0002 JA8382 ANA01 0002
0140 ENV 0009 TS-ING AAA01 0009
0141 ENV 0208 C-FDSU ACA01 0008
0142 ENV 0010 YL-BBC AAA01 0010
0143 ENV 0003 EC-GRG IBE01 0003
0144 ENV 0201 F-GJVA ITF01 0014
0145 ENV 0202 F-GJVB ITF01 0015
0146 ENV 0004 EC-GRH IBE01 0004
0147 ENV 0018 D-AIPX DLH01 0018
0148 ENV 0003 JA8383 ANA01 0003
0149 ENV 0209 C-FFWI ACA01 0009
0150 ENV 0210 C-FFWJ ACA01 0010
0151 ENV 0004 JA8384 ANA01 0004
0152 ENV 0312 N312US NWA01 0012
0153 ENV 0313 N313US NWA01 0013
0154 ENV 0211 C-FFWM ACA01 0011
0155 ENV 0074 F-GHQG ITF01 0016
0156 ENV 0075 F-GHQH ITF01 0017
0157 ENV 0011 TS-INH AAA01 0011
0158 ENV 0005 EC-FCB IBE01 0005
0159 ENV 0212 C-FFWN ACA01 0012
0160 ENV 0314 N314US NWA01 0014
0161 ENV 0019 D-AIPY DLH01 0019
0162 ENV 0020 D-AIPZ DLH01 0020
0163 ENV 0001 I-LINH OYC01 0001
0164 ENV 0005 4R-ABF OYC01 0002
0165 ENV 0001 SU-GBA MSR01 0001
0166 ENV 0002 SU-GBB MSR01 0002
0167 ENV 0005 JA8385 ANA01 0005

ENV A318/A319/A320/A321 FLEET FCTM Page 22 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0168 ENV 0003 VT-EYD OYC01 0003
0169 ENV 0006 4R-ABE OYC01 0004
0170 ENV 0006 JA8386 ANA01 0006
0171 ENV 0315 N315US NWA01 0015
0172 ENV 0021 D-AIQA DLH01 0021
0173 ENV 0006 EC-FDB IBE01 0006
0174 ENV 0401 C-GPWG CDN01 0001
0175 ENV 0402 C-FPWE CDN01 0002
0176 ENV 0007 EC-FDA IBE01 0007
0177 ENV 0008 EC-GRI IBE01 0008
0178 ENV 0003 SU-GBC MSR01 0003
0179 ENV 0005 VT-EYE OYC01 0005
0180 ENV 0005 5B-DBA CYP01 0005
0181 ENV 0001 9K-AKA KAC01 0001
0182 ENV 0002 9K-AKB KAC01 0002
0183 ENV 0213 C-FTJO ACA01 0013
0184 ENV 0076 F-GHQI ITF01 0018
0185 ENV 0051 CS-TNA ADR01 0004
0186 ENV 0040 F-GFKR AFR01 0018
0187 ENV 0041 F-GFKS AFR01 0019
0188 ENV 0042 F-GFKT AFR01 0020
0189 ENV 0003 F-OHFR G2X01 0003
0190 ENV 0004 F-OHFU G2X01 0004
0191 ENV 0052 CS-TNB ADR01 0005
0192 ENV 0316 N316US NWA01 0016
0193 ENV 0006 G-VCED OYC01 0006
0194 ENV 0004 SU-GBD MSR01 0004
0195 ENV 0003 9K-AKC KAC01 0003
0196 ENV 0007 JA8387 ANA01 0007
0197 ENV 0317 N317US NWA01 0017
0198 ENV 0005 SU-GBE MSR01 0005
0199 ENV 0009 EC-ICQ IBE01 0009
0200 ENV 0022 D-AIQB DLH01 0022
0201 ENV 0023 D-AIQC DLH01 0023
0202 ENV 0024 D-AIQD DLH01 0024
0203 ENV 0231 F-GLGG G2P01 0002
0204 ENV 0001 F-GJVC ITF01 0019

ENV A318/A319/A320/A321 FLEET FCTM Page 23 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0205 ENV 0003 TS-IMD TAR01 0003
0206 ENV 0318 N318US NWA01 0018
0207 ENV 0010 EC-FGV IBE01 0010
0208 ENV 0319 N319US NWA01 0019
0209 ENV 0025 D-AIQE DLH01 0025
0210 ENV 0403 C-GQCA CDN01 0003
0211 ENV 0002 HB-IJZ ITF01 0020
0212 ENV 0008 JA8388 ANA01 0008
0213 ENV 0320 N320US NWA01 0020
0214 ENV 0077 F-GHQJ ITF01 0021
0215 ENV 0401 F-GJVE ITF01 0022
0216 ENV 0026 D-AIQF DLH01 0026
0217 ENV 0027 D-AIQH DLH01 0027
0218 ENV 0028 D-AIQK DLH01 0028
0219 ENV 0009 JA8389 ANA01 0009
0220 ENV 0232 F-GLGH G2P01 0003
0221 ENV 0053 LZ-BHD G2P01 0004
0222 ENV 0054 TS-INE G2P01 0005
0223 ENV 0011 EC-FGH IBE01 0011
0224 ENV 0012 EC-FGR IBE01 0012
0225 ENV 0501 VT-EYF PAA01 0017
0226 ENV 0043 F-GFKU AFR01 0021
0227 ENV 0044 F-GFKV AFR01 0022
0228 ENV 0045 F-GFKX AFR01 0023
0229 ENV 0012 EK 32008 AAA01 0012
0230 ENV 0502 G-SSAS PAA01 0018
0231 ENV 0404 C-FPWD CDN01 0004
0232 ENV 0405 C-FDCA CDN01 0005
0233 ENV 0214 C-FTJP ACA01 0014
0234 ENV 0101 JY-JAR G2X01 0005
0235 ENV 0227 F-GKXB G2X01 0006
0236 ENV 0083 F-GHQK ITF01 0023
0237 ENV 0084 F-GHQM ITF01 0024
0238 ENV 0645 N645AW PAA01 0019
0239 ENV 0078 F-GHQL ITF01 0025
0240 ENV 0013 EC-ICR IBE01 0013
0241 ENV 0014 EC-ICS IBE01 0014

ENV A318/A319/A320/A321 FLEET FCTM Page 24 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0242 ENV 0215 C-FTJQ ACA01 0015
0243 ENV 0001 PT-MZP SAA01 0001
0244 ENV 0402 F-GJVF ITF01 0026
0245 ENV 0010 JA8390 ANA01 0010
0246 ENV 0015 EC-GRJ IBE01 0015
0247 ENV 0504 VT-EVO PAA01 0020
0248 ENV 0216 C-FTJR ACA01 0016
0249 ENV 0002 PR-MAF SAA01 0002
0250 ENV 0003 PT-MZO SAA01 0003
0251 ENV 0004 PT-MZS SAA01 0004
0252 ENV 0001 F-OHME MXA01 0001
0253 ENV 0217 C-FTJS ACA01 0017
0254 ENV 0218 C-FGYL ACA01 0018
0255 ENV 0219 C-FGYS ACA01 0019
0256 ENV 0006 5B-DBB CYP01 0006
0257 ENV 0505 VT-EVP PAA01 0021
0258 ENV 0101 9A-CTF ITF01 0027
0259 ENV 0002 F-OHMF MXA01 0002
0260 ENV 0003 F-OHMG MXA01 0003
0261 ENV 0004 F-OHMH MXA01 0004
0262 ENV 0321 N321US NWA01 0021
0263 ENV 0322 N322US NWA01 0022
0264 ENV 0016 EC-ICT IBE01 0016
0265 ENV 0220 C-FKCK ACA01 0020
0266 ENV 0017 EC-FLP IBE01 0017
0267 ENV 0029 D-AIQL DLH01 0029
0268 ENV 0030 D-AIQM DLH01 0030
0269 ENV 0031 D-AIQN DLH01 0031
0270 ENV 0403 F-GJVG ITF01 0028
0271 ENV 0646 N646AW PAA01 0022
0272 ENV 0323 N323US NWA01 0023
0273 ENV 0324 N324US NWA01 0024
0274 ENV 0018 EC-FLQ IBE01 0018
0275 ENV 0005 F-OHMI MXA01 0005
0276 ENV 0006 F-OHMJ MXA01 0006
0277 ENV 0221 C-FKCO ACA01 0021
0278 ENV 0080 F-GHQO ITF01 0029

ENV A318/A319/A320/A321 FLEET FCTM Page 25 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0279 ENV 0406 C-FLSF CDN01 0006
0280 ENV 0507 N280RX PAA01 0023
0281 ENV 0325 N325US NWA01 0025
0282 ENV 0326 N326US NWA01 0026
0283 ENV 0407 TC-FBY CDN01 0007
0284 ENV 0408 C-FLSS CDN01 0008
0285 ENV 0046 F-GFKY AFR01 0024
0286 ENV 0047 F-GFKZ AFR01 0025
0287 ENV 0048 F-GKXA AFR01 0026
0288 ENV 0103 TC-FBF G2X01 0007
0289 ENV 0104 F-OHGB G2X01 0008
0290 ENV 0222 C-FKCR ACA01 0022
0291 ENV 0508 N291MX PAA01 0024
0292 ENV 0509 N292MX PAA01 0025
0293 ENV 0002 F-GYAI AMC01 0002
0294 ENV 0055 LZ-BHB G2P01 0006
0295 ENV 0007 5B-DBC CYP01 0007
0296 ENV 0007 F-OHMK MXA01 0007
0297 ENV 0327 N327NW NWA01 0027
0298 ENV 0328 N328NW NWA01 0028
0299 ENV 0056 TS-INF G2P01 0007
0300 ENV 0011 JA8391 ANA01 0011
0301 ENV 0057 TS-INI G2P01 0008
0302 ENV 0409 C-FMEQ G2P01 0009
0303 ENV 0019 EC-ICU IBE01 0019
0304 ENV 0003 4R-ABC PAA01 0026
0305 ENV 0410 C-FMES G2P01 0010
0306 ENV 0329 N329NW NWA01 0029
0307 ENV 0330 N330NW NWA01 0030
0308 ENV 0511 VT-EVS PAA01 0027
0309 ENV 0411 C-FLSU CDN01 0009
0310 ENV 0223 C-FKPS ACA01 0023
0311 ENV 0224 C-FKPO ACA01 0024
0312 ENV 0020 EC-ICV IBE01 0020
0313 ENV 0801 TC-OAC GFA01 0001
0314 ENV 0512 VT-EVT PAA01 0028
0315 ENV 0004 4R-ABD PAA01 0029

ENV A318/A319/A320/A321 FLEET FCTM Page 26 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0316 ENV 0008 5B-DBD CYP01 0008
0317 ENV 0644 N644AW PAA01 0030
0318 ENV 0331 N331NW NWA01 0031
0319 ENV 0332 N332NW NWA01 0032
0320 ENV 0008 F-OHML MXA01 0008
0321 ENV 0009 F-OHMM MXA01 0009
0322 ENV 0001 SU-GCL LUR01 0001
0323 ENV 0021 EC-FNR IBE01 0021
0324 ENV 0225 C-FKPT ACA01 0025
0325 ENV 0802 A4O-EB GFA01 0002
0326 ENV 0002 VT-EYG LUR01 0002
0327 ENV 0515 VT-EVQ PAA01 0031
0328 ENV 0012 JA8392 ANA01 0012
0329 ENV 0333 N333NW NWA01 0033
0330 ENV 0226 C-FKOJ ACA01 0026
0331 ENV 0105 G2X01 0009
0332 ENV 0001 N332MX TNA01 0001
0333 ENV 0227 C-FKAJ ACA01 0027
0334 ENV 0005 PT-MZR SAA01 0005
0335 ENV 0006 PT-MZQ SAA01 0006
0336 ENV 0516 VT-EVR PAA01 0032
0337 ENV 0081 F-GHQP ITF01 0030
0338 ENV 0517 G-GTDK PAA01 0033
0339 ENV 0334 N334NW NWA01 0034
0340 ENV 0335 N335NW NWA01 0035
0341 ENV 0228 C-FPDN ACA01 0028
0342 ENV 0229 C-FMJK ACA01 0029
0343 ENV 0106 OO-TCK G2X01 0010
0344 ENV 0003 VT-EYH G2P01 0011
0345 ENV 0803 TC-OAD GFA01 0003
0346 ENV 0032 D-AIQP DLH01 0032
0347 ENV 0501 N347TM K2W01 0001
0348 ENV 0058 TS-IND G2P01 0012
0349 ENV 0059 LZ-BHC G2P01 0013
0350 ENV 0230 C-FMST ACA01 0030
0351 ENV 0006 SU-GBF MSR01 0006
0352 ENV 0082 F-GHQQ ITF01 0031

ENV A318/A319/A320/A321 FLEET FCTM Page 27 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0353 ENV 0010 F-OHMN MXA01 0010
0354 ENV 0502 VT-EYJ K2W01 0002
0355 ENV 0336 N336NW NWA01 0036
0356 ENV 0022 EC-FQY IBE01 0022
0357 ENV 0503 XA-UCZ K2W01 0003
0358 ENV 0337 N337NW NWA01 0037
0359 ENV 0231 C-FMSV ACA01 0031
0360 ENV 0338 N338NW NWA01 0038
0361 ENV 0009 N361DA MXA01 0011
0362 ENV 0502 VT-EYC G2P01 0014
0363 ENV 0503 I-LINB G2P01 0015
0364 ENV 0002 TC-ONS OHY01 0002
0365 ENV 0013 JA8393 ANA01 0013
0366 ENV 0007 SU-GBG MSR01 0007
0367 ENV 0339 N339NW NWA01 0039
0368 ENV 0012 N368MX MXA01 0012
0369 ENV 0002 N369MX TNA01 0002
0370 ENV 0004 TS-IMF TAR01 0004
0371 ENV 0504 EI-DFO CDN01 0010
0372 ENV 0340 N340NW NWA01 0040
0373 ENV 0504 N304ML K2W01 0004
0375 ENV 0804 A4O-ED GFA01 0004
0376 ENV 0401 VT-EYA MXA01 0013
0377 ENV 0085 F-GHQR ITF01 0032
0378 ENV 0232 C-FMSX ACA01 0032
0379 ENV 0001 G-MPCD G2P01 0016
0380 ENV 0341 N341NW NWA01 0041
0381 ENV 0342 N342NW NWA01 0042
0382 ENV 0033 D-AIQR DLH01 0033
0383 ENV 0014 JA8394 ANA01 0014
0384 ENV 0233 C-FMSY ACA01 0033
0385 ENV 0001 TC-ONJ OHY01 0001
0386 ENV 0402 VT-EYB MXA01 0014
0387 ENV 0343 N343NW NWA01 0043
0388 ENV 0344 N344NW NWA01 0044
0389 ENV 0002 G-OZBB G2P01 0017
0390 ENV 0005 TS-IMG TAR01 0005

ENV A318/A319/A320/A321 FLEET FCTM Page 28 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0391 ENV 0062 EI-DIJ G2P01 0018
0392 ENV 0063 G-MONX G2P01 0019
0393 ENV 0001 I-LINF I2L02 0001
0394 ENV 0002 AP-BGU I2L02 0002
0395 ENV 0107 CS-TNE G2X01 0011
0396 ENV 0020 VT-ESA IAC01 0020
0397 ENV 0505 EK-32001 CDN01 0011
0398 ENV 0021 VT-ESB IAC01 0021
0399 ENV 0345 N345NW NWA01 0045
0400 ENV 0346 N346NW NWA01 0046
0401 ENV 0034 D-AIQS DLH01 0034
0402 ENV 0006 TS-IMH TAR01 0006
0403 ENV 0415 C-FNVU CDN01 0012
0404 ENV 0416 C-FNVV CDN01 0013
0405 ENV 0008 N405MX MXA01 0015
0406 ENV 0002 4R-ABB ALK01 0002
0407 ENV 0108 F-OHGC G2X01 0012
0408 ENV 0347 N347NW NWA01 0047
0409 ENV 0506 A4O-EO CDN01 0014
0410 ENV 0348 N348NW NWA01 0048
0411 ENV 0505 VT-EYK K2W01 0005
0412 ENV 0107 D-AIRH DLH02 0007
0413 ENV 0015 JA8395 ANA01 0015
0414 ENV 0003 I-LING I2L02 0003
0415 ENV 0007 N415MX I2L02 0004
0416 ENV 0022 VT-ESC IAC01 0022
0417 ENV 0349 N349NW NWA01 0049
0418 ENV 0350 N350NW NWA01 0050
0419 ENV 0805 A4O-EE GFA01 0005
0420 ENV 0109 OO-TCM G2X01 0013
0421 ENV 0806 EI-DNP GFA01 0006
0422 ENV 0502 6Y-JMB I2L01 0002
0423 ENV 0023 VT-ESD IAC01 0023
0424 ENV 0506 G-CRPH K2W01 0008
0425 ENV 0101 SX-BVA K2W01 0009
0426 ENV 0234 C-FNNA ACA01 0034
0427 ENV 0265 N265AV CDN01 0015

ENV A318/A319/A320/A321 FLEET FCTM Page 29 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0428 ENV 0053 N428MX I2L01 0003
0429 ENV 0518 G-BYTH PAA01 0034
0430 ENV 0004 XA-TXT I2L02 0005
0431 ENV 0024 VT-ESE IAC01 0024
0432 ENV 0025 VT-ESF IAC01 0025
0434 ENV 0005 I-BIXU AZA01 0005
0435 ENV 0401 N401UA UAL01 0001
0436 ENV 0110 OO-TCL G2X01 0014
0437 ENV 0525 G-FTDF K2W01 0006
0438 ENV 0807 A4O-EG GFA01 0007
0439 ENV 0402 N402UA UAL01 0002
0440 ENV 0007 PT-MZN SAA01 0007
0441 ENV 0509 B-22306 K2W01 0007
0442 ENV 0403 N403UA UAL01 0003
0443 ENV 0005 AP-BGV I2L02 0006
0444 ENV 0519 G-FHAJ PAA01 0035
0445 ENV 0808 A4O-EH GFA01 0008
0446 ENV 0501 G-OZBJ I2L01 0001
0447 ENV 0006 N447MX I2L02 0007
0448 ENV 0640 N640AW K2W01 0010
0449 ENV 0520 G-JOEM PAA01 0036
0450 ENV 0404 N404UA UAL01 0004
0451 ENV 0026 VT-ESG IAC01 0026
0452 ENV 0405 N405UA UAL01 0005
0453 ENV 0151 PT-MZM K2W01 0011
0454 ENV 0406 N406UA UAL01 0006
0455 ENV 0638 N638AW G2P01 0020
0456 ENV 0407 N407UA UAL01 0007
0457 ENV 0408 N408UA UAL01 0008
0458 ENV 0101 D-AIRA DLH02 0001
0459 ENV 0809 A4O-EI GFA01 0009
0460 ENV 0053 TC-OGK K2W01 0012
0461 ENV 0054 TC-OGL K2W01 0013
0462 ENV 0409 N409UA UAL01 0009
0463 ENV 0410 N410UA UAL01 0010
0464 ENV 0411 N411UA UAL01 0011
0465 ENV 0412 N412UA UAL01 0012

ENV A318/A319/A320/A321 FLEET FCTM Page 30 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0466 ENV 0810 A4O-EJ GFA01 0010
0467 ENV 0521 N467RX PAA01 0037
0468 ENV 0102 D-AIRB DLH02 0002
0469 ENV 0027 VT-ESH IAC01 0027
0470 ENV 0413 N413UA UAL01 0013
0471 ENV 0639 N639AW G2P01 0021
0472 ENV 0414 N414UA UAL01 0014
0473 ENV 0103 D-AIRC DLH02 0003
0474 ENV 0104 D-AIRD DLH02 0004
0475 ENV 0415 N415UA UAL01 0015
0476 ENV 0522 G-GTDL PAA01 0038
0477 ENV 0001 I-BIXA AZA01 0001
0478 ENV 0523 VT-EYI PAA01 0039
0479 ENV 0416 N416UA UAL01 0016
0480 ENV 0524 G-MEDA PAA01 0040
0482 ENV 0016 JA8396 ANA01 0016
0483 ENV 0417 N417UA UAL01 0017
0484 ENV 0105 D-AIRE DLH02 0005
0485 ENV 0418 N418UA UAL01 0018
0486 ENV 0028 VT-ESI IAC01 0028
0487 ENV 0419 N419UA UAL01 0019
0488 ENV 0002 I-BIXE AZA01 0002
0489 ENV 0420 N420UA UAL01 0020
0490 ENV 0029 VT-ESJ IAC01 0029
0491 ENV 0411 F-GJVW I2L01 0004
0492 ENV 0030 VT-ESK IAC01 0030
0493 ENV 0106 D-AIRF DLH02 0006
0494 ENV 0003 I-BIXI AZA01 0003
0495 ENV 0004 I-BIXO AZA01 0004
0496 ENV 0054 EC-JIB I2L01 0005
0497 ENV 0812 A4O-EL GFA01 0012
0498 ENV 0101 F-GMZA ITF02 0001
0499 ENV 0031 VT-ESL IAC01 0031
0500 ENV 0421 N421UA UAL01 0021
0501 ENV 0017 JA8609 ANA01 0017
0502 ENV 0108 D-AIRK DLH02 0008
0503 ENV 0422 N422UA UAL01 0022

ENV A318/A319/A320/A321 FLEET FCTM Page 31 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0504 ENV 0423 N423UA UAL01 0023
0505 ENV 0109 D-AIRL DLH02 0009
0506 ENV 0424 N424UA UAL01 0024
0507 ENV 0018 JA8654 ANA01 0018
0508 ENV 0425 N425UA UAL01 0025
0509 ENV 0102 F-GMZB ITF02 0002
0510 ENV 0426 N426UA UAL01 0026
0511 ENV 0008 TS-IMI TAR01 0007
0512 ENV 0427 N427UA UAL01 0027
0513 ENV 0011 I-BIXL AZA01 0011
0514 ENV 0012 I-BIXM AZA01 0012
0515 ENV 0009 I-BIXF AZA01 0009
0516 ENV 0010 I-BIXG AZA01 0010
0517 ENV 0276 F-GYAP SWR01 0001
0518 ENV 0110 D-AIRM DLH02 0010
0519 ENV 0277 D-ANJA SWR01 0002
0520 ENV 0278 HB-IOC SWR01 0003
0521 ENV 0103 F-GMZC ITF02 0003
0522 ENV 0203 TC-JMA SWR01 0004
0523 ENV 0428 N428UA UAL01 0028
0524 ENV 0006 I-BIXB AZA01 0006
0525 ENV 0510 D-AKNX I2L01 0006
0526 ENV 0007 I-BIXC AZA01 0007
0527 ENV 0619 N619AW I2L01 0007
0528 ENV 0508 6Y-JMA I2L01 0008
0529 ENV 0104 F-GMZD ITF02 0004
0530 ENV 0056 D-ANNE I2L01 0009
0531 ENV 0019 JA8304 ANA01 0019
0532 ENV 0008 I-BIXD AZA01 0008
0533 ENV 0001 F-GYFK SWR02 0001
0534 ENV 0020 JA8313 ANA01 0020
0535 ENV 0280 F-GYAN SWR01 0005
0537 ENV 0814 A4O-EN GFA01 0014
0538 ENV 0101 B-22601 TNA02 0001
0539 ENV 0429 N429UA UAL01 0029
0540 ENV 0051 B-2340 I2L01 0010
0541 ENV 0205 TC-JMB SWR01 0006

ENV A318/A319/A320/A321 FLEET FCTM Page 32 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0542 ENV 0105 EI-CUM I2L01 0016
0543 ENV 0605 N605AW I2L01 0017
0544 ENV 0105 F-GMZE ITF02 0005
0545 ENV 0001 TC-JLA SWR02 0002
0546 ENV 0285 C-GBIP ACA02 0028
0547 ENV 0013 EK 32009 AAA01 0013
0548 ENV 0002 F-GYFL SWR02 0003
0549 ENV 0021 JA8300 ANA01 0021
0550 ENV 0201 B-2286 I2L03 0001
0551 ENV 0052 B-2341 I2L01 0011
0552 ENV 0476 OE-LBA AUA01 0001
0553 ENV 0002 TC-JLH SWR02 0004
0554 ENV 0022 JA8400 ANA01 0022
0555 ENV 0102 B-22602 TNA02 0002
0556 ENV 0053 B-2342 I2L01 0012
0557 ENV 0202 B-MAB I2L03 0002
0558 ENV 0001 N981LR TAI01 0001
0559 ENV 0003 TC-JLI SWR02 0005
0560 ENV 0111 D-AIRN DLH02 0011
0561 ENV 0002 N991LR TAI01 0002
0562 ENV 0004 TC-JLB SWR02 0006
0563 ENV 0112 D-AIRO DLH02 0012
0564 ENV 0113 D-AIRP DLH02 0013
0565 ENV 0602 N602AW AEF01 0001
0566 ENV 0005 TC-JLC SWR02 0007
0567 ENV 0114 D-AIRR DLH02 0014
0568 ENV 0430 N430UA UAL01 0030
0569 ENV 0003 F-OGYC RJA01 0004
0570 ENV 0477 OE-LBB AUA01 0002
0571 ENV 0431 N431UA UAL01 0031
0572 ENV 0251 C-FYNS ACA02 0007
0573 ENV 0054 B-6025 I2L01 0013
0574 ENV 0006 TC-JLD SWR02 0008
0575 ENV 0001 D-ARFE AEF01 0002
0576 ENV 0013 I-BIXN AZA01 0013
0577 ENV 0234 HB-IJI SWR02 0009
0578 ENV 0201 HB-IPV SWR03 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 33 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0579 ENV 0552 D-AKNY CDN01 0016
0580 ENV 0052 D-ARFC AEF01 0003
0581 ENV 0478 OE-LBC AUA01 0003
0582 ENV 0055 B-6026 I2L01 0014
0583 ENV 0014 I-BIXP AZA01 0014
0584 ENV 0642 N642AW G2P01 0022
0585 ENV 0235 HB-IJJ SWR02 0010
0586 ENV 0015 I-BIXQ AZA01 0015
0587 ENV 0432 N432UA UAL01 0032
0588 ENV 0202 F-OOUA SWR03 0002
0589 ENV 0433 N433UA UAL01 0033
0590 ENV 0001 S7-ASA RGA01 0001
0591 ENV 0202 B-2293 I2L03 0003
0592 ENV 0434 N434UA UAL01 0034
0593 ENV 0016 I-BIXR AZA01 0016
0594 ENV 0002 S7-ASB RGA01 0002
0595 ENV 0115 D-AIRS DLH02 0015
0596 ENV 0236 HB-IJK SWR02 0011
0597 ENV 0204 B-MAR I2L03 0004
0598 ENV 0901 F-GPMA ITF03 0001
0599 ENV 0017 I-BIXS AZA01 0017
0600 ENV 0902 F-GPMB ITF03 0002
0601 ENV 0003 S7-ASC RGA01 0003
0603 ENV 0237 HB-IJL SWR02 0012
0604 ENV 0205 TC-OAP I2L03 0005
0605 ENV 0004 S7-ASD RGA01 0004
0606 ENV 0104 B-22605 TNA02 0004
0607 ENV 0005 S7-ASE RGA01 0005
0608 ENV 0903 F-GPMC ITF03 0003
0609 ENV 0201 D-AILA DLH03 0001
0610 ENV 0202 D-AILB DLH03 0002
0611 ENV 0006 S7-ASF RGA01 0006
0612 ENV 0203 HB-IPX SWR03 0003
0613 ENV 0435 N435UA UAL01 0035
0614 ENV 0206 TC-OAR I2L03 0006
0615 ENV 0014 F-OKRM AAA01 0014
0616 ENV 0203 D-AILC DLH03 0003

ENV A318/A319/A320/A321 FLEET FCTM Page 34 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0617 ENV 0007 S7-ASG RGA01 0007
0618 ENV 0904 F-GPMD ITF03 0004
0619 ENV 0008 S7-ASH RGA01 0008
0620 ENV 0207 B-MAF I2L03 0007
0621 ENV 0204 HB-IPY SWR03 0004
0622 ENV 0015 ER-AXV AAA01 0015
0623 ENV 0204 D-AILD DLH03 0004
0624 ENV 0001 6Y-JAF AJM01 0001
0625 ENV 0905 F-GPME ITF03 0005
0626 ENV 0002 6Y-JAG AJM01 0002
0627 ENV 0205 D-AILE DLH03 0005
0628 ENV 0003 6Y-JAI AJM01 0003
0629 ENV 0205 SU-LBF SWR03 0005
0630 ENV 0004 6Y-JAJ AJM01 0004
0631 ENV 0208 B-MAG I2L03 0008
0632 ENV 0016 EK32010 AAA01 0016
0633 ENV 0103 B-HTF I2L04 0001
0634 ENV 0252 C-FYIY ACA02 0001
0635 ENV 0238 HB-IJM SWR02 0013
0636 ENV 0206 D-AILF DLH03 0006
0637 ENV 0906 F-GPMF ITF03 0006
0638 ENV 0436 N436UA UAL01 0036
0639 ENV 0253 C-FYJB ACA02 0002
0640 ENV 0104 TC-OGI I2L01 0015
0641 ENV 0207 D-AILH DLH03 0007
0642 ENV 0282 F-GYAO SWR01 0007
0643 ENV 0239 HB-IJN SWR02 0014
0644 ENV 0947 F-GPMG ITF03 0007
0645 ENV 0553 D-AKNZ CDN01 0017
0646 ENV 0001 D-AKNF EWG01 0001
0647 ENV 0948 F-GPMH ITF03 0008
0648 ENV 0009 S7-ASI RGA01 0009
0649 ENV 0254 C-FYJD ACA02 0003
0650 ENV 0010 S7-ASJ RGA01 0010
0651 ENV 0208 D-AILI DLH03 0008
0652 ENV 0116 D-AIRT DLH02 0016
0653 ENV 0201 F-GRSD G2X03 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 35 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0654 ENV 0002 D-AKNG EWG01 0002
0655 ENV 0437 N437UA UAL01 0037
0656 ENV 0255 C-FYJE ACA02 0004
0657 ENV 0202 F-GRSE G2X03 0002
0658 ENV 0023 JA8997 ANA01 0023
0659 ENV 0002 OE-LOE AEF01 0004
0660 ENV 0949 F-GPMI ITF03 0009
0661 ENV 0603 N603AW AEF01 0005
0662 ENV 0017 ER-AXW AAA01 0017
0663 ENV 0252 TC-OAE I2L04 0002
0664 ENV 0283 HB-IOH SWR01 0008
0665 ENV 0051 B-2356 CNW01 0001
0666 ENV 0351 6Y-JMD I2L04 0003
0667 ENV 0054 OE-LOF AEF01 0006
0668 ENV 0253 TC-OAF I2L04 0004
0669 ENV 0024 JA8946 ANA01 0024
0670 ENV 0256 C-FYJG ACA02 0005
0671 ENV 0554 9A-CTM CDN01 0018
0672 ENV 0257 C-FYJH ACA02 0006
0673 ENV 0240 HB-IJO SWR02 0015
0674 ENV 0101 OK-CEC G2Z01 0001
0675 ENV 0005 F-OHGU G2Z01 0002
0676 ENV 0107 TC-OGJ I2L01 0018
0677 ENV 0001 G-OOAF LEI01 0001
0678 ENV 0438 N438UA UAL01 0038
0679 ENV 0209 D-AILK DLH03 0009
0680 ENV 0101 SU-GBT MSR02 0001
0681 ENV 0241 HB-IJP SWR02 0016
0682 ENV 0258 C-FYJI ACA02 0008
0683 ENV 0439 N439UA UAL01 0039
0684 ENV 0102 OK-CED G2Z01 0003
0685 ENV 0025 JA8947 ANA01 0025
0686 ENV 0801 N801UA UAL02 0001
0687 ENV 0102 SU-GBU MSR02 0002
0688 ENV 0259 C-FYJP ACA02 0009
0689 ENV 0210 D-AILL DLH03 0010
0690 ENV 0802 N802UA UAL02 0002

ENV A318/A319/A320/A321 FLEET FCTM Page 36 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0691 ENV 0260 C-FYKC ACA02 0010
0692 ENV 0117 D-AIRU DLH02 0017
0693 ENV 0261 C-FYKR ACA02 0011
0694 ENV 0211 D-AILM DLH03 0011
0695 ENV 0262 C-FYKW ACA02 0012
0696 ENV 0001 B-2343 CSN01 0001
0697 ENV 0263 C-FZUG ACA02 0013
0698 ENV 0002 B-2345 CSN01 0002
0699 ENV 0118 D-AIRW DLH02 0018
0700 ENV 0212 D-AILN DLH03 0012
0701 ENV 0242 HB-IJQ SWR02 0017
0702 ENV 0440 N440UA UAL01 0040
0703 ENV 0243 HB-IJR SWR02 0018
0704 ENV 0003 B-2346 CSN01 0003
0705 ENV 0004 B-2347 CSN01 0004
0706 ENV 0001 RP-C3221 PAL01 0001
0707 ENV 0201 B-2354 G8E01 0001
0709 ENV 0005 B-2459 CSN01 0005
0710 ENV 0006 B-2401 CSN01 0006
0711 ENV 0264 C-FZUH ACA02 0014
0712 ENV 0007 B-2350 CSN01 0007
0713 ENV 0206 HB-IPU SWR03 0006
0714 ENV 0002 G-BXKA G8E01 0002
0715 ENV 0103 SU-GBV MSR02 0003
0716 ENV 0003 G-BXKB G8E01 0003
0717 ENV 0213 D-AILP DLH03 0013
0718 ENV 0008 B-2351 CSN01 0008
0719 ENV 0265 C-FZUJ ACA02 0015
0720 ENV 0009 B-2352 CSN01 0009
0721 ENV 0266 C-FZUL ACA02 0016
0722 ENV 0010 B-2353 CSN01 0010
0723 ENV 0214 D-AILR DLH03 0014
0724 ENV 0202 B-2355 G8E01 0004
0725 ENV 0104 SU-GBW MSR02 0004
0726 ENV 0101 EK32007 AAA01 0018
0727 ENV 0207 HB-IPT SWR03 0007
0728 ENV 0267 C-GAPY ACA02 0017

ENV A318/A319/A320/A321 FLEET FCTM Page 37 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0729 ENV 0215 D-AILS DLH03 0015
0730 ENV 0005 G-BXKC G8E01 0005
0731 ENV 0105 B-22606 TNA02 0005
0732 ENV 0268 C-GAQL ACA02 0018
0733 ENV 0201 N451TA TAI02 0001
0734 ENV 0208 HB-IPS SWR03 0008
0735 ENV 0006 G-BXKD G8E01 0006
0736 ENV 0269 C-GAQX ACA02 0019
0737 ENV 0007 I-EEZH G8E01 0007
0738 ENV 0216 D-AILT DLH03 0016
0739 ENV 0001 9V-VLC AES01 0001
0740 ENV 0270 C-GAQZ ACA02 0020
0741 ENV 0202 N452TA TAI02 0002
0742 ENV 0271 C-GARG ACA02 0021
0743 ENV 0002 9V-VLD AES01 0002
0744 ENV 0217 D-AILU DLH03 0017
0745 ENV 0003 RP-C3223 PAL01 0003
0746 ENV 0106 B-22607 TNA02 0006
0747 ENV 0203 N453TA TAI02 0003
0748 ENV 0803 N803UA UAL02 0003
0749 ENV 0008 I-EEZI G8E01 0008
0750 ENV 0001 CS-TTA TAP01 0001
0751 ENV 0441 N441UA UAL01 0041
0752 ENV 0272 C-GARJ ACA02 0022
0753 ENV 0004 RP-C3224 PAL01 0004
0754 ENV 0052 B-2357 CNW01 0002
0755 ENV 0002 CS-TTB TAP01 0002
0756 ENV 0051 B-HSD I2L05 0001
0757 ENV 0273 C-GARO ACA02 0023
0758 ENV 0152 PT-MZV S2A01 0001
0759 ENV 0804 N804UA UAL02 0004
0760 ENV 0109 AP-BGW I2L05 0002
0761 ENV 0007 F-GTAF G2Z01 0004
0762 ENV 0647 N647AW S2A01 0002
0763 ENV 0051 CS-TTC TAP01 0003
0764 ENV 0009 TC-OGE G8E01 0009
0765 ENV 0018 I-BIXT AZA01 0018

ENV A318/A319/A320/A321 FLEET FCTM Page 38 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0766 ENV 0351 N351NW NWA02 0001
0767 ENV 0001 9A-CTG CTN01 0001
0768 ENV 0426 OE-LBN AUA02 0001
0769 ENV 0274 C-GBHM ACA02 0024
0770 ENV 0648 N648AW S2A01 0003
0771 ENV 0001 HL7588 AAR01 0001
0772 ENV 0001 B-2360 G8E01 0010
0773 ENV 0275 C-GBHN ACA02 0025
0774 ENV 0001 D-AICA CFG01 0001
0775 ENV 0352 6Y-JME I2L04 0005
0776 ENV 0427 OE-LBO AUA02 0002
0777 ENV 0131 F-GTAD AFR02 0001
0778 ENV 0352 N352NW NWA02 0002
0779 ENV 0276 C-GBHO ACA02 0026
0780 ENV 0442 N442UA UAL01 0042
0781 ENV 0101 G-OOAH G8E02 0001
0782 ENV 0244 HB-IJS SWR02 0019
0783 ENV 0805 N805UA UAL02 0005
0784 ENV 0052 B-HSE I2L05 0003
0785 ENV 0277 C-GBHR ACA02 0027
0786 ENV 0353 N353NW NWA02 0003
0787 ENV 0151 TC-OAI AEF02 0001
0788 ENV 0806 N806UA UAL02 0006
0789 ENV 0204 VN-A168 TAI02 0004
0790 ENV 0052 CS-TTD TAP01 0004
0791 ENV 0003 B-22310 TNA03 0001
0792 ENV 0204 I-LIVD AEF02 0002
0793 ENV 0002 D-AICB CFG01 0002
0794 ENV 0003 D-AKNH EWG01 0003
0795 ENV 0555 CS-TKJ I2L05 0004
0796 ENV 0132 F-GTAE AFR02 0002
0797 ENV 0428 OE-LBP AUA02 0003
0798 ENV 0807 N807UA UAL02 0007
0799 ENV 0002 B-2361 G8E01 0011
0800 ENV 0278 C-GBHY ACA02 0029
0801 ENV 0354 N354NW NWA02 0004
0802 ENV 0051 JA101A ANA02 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 39 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0803 ENV 0649 N649AW S2A01 0004
0804 ENV 0808 N808UA UAL02 0008
0805 ENV 0111 B-MAH I2L05 0005
0806 ENV 0251 TC-JMC BMA01 0001
0807 ENV 0355 N355NW NWA02 0005
0808 ENV 0002 F-GUAA G2Z01 0005
0809 ENV 0003 D-AICC CFG01 0003
0810 ENV 0252 TC-JMD BMA01 0002
0811 ENV 0052 JA102A ANA02 0002
0812 ENV 0001 B-HSG HDA01 0001
0813 ENV 0279 C-GBHZ ACA02 0030
0814 ENV 0556 EI-DJH I2L05 0006
0815 ENV 0501 EI-CPC I2L04 0006
0816 ENV 0053 B-HSF I2L05 0007
0817 ENV 0280 C-GBIA ACA02 0031
0818 ENV 0356 N356NW NWA02 0006
0819 ENV 0019 I-BIXV AZA01 0019
0820 ENV 0443 N443UA UAL01 0043
0821 ENV 0003 CS-TTE TAP01 0005
0822 ENV 0004 B-22311 TNA03 0002
0823 ENV 0003 F-HBAB G2Z01 0006
0824 ENV 0444 N444UA UAL01 0044
0825 ENV 0809 N809UA UAL02 0009
0826 ENV 0445 N445UA UAL01 0045
0827 ENV 0284 F-GYAQ SWR01 0009
0828 ENV 0003 B-2362 G8E01 0012
0829 ENV 0281 C-GBIJ ACA02 0032
0830 ENV 0357 N357NW NWA02 0007
0831 ENV 0282 C-GBIK ACA02 0033
0832 ENV 0358 N358NW NWA02 0008
0833 ENV 0002 9A-CTH CTN01 0002
0834 ENV 0446 N446UA UAL01 0046
0835 ENV 0001 G-MIDC BMA03 0001
0836 ENV 0447 N447UA UAL01 0047
0837 ENV 0004 CS-TTF TAP01 0006
0838 ENV 0053 B-2358 CNW01 0003
0839 ENV 0003 HA-LPA AES01 0003

ENV A318/A319/A320/A321 FLEET FCTM Page 40 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0840 ENV 0283 C-GBIM ACA02 0034
0841 ENV 0502 EI-CPD I2L04 0007
0842 ENV 0448 N448UA UAL01 0048
0843 ENV 0810 N810UA UAL02 0010
0844 ENV 0102 N102UW USA02 0002
0845 ENV 0284 C-GBIN ACA02 0035
0846 ENV 0359 N359NW NWA02 0009
0847 ENV 0811 N811UA UAL02 0011
0848 ENV 0020 I-BIXZ AZA01 0020
0849 ENV 0011 B-2365 CSN01 0011
0850 ENV 0812 N812UA UAL02 0012
0851 ENV 0449 N449UA UAL01 0049
0852 ENV 0002 G-OOAE LEI01 0002
0853 ENV 0218 D-AILW DLH03 0018
0854 ENV 0054 B-2359 CNW01 0004
0855 ENV 0002 HL7589 AAR01 0002
0856 ENV 0650 N650AW S2A01 0005
0857 ENV 0001 EP-MSJ UAL01 0050
0858 ENV 0813 N813UA UAL02 0013
0859 ENV 0012 B-2366 CSN01 0012
0860 ENV 0219 D-AILX DLH03 0019
0861 ENV 0103 N103US USA02 0003
0862 ENV 0814 N814UA UAL02 0014
0863 ENV 0104 N104UW USA02 0004
0864 ENV 0002 G-MIDE BMA01 0003
0865 ENV 0451 N451UA UAL01 0051
0866 ENV 0651 N651AW S2A01 0006
0867 ENV 0815 N815UA UAL02 0015
0868 ENV 0105 N105UW USA02 0005
0869 ENV 0101 TS-IMJ TAR02 0001
0870 ENV 0245 CS-TQD SWR02 0020
0871 ENV 0816 N816UA UAL02 0016
0872 ENV 0001 9V-SLA SLK01 0001
0873 ENV 0817 N817UA UAL02 0017
0874 ENV 0205 EI-TAE TAI02 0005
0875 ENV 0220 D-AILY DLH03 0020
0876 ENV 0203 B-2376 CJG01 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 41 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0877 ENV 0054 B-HSH I2L05 0008
0878 ENV 0101 B-2370 CSC01 0001
0879 ENV 0001 EC-GZD G8E01 0013
0880 ENV 0102 TS-IMK TAR02 0002
0881 ENV 0013 B-2367 CSN01 0013
0882 ENV 0818 N818UA UAL02 0018
0883 ENV 0004 B-2363 G8E01 0014
0884 ENV 0004 D-AICD CFG01 0004
0885 ENV 0700 N700UW USA01 0001
0886 ENV 0001 YK-AKA SYR01 0001
0887 ENV 0119 D-AIRX DLH02 0019
0888 ENV 0002 F-HBAC G8E01 0015
0889 ENV 0801 N801AW AWE02 0001
0890 ENV 0701 N701UW USA01 0002
0891 ENV 0285 F-GYAR SWR01 0010
0892 ENV 0004 HA-LPC AES01 0004
0893 ENV 0819 N819UA UAL02 0019
0894 ENV 0005 D-AICE CFG01 0005
0895 ENV 0014 B-2368 CSN01 0014
0896 ENV 0702 N702UW USA01 0003
0897 ENV 0055 B-2372 CNW01 0005
0898 ENV 0820 N820UA UAL02 0020
0899 ENV 0002 9V-SLB SLK01 0002
0900 ENV 0015 B-2369 CSN01 0015
0901 ENV 0120 D-AIRY DLH02 0020
0902 ENV 0057 B-6049 TAI02 0006
0903 ENV 0360 N360NW NWA02 0010
0904 ENV 0703 N703UW USA01 0004
0905 ENV 0006 D-AICF CFG01 0006
0906 ENV 0005 CS-TTG TAP01 0007
0907 ENV 0361 N361NW NWA02 0011
0908 ENV 0001 B-MAJ AMU01 0001
0909 ENV 0056 B-2375 CNW01 0006
0910 ENV 0001 A6-ESH M4G01 0001
0911 ENV 0362 N362NW NWA02 0012
0912 ENV 0058 B-2348 TAI02 0007
0913 ENV 0001 G-OMAK K9G01 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 42 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0914 ENV 0005 B-2201 G8E01 0016
0915 ENV 0102 B-2371 CSC01 0002
0916 ENV 0001 D-ANNA TAI02 0008
0917 ENV 0006 CS-TTH TAP01 0008
0918 ENV 0002 YK-AKB SYR01 0002
0919 ENV 0001 B-2373 CSC02 0001
0920 ENV 0479 OE-LBD AUA03 0001
0921 ENV 0204 B-2377 CJG01 0002
0922 ENV 0704 N704US USA01 0005
0923 ENV 0363 N363NW NWA02 0013
0924 ENV 0802 N802AW AWE02 0002
0925 ENV 0101 B-2202 G8E01 0017
0926 ENV 0001 EI-CPE EIN01 0001
0927 ENV 0001 A7-AAG QAF01 0001
0928 ENV 0007 A7-ABR S2A01 0007
0929 ENV 0705 N705UW USA01 0006
0930 ENV 0055 B-HSI I2L05 0009
0931 ENV 0803 N803AW AWE02 0003
0932 ENV 0008 VT-ADX S2A01 0008
0933 ENV 0007 CS-TTI TAP01 0009
0934 ENV 0201 G-MIDZ BMA02 0001
0935 ENV 0480 OE-LBE AUA03 0002
0936 ENV 0101 N101UW USA02 0001
0937 ENV 0001 SU-LBC TAS01 0001
0938 ENV 0976 F-GRHA AFR03 0001
0939 ENV 0057 B-2378 CNW01 0007
0940 ENV 0021 I-BIXH AZA01 0021
0941 ENV 0001 OH-LZA FIN01 0001
0942 ENV 0701 HB-IHX EDW01 0001
0943 ENV 0009 VT-ADY S2A01 0009
0944 ENV 0821 N821UA UAL02 0021
0945 ENV 0101 CS-TNG TAP02 0001
0946 ENV 0706 N706US USA01 0007
0947 ENV 0702 HB-IHY EDW01 0002
0948 ENV 0822 N822UA UAL02 0022
0949 ENV 0707 N707UW USA01 0008
0950 ENV 0016 B-2391 CSN01 0016

ENV A318/A319/A320/A321 FLEET FCTM Page 43 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0951 ENV 0101 I-BIKA AZA02 0001
0952 ENV 0823 N823UA UAL02 0023
0953 ENV 0652 N652AW AWE03 0001
0954 ENV 0152 TC-OAK AEF02 0003
0955 ENV 0452 N452UA UAL01 0052
0956 ENV 0001 VN-A343 AFR02 0003
0957 ENV 0007 D-AICG CFG01 0007
0958 ENV 0009 TS-IML TAR03 0001
0959 ENV 0022 I-BIXJ AZA01 0022
0960 ENV 0151 CS-TNH TAP02 0002
0961 ENV 0002 OH-LZB FIN01 0002
0962 ENV 0364 N364NW NWA02 0014
0963 ENV 0053 JA103A ANA02 0003
0964 ENV 0365 N365NW NWA02 0015
0965 ENV 0824 N824UA UAL02 0024
0966 ENV 0017 B-2392 CSN01 0017
0967 ENV 0058 B-2379 CNW01 0008
0968 ENV 0103 G-MIDH BMA01 0004
0969 ENV 0003 9V-SLC SLK01 0003
0970 ENV 0101 TS-IQA SAB01 0001
0971 ENV 0008 D-AICH CFG01 0008
0972 ENV 0708 N708UW USA01 0009
0973 ENV 0401 F-GRSI I2L05 0010
0974 ENV 0104 G-MIDI BMA01 0005
0975 ENV 0010 TS-IMM TAR03 0002
0976 ENV 0001 PT-MZA TAM01 0001
0977 ENV 0010 VT-ADZ S2A01 0010
0978 ENV 0015 TC-OGF G8E01 0018
0979 ENV 0053 CS-TTJ TAP01 0010
0980 ENV 0825 N825UA UAL02 0025
0981 ENV 0366 N366NW NWA02 0016
0982 ENV 0102 CS-TNI TAP02 0003
0983 ENV 0101 G-MARA MON01 0001
0984 ENV 0059 B-2205 CNW01 0009
0985 ENV 0951 F-GRHB AFR03 0002
0986 ENV 0060 B-2206 CNW01 0010
0987 ENV 0286 HB-IOK SWR01 0011

ENV A318/A319/A320/A321 FLEET FCTM Page 44 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


0988 ENV 0367 N367NW NWA02 0017
0989 ENV 0826 N826UA UAL02 0026
0990 ENV 0003 EI-DIU AEF01 0007
0991 ENV 0503 EI-CPF I2L04 0008
0992 ENV 0007 TC-JLE IBE03 0001
0993 ENV 0101 B-HTD I2L04 0009
0994 ENV 0418 B-2416 IBE03 0002
0995 ENV 0102 TS-IQB SAB01 0002
0996 ENV 0368 N368NW NWA02 0018
0997 ENV 0709 N709UW USA01 0010
0998 ENV 0977 F-GRHC AFR03 0003
0999 ENV 0102 I-BIKE AZA02 0002
1000 ENV 0978 F-GRHD AFR03 0004
1001 ENV 0453 N453UA UAL01 0053
1002 ENV 0901 TC-ANA G4I01 0001
1003 ENV 0653 N653AW AWE03 0002
1004 ENV 0153 TC-OAL AEF02 0004
1005 ENV 0102 B-2203 G8E01 0019
1006 ENV 0102 EC-IXY G8E02 0002
1007 ENV 0056 B-6027 TAI02 0009
1008 ENV 0054 JA104A ANA02 0004
1009 ENV 0151 9A-CTJ CTN02 0001
1010 ENV 0002 PT-MZB TAM01 0002
1011 ENV 0369 N369NW NWA02 0019
1012 ENV 0503 TC-KTY SAB01 0003
1013 ENV 0002 B-2397 CSC02 0002
1014 ENV 0202 G-MIDY BMA02 0002
1015 ENV 0102 G-OJEG MON01 0002
1016 ENV 0004 D-AKNI EWG01 0004
1017 ENV 0103 F-OIVU G8E02 0003
1018 ENV 0209 HB-IPR SWR03 0009
1019 ENV 0710 N710UW USA01 0011
1020 ENV 0952 F-GRHE AFR03 0005
1021 ENV 0201 EC-HUH IBE04 0001
1022 ENV 0827 N827UA UAL02 0027
1023 ENV 0002 EI-CPG EIN01 0002
1024 ENV 0102 B-HTE I2L04 0010

ENV A318/A319/A320/A321 FLEET FCTM Page 45 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1025 ENV 0953 F-GRHF AFR03 0006
1026 ENV 0703 HB-IHZ EDW01 0003
1027 ENV 0202 EC-HUI IBE04 0002
1028 ENV 0201 B-2207 CES01 0001
1029 ENV 0003 9A-CTI CTN01 0003
1030 ENV 0202 B-2209 CES01 0002
1031 ENV 0828 N828UA UAL02 0028
1032 ENV 0003 YK-AKC SYR01 0003
1033 ENV 0711 N711UW USA01 0012
1034 ENV 0008 CS-TTK TAP01 0011
1035 ENV 0018 B-2393 CSN01 0018
1036 ENV 0954 F-GRHG AFR03 0007
1037 ENV 0370 N370NW NWA02 0020
1038 ENV 0712 N712US USA01 0013
1039 ENV 0019 B-2395 CSN01 0019
1040 ENV 0713 N713UW USA01 0014
1041 ENV 0061 B-2211 CNW01 0011
1042 ENV 0055 JA105A ANA02 0005
1043 ENV 0804 N804AW AWE02 0004
1044 ENV 0106 N106US USA02 0006
1045 ENV 0003 G-MIDJ BMA03 0002
1046 ENV 0714 N714US USA01 0015
1047 ENV 0102 EC-HAF IBE03 0003
1048 ENV 0551 EI-DFP SAB02 0001
1049 ENV 0805 N805AW AWE02 0005
1050 ENV 0654 N654AW AWE03 0003
1051 ENV 0715 N715UW USA01 0016
1052 ENV 0107 N107US USA02 0007
1053 ENV 0001 D-ADNA L4C01 0001
1054 ENV 0008 TC-JLG SAB03 0001
1055 ENV 0716 N716UW USA01 0017
1056 ENV 0806 N806AW AWE02 0006
1057 ENV 0020 B-2396 CSN01 0020
1058 ENV 0501 N301NB NWA03 0001
1059 ENV 0103 EC-HAG IBE03 0004
1060 ENV 0051 HL7590 AAR02 0001
1061 ENV 0108 N108UW USA02 0008

ENV A318/A319/A320/A321 FLEET FCTM Page 46 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1062 ENV 0502 N302NB NWA03 0002
1063 ENV 0005 RP-C3225 IBE03 0005
1064 ENV 0807 N807AW AWE02 0007
1065 ENV 0109 N109UW USA02 0009
1066 ENV 0301 N471TA TAI03 0001
1067 ENV 0105 EC-HDK IBE03 0006
1068 ENV 0101 F-GYFM SAB02 0002
1069 ENV 0717 N717UW USA01 0018
1070 ENV 0203 B-2208 CES01 0003
1071 ENV 0503 N303NB NWA03 0003
1072 ENV 0103 B-2400 G8E01 0020
1073 ENV 0101 OH-LVA FIN02 0001
1074 ENV 0101 9V-SBA SLK02 0001
1075 ENV 0655 N655AW AWE03 0004
1076 ENV 0004 YK-AKD SYR01 0004
1077 ENV 0001 D-AKNK USA01 0019
1078 ENV 0504 N304NB NWA03 0004
1079 ENV 0656 N656AW AWE03 0005
1080 ENV 0151 D-AISB DLH04 0001
1081 ENV 0602 G-MRJK SAB03 0002
1082 ENV 0001 G-EUPA BAW01 0001
1083 ENV 0657 N657AW AWE03 0006
1084 ENV 0002 D-AKNL USA01 0020
1085 ENV 0005 YK-AKE SYR01 0005
1086 ENV 0553 F-GYFN SAB02 0003
1087 ENV 0152 EC-HDN IBE03 0007
1088 ENV 0808 N808AW AWE02 0008
1089 ENV 0003 D-AKNM USA01 0021
1090 ENV 0505 N305NB NWA03 0005
1091 ENV 0506 N306NB NWA03 0006
1092 ENV 0003 PT-MZC TAM01 0003
1093 ENV 0104 B-2399 G8E01 0021
1094 ENV 0003 EI-CPH EIN01 0003
1095 ENV 0721 N721UW USA01 0022
1096 ENV 0004 PT-MZD TAM01 0004
1097 ENV 0722 N722US USA01 0023
1098 ENV 0102 9V-SBB SLK02 0002

ENV A318/A319/A320/A321 FLEET FCTM Page 47 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1099 ENV 0106 EC-HDO IBE03 0008
1100 ENV 0009 CS-TTL TAP01 0012
1101 ENV 0107 EC-HDP IBE03 0009
1102 ENV 0554 EI-DEY SAB02 0004
1103 ENV 0005 PT-MZE TAM01 0005
1104 ENV 0454 N454UA UAL01 0054
1105 ENV 0455 N455UA UAL01 0055
1106 ENV 0010 CS-TTM TAP01 0013
1107 ENV 0102 OH-LVB FIN02 0002
1108 ENV 0105 B-2398 G8E01 0022
1109 ENV 0723 N723UW USA01 0024
1110 ENV 0658 N658AW I2L07 0001
1111 ENV 0809 N809AW AWE02 0009
1112 ENV 0110 N110UW USA02 0010
1113 ENV 0302 N472TA TAI03 0002
1114 ENV 0111 N111US USA02 0011
1115 ENV 0002 G-EUPB BAW01 0002
1116 ENV 0810 N810AW AWE02 0010
1117 ENV 0006 YK-AKF SYR01 0006
1118 ENV 0003 G-EUPC BAW01 0003
1119 ENV 0108 EC-HDT IBE03 0010
1120 ENV 0011 CS-TTN TAP01 0014
1121 ENV 0001 TS-INA LBT01 0001
1122 ENV 0724 N724UW USA01 0025
1123 ENV 0503 N503JB S2A01 0011
1124 ENV 0555 F-OHJY SAB02 0005
1125 ENV 0031 I-EEZK SWR04 0001
1126 ENV 0507 N307NB NWA03 0007
1127 ENV 0012 CS-TTO TAP01 0015
1128 ENV 0456 N456UA UAL01 0056
1129 ENV 0508 N308NB NWA03 0008
1130 ENV 0005 EC-IMU G8E03 0001
1131 ENV 0509 N309NB NWA03 0009
1133 ENV 0133 F-GTAH AFR02 0004
1134 ENV 0112 N112US USA02 0012
1135 ENV 0725 N725UW USA01 0026
1136 ENV 0004 D-AKNN USA01 0027

ENV A318/A319/A320/A321 FLEET FCTM Page 48 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1137 ENV 0429 OE-LBQ AUA02 0004
1138 ENV 0103 I-BIKI AZA02 0003
1139 ENV 0006 PT-MZF TAM01 0006
1140 ENV 0303 N473TA TAI03 0003
1141 ENV 0113 N113UW USA02 0013
1142 ENV 0004 G-EUPD BAW01 0004
1143 ENV 0101 PT-MZG TAM02 0001
1144 ENV 0287 HB-IOL SWR01 0012
1145 ENV 0102 F-GYJM SAB02 0006
1146 ENV 0457 N457UA UAL01 0057
1147 ENV 0005 D-AKNO USA01 0028
1148 ENV 0114 N114UW USA02 0014
1149 ENV 0510 N310NB NWA03 0010
1150 ENV 0430 OE-LBR AUA02 0005
1151 ENV 0955 F-GRHH AFR03 0008
1152 ENV 0266 N266AV G8E03 0002
1153 ENV 0004 G-MIDK BMA01 0006
1154 ENV 0351 EC-HGR I2L08 0001
1155 ENV 0006 D-AKNP USA01 0029
1156 ENV 0504 N504JB I2L09 0001
1157 ENV 0002 MM-62174 G4I01 0002
1158 ENV 0102 PT-MZH TAM02 0002
1159 ENV 0304 N474TA TAI03 0004
1160 ENV 0557 OO-SSG SAB02 0007
1161 ENV 0152 D-AISC DLH04 0002
1163 ENV 0458 N458UA UAL01 0058
1164 ENV 0511 N311NB NWA03 0011
1165 ENV 0013 CS-TTP TAP01 0016
1166 ENV 0659 N659AW AWE03 0007
1167 ENV 0512 N312NB NWA03 0012
1168 ENV 0104 I-BIKO AZA02 0004
1169 ENV 0979 F-GRHI AFR03 0009
1170 ENV 0007 D-AKNQ USA01 0030
1171 ENV 0115 N115US USA02 0015
1172 ENV 0005 D-AKNJ EWG01 0005
1173 ENV 0505 N505JB S2A01 0012
1174 ENV 0005 G-MIDL BMA01 0007

ENV A318/A319/A320/A321 FLEET FCTM Page 49 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1175 ENV 0051 TS-INB G8E03 0003
1176 ENV 0980 F-GRHJ AFR03 0010
1177 ENV 0301 G-MIDX BMA02 0003
1178 ENV 0812 N812AW AWE02 0011
1180 ENV 0352 EC-HGS I2L08 0002
1181 ENV 0103 CS-TNJ TAP02 0004
1182 ENV 0730 N730US USA01 0031
1183 ENV 0203 G-MIDW BMA02 0004
1184 ENV 0108 OH-LVH SAB02 0008
1185 ENV 0003 OH-LZC FIN01 0003
1187 ENV 0011 TS-IMN TAR03 0003
1188 ENV 0153 D-AISD DLH04 0003
1189 ENV 0431 OE-LBS AUA02 0006
1190 ENV 0956 F-GRHK AFR03 0011
1191 ENV 0514 N314NB NWA03 0014
1192 ENV 0459 N459UA UAL03 0001
1193 ENV 0005 G-EUPE BAW01 0005
1194 ENV 0012 G-MEDE S2A01 0013
1195 ENV 0001 N583NK AEF02 0005
1196 ENV 0604 N604AW S2A01 0014
1197 ENV 0006 G-EUPF BAW01 0006
1198 ENV 0267 N267AV G8E03 0004
1199 ENV 0154 D-ARFB AEF02 0006
1200 ENV 0153 EC-HGY IBE03 0011
1201 ENV 0981 F-GRHL AFR03 0012
1202 ENV 0151 EP-AGB S2A03 0001
1203 ENV 0732 N732US USA01 0032
1204 ENV 0056 JA106A ANA02 0006
1205 ENV 0733 N733UW USA01 0033
1206 ENV 0104 CS-TNK TAP02 0005
1207 ENV 0006 G-MIDM BMA03 0003
1208 ENV 0154 EC-HGZ IBE03 0012
1209 ENV 0008 D-AKNR USA01 0034
1210 ENV 0116 N116US USA02 0016
1211 ENV 0829 N829UA UAL04 0001
1212 ENV 0001 VP-CVX C8J01 0001
1213 ENV 0101 6Y-JMF G8E03 0005

ENV A318/A319/A320/A321 FLEET FCTM Page 50 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1214 ENV 0154 D-AISE DLH04 0004
1215 ENV 0001 G-TTOA S2A04 0001
1216 ENV 0982 F-GRHM AFR03 0013
1217 ENV 0105 I-BIKU AZA02 0005
1218 ENV 0155 D-ARFA AEF02 0007
1219 ENV 0201 TC-JME G8E04 0001
1220 ENV 0023 I-BIXK AZA01 0023
1221 ENV 0155 EC-HHA IBE03 0013
1222 ENV 0007 G-EUPG BAW01 0007
1223 ENV 0813 N813AW I2L06 0001
1224 ENV 0117 N117UW USA02 0017
1225 ENV 0008 G-EUPH BAW01 0008
1226 ENV 0106 I-BIKB AZA02 0006
1227 ENV 0057 JA107A ANA02 0007
1228 ENV 0103 9V-SBC SLK02 0003
1229 ENV 0109 EC-HSE IBE03 0014
1230 ENV 0515 N315NB NWA03 0015
1231 ENV 0105 CS-TNL TAP02 0006
1232 ENV 0009 G-EUPJ BAW01 0009
1233 ENV 0202 TC-JMF G8E04 0002
1234 ENV 0660 N660AW AWE03 0008
1235 ENV 0506 N506JB I2L09 0002
1236 ENV 0010 G-EUPK BAW01 0010
1237 ENV 0152 9A-CTK CTN02 0002
1238 ENV 0103 G-DHJH G8E04 0003
1239 ENV 0011 G-EUPL BAW01 0011
1240 ENV 0507 N507JB J3K01 0001
1241 ENV 0004 OH-LZD FIN01 0004
1242 ENV 0201 EI-CVA EIN02 0001
1243 ENV 0830 N830UA UAL04 0002
1245 ENV 0737 N737US USA01 0035
1246 ENV 0103 PT-MZI TAM02 0003
1247 ENV 0353 EC-HGT I2L08 0003
1248 ENV 0460 N460UA UAL03 0002
1249 ENV 0516 N316NB NWA03 0016
1250 ENV 0104 G-NIKO G8E04 0004
1251 ENV 0104 PT-MZJ TAM02 0004

ENV A318/A319/A320/A321 FLEET FCTM Page 51 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1252 ENV 0004 9A-CTL CTN01 0004
1253 ENV 0002 B-HSJ HDA01 0002
1254 ENV 0738 N738US USA01 0036
1255 ENV 0110 EC-HSF IBE03 0015
1256 ENV 0001 F-GSVU C8J01 0002
1257 ENV 0508 N508JB J3K01 0002
1258 ENV 0012 G-EUPM BAW01 0012
1260 ENV 0155 D-AISF DLH04 0005
1261 ENV 0013 G-EUPN BAW01 0013
1262 ENV 0111 EC-HYC IBE03 0016
1263 ENV 0739 N739US USA01 0037
1264 ENV 0118 N118US USA02 0018
1265 ENV 0740 N740UW USA01 0038
1266 ENV 0461 N461UA UAL03 0003
1267 ENV 0957 F-GRHN AFR03 0014
1268 ENV 0119 N119US USA02 0019
1269 ENV 0741 N741UW USA01 0039
1270 ENV 0509 N509JB J3K01 0003
1271 ENV 0958 F-GRHO AFR03 0015
1272 ENV 0462 N462UA UAL03 0004
1273 ENV 0156 D-AISG DLH04 0006
1274 ENV 0662 N662AW AWE03 0009
1275 ENV 0742 N742US USA01 0040
1276 ENV 0001 EC-HPM JKK01 0001
1277 ENV 0009 D-AKNS USA01 0041
1279 ENV 0014 G-EUPO BAW01 0014
1280 ENV 0510 N510JB J3K01 0004
1281 ENV 0814 N814AW I2L06 0002
1282 ENV 0463 N463UA UAL03 0005
1283 ENV 0559 EI-DEZ SAB02 0009
1284 ENV 0661 N661AW AWE03 0010
1285 ENV 0151 B-2331 G8E05 0001
1286 ENV 0120 N120US USA02 0020
1287 ENV 0744 N744US USA01 0042
1288 ENV 0113 EC-HYD IBE03 0018
1289 ENV 0745 N745UW USA01 0043
1290 ENV 0464 N464UA UAL03 0006

ENV A318/A319/A320/A321 FLEET FCTM Page 52 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1291 ENV 0831 N831UA UAL04 0003
1292 ENV 0114 EC-HUJ IBE03 0019
1293 ENV 0052 HL7549 AAR02 0002
1294 ENV 0121 N121UW USA02 0021
1295 ENV 0015 G-EUPP BAW01 0015
1296 ENV 0205 B-2210 CJG01 0003
1297 ENV 0746 N746UW USA01 0044
1298 ENV 0122 N122US USA02 0022
1299 ENV 0134 F-GTAI AFR02 0005
1300 ENV 0210 N461TA TAI04 0001
1301 ENV 0747 N747UW USA01 0045
1302 ENV 0516 N516JB J3K01 0005
1303 ENV 0152 B-2332 G8E05 0002
1304 ENV 0001 CC-COC LAN01 0001
1305 ENV 0560 EI-DFA SAB02 0010
1306 ENV 0001 G-OOAP C9G01 0001
1307 ENV 0201 CS-TJE TAP03 0001
1309 ENV 0103 OH-LVC FIN02 0003
1310 ENV 0123 N123UW USA02 0023
1311 ENV 0748 N748UW USA01 0046
1312 ENV 0204 B-2335 CES01 0004
1313 ENV 0749 N749US USA01 0047
1314 ENV 0124 N124US USA02 0024
1315 ENV 0750 N750UW USA01 0048
1316 ENV 0062 B-2212 CNW01 0012
1317 ENV 0751 N751UW USA01 0049
1318 ENV 0115 EC-HUK IBE03 0020
1319 ENV 0752 N752US USA01 0050
1320 ENV 0002 G-OOAR C9G01 0002
1321 ENV 0832 N832UA UAL04 0004
1323 ENV 0815 N815AW AWE02 0012
1324 ENV 0517 N317NB NWA03 0017
1325 ENV 0518 N318NB NWA03 0018
1326 ENV 0753 N753US USA01 0051
1327 ENV 0517 N517JB J3K01 0006
1328 ENV 0754 N754UW USA01 0052
1329 ENV 0016 G-EUPR BAW01 0016

ENV A318/A319/A320/A321 FLEET FCTM Page 53 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1330 ENV 0205 B-2336 CES01 0005
1331 ENV 0755 N755US USA01 0053
1332 ENV 0002 CC-COD LAN01 0002
1333 ENV 0002 EC-HQZ JKK01 0002
1334 ENV 0211 N462TA TAI04 0002
1335 ENV 0001 A7-HHJ C8J01 0003
1336 ENV 0561 OO-SSK SAB02 0011
1337 ENV 0035 D-AIQT DLH05 0001
1338 ENV 0017 G-EUPS BAW01 0017
1339 ENV 0212 N463TA TAI04 0003
1340 ENV 0756 N756US USA01 0054
1341 ENV 0465 N465UA UAL03 0007
1342 ENV 0757 N757UW USA01 0055
1343 ENV 0466 N466UA UAL03 0008
1344 ENV 0959 F-GRHP AFR03 0016
1345 ENV 0063 B-2213 CNW01 0013
1346 ENV 0519 N319NB NWA03 0019
1347 ENV 0116 EC-HUL IBE03 0021
1348 ENV 0758 N758US USA01 0056
1349 ENV 0101 EC-HRP JKK02 0001
1350 ENV 0816 N816AW AWE02 0013
1351 ENV 0003 CC-COE LAN01 0003
1352 ENV 0104 OH-LVD FIN02 0004
1353 ENV 0213 N464TA TAI04 0004
1354 ENV 0760 N760US USA01 0057
1355 ENV 0004 CC-COF LAN01 0004
1356 ENV 0101 HL7594 C9G02 0001
1357 ENV 0206 B-2337 CES01 0006
1358 ENV 0762 N762US USA01 0058
1359 ENV 0467 N467UA UAL03 0009
1360 ENV 0763 N763US USA01 0059
1361 ENV 0207 B-2338 CES01 0007
1362 ENV 0354 EC-HKO I2L08 0004
1363 ENV 0468 N468UA UAL03 0010
1364 ENV 0109 OH-LVI SAB02 0012
1365 ENV 0036 D-AIQU DLH05 0002
1366 ENV 0051 EC-HRG I2L10 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 54 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1367 ENV 0037 D-AIQW DLH05 0003
1368 ENV 0105 PT-MZK TAM02 0005
1369 ENV 0764 N764US USA01 0060
1370 ENV 0603 G-OZBK SAB03 0003
1371 ENV 0765 N765US USA01 0061
1372 ENV 0051 SU-LBD G8E03 0006
1373 ENV 0817 N817AW AWE02 0014
1374 ENV 0214 N465TA TAI04 0005
1375 ENV 0818 N818AW AWE02 0015
1376 ENV 0106 PT-MZL TAM02 0006
1377 ENV 0153 B-2333 G8E05 0003
1378 ENV 0766 N766US USA01 0062
1379 ENV 0156 EC-HQG IBE03 0022
1380 ENV 0018 G-EUPT BAW01 0018
1381 ENV 0009 D-AICI CFG01 0009
1382 ENV 0767 N767UW USA01 0063
1383 ENV 0204 G-MIDV BMA02 0005
1384 ENV 0019 G-EUPU BAW01 0019
1385 ENV 0101 D-ALTB C9G03 0001
1386 ENV 0154 B-2334 G8E05 0004
1387 ENV 0432 OE-LBT AUA02 0007
1388 ENV 0563 OO-SSM SAB02 0013
1389 ENV 0768 N768US USA01 0064
1390 ENV 0102 EI-DKG G8E03 0007
1391 ENV 0769 N769US USA01 0065
1392 ENV 0520 N320NB NWA03 0020
1393 ENV 0770 N770UW USA01 0066
1394 ENV 0202 EI-CVB EIN02 0002
1395 ENV 0819 N819AW AWE02 0016
1396 ENV 0157 EC-HQI IBE03 0023
1397 ENV 0820 N820AW AWE02 0017
1398 ENV 0519 N519JB I2L09 0003
1399 ENV 0202 CS-TJF TAP03 0002
1400 ENV 0215 N470TA TAI04 0006
1401 ENV 0833 N833UA UAL04 0005
1402 ENV 0010 D-AICJ CFG01 0010
1403 ENV 0161 N161UW USA03 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 55 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1404 ENV 0960 F-GRHQ AFR03 0017
1405 ENV 0201 OH-LXA FIN03 0001
1406 ENV 0821 N821AW AWE02 0018
1407 ENV 0302 G-MIDU BMA02 0006
1408 ENV 0002 N584NK AEF02 0008
1409 ENV 0469 N469UA UAL03 0011
1410 ENV 0822 N822AW AWE02 0019
1411 ENV 0014 G-ERAA S2A05 0001
1412 ENV 0162 N162UW USA03 0002
1413 ENV 0009 TC-JLF S2A06 0001
1414 ENV 0521 N321NB NWA03 0021
1415 ENV 0961 F-GRHR AFR03 0018
1416 ENV 0011 D-AICK CFG01 0011
1417 ENV 0163 N163US USA03 0003
1418 ENV 0205 G-MIDT BMA02 0007
1419 ENV 0663 N663AW AWE03 0011
1420 ENV 0834 N834UA UAL04 0006
1421 ENV 0156 TC-OAN AEF02 0009
1422 ENV 0004 9V-SLD SLK01 0004
1423 ENV 0020 G-EUPV BAW01 0020
1424 ENV 0303 G-MIDS BMA02 0008
1425 ENV 0164 N164UW USA03 0004
1426 ENV 0835 N835UA UAL04 0007
1427 ENV 0470 N470UA UAL03 0012
1428 ENV 0101 G-TTIA BAW02 0001
1429 ENV 0564 N429MX SAB02 0014
1430 ENV 0158 EC-HQJ IBE03 0024
1431 ENV 0165 N165US USA03 0005
1432 ENV 0471 N471UA UAL03 0013
1433 ENV 0102 G-TTIB BAW02 0002
1434 ENV 0522 N322NB NWA03 0022
1435 ENV 0472 N472UA UAL03 0014
1436 ENV 0166 N166US USA03 0006
1437 ENV 0012 D-AICL CFG01 0012
1438 ENV 0003 N585NK AEF02 0010
1439 ENV 0001 OK-GEA S2A06 0002
1440 ENV 0021 G-EUPW BAW01 0021

ENV A318/A319/A320/A321 FLEET FCTM Page 56 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1441 ENV 0151 D-ALTC G8E03 0008
1442 ENV 0167 N167US USA03 0007
1443 ENV 0203 EI-CVC EIN02 0003
1444 ENV 0962 F-GRHS AFR03 0019
1445 ENV 0022 G-EUPX BAW01 0022
1446 ENV 0520 N520JB I2L09 0004
1447 ENV 0168 N168US USA03 0008
1448 ENV 0107 I-BIKC AZA02 0007
1449 ENV 0963 F-GRHT AFR03 0020
1450 ENV 0002 OK-GEB S2A06 0003
1451 ENV 0105 TC-KTC G8E04 0005
1452 ENV 0521 N521JB I2L09 0005
1453 ENV 0523 N323NB NWA03 0023
1454 ENV 0159 EC-HQK IBE03 0025
1455 ENV 0169 N169UW USA03 0009
1456 ENV 0524 N324NB NWA03 0024
1457 ENV 0108 I-BIKD AZA02 0008
1458 ENV 0481 OE-LBF AUA04 0001
1459 ENV 0004 OE-LOR AEF01 0008
1460 ENV 0836 N836UA UAL04 0008
1461 ENV 0160 EC-HQL IBE03 0026
1462 ENV 0170 N170US USA03 0010
1463 ENV 0823 N823AW I2L06 0003
1464 ENV 0522 N522JB I2L09 0006
1465 ENV 0171 N171US USA03 0011
1466 ENV 0023 G-EUPY BAW01 0023
1467 ENV 0204 EI-CVD EIN02 0004
1468 ENV 0001 0001 C8J01 0004
1469 ENV 0473 N473UA UAL03 0015
1470 ENV 0202 OH-LXB FIN03 0002
1471 ENV 0983 F-GRHU AFR03 0021
1472 ENV 0172 N172US USA03 0012
1473 ENV 0109 I-BIKF AZA02 0009
1474 ENV 0837 N837UA UAL04 0009
1475 ENV 0474 N474UA UAL03 0016
1476 ENV 0135 F-GTAJ AFR02 0006
1477 ENV 0838 N838UA UAL04 0010

ENV A318/A319/A320/A321 FLEET FCTM Page 57 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1478 ENV 0433 OE-LBU AUA02 0008
1479 ENV 0103 TS-IMO TAR02 0003
1480 ENV 0110 I-BIKG AZA02 0010
1481 ENV 0173 N173US USA03 0013
1482 ENV 0216 N482TA TAI04 0007
1483 ENV 0525 N325NB NWA03 0025
1484 ENV 0161 EC-HQM IBE03 0027
1486 ENV 0107 PT-MZT TAM02 0007
1487 ENV 0105 OE-LOS AEF02 0011
1488 ENV 0901 N901FR FFT01 0001
1489 ENV 0111 I-BIKL AZA02 0011
1490 ENV 0824 N824AW AWE02 0020
1491 ENV 0005 CC-COG LAN01 0005
1492 ENV 0174 N174US USA03 0014
1493 ENV 0152 D-ALTD G8E03 0009
1494 ENV 0565 N320NP SAB02 0015
1495 ENV 0475 N475UA UAL03 0017
1496 ENV 0175 N175US USA03 0015
1497 ENV 0102 EC-HXA JKK02 0002
1498 ENV 0526 N326NB NWA03 0026
1499 ENV 0176 N176UW USA03 0016
1500 ENV 0217 N481TA TAI04 0008
1501 ENV 0527 N327NB NWA03 0027
1502 ENV 0651 F-GKXC AFR05 0001
1503 ENV 0201 6Y-JMH G8E04 0006
1504 ENV 0201 OE-LTU G2F01 0001
1505 ENV 0964 F-GRHV AFR03 0022
1506 ENV 0523 N523JB J3K01 0007
1507 ENV 0839 N839UA UAL04 0011
1508 ENV 0476 N476UA UAL03 0018
1509 ENV 0218 N483TA TAI04 0009
1510 ENV 0024 G-EUPZ BAW01 0024
1511 ENV 0003 HL7703 AAR03 0001
1512 ENV 0006 CC-COH LAN01 0006
1513 ENV 0025 G-EUOA BAW01 0025
1514 ENV 0477 N477UA UAL03 0019
1515 ENV 0902 N902FR G8E05 0005

ENV A318/A319/A320/A321 FLEET FCTM Page 58 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1516 ENV 0117 EC-HTA IBE03 0028
1517 ENV 0177 N177US USA03 0017
1518 ENV 0108 PT-MZU TAM02 0008
1519 ENV 0178 N178US USA03 0018
1520 ENV 0528 N328NB NWA03 0028
1521 ENV 0179 N179UW USA03 0019
1522 ENV 0840 N840UA UAL04 0012
1523 ENV 0219 N484TA TAI04 0010
1524 ENV 0965 F-GRHX AFR03 0023
1525 ENV 0180 N180US USA03 0020
1526 ENV 0007 CC-COI LAN01 0007
1527 ENV 0825 N825AW AWE02 0021
1528 ENV 0524 N524JB J3K01 0008
1529 ENV 0026 G-EUOB BAW01 0026
1530 ENV 0118 EC-HTB IBE03 0029
1531 ENV 0181 N181UW USA03 0021
1532 ENV 0208 B-2219 CES01 0008
1533 ENV 0478 N478UA UAL03 0020
1534 ENV 0826 N826AW AWE02 0022
1535 ENV 0371 N371NW NWA02 0021
1536 ENV 0182 N182UW USA03 0022
1537 ENV 0027 G-EUOC BAW01 0027
1538 ENV 0479 N479UA UAL03 0021
1539 ENV 0183 N183UW USA03 0023
1540 ENV 0119 EC-HTC IBE03 0030
1541 ENV 0155 B-2215 G8E05 0006
1542 ENV 0209 B-2220 CES01 0009
1543 ENV 0529 N329NB NWA03 0029
1544 ENV 0203 OH-LXC FIN03 0003
1545 ENV 0841 N841UA UAL04 0013
1546 ENV 0526 N526JB J3K01 0009
1547 ENV 0827 N827AW AWE02 0023
1548 ENV 0008 CC-COK LAN01 0008
1549 ENV 0530 N330NB NWA03 0030
1550 ENV 0162 EC-HTD IBE03 0031
1551 ENV 0156 B-2216 G8E05 0007
1552 ENV 0828 N828AW AWE02 0024

ENV A318/A319/A320/A321 FLEET FCTM Page 59 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1553 ENV 0202 D-ALTF G2F01 0002
1554 ENV 0203 EC-IIG IBE04 0003
1555 ENV 0480 N480UA UAL03 0022
1557 ENV 0527 N527JB J3K01 0010
1558 ENV 0028 G-EUOD BAW01 0028
1559 ENV 0481 N481UA UAL03 0023
1560 ENV 0903 N903FR FFT01 0002
1561 ENV 0005 9V-SLE SLK01 0005
1562 ENV 0286 C-GITP ACA03 0001
1563 ENV 0829 N829AW AWE02 0025
1564 ENV 0260 N260AV G8E03 0010
1565 ENV 0830 N830AW AWE02 0026
1566 ENV 0001 A7-ADA QTR01 0001
1567 ENV 0531 N331NB NWA03 0031
1568 ENV 0009 CC-COL LAN01 0009
1569 ENV 0842 N842UA UAL04 0014
1570 ENV 0532 N332NB NWA03 0032
1571 ENV 0001 G-OOAS AMM01 0001
1572 ENV 0204 EC-IGK IBE04 0004
1573 ENV 0843 N843UA UAL04 0015
1574 ENV 0029 G-EUOE BAW01 0029
1575 ENV 0305 N475TA TAI03 0005
1576 ENV 0831 N831AW AWE02 0027
1577 ENV 0287 C-GITQ ACA03 0002
1578 ENV 0003 EC-HZU G8E03 0011
1579 ENV 0904 N904FR G8E05 0008
1580 ENV 0109 PT-MZW TAM02 0009
1581 ENV 0844 N844UA UAL04 0016
1582 ENV 0533 N333NB NWA03 0033
1583 ENV 0905 N905FR FFT01 0003
1584 ENV 0482 N482UA UAL03 0024
1585 ENV 0845 N845UA UAL04 0017
1586 ENV 0483 N483UA UAL03 0025
1587 ENV 0001 OY-KBK SAS01 0001
1588 ENV 0204 OH-LXD FIN03 0004
1589 ENV 0001 VP-CIE C8J01 0007
1590 ENV 0030 G-EUOF BAW01 0030

ENV A318/A319/A320/A321 FLEET FCTM Page 60 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1591 ENV 0528 N528JB J3K01 0011
1592 ENV 0001 3B-NBF MAU01 0001
1593 ENV 0110 PT-MZZ TAM02 0010
1594 ENV 0031 G-EUOG BAW01 0031
1595 ENV 0111 PR-MAA TAM02 0011
1596 ENV 0301 B-2280 CBF01 0001
1597 ENV 0101 EC-IAG IWD01 0001
1598 ENV 0001 XA-UAQ CMM01 0001
1600 ENV 0846 N846UA UAL04 0018
1601 ENV 0157 B-2217 G8E05 0009
1602 ENV 0451 C-GITU ACA04 0001
1603 ENV 0158 B-2222 G8E05 0010
1604 ENV 0032 G-EUOH BAW01 0032
1605 ENV 0002 G-OOAT AMM01 0002
1606 ENV 0033 G-EUOI BAW01 0033
1607 ENV 0302 D-ALSD S2A07 0001
1608 ENV 0011 PR-MAH TAI03 0006
1609 ENV 0484 N484UA UAL03 0026
1610 ENV 0529 N529JB J3K01 0012
1611 ENV 0452 C-GITY ACA04 0002
1612 ENV 0051 N612MX CMM01 0002
1613 ENV 0112 PT-MZX TAM02 0012
1614 ENV 0302 B-2281 CBF01 0002
1615 ENV 0261 N261AV G8E03 0012
1616 ENV 0966 F-GRHY AFR03 0024
1617 ENV 0485 N485UA UAL03 0027
1618 ENV 0201 N618MX SAB02 0016
1619 ENV 0002 OY-KBL SAS01 0002
1620 ENV 0486 N486UA UAL03 0028
1621 ENV 0664 N664AW AWE03 0012
1622 ENV 0967 F-GRHZ AFR03 0025
1623 ENV 0453 C-GIUB ACA04 0003
1624 ENV 0220 EI-TAB TAI04 0011
1625 ENV 0002 N62TY CMM01 0003
1626 ENV 0010 CC-COM LAN01 0010
1627 ENV 0847 N847UA UAL04 0019
1628 ENV 0113 PT-MZY TAM02 0013

ENV A318/A319/A320/A321 FLEET FCTM Page 61 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1629 ENV 0301 D-ALSA G2F02 0001
1630 ENV 0288 C-GITT ACA03 0003
1631 ENV 0103 EC-IAZ JKK02 0003
1632 ENV 0454 C-GIUE ACA04 0004
1633 ENV 0372 N372NW NWA02 0022
1634 ENV 0202 N634MX SAB02 0017
1635 ENV 0005 HA-LPB AES02 0001
1636 ENV 0201 HL7711 AAR02 0003
1637 ENV 0003 G-OOAU AMM01 0003
1638 ENV 0455 C-GIUF ACA04 0005
1639 ENV 0210 B-2221 CES01 0010
1640 ENV 0968 F-GRXA AFR03 0026
1641 ENV 0373 N373NW NWA02 0023
1642 ENV 0003 OY-KBB SAS01 0003
1643 ENV 0832 N832AW AWE02 0028
1644 ENV 0665 N665AW AWE03 0013
1645 ENV 0969 F-GRXB AFR03 0027
1646 ENV 0374 N374NW NWA02 0024
1647 ENV 0848 N848UA UAL04 0020
1648 ENV 0002 A7-ADB QTR01 0002
1649 ENV 0849 N849UA UAL04 0021
1650 ENV 0531 N531JB J3K01 0013
1651 ENV 0184 N184US USA03 0024
1652 ENV 0533 N533JB J3K01 0014
1653 ENV 0850 N850UA UAL04 0022
1654 ENV 0151 B-2225 C9G07 0001
1655 ENV 0120 EC-IEF IBE03 0032
1656 ENV 0101 A7-CJA C8J01 0008
1657 ENV 0102 EC-ICK IWD01 0002
1658 ENV 0136 F-GTAK AFR02 0007
1659 ENV 0534 N334NB NWA03 0034
1660 ENV 0805 N805FR FFT02 0005
1661 ENV 0201 G-EUUA BAW03 0001
1662 ENV 0535 N335NB NWA03 0035
1663 ENV 0114 PR-MAB TAM02 0014
1664 ENV 0851 N851UA UAL04 0023
1665 ENV 0208 G-EUUH BAW03 0008

ENV A318/A319/A320/A321 FLEET FCTM Page 62 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1666 ENV 0185 N185UW USA03 0025
1667 ENV 0001 CS-TMW G2F01 0003
1668 ENV 0289 C-GJTC ACA03 0004
1669 ENV 0487 N487UA UAL03 0029
1670 ENV 0251 HL7712 C9G06 0001
1671 ENV 0852 N852UA UAL04 0024
1672 ENV 0115 PR-MAC TAM02 0015
1673 ENV 0290 C-GJTA ACA03 0005
1674 ENV 0121 EC-IEG IBE03 0033
1675 ENV 0004 OY-KBH SAS01 0004
1676 ENV 0221 EI-TAC TAI04 0012
1677 ENV 0984 F-GRXC AFR03 0028
1678 ENV 0205 OH-LXE FIN03 0005
1679 ENV 0152 B-2223 C9G07 0002
1680 ENV 0488 N488UA UAL03 0030
1681 ENV 0205 EC-ILO IBE04 0005
1682 ENV 0104 EC-ICL JKK02 0004
1683 ENV 0536 N336NB NWA03 0036
1684 ENV 0906 N906FR G8E05 0011
1685 ENV 0537 N337NB NWA03 0037
1686 ENV 0201 C-FTDQ B2A01 0001
1687 ENV 0002 G-TTOB BAW04 0001
1688 ENV 0853 N853UA UAL04 0025
1689 ENV 0202 G-EUUB BAW03 0002
1690 ENV 0001 G-MEDF BAW05 0001
1691 ENV 0137 F-GTAL AFR02 0008
1692 ENV 0301 F-GRSN G2F03 0001
1693 ENV 0538 N338NB NWA03 0038
1694 ENV 0122 EC-IEI IBE03 0034
1695 ENV 0104 B-HTG I2L15 0001
1696 ENV 0203 G-EUUC BAW03 0003
1697 ENV 0304 G-MIDR BMA02 0009
1698 ENV 0104 9V-SBD SLK02 0004
1699 ENV 0985 F-GRXD AFR03 0029
1700 ENV 0012 TS-IMP TAR03 0004
1701 ENV 0186 N186US USA03 0026
1702 ENV 0489 N489UA UAL03 0031

ENV A318/A319/A320/A321 FLEET FCTM Page 63 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1703 ENV 0012 PR-MAI TAI03 0007
1704 ENV 0187 N187US USA03 0027
1705 ENV 0534 N534JB J3K01 0015
1706 ENV 0101 N706MX CMM01 0004
1707 ENV 0103 G-OZBE MON02 0001
1708 ENV 0212 G-EUUL BAW03 0012
1709 ENV 0539 N339NB NWA03 0039
1710 ENV 0667 N667AW AWE03 0014
1711 ENV 0002 G-MEDG BAW05 0002
1712 ENV 0206 OH-LXF FIN03 0006
1713 ENV 0203 CS-TJG TAP03 0003
1714 ENV 0540 N340NB NWA03 0040
1715 ENV 0003 G-TTOC BAW04 0002
1716 ENV 0206 EC-ILP IBE04 0006
1717 ENV 0019 EC-ICN G8E03 0013
1718 ENV 0291 C-GJVS ACA03 0006
1719 ENV 0235 C-GJVT ACA05 0001
1720 ENV 0353 G-OOAV AMM02 0001
1721 ENV 0056 B-HSK HDA01 0003
1722 ENV 0201 I-BIMA AZA04 0001
1723 ENV 0004 G-TTOD BAW04 0003
1724 ENV 0188 N188US USA03 0028
1725 ENV 0262 N262AV G8E03 0014
1726 ENV 0456 C-GJVX ACA04 0006
1727 ENV 0253 D-APAC C8J02 0001
1728 ENV 0490 N490UA UAL03 0032
1729 ENV 0101 5B-DBO CYP02 0001
1730 ENV 0222 N486TA TAI04 0013
1731 ENV 0854 N854UA UAL04 0026
1732 ENV 0305 G-MIDP BMA02 0010
1733 ENV 0986 F-GRXE AFR03 0030
1734 ENV 0053 HL7713 AAR02 0004
1735 ENV 0207 OH-LXG FIN03 0007
1736 ENV 0123 EC-ILQ IBE03 0035
1737 ENV 0855 N855UA UAL04 0027
1738 ENV 0541 N341NB NWA03 0041
1739 ENV 0535 N535JB J3K01 0016

ENV A318/A319/A320/A321 FLEET FCTM Page 64 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1740 ENV 0202 I-BIME AZA04 0002
1741 ENV 0491 N491UA UAL03 0033
1742 ENV 0292 C-GJVY ACA03 0007
1743 ENV 0907 N907FR FFT01 0004
1744 ENV 0002 TS-INC LBT01 0002
1745 ENV 0203 I-BIMI AZA04 0003
1746 ENV 0542 N342NB NWA03 0042
1747 ENV 0103 6Y-JMI C9G08 0001
1748 ENV 0457 C-GJWD ACA04 0007
1749 ENV 0151 EC-IEJ JKK02 0005
1750 ENV 0102 N750MX CMM01 0005
1751 ENV 0104 6Y-JMJ G8E03 0015
1752 ENV 0543 N343NB NWA03 0043
1753 ENV 0153 B-2339 CMM01 0006
1754 ENV 0005 G-TTOE BAW04 0004
1755 ENV 0492 N492UA UAL03 0034
1756 ENV 0293 C-GJWE ACA03 0008
1757 ENV 0402 EI-DJI I2L12 0001
1758 ENV 0601 B-MAK I2L16 0001
1759 ENV 0908 N908FR G8E05 0012
1760 ENV 0204 G-EUUD BAW03 0004
1761 ENV 0909 N909FR FFT01 0005
1762 ENV 0102 D-ALTG LTU01 0001
1763 ENV 0104 G-OZBF MON02 0002
1764 ENV 0668 N668AW AWE03 0015
1765 ENV 0294 C-GJWF ACA03 0009
1766 ENV 0544 N344NB NWA03 0044
1767 ENV 0004 EC-IEQ G8E03 0016
1768 ENV 0102 5B-DBP CYP02 0002
1769 ENV 0001 EC-JDK G2F03 0002
1770 ENV 0204 I-BIMO AZA04 0004
1771 ENV 0116 PR-MAD TAM02 0016
1772 ENV 0458 C-GJWI ACA04 0008
1773 ENV 0003 A7-ADC QTR01 0003
1774 ENV 0545 N345NB NWA03 0045
1775 ENV 0020 EC-IEP G8E03 0017
1776 ENV 0303 B-2282 CBF01 0003

ENV A318/A319/A320/A321 FLEET FCTM Page 65 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1777 ENV 0403 G-OOAW AMM01 0004
1778 ENV 0159 B-2227 G8E05 0013
1779 ENV 0205 I-BIMJ AZA04 0005
1780 ENV 0404 OY-VKL I2L14 0001
1781 ENV 0910 N910FR FFT01 0006
1782 ENV 0205 G-EUUE BAW03 0005
1783 ENV 0459 C-GJWN ACA04 0009
1784 ENV 0536 N536JB J3K01 0017
1785 ENV 0537 N537JB J3K01 0018
1786 ENV 0160 B-2226 G8E05 0014
1787 ENV 0303 OO-TCJ G2F03 0003
1788 ENV 0304 B-2283 CBF01 0004
1789 ENV 0375 N375NC NWA02 0025
1790 ENV 0602 B-MAL I2L16 0002
1791 ENV 0105 OH-LVE FIN02 0005
1792 ENV 0669 N669AW AWE03 0016
1793 ENV 0124 EC-ILR IBE03 0036
1794 ENV 0004 N586NK D2F02 0001
1795 ENV 0003 MM-62209 C8J02 0002
1796 ENV 0546 N346NB NWA03 0046
1797 ENV 0001 D-ALTH LTU01 0002
1798 ENV 0005 OY-KBE SAS01 0005
1799 ENV 0304 CS-TNM TAP02 0007
1800 ENV 0547 N347NB NWA03 0047
1801 ENV 0007 PR-MAL TAM01 0007
1802 ENV 0542 N542JB J3K01 0019
1803 ENV 0912 N912FR G8E05 0015
1804 ENV 0117 PR-MAE TAM02 0017
1805 ENV 0295 C-GKNW ACA03 0010
1806 ENV 0103 D-ALTI LTU01 0003
1807 ENV 0006 OY-KBF SAS01 0006
1808 ENV 0106 OH-LVF FIN02 0006
1809 ENV 0125 EC-ILS IBE03 0037
1810 ENV 0548 N348NB NWA03 0048
1811 ENV 0460 C-GJWO ACA04 0010
1812 ENV 0376 N376NW NWA02 0026
1814 ENV 0206 G-EUUF BAW03 0006

ENV A318/A319/A320/A321 FLEET FCTM Page 66 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1815 ENV 0549 N349NB NWA03 0049
1816 ENV 0305 CS-TNN TAP02 0008
1817 ENV 0007 LN-RKI SAS01 0007
1818 ENV 0118 PR-MAJ TAM02 0018
1819 ENV 0550 N350NB NWA03 0050
1820 ENV 0551 N351NB NWA03 0051
1821 ENV 0493 N493UA UAL03 0035
1823 ENV 0543 N543JB J3K01 0020
1824 ENV 0552 N352NB NWA03 0052
1825 ENV 0119 PR-MAK TAM02 0019
1826 ENV 0008 PR-MAM TAM01 0008
1827 ENV 0546 N546JB J3K01 0021
1828 ENV 0553 N353NB NWA03 0053
1829 ENV 0207 G-EUUG BAW03 0007
1831 ENV 0009 PR-MAN TAM01 0009
1832 ENV 0120 PR-MAG TAM02 0020
1833 ENV 0554 N354NB NWA03 0054
1834 ENV 0006 N834VX AES02 0002
1835 ENV 0544 N544JB J3K01 0022
1836 ENV 0207 EC-IJN IBE04 0007
1837 ENV 0010 PR-MAO TAM01 0010
1838 ENV 0002 D-ALTJ LTU01 0004
1839 ENV 0555 N355NB NWA03 0055
1840 ENV 0494 N494UA UAL03 0036
1841 ENV 0914 N914FR G8E05 0016
1842 ENV 0495 N495UA UAL03 0037
1843 ENV 0003 EC-IJU JKK01 0003
1844 ENV 0833 N833AW AWE02 0029
1845 ENV 0496 N496UA UAL03 0038
1846 ENV 0201 C-GTDX C9G10 0001
1847 ENV 0497 N497UA UAL03 0039
1848 ENV 0008 SE-REG SAS01 0008
1849 ENV 0547 N547JB J3K01 0023
1850 ENV 0254 B-MAP I2L18 0001
1851 ENV 0915 N915FR FFT01 0008
1852 ENV 0306 I-EEZC G2X04 0001
1853 ENV 0296 C-GKOB ACA03 0011

ENV A318/A319/A320/A321 FLEET FCTM Page 67 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1854 ENV 0011 CC-COO LAN01 0011
1855 ENV 0013 PR-MAQ TAM01 0011
1856 ENV 0051 TC-JLJ S2A05 0002
1857 ENV 0153 PR-MAP TAM02 0021
1858 ENV 0012 CC-COP LAN01 0012
1859 ENV 0138 F-GTAM AFR02 0009
1860 ENV 0263 N263AV G8E03 0018
1861 ENV 0552 N552JB J3K01 0028
1862 ENV 0152 EC-IIZ JKK02 0006
1863 ENV 0913 N913FR FFT01 0007
1864 ENV 0236 C-GKOD ACA05 0002
1865 ENV 0498 N498UA UAL03 0040
1866 ENV 0651 N866MX MXA02 0001
1867 ENV 0264 N264AV G8E03 0019
1868 ENV 0548 N548JB J3K01 0024
1869 ENV 0103 G-TTIC BAW02 0003
1870 ENV 0556 N356NB NWA03 0056
1871 ENV 0209 G-EUUI BAW03 0009
1872 ENV 0652 N872MX MXA02 0002
1873 ENV 0603 F-GKXD AFR06 0001
1874 ENV 0237 C-GKOE ACA05 0003
1875 ENV 0557 N357NB NWA03 0057
1876 ENV 0916 N916FR FFT01 0009
1877 ENV 0013 CC-COQ LAN01 0013
1878 ENV 0001 F-ORME MEA01 0001
1879 ENV 0652 F-GKXE AFR06 0002
1880 ENV 0254 D-APAD C8J02 0003
1881 ENV 0001 OY-VKA AIH02 0001
1882 ENV 0653 N882MX MXA02 0003
1883 ENV 0210 G-EUUJ BAW03 0010
1884 ENV 0654 C-GTDT I2L19 0001
1885 ENV 0604 F-GKXF AFR07 0001
1886 ENV 0297 C-GKOC ACA03 0012
1887 ENV 0051 OY-VKE AIH03 0001
1888 ENV 0154 PR-MAR S2A05 0003
1889 ENV 0102 OY-VKM AIH01 0001
1890 ENV 0917 N917FR FFT01 0010

ENV A318/A319/A320/A321 FLEET FCTM Page 68 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1891 ENV 0550 N550JB J3K01 0025
1892 ENV 0007 HA-LPE AES02 0003
1893 ENV 0603 B-MAM I2L16 0003
1894 ENV 0653 F-GKXG AFR06 0003
1895 ENV 0004 A7-ADD QTR01 0004
1896 ENV 0553 N553JB J3K01 0026
1897 ENV 0558 N358NB NWA03 0058
1898 ENV 0554 N554JB J3K01 0027
1899 ENV 0211 G-EUUK BAW03 0011
1900 ENV 0605 F-GKXJ AFR07 0002
1901 ENV 0655 C-GTDS I2L19 0002
1902 ENV 0008 HA-LPD AES02 0004
1903 ENV 0014 CC-COT LAN01 0014
1904 ENV 0556 N556JB J3K01 0029
1905 ENV 0354 6Y-JMR I2L21 0001
1906 ENV 0211 B-2228 CES02 0001
1907 ENV 0213 G-EUUM BAW03 0013
1908 ENV 0001 HS-TYR C8J02 0004
1909 ENV 0052 TC-JLK S2A05 0004
1910 ENV 0214 G-EUUN BAW03 0014
1911 ENV 0212 B-2229 CES02 0002
1912 ENV 0604 B-MAN I2L16 0004
1913 ENV 0208 OH-LXH FIN03 0008
1914 ENV 0105 EC-ILH JKK02 0007
1915 ENV 0558 N558JB J3K01 0030
1916 ENV 0107 OH-LVG FIN02 0007
1917 ENV 0559 N559JB I2L09 0007
1918 ENV 0006 G-TTOF BAW04 0005
1920 ENV 0307 I-EEZD G2X04 0002
1921 ENV 0002 OY-VKB AIH02 0002
1922 ENV 0018 G-MEDH S2A05 0005
1923 ENV 0559 N359NB NWA03 0059
1924 ENV 0606 F-GKXH AFR10 0001
1925 ENV 0656 N925MX MXA02 0004
1926 ENV 0255 B-MAQ I2L18 0002
1927 ENV 0561 N561JB J3K01 0031
1928 ENV 0201 A7-ADS QTR02 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 69 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1929 ENV 0101 D-AICM CFG02 0001
1931 ENV 0003 D-ALTK LTU01 0005
1932 ENV 0003 OY-VKC AIH02 0003
1933 ENV 0106 EC-IMB JKK02 0008
1934 ENV 0306 N476TA TAI03 0008
1935 ENV 0601 N601AW B2A01 0002
1936 ENV 0002 3B-NBH MAU01 0002
1937 ENV 0308 I-EEZE G2X04 0003
1938 ENV 0970 F-GRXF AFR09 0001
1939 ENV 0801 N801FR FFT02 0001
1940 ENV 0238 C-FZUB ACA05 0004
1941 ENV 0105 G-OZBG MON02 0003
1942 ENV 0103 OY-VKR AIH04 0001
1943 ENV 0918 N918FR FFT01 0011
1944 ENV 0019 PH-MPD S2A05 0006
1945 ENV 0020 PH-MPE S2A05 0007
1946 ENV 0052 EC-INB I2L10 0002
1947 ENV 0251 D-APAA C9G11 0001
1948 ENV 0562 N562JB J3K01 0032
1949 ENV 0607 F-GKXI AFR10 0002
1950 ENV 0201 I-LIVA S2A08 0001
1951 ENV 0254 HB-IJU I2L22 0001
1952 ENV 0307 N477TA TAI03 0009
1953 ENV 0002 F-ORMF MEA01 0002
1954 ENV 0104 OY-VKS AIH04 0002
1955 ENV 0252 D-APAB C9G11 0002
1956 ENV 0003 F-ORMG MEA01 0003
1957 ENV 0005 A7-ADE QTR01 0005
1958 ENV 0215 G-EUUO BAW03 0015
1959 ENV 0560 N360NB NWA03 0060
1960 ENV 0004 OY-VKD AIH03 0002
1961 ENV 0101 G-SUEW AIH04 0003
1962 ENV 0605 B-MAO I2L16 0005
1963 ENV 0298 C-FWTF ACA03 0013
1964 ENV 0213 B-2230 CES02 0003
1965 ENV 0105 G-DHJZ AIH04 0004
1966 ENV 0355 6Y-JMS I2L21 0002

ENV A318/A319/A320/A321 FLEET FCTM Page 70 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


1967 ENV 0004 F-ORMH MEA01 0004
1968 ENV 0102 G-TCKE CFG02 0002
1969 ENV 0007 G-TTOG BAW04 0006
1970 ENV 0202 I-LIVB S2A08 0002
1971 ENV 0101 B-6018 I2L23 0001
1972 ENV 0052 G-SMTJ AIH03 0003
1973 ENV 0026 JA201A ANA03 0001
1974 ENV 0305 B-2284 CBF01 0005
1975 ENV 0309 OO-TCI G2X04 0004
1976 ENV 0561 N361NB NWA03 0061
1977 ENV 0005 F-ORMI MEA01 0005
1978 ENV 0005 OH-LZE FIN01 0005
1979 ENV 0107 EC-INM JKK02 0009
1980 ENV 0919 N919FR G8E05 0017
1981 ENV 0214 B-6001 CES02 0004
1982 ENV 0562 N362NB NWA03 0062
1983 ENV 0025 I-EEZF G8E03 0020
1984 ENV 0151 B-HTH HDA02 0001
1986 ENV 0102 B-6019 I2L23 0002
1987 ENV 0206 G-MIDO BMA02 0011
1988 ENV 0356 6Y-JMW I2L21 0003
1989 ENV 0209 OH-LXI FIN03 0009
1990 ENV 0563 N363NB NWA03 0063
1991 ENV 0802 N802FR FFT02 0002
1992 ENV 0101 SX-BVB C9G09 0001
1993 ENV 0008 G-TTOH BAW04 0007
1994 ENV 0351 D-ALSB LTU02 0001
1995 ENV 0306 B-2285 CBF01 0006
1996 ENV 0053 TC-JLL S2A05 0008
1997 ENV 0920 N920FR G8E05 0018
1998 ENV 0108 EC-IOH JKK02 0010
1999 ENV 0101 F-GYAS C8J02 0005
2000 ENV 0001 B-6022 CCA01 0001
2001 ENV 0026 I-EEZG G8E03 0021
2002 ENV 0564 N364NB NWA03 0064
2003 ENV 0106 G-KKAZ AIH04 0005
2004 ENV 0103 B-6020 I2L23 0003

ENV A318/A319/A320/A321 FLEET FCTM Page 71 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2005 ENV 0352 D-ALSC LTU02 0002
2006 ENV 0563 N563JB J3K01 0033
2007 ENV 0002 B-6023 CCA01 0002
2008 ENV 0104 B-6021 I2L23 0004
2009 ENV 0004 D-ALTL LTU01 0006
2010 ENV 0921 N921FR FFT01 0012
2011 ENV 0103 EC-INZ IWD01 0003
2012 ENV 0922 N922FR G8E05 0019
2013 ENV 0565 N365NB NWA03 0065
2014 ENV 0401 HC-CDY G2X04 0005
2015 ENV 0003 B-6024 CCA01 0003
2016 ENV 0102 SX-BVC C9G09 0002
2017 ENV 0803 N803FR FFT02 0003
2018 ENV 0239 C-FXCD ACA05 0005
2019 ENV 0923 N923FR G8E05 0020
2020 ENV 0564 N564JB J3K01 0034
2021 ENV 0152 B-HTI HDA02 0002
2022 ENV 0215 B-6002 CES02 0005
2023 ENV 0001 V8-RBP RBA02 0001
2024 ENV 0255 HB-IJV I2L22 0002
2026 ENV 0566 N366NB NWA03 0066
2027 ENV 0109 EC-IPI JKK02 0011
2028 ENV 0567 N567NB NWA03 0067
2029 ENV 0670 N670AW AWE03 0017
2030 ENV 0924 N924FR G8E05 0021
2031 ENV 0565 N565JB J3K01 0035
2032 ENV 0002 V8-RBR RBA02 0002
2033 ENV 0206 I-BIMB AZA04 0006
2034 ENV 0216 B-6003 CES02 0006
2035 ENV 0801 F-GUGA AFR08 0001
2036 ENV 0217 B-6005 CES02 0007
2037 ENV 0001 G-EZAM EZY01 0001
2038 ENV 0216 G-EUUP BAW03 0016
2039 ENV 0568 N568NB NWA03 0068
2040 ENV 0217 G-EUUR BAW03 0017
2041 ENV 0202 HL7722 AAR02 0005
2042 ENV 0566 N566JB J3K01 0036

ENV A318/A319/A320/A321 FLEET FCTM Page 72 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2043 ENV 0002 G-EZDC EZY01 0002
2044 ENV 0402 HC-CDZ G2X04 0006
2045 ENV 0203 HL7723 AAR02 0006
2046 ENV 0004 9K-AKD KAC02 0001
2047 ENV 0569 N369NB NWA03 0069
2048 ENV 0405 6Y-JMK I2L24 0001
2049 ENV 0218 B-6008 CES02 0008
2050 ENV 0003 G-EZNC EZY01 0003
2051 ENV 0804 N804FR FFT02 0004
2052 ENV 0001 VP-BWA AFL02 0001
2053 ENV 0004 G-EZMH EZY01 0004
2054 ENV 0027 JA202A ANA03 0002
2055 ENV 0006 F-ORMJ MEA01 0006
2056 ENV 0219 B-6007 CES02 0009
2057 ENV 0207 I-BIMC AZA04 0007
2058 ENV 0006 9V-SLF SLK01 0006
2059 ENV 0802 F-GUGB AFR08 0002
2060 ENV 0204 TC-JMG AIH03 0004
2061 ENV 0028 JA203A ANA03 0003
2062 ENV 0005 G-EZSM EZY01 0005
2063 ENV 0568 N568JB J3K01 0037
2064 ENV 0001 CN-RNX RAM01 0001
2065 ENV 0210 OH-LXK FIN03 0010
2066 ENV 0202 XA-CMA MXA02 0005
2067 ENV 0307 B-2288 CBF01 0007
2068 ENV 0220 B-6006 CES02 0010
2069 ENV 0002 VP-BDM AFL02 0002
2070 ENV 0201 SU-GBZ MSR03 0001
2071 ENV 0803 F-GUGC AFR08 0003
2072 ENV 0003 VP-BDN AFL02 0003
2073 ENV 0202 SU-GCA MSR03 0002
2074 ENV 0208 I-BIMD AZA04 0008
2075 ENV 0569 N569JB J3K01 0038
2076 ENV 0002 CN-RNY RAM01 0002
2077 ENV 0671 N671AW AWE03 0018
2078 ENV 0203 XA-MXA MXA02 0006
2079 ENV 0203 SU-GCB MSR03 0003

ENV A318/A319/A320/A321 FLEET FCTM Page 73 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2080 ENV 0308 B-2287 CBF01 0008
2081 ENV 0804 F-GUGD AFR08 0004
2082 ENV 0377 N377NW NWA02 0027
2083 ENV 0209 I-BIMF AZA04 0009
2084 ENV 0223 N487TA TAI04 0014
2085 ENV 0001 ZK-OJA ANZ01 0001
2086 ENV 0210 I-BIMG AZA04 0010
2087 ENV 0570 N370NB NWA03 0070
2088 ENV 0204 SU-GCC MSR03 0004
2089 ENV 0101 CC-COU LAN02 0001
2090 ENV 0002 ZK-OJB ANZ01 0002
2091 ENV 0004 VP-BDO AFL02 0004
2092 ENV 0378 N378NW NWA02 0028
2093 ENV 0051 VP-BWG AFL02 0005
2094 ENV 0205 SU-GCD MSR03 0005
2095 ENV 0571 N371NB NWA03 0071
2096 ENV 0102 CC-COX LAN02 0002
2097 ENV 0006 A7-ADF QTR01 0006
2098 ENV 0401 G-DBCA BMA04 0001
2099 ENV 0570 N570JB J3K01 0039
2100 ENV 0805 F-GUGE AFR08 0005
2101 ENV 0211 I-BIMH AZA04 0011
2102 ENV 0224 N489TA TAI04 0015
2103 ENV 0925 N925FR FFT01 0013
2104 ENV 0126 EC-JFH IBE03 0038
2105 ENV 0106 G-OZBH MON02 0004
2106 ENV 0101 VP-BDK AFL01 0001
2107 ENV 0202 A7-ADT QTR02 0002
2108 ENV 0103 D-ARFD C9G09 0003
2109 ENV 0806 F-GUGF AFR08 0006
2110 ENV 0054 HL7729 AAR04 0001
2112 ENV 0003 ZK-OJC ANZ01 0003
2113 ENV 0701 9H-AEG I2L26 0001
2114 ENV 0002 EC-JDO AIH01 0002
2115 ENV 0208 EC-ITN IBE04 0008
2116 ENV 0102 VP-BWD AFL01 0002
2117 ENV 0055 TC-KTD AIH03 0005

ENV A318/A319/A320/A321 FLEET FCTM Page 74 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2118 ENV 0225 N488TA TAI04 0016
2119 ENV 0006 G-EZEA EZY01 0006
2120 ENV 0007 G-EZEB EZY01 0007
2121 ENV 0007 A7-ADG QTR01 0007
2122 ENV 0702 9H-AEH I2L26 0002
2123 ENV 0027 EC-ISI G8E03 0022
2124 ENV 0110 OH-LVK FIN02 0008
2125 ENV 0571 N571JB J3K01 0040
2126 ENV 0657 XA-NCA MXA02 0007
2127 ENV 0212 I-BIML AZA04 0012
2128 ENV 0104 D-ARFF C9G09 0004
2129 ENV 0008 G-EZEC EZY01 0008
2130 ENV 0004 ZK-OJD ANZ01 0004
2131 ENV 0451 OE-LDA AUA05 0001
2132 ENV 0579 N579JB J3K01 0041
2133 ENV 0103 VP-BWE AFL01 0003
2134 ENV 0256 HB-IJW I2L22 0003
2135 ENV 0101 V8-RBS C9G09 0005
2136 ENV 0580 N580JB J3K01 0042
2137 ENV 0009 G-TTOI BAW04 0008
2138 ENV 0008 A7-ADH QTR01 0008
2139 ENV 0102 V8-RBT C9G09 0006
2140 ENV 0654 F-GKXK AFR06 0004
2141 ENV 0581 N581JB J3K01 0043
2142 ENV 0406 9H-AEF I2L25 0001
2143 ENV 0127 EC-JFG IBE03 0039
2144 ENV 0104 VP-BWF AFL01 0004
2145 ENV 0240 C-FZQS ACA05 0006
2146 ENV 0211 OH-LXL FIN03 0011
2147 ENV 0582 N582JB J3K01 0044
2148 ENV 0005 ZK-OJE ANZ01 0005
2149 ENV 0584 N584JB I2L09 0008
2150 ENV 0583 N583JB J3K01 0045
2151 ENV 0105 VP-BWH AFL01 0005
2152 ENV 0001 F-OJSB ACI01 0001
2153 ENV 0006 ZK-OJF ANZ01 0006
2154 ENV 0212 OH-LXM FIN03 0012

ENV A318/A319/A320/A321 FLEET FCTM Page 75 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2155 ENV 0224 B-6016 CES02 0017
2156 ENV 0022 9V-VLA S2A05 0009
2157 ENV 0010 G-TTOJ BAW04 0009
2158 ENV 0411 A6-ABA I2L28 0001
2159 ENV 0585 N585JB J3K01 0046
2160 ENV 0586 N586JB J3K01 0047
2161 ENV 0009 A7-ADI QTR01 0009
2162 ENV 0006 RP-C3228 AIH01 0003
2163 ENV 0106 VP-BWI AFL01 0006
2164 ENV 0023 9V-VLB S2A05 0010
2165 ENV 0001 HB-XY7 G8E03 0023
2166 ENV 0412 A6-ABB I2L28 0002
2167 ENV 0501 PH-MPF G2X04 0007
2168 ENV 0153 EC-IVG JKK02 0012
2169 ENV 0101 VH-JQG S2A05 0011
2170 ENV 0009 G-EZED EZY01 0009
2171 ENV 0407 B-6028 CES02 0011
2172 ENV 0004 B-6031 CCA01 0004
2173 ENV 0007 ZK-OJG ANZ01 0007
2174 ENV 0452 OE-LDB AUA05 0002
2175 ENV 0268 N268AV G8E03 0024
2176 ENV 0010 G-EZEF EZY01 0010
2177 ENV 0587 N587JB J3K01 0048
2178 ENV 0310 9H-AER G2X04 0008
2179 ENV 0052 VP-BWJ AFL02 0006
2180 ENV 0101 G-OOAX AMM01 0005
2181 ENV 0011 G-EZEG EZY01 0011
2182 ENV 0408 B-6029 CES02 0012
2183 ENV 0007 RP-C3227 AIH01 0004
2184 ENV 0012 HB-JZF EZY01 0012
2185 ENV 0102 VH-JQL S2A05 0012
2186 ENV 0703 9H-AEJ I2L26 0003
2187 ENV 0269 N269AV G8E03 0025
2188 ENV 0402 G-DBCB BMA04 0002
2189 ENV 0409 9H-AEI I2L25 0002
2190 ENV 0203 G-MEDJ S2A09 0001
2191 ENV 0205 EI-DEA I2L28 0003

ENV A318/A319/A320/A321 FLEET FCTM Page 76 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2193 ENV 0672 N672AW AWE03 0019
2194 ENV 0403 G-DBCC BMA04 0003
2195 ENV 0105 9V-TAB C9G09 0007
2196 ENV 0013 HB-JZG EZY01 0013
2197 ENV 0103 VH-JQX S2A05 0013
2198 ENV 0926 N926FR FFT01 0014
2199 ENV 0410 B-6030 CES02 0013
2200 ENV 0105 B-6039 I2L30 0001
2201 ENV 0588 N588JB J3K01 0049
2202 ENV 0005 B-6032 CCA01 0005
2203 ENV 0106 B-6040 I2L30 0002
2204 ENV 0502 9V-TAA G2X04 0009
2205 ENV 0006 B-6033 CCA01 0006
2206 ENV 0206 EI-DEB I2L28 0004
2207 ENV 0003 EC-IZD C9G09 0008
2208 ENV 0006 OH-LZF FIN01 0006
2209 ENV 0927 N927FR FFT01 0015
2210 ENV 0110 EC-IYG JKK02 0013
2211 ENV 0256 SE-RDN I2L29 0001
2212 ENV 0221 B-6015 CES02 0014
2213 ENV 0751 F-GRXG AFR11 0001
2214 ENV 0014 G-EZEJ EZY01 0014
2215 ENV 0589 N589JB J3K01 0050
2216 ENV 0257 SE-RDO I2L29 0002
2217 ENV 0207 EI-DEC I2L28 0005
2218 ENV 0806 N806FR FFT02 0006
2219 ENV 0222 B-6009 CES02 0015
2220 ENV 0209 EC-IXD IBE04 0009
2221 ENV 0223 B-6010 CES02 0016
2222 ENV 0053 VP-BWK AFL02 0007
2223 ENV 0111 EC-IZK JKK02 0014
2224 ENV 0015 G-EZEK EZY01 0015
2225 ENV 0128 EC-IZH IBE03 0040
2226 ENV 0252 HL7730 AAR04 0002
2227 ENV 0004 EC-JAB AIH04 0006
2228 ENV 0752 F-GRXH AFR11 0002
2229 ENV 0003 B-HSL HDA03 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 77 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2230 ENV 0016 HB-JZH EZY01 0016
2231 ENV 0590 N590JB J3K01 0051
2232 ENV 0107 B-6041 I2L30 0003
2233 ENV 0151 VP-BWM AFL01 0007
2234 ENV 0107 G-OZBI MON02 0005
2235 ENV 0225 B-6011 CES02 0018
2236 ENV 0928 N928FR FFT01 0016
2237 ENV 0101 B-6034 CCA02 0001
2238 ENV 0004 B-HSM HDA03 0002
2239 ENV 0226 B-6012 CES02 0019
2240 ENV 0929 N929FR G8E05 0022
2241 ENV 0930 N930FR FFT01 0017
2242 ENV 0129 EC-IZR IBE03 0041
2243 ENV 0054 VP-BWL AFL02 0008
2244 ENV 0227 B-6013 CES02 0020
2245 ENV 0017 HB-JZI EZY01 0017
2246 ENV 0591 N591JB J3K01 0052
2247 ENV 0204 HL7731 AAR02 0007
2248 ENV 0130 XA-UDU IBE03 0042
2249 ENV 0018 G-EZEO EZY01 0018
2250 ENV 0208 EI-DEE EIN04 0001
2251 ENV 0019 G-EZEP EZY01 0019
2252 ENV 0007 9V-SLG SLK01 0007
2253 ENV 0931 N931FR G8E05 0023
2254 ENV 0001 HS-PGU D2F01 0001
2255 ENV 0001 VN-A344 HVN01 0001
2256 ENV 0209 EI-DEF EIN04 0002
2257 ENV 0008 ZK-OJH ANZ01 0008
2258 ENV 0932 N932FR FFT01 0018
2259 ENV 0592 N592JB J3K01 0053
2260 ENV 0933 N933FR G8E05 0024
2261 ENV 0002 VN-A345 HVN01 0002
2262 ENV 0453 OE-LDC AUA05 0003
2263 ENV 0001 FAB2101 C8J02 0007
2264 ENV 0301 EC-JAZ IBE05 0001
2265 ENV 0020 HB-JZJ EZY01 0020
2266 ENV 0111 OH-LVL FIN02 0009

ENV A318/A319/A320/A321 FLEET FCTM Page 78 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2267 ENV 0003 VN-A347 HVN01 0003
2268 ENV 0001 ZS-SFD SAA02 0001
2269 ENV 0102 B-6035 CCA02 0002
2270 ENV 0210 IBE04 0010
2271 ENV 0021 G-EZET EZY01 0021
2272 ENV 0210 EI-DEG EIN04 0003
2273 ENV 0108 B-6042 I2L30 0004
2274 ENV 0228 B-6017 CES02 0021
2275 ENV 0201 B-2403 C9G09 0009
2276 ENV 0807 N807FR FFT02 0007
2277 ENV 0803 N803BR BLR01 0001
2278 ENV 0413 A6-ABC I2L28 0006
2279 ENV 0753 F-GRXI AFR11 0003
2280 ENV 0593 N593JB J3K01 0054
2281 ENV 0002 ZS-SFE SAA02 0002
2282 ENV 0226 N490TA TAI04 0017
2283 ENV 0022 G-EZEU EZY01 0022
2284 ENV 0594 N594JB J3K01 0055
2285 ENV 0103 B-6036 CCA02 0003
2286 ENV 0595 N595JB J3K01 0056
2287 ENV 0934 N934FR G8E05 0025
2288 ENV 0010 A7-ADJ QTR01 0010
2289 ENV 0023 G-EZEV EZY01 0023
2290 ENV 0205 HL7735 AAR02 0008
2291 ENV 0414 9H-AEK I2L25 0003
2292 ENV 0001 VH-VQZ QFA01 0001
2293 ENV 0104 B-6037 CCA02 0004
2294 ENV 0211 EI-DEH EIN04 0004
2295 ENV 0103 CC-COY LAN02 0003
2296 ENV 0804 N804BR BLR01 0002
2297 ENV 0009 ZK-OJI ANZ01 0009
2298 ENV 0105 B-6038 CCA02 0005
2299 ENV 0002 VH-VQY QFA01 0002
2300 ENV 0024 G-EZEW EZY01 0024
2301 ENV 0227 N491TA TAI04 0018
2302 ENV 0834 N834AW AWE02 0030
2303 ENV 0004 VN-A348 HVN01 0004

ENV A318/A319/A320/A321 FLEET FCTM Page 79 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2304 ENV 0104 CC-COZ LAN02 0004
2305 ENV 0101 G-EUXC BAW06 0001
2306 ENV 0001 A5-RGF DRK01 0001
2307 ENV 0597 N597JB J3K01 0057
2308 ENV 0003 ZS-SFF SAA02 0003
2309 ENV 0301 B-2289 CES03 0001
2310 ENV 0002 HS-PGV D2F01 0002
2311 ENV 0302 EC-JEI IBE05 0002
2312 ENV 0673 N673AW AWE03 0020
2313 ENV 0301 B-6043 CSC03 0001
2314 ENV 0598 N598JB J3K01 0058
2315 ENV 0302 B-2290 CES03 0002
2316 ENV 0001 9V-JSA B2A01 0003
2317 ENV 0807 F-GUGG AFR08 0007
2318 ENV 0935 N935FR G8E05 0026
2319 ENV 0025 G-EZEX EZY01 0025
2320 ENV 0102 G-EUXD BAW06 0002
2321 ENV 0105 CC-CPE LAN02 0005
2322 ENV 0003 VH-VQX QFA01 0003
2323 ENV 0103 G-EUXE BAW06 0003
2324 ENV 0104 G-EUXF BAW06 0004
2325 ENV 0270 N270AV B2A01 0004
2326 ENV 0004 ZS-SFG SAA02 0004
2327 ENV 0271 N271AV G8E03 0026
2328 ENV 0801 XA-UBQ MXA03 0001
2329 ENV 0004 VH-VQW QFA01 0004
2330 ENV 0201 VP-BWN AFL03 0001
2331 ENV 0002 9V-TAC B2A01 0005
2332 ENV 0704 9H-AEL I2L26 0004
2333 ENV 0802 XA-UBR MXA03 0002
2334 ENV 0202 B-2407 C9G09 0010
2335 ENV 0805 N805BR BLR01 0003
2336 ENV 0599 N599JB J3K01 0059
2337 ENV 0202 VP-BWO AFL03 0002
2338 ENV 0005 VH-VQV QFA01 0005
2339 ENV 0308 N478TA TAI03 0010
2340 ENV 0003 9V-TAD B2A01 0006

ENV A318/A319/A320/A321 FLEET FCTM Page 80 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2341 ENV 0102 A7-CJB C8J02 0008
2342 ENV 0203 VP-BWP AFL03 0003
2343 ENV 0203 B-2405 C9G09 0011
2344 ENV 0808 F-GUGH AFR08 0008
2345 ENV 0204 B-2374 C9G09 0012
2346 ENV 0002 A5-RGG DRK01 0002
2347 ENV 0131 XA-UDT IBE03 0043
2348 ENV 0302 B-6045 CSC03 0002
2349 ENV 0415 A6-ABD I2L28 0007
2350 ENV 0809 F-GUGI AFR08 0009
2351 ENV 0105 G-EUXG BAW06 0005
2352 ENV 0603 N603JB J3K01 0060
2353 ENV 0026 G-EZEY EZY01 0026
2354 ENV 0051 B-2406 CSN02 0001
2355 ENV 0005 ZS-SFH SAA02 0005
2356 ENV 0002 9V-JSB B2A01 0007
2357 ENV 0211 EC-JDM IBE04 0011
2358 ENV 0803 XA-UBS MXA03 0003
2359 ENV 0674 N674AW AWE03 0021
2360 ENV 0027 G-EZEZ EZY01 0027
2361 ENV 0052 B-2408 CSN02 0002
2362 ENV 0806 N806BR BLR01 0004
2363 ENV 0106 G-EUXH BAW06 0006
2364 ENV 0212 EI-DEJ EIN04 0005
2365 ENV 0303 EC-JDL IBE05 0003
2366 ENV 0024 VT-ADV S2A11 0001
2367 ENV 0804 XA-UBT MXA03 0004
2368 ENV 0605 N605JB J3K01 0061
2369 ENV 0572 N372NB NWA03 0072
2370 ENV 0028 G-EZMK EZY01 0028
2371 ENV 0109 B-2294 I2L30 0005
2372 ENV 0121 PR-MAS B2A01 0008
2373 ENV 0573 N373NB NWA03 0073
2374 ENV 0213 EI-DEI I2L28 0008
2375 ENV 0006 ZS-SFI SAA02 0006
2376 ENV 0025 VT-ADW S2A11 0002
2377 ENV 0805 XA-UBU MXA03 0005

ENV A318/A319/A320/A321 FLEET FCTM Page 81 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2378 ENV 0029 G-EZMS EZY01 0029
2379 ENV 0007 ZS-SFJ SAA02 0007
2380 ENV 0030 G-EJJB EZY01 0030
2381 ENV 0212 EC-JEJ IBE04 0012
2382 ENV 0705 9H-AEM I2L26 0005
2383 ENV 0807 N807BR BLR01 0005
2384 ENV 0606 N606JB J3K01 0062
2385 ENV 0031 G-EZPG EZY01 0031
2386 ENV 0607 N607JB J3K01 0063
2387 ENV 0032 G-EZBS EZY01 0032
2388 ENV 0005 EC-JFF G8E07 0001
2389 ENV 0404 G-DBCD BMA04 0004
2390 ENV 0416 CS-TKK I2L32 0001
2391 ENV 0132 EC-JFN IBE03 0044
2392 ENV 0936 N936FR FFT01 0019
2393 ENV 0122 PR-MAV B2A01 0009
2394 ENV 0806 XA-UBV MXA03 0006
2395 ENV 0003 9V-JSC S2A11 0003
2396 ENV 0808 N808BR BLR01 0006
2397 ENV 0301 HL7737 AAR05 0001
2398 ENV 0033 G-HMCC EZY01 0033
2399 ENV 0214 EI-DEK I2L28 0009
2400 ENV 0937 N937FR FFT01 0020
2401 ENV 0004 9V-JSD S2A11 0004
2402 ENV 0034 G-EZNM EZY01 0034
2403 ENV 0001 VP-CMS ANZ01 0010
2404 ENV 0809 N809BR BLR01 0007
2405 ENV 0675 N675AW AWE03 0022
2406 ENV 0938 N938FR FFT01 0021
2407 ENV 0006 EC-JGM G8E07 0002
2408 ENV 0110 B-2295 I2L30 0006
2409 ENV 0215 EI-DEL I2L28 0010
2410 ENV 0258 SE-RDP I2L29 0003
2411 ENV 0216 EI-DEM EIN04 0006
2412 ENV 0035 G-EJAR EZY01 0035
2413 ENV 0101 VT-KFA D2F04 0001
2414 ENV 0810 N810BR BLR01 0008

ENV A318/A319/A320/A321 FLEET FCTM Page 82 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2415 ENV 0608 N608JB J3K01 0064
2416 ENV 0454 OE-LDD AUA05 0004
2417 ENV 0123 PR-MAW S2A11 0005
2418 ENV 0008 ZS-SFK SAA02 0008
2419 ENV 0004 RP-C3240 C9G12 0001
2420 ENV 0036 G-EZIA EZY01 0036
2421 ENV 0001 VP-CCJ C8J02 0009
2422 ENV 0676 N676AW AWE03 0023
2423 ENV 0005 TC-OGO I2L34 0001
2424 ENV 0101 N501NK NKS01 0001
2425 ENV 0417 CS-TKL I2L32 0002
2426 ENV 0111 B-2296 I2L30 0007
2427 ENV 0037 G-EZIB EZY01 0037
2428 ENV 0005 B-HSN HDA03 0003
2429 ENV 0405 G-DBCE BMA04 0005
2430 ENV 0677 N677AW AWE03 0024
2431 ENV 0811 N811BR BLR01 0009
2432 ENV 0217 EI-DEN I2L28 0011
2433 ENV 0102 N502NK NKS01 0002
2434 ENV 0228 N492TA TAI04 0019
2435 ENV 0112 B-2297 I2L30 0008
2436 ENV 0038 G-EZIC EZY01 0038
2437 ENV 0229 B-2410 CES02 0022
2438 ENV 0009 ZS-SFL SAA02 0009
2439 ENV 0005 RP-C3241 C9G12 0002
2440 ENV 0001 F-ONAS C8J02 0010
2441 ENV 0026 G-MEDK S2A12 0001
2442 ENV 0039 G-EZID EZY01 0039
2443 ENV 0102 VT-KFB D2F04 0002
2444 ENV 0309 N479TA TAI03 0011
2445 ENV 0101 ZK-OJK ANZ02 0001
2446 ENV 0040 G-EZIE EZY01 0040
2447 ENV 0612 N612JB J3K01 0065
2448 ENV 0939 N939FR FFT01 0022
2449 ENV 0613 N613JB J3K01 0066
2450 ENV 0041 G-EZIF EZY01 0041
2451 ENV 0230 B-2411 CES02 0023

ENV A318/A319/A320/A321 FLEET FCTM Page 83 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2452 ENV 0812 N812BR BLR01 0010
2453 ENV 0006 TC-OGP I2L34 0002
2454 ENV 0007 B-2404 CCA01 0007
2455 ENV 0006 VH-VQU QFA01 0006
2456 ENV 0754 F-GRXJ AFR11 0004
2457 ENV 0007 TC-OGR I2L34 0003
2458 ENV 0835 N835AW AWE02 0031
2459 ENV 0302 HL7738 AAR05 0002
2460 ENV 0042 G-EZIG EZY01 0042
2461 ENV 0615 N615JB J3K01 0067
2462 ENV 0104 G-TTID BAW06 0007
2463 ENV 0043 G-EZIH EZY01 0043
2464 ENV 0574 N374NB NWA03 0074
2465 ENV 0940 N940FR FFT01 0023
2466 ENV 0406 G-DBCF BMA04 0006
2467 ENV 0814 N814BR BLR01 0011
2468 ENV 0815 N815BR BLR01 0012
2469 ENV 0010 ZS-SFM SAA02 0010
2470 ENV 0103 N503NK NKS01 0003
2471 ENV 0044 G-EZII EZY01 0044
2472 ENV 0213 EC-JGS IBE04 0013
2473 ENV 0104 N504NK NKS01 0004
2474 ENV 0575 N375NB NWA03 0075
2475 ENV 0007 VH-VQT QFA01 0007
2476 ENV 0005 N587NK NKS02 0001
2477 ENV 0045 G-EZIJ EZY01 0045
2478 ENV 0231 B-2412 CES02 0024
2479 ENV 0154 EC-JJD JKK02 0015
2480 ENV 0005 VN-A349 HVN01 0005
2481 ENV 0046 G-EZIK EZY01 0046
2482 ENV 0678 N678AW AWE03 0025
2483 ENV 0941 N941FR FFT01 0024
2484 ENV 0053 B-6251 CSN02 0003
2485 ENV 0105 N505NK NKS01 0005
2486 ENV 0218 EI-DEO EIN04 0007
2487 ENV 0101 4K-AZ01 C8J03 0001
2488 ENV 0214 EC-JDR IBE04 0014

ENV A318/A319/A320/A321 FLEET FCTM Page 84 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2489 ENV 0618 N618JB J3K01 0068
2490 ENV 0106 N506NK NKS01 0006
2491 ENV 0621 N621JB J3K01 0069
2492 ENV 0047 G-EZIL EZY01 0047
2493 ENV 0232 B-2413 CES02 0025
2494 ENV 0455 OE-LDE AUA05 0005
2495 ENV 0048 G-EZIM EZY01 0048
2496 ENV 0103 VT-KFC D2F04 0003
2497 ENV 0942 N942FR FFT01 0025
2498 ENV 0233 B-2415 CES02 0026
2499 ENV 0106 B-2364 CCA02 0006
2500 ENV 0102 ZK-OJL ANZ02 0002
2501 ENV 0011 ZS-SFN SAA02 0011
2502 ENV 0104 VT-KFD D2F04 0004
2503 ENV 0049 G-EZIN EZY01 0049
2504 ENV 0623 N623JB J3K01 0070
2505 ENV 0113 B-6205 I2L30 0009
2506 ENV 0054 B-6252 CSN02 0004
2507 ENV 0004 MM-62243 C8J02 0011
2508 ENV 0107 B-6004 CCA02 0007
2509 ENV 0003 HS-PGW D2F01 0003
2510 ENV 0303 B-6054 CSC03 0003
2511 ENV 0055 B-6253 CSN02 0005
2512 ENV 0050 G-EZIO EZY01 0050
2513 ENV 0124 PR-MAZ TAM03 0001
2514 ENV 0051 G-EZIP EZY01 0051
2515 ENV 0008 VH-VQS QFA01 0008
2516 ENV 0001 4K-AZ03 AHY01 0001
2517 ENV 0008 9V-SLH SLK01 0008
2518 ENV 0943 N943FR FFT01 0026
2519 ENV 0251 B-6200 CSN03 0001
2520 ENV 0624 N624JB J3K01 0071
2521 ENV 0309 B-2417 CBF01 0009
2522 ENV 0001 VT-KFE 10X01 0001
2523 ENV 0807 XA-UBW MXA03 0007
2524 ENV 0001 VT-DKZ DKN01 0001
2525 ENV 0108 B-6014 CCA02 0008

ENV A318/A319/A320/A321 FLEET FCTM Page 85 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2526 ENV 0009 VH-VQR QFA01 0009
2527 ENV 0052 G-EZIR EZY01 0052
2528 ENV 0053 G-EZIS EZY01 0053
2529 ENV 0001 OE-LEA NLY01 0001
2530 ENV 0310 B-2418 CBF01 0010
2531 ENV 0002 VT-KFF 10X01 0002
2532 ENV 0109 B-6044 CCA02 0009
2533 ENV 0011 ZK-OJM ANZ01 0011
2534 ENV 0304 B-2298 CSC03 0004
2535 ENV 0625 N625JB J3K01 0072
2536 ENV 0108 G-EUXI BAW06 0008
2537 ENV 0010 VH-VQQ QFA01 0010
2538 ENV 0054 G-EZIT EZY01 0054
2539 ENV 0001 BER01 0001
2540 ENV 0007 C9G12 0003
2541 ENV 0252 B-6201 CSN03 0002
2542 ENV 0219 I2L28 0012
2543 ENV 0303 B-2291 CES03 0003
2544 ENV 0808 XA-UBX MXA03 0008
2545 ENV 0110 B-6046 CCA02 0010
2546 ENV 0253 B-6202 CSN03 0003
2547 ENV 0456 OE-LDF AUA05 0006
2548 ENV 0055 G-EZIU EZY01 0055
2549 ENV 0304 B-2292 CES03 0004
2551 ENV 0111 B-6047 CCA02 0011
2552 ENV 0809 XA-UBY MXA03 0009
2553 ENV 0401 N566TA TAI05 0001
2554 ENV 0151 B-6203 CSN03 0004
2555 ENV 0152 CSN03 0005
2556 ENV 0001 RP-C3189 CEB01 0001
2557 ENV 0001 B-6210 CHH01 0001
2558 ENV 0153 CSN03 0006
2559 ENV 0008 B-6048 CCA01 0008
2560 ENV 0107 N507NK NKS01 0007
2561 ENV 0002 B-6211 CHH01 0002
2562 ENV 0106 CES02 0027
2563 ENV 0215 IBE04 0015

ENV A318/A319/A320/A321 FLEET FCTM Page 86 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2564 ENV 0002 VT-DKY DKN01 0002
2565 ENV 0056 G-EZIV EZY01 0056
2566 ENV 0001 A4O-AA 24X01 0001
2567 ENV 0108 N508NK NKS01 0008
2568 ENV 0105 9V-SBE SLK02 0005
2569 ENV 0001 15X01 0001
2570 ENV 0836 N836AW AWE04 0001
2571 ENV 0004 B2A02 0001
2572 ENV 0106 CC-CPF LAN02 0006
2573 ENV 0011 VH-VQP QFA01 0011
2574 ENV 0114 B-6206 I2L30 0010
2575 ENV 0810 XA-UBZ MXA03 0010
2576 ENV 0003 VT-KFG 10X01 0003
2577 ENV 0627 N629JB J3K01 0073
2578 ENV 0057 G-EZIW EZY01 0057
2579 ENV 0115 B-6207 I2L30 0011
2580 ENV 0629 N627JB J3K01 0074
2581 ENV 0003 B-6212 CHH01 0003
2582 ENV 0810 F-GUGJ AFR08 0010
2583 ENV 0220 I2L28 0013
2584 ENV 0002 15X01 0002
2585 ENV 0107 CC-CPI LAN02 0007
2586 ENV 0002 RP-C3190 CEB01 0002
2587 ENV 0012 VH-VQO QFA01 0012
2588 ENV 0002 AHY01 0002
2589 ENV 0155 JKK02 0016
2590 ENV 0006 NKS02 0002
2591 ENV 0107 CES02 0028
2594 ENV 0012 ZK-OJN ANZ01 0012
2595 ENV 0837 N837AW AWE04 0002
2596 ENV 0008 C9G12 0004
2597 ENV 0305 B-2299 CSC03 0005
2598 ENV 0101 RJA02 0001
2599 ENV 0216 IBE04 0016
2600 ENV 0013 VH-VQN QFA01 0013
2601 ENV 0811 F-GUGK AFR08 0011
2603 ENV 0109 N509NK NKS01 0009

ENV A318/A319/A320/A321 FLEET FCTM Page 87 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2604 ENV 0008 VH-VQM I2L34 0004
2605 ENV 0058 EZY01 0058
2606 ENV 0108 CES02 0029
2607 ENV 0251 D-AVXQ G8E08 0001
2608 ENV 0014 QFA01 0014
2609 ENV 0054 THY01 0001
2610 ENV 0402 TAI05 0002
2611 ENV 0004 B-6215 CHH01 0004
2612 ENV 0001 AXM01 0001
2613 ENV 0679 N679AW AWE05 0001
2614 ENV 0009 D-AVXS CCA01 0009
2615 ENV 0838 N838AW AWE04 0003
2616 ENV 0001 78Y01 0001
2617 ENV 0005 CHH01 0005
2619 ENV 0002 BER01 0002
2620 ENV 0001 89Y01 0001
2621 ENV 0051 VT-KFH 10X02 0001
2622 ENV 0110 NKS01 0010
2623 ENV 0009 C9G12 0005
2625 ENV 0003 RP-C3191 CEB01 0003
2626 ENV 0055 THY01 0002
2627 ENV 0109 CES02 0030
2628 ENV 0252 G8E08 0002
2630 ENV 0680 N680AW AWE05 0002
2631 ENV 0101 D2F05 0001
2632 ENV 0253 G8E08 0003
2633 ENV 0002 AXM01 0002
2634 ENV 0052 VT-KFI 10X02 0002
2635 ENV 0221 I2L28 0014
2636 ENV 0059 EZY01 0059
2637 ENV 0056 CSN02 0006
2638 ENV 0004 RP-C3192 CEB01 0004
2639 ENV 0306 B-2300 CSC03 0006
2640 ENV 0630 J3K01 0075
2643 ENV 0010 CCA01 0010
2644 ENV 0006 CHH01 0006
2646 ENV 0060 EZY01 0060

ENV A318/A319/A320/A321 FLEET FCTM Page 88 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2648 ENV 0102 D2F05 0002
2649 ENV 0102 RJA02 0002
2651 ENV 0016 QFA01 0016
2652 ENV 0457 AUA05 0007
2653 ENV 0003 LAJ01 0001
2654 ENV 0003 BER01 0003
2655 ENV 0103 D2F05 0003
2656 ENV 0003 AXM01 0003
2657 ENV 0310 TAI03 0012
2658 ENV 0002 89Y01 0002
2659 ENV 0111 NKS01 0011
2660 ENV 0104 D2F05 0004
2663 ENV 0013 ZK-OJO ANZ01 0013
2664 ENV 0053 VT-KFJ 10X02 0003
2665 ENV 0419 I2L25 0004
2666 ENV 0311 TAI03 0013
2667 ENV 0116 I2L30 0012
2668 ENV 0002 OE-LEB NLY01 0002
2669 ENV 0839 AWE04 0004
2670 ENV 0004 VT-KFK 10X01 0004
2672 ENV 0001 CSZ01 0001
2673 ENV 0112 NKS01 0012
2674 ENV 0002 78Y01 0002
2677 ENV 0061 EZY01 0061
2678 ENV 0006 C9G12 0007
2679 ENV 0113 NKS01 0013
2681 ENV 0062 EZY01 0062
2682 ENV 0105 BAW07 0001
2683 ENV 0004 AXM01 0004
2684 ENV 0002 CSZ01 0002
2687 ENV 0403 TAI05 0003
2690 ENV 0840 AWE04 0005
2691 ENV 0063 EZY01 0063
2692 ENV 0103 RJA02 0003
2693 ENV 0401 CES04 0001
2697 ENV 0408 BMA05 0002
2698 ENV 0114 NKS01 0014

ENV A318/A319/A320/A321 FLEET FCTM Page 89 of 90


INTRODUCTION 00.030

FLIGHT CREW TRAINING MANUAL AIRCRAFT ALLOCATION TABLE JUL 28/05

MSN OPERATOR ID FSN REGISTRATION VERSION RANK


2702 ENV 0064 EZY01 0064

ENV A318/A319/A320/A321 FLEET FCTM Page 90 of 90


INTRODUCTION 00.040

FLIGHT CREW TRAINING MANUAL LIST OF SECTIONS JUL 28/05

Section Date Section Date


00.010 JUL 28/05 04.040 JUL 28/05
00.030 JUL 28/05 04.050 JUL 28/05
00.040 JUL 28/05 04.060 JUL 28/05
00.070 JUL 28/05 04.070 JUL 28/05

01.010 JUL 28/05


01.020 JUL 28/05
01.030 JUL 28/05
01.040 JUL 28/05

02.010 JUL 28/05


02.020 JUL 28/05
02.030 JUL 28/05
02.040 JUL 28/05
02.050 JUL 28/05
02.060 JUL 28/05
02.070 JUL 28/05
02.080 JUL 28/05
02.090 JUL 28/05
02.100 JUL 28/05
02.110 JUL 28/05
02.120 JUL 28/05
02.130 JUL 28/05
02.140 JUL 28/05
02.150 JUL 28/05
02.160 JUL 28/05
02.170 JUL 28/05
02.180 JUL 28/05

03.010 JUL 28/05


03.020 JUL 28/05
03.022 JUL 28/05
03.024 JUL 28/05
03.026 JUL 28/05
03.027 JUL 28/05
03.028 JUL 28/05
03.029 JUL 28/05
03.032 JUL 28/05
03.034 JUL 28/05
03.070 JUL 28/05
03.090 JUL 28/05

04.010 JUL 28/05


04.020 JUL 28/05
04.030 JUL 28/05

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 20139 J0016 LANDING GEAR - MAIN LANDING GEAR -
.. .... INSTALL A 4 WHEEL BOGIE -
JUL 28/05 20141 P0107 STANDARD PRACTICES - ENGINE - INSTALL
.. .... CFM56-5-A1 ENGINE RATED AT 23500 BLS
JUL 28/05 20141 P0115 POWER PLANT - ENGINE - INSTALL CFM
.. .... 56-5A1 ENGINE RATED AT 25.000 LBS
JUL 28/05 20141 P0896 ENGINE - INSTALL CFM 56-5-A1 ENGINE
.. .... REQUIRED FOR FIRST FLIGHT OF A320 A/C

JUL 28/05 20165 P0116 STD. PRACTICES-ENGINE - INSTALL IAE


.. .... V2500 ENGINE RATED AT 23500 LBS
JUL 28/05 20165 P0117 POWER PLANT - ENGINE - INSTALL IAE
.. .... V2500 ENGINE RATED AT 25.000 LBS
JUL 28/05 20165 P0706 POWER PLANT - V2500 PROPULSION
.. .... SYSTEM CHANGE (MODIFIED BOOSTER)

JUL 28/05 20165 P1300 ENGINE FUEL AND CONTROL - V2500


.. .... ENGINE - PANEL 22VU - PROVIDE N1 BAK
UP MODE SELECTION
JUL 28/05 20165 P1466 AUTO FLIGHT - IMPROVED STANDARD OF
.. .... IAE - FAC -
JUL 28/05 20165 P1879 POWER PLANT-V2500 ENGINE -FAN EXIT
.. .... GUIDE VANEINCORPORATE REVISED
BONDING PROCESS
JUL 28/05 20165 P1880 OIL - V2500 ENGINE -INCORPORATE
.. .... MODIFIED N4 AND N5 BEARING OIL
SCAVENGE TUBE ASSEM BLIES
JUL 28/05 20165 P1922 ENGINE-V2500 ENGINE OIL -REPLACE THE
.. .... CLIPPINGBRACKETS ON THE OIL TANK AT
CP0787 AND CP0788
JUL 28/05 20165 P1941 ENGINE - V2500 ENGINE - INCORPORATE
.. .... RE-ROUTEDEGT HARNESS ASSY
JUL 28/05 20268 J0071 WINGS-WING TIP FENCES-INTRODUCE
.. .... WING TIPS INCLUDING FENCES-

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 22013 K2113 FUSELAGE - REAR FUSELAGE SECTION 16A
.. .... - DEFINE A321 BASIC STRUCTURE
JUL 28/05 22093 P2219 POWER PLANT - ENGINE - INSTALL CFM
72-1010 56-5-A3 ENGINE RATED AT 26.500 LBS
JUL 28/05 22249 P2316 AUTO FLIGHT - ACTIVATE WINDSHEAR
22-1015 FUNCTION
JUL 28/05 22989 P2500 POWER PLANT - INSTALL IAE V2500 A5
.. .... ENGINES ON A321 RATED AT 30.000 LBS
JUL 28/05 23008 P2652 POWER PLANT - IAE - INSTALL DERATED
.. .... V2500-A5 ON A320 A/C
JUL 28/05 23083 P2566 POWER PLANT - INSTALL CFM 56-5B1
.. .... ENGINES RATED AT 30.000 LBS FOR A321.
JUL 28/05 23083 P3239 ELECTRICAL POWER - PROVIDE A NEW
.. .... GCU STANDARD TO INCORPORATE A
CFM56 ENGINE COOLING
JUL 28/05 23119 K2962 HYDRAULIC POWER-BLUE MAIN HYDRAULIC
29-1055 POWER-IMPROVE MAINTENANCE STATUS
OF BLUE HYDRAULIC RESERVOIR
JUL 28/05 23151 K2984 FUSELAGE - FLOOR PANELS -
.. .... INSTALLATION OF FLOOR PANELS AT DOOR
NR 2 RH (AREA 30)

JUL 28/05 23152 P2930 POWER PLANT - ENGINES - INSTALL CFM


.. .... 56-B2 ENGINE RATED AT 31.000 LBS
JUL 28/05 23885 P3345 NAVIGATION - SATELLITE NAVIGATION -
34-1119 INSTALL DUAL LITTON GPS
JUL 28/05 24035 P3379 INDICATING/RECORDING SYSTEMS -
.. .... GENERAL- DEFINE CPIP3
JUL 28/05 24044 P3341 LANDING GEAR - WHEELS AND BRAKES -
32-1136 INSTALL MESSIER GOODRICH WHEELS AND
32-1263 BRAKES ON A321
JUL 28/05 24105 K3154 FUSELAGE - REAR FUSELAGE - ADAPT
.. .... SECTION 17/19 STRUCTURE TO A319
DEFINITION

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 24160 P3476 INDICATING/RECORDING SYSTEMS -
.. .... GENERAL - DEFINE PIN PROGRAMMING
FOR UA1 VERSION
JUL 28/05 24189 P3515 INDICATING/RECORDING SYSTEMS -
22-1026 GENERAL - DEFINE PIN PROGRAMMING
FOR ENERGY MANAGEMENT RETROFIT
JUL 28/05 24197 P3437 AUTO FLIGHT - A320 - INHIBIT ENERGY
.. .... MANAGEMENT FUNCTIONS FOR IAE AND
CFM ENGINES
JUL 28/05 24211 P3516 INDICATING/RECORDING SYSTEMS -
31-1068 GENERAL - DEFINE PIN PROGRAMMING
FOR CPIP3 RETROFIT
JUL 28/05 24215 P3511 AUTO FLIGHT - FAC - INSTALL TWO FACS
22-1022 P/N BAM 0509
JUL 28/05 24251 P2981 POWER PLANT - A320 - CFM 56 - INSTALL
.. .... DERATED ENGINES CFM 56-B4
JUL 28/05 24309 P3560 AUTO FLIGHT - FMGC - PROVIDE TIME
22-1059 CONSTRAINT AND TEN CHARACTERS RTE
IDENT FUNCTIONS
JUL 28/05 24404 P3060 POWER PLANT - GENERAL - A321 - CFM
.. .... 56-5B 1/2 (30KBLS) - INSTALL ENGINE WITH
DOUBLE ANNULAR COMBUSTOR
JUL 28/05 24405 P3605 POWER PLANT - GENERAL - A320 - CFM
.. .... 56-5B - 4/2 (26.5 KLBS) - INSTALL ENGINE
WITH DOUBLE ANNULAR COMBUSTOR
JUL 28/05 24588 P3686 AUTO FLIGHT-FAC-INTRODUCE FAC P/N
22-1038 BAM 510
JUL 28/05 24932 P3916 POWER PLANT-INSTALL CFM 56-5B5
.. .... ENGINES FOR A319 (22 KLBS)

JUL 28/05 24946 P3924 LANDING GEAR - MLG - MESSIER -


32-1162 INTRODUCE BRAKES P/N C202253
JUL 28/05 25068 P3978 POWER PLANT - INSTALL IAE V2527E A5
72-1012 ENGINES (INCREASED TAKE-OFF THRUST
AT HIGH ALTITUDES)

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 25205 P4085 NAVIGATION-PRIMARY MEANS USING
34-1132 HONEYWELL GPS (HYBRID ARCHITETURE)
PROVIDING RAIM FUNCTION (CL)

JUL 28/05 25225 P4089 AUTO FLIGHT-FMGC-REDUCE VAPP FOR


22-1057 A320 CFM/IAE
JUL 28/05 25238 P4100 POWERPLANT - INSTALL CFM 56-5A4
.. .... ENGINES FOR A319 (22KBS)

JUL 28/05 25286 P4122 POWERPLANT - GENERAL - INSTALL ON


.. .... A319 RATED VERSION OF CFM 56-5A5 AT
23500 LBS
JUL 28/05 25287 P4125 POWERPLANT - GENERAL - INSTALL ON
.. .... A319 ENGINE RATED VERSION OF CFM
56-5B6 23500 LBS
JUL 28/05 25534 P4197 AUTO FLIGHT-F.A.C.-INTRODUCE
22-1052 WINDSHEAR -2 FAC (AAM0509 AND CAM
0101)

JUL 28/05 25643 P4390 POWER PLANT - GENERAL - INSTALL IAE


.. .... V2533-A5 ENGINE ON A321-231 RATED AT
33000 LBS
JUL 28/05 25863 P4319 AUTO FLIGHT - FCU - DEFINE FLIGHT
22-1058 DIRECTOR ENGAGEMENT IN CROSSED
BARS AT GO AROUND
JUL 28/05 25951 P4507 LANDING GEAR - INSTALL ABS A321
32-1174 WHEELS AND BRAKES ON A320
JUL 28/05 26111 P4391 NAVIGATION - GPS - ACTIVATE A PRIMARY
34-1143 GPS MEANS OF NAVIGATION USING LITTON
GPS (CLASS C1 - HYBRID ARCHITECTURE)

JUL 28/05 26152 P4658 POWER PLANT - GENERAL - IAE V2522-A5


.. .... AT 22000 LBF (97.9 KN) NOMINAL THRUST
A319-131
JUL 28/05 26298 P4771 POWER PLANT-GENERAL-INTRODUCE IAE
.. .... V2524-A5 ON A319-132 A/C

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 26359 P4599 POWER PLANT-GENERAL-INTRODUCE CFM
.. .... 56-5B3 ENGINE RATED AT 330K LBS
JUL 28/05 26485 P5358 NAVIGATION-MMR-INSTALL SEXTANT MMR
34-1155 PROVIDING ILS FUNCTION (FM IMMUNE)
AND GPS FUNCTION IN AUTONOMOUS
ARCHITECTURE
JUL 28/05 26497 P4320 AUTO FLIGHT-GENERAL-ACTIVATE GLOBAL
22-1072 SPEED PROTECTION AND F/D
DISENGAGEMENT UPON SPEED
CONSTRAINTS
JUL 28/05 26760 P5345 LANDING GEAR-MLG-REPLACE BF
32-1188 GOODRICH WHEELS AND BRAKES BY
MESSIER BUGATTI WHEELS AND BRAKES
(SEPCARD III)

JUL 28/05 26925 P4576 LANDING GEAR-ALTERNATE BRAKING-


.. .... INTRODUCE MODIFIED ALTERNATE
BRAKING SYSTEM
JUL 28/05 26965 P4808 LANDING GEAR-WHEELS AND BRAKES-
.. .... INTRODUCE BSCU COMMON STD
JUL 28/05 26999 P5168 NAVIGATION - MMR - INSTALL COLLINS
34-1162 MMR PROVIDING ILS AND GPS FUNCTION
JUL 28/05 27567 P5261 POWER PLANT - GENERAL - INTRODUCE
72-1020 THIRD RATING ON CFM 56-5B7 FOR A319
A/C
JUL 28/05 27568 P5262 POWER PLANT-GENERAL-INTRODUCE
.. .... THIRD RATING ON IAE ENGINES V2527-M-A5
FOR A319 A/C
JUL 28/05 27640 P5594 ENGINE - GENERAL - INSTALL
.. .... CFM56-5B3/2P ENGINES AT 33.000 LBS
JUL 28/05 27773 P5518 LANDING GEAR-NORMAL BRAKING-
32-1196 INTRODUCE STD 8 BSCU (TWIN VERSION)
32-1232
JUL 28/05 27917 P5721 NAVIGATION - INSTALL LITTON ADIRS
34-1167 (4MCU) INSTEAD OF HONEYWELL ADIRS
(4MCU) - FOR RETROFIT ONLY

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 28160 P5768 ELEC PWR-AC EMERGENCY GENERATION-
24-1096 ACTIVATE A319/A321 ELECTRICAL
EMERGENCY CONFIGURATION ON A320 A/C
JUL 28/05 28290 P5983 AUTO FLIGHT - GENERAL - DE-ACTIVATE
.. .... THE SPEED PROTECTION PACKAGE
(ANTI-MOD 26497)

JUL 28/05 28382 P6054 NAVIGATION - MMR - ACTIVATE GPS


34-1186 PRIMARY FUNCTION (HYBRID) IN SEXTANT
34-1232 MMR (WITH HONEYWELL OR LITTON ADIRU)

JUL 28/05 28399 P6025 AUTOFLIGHT - FMGC - DEACTIVATE THE


.. .... REDUCED VAPP FUNCTION FOR A320
CFM/IAE VERSIONS
JUL 28/05 28495 P6183 NAVIGATION - MMR - REMOVE COLLINS
34-1232 MMR PROVIDING ILS (FM IMMUNE) AND
GPS PRIMARY FUNCTION (PREVIOUS SPEC.)

JUL 28/05 28497 P6193 AUTOFLIGHT - FMS - DEACTIVATE BATCH 1


.. .... OPTION OF FMS (PREVIOUS SPEC.)

JUL 28/05 28551 P6197 AUTOFLIGHT - FCU - DEACTIVATE


.. .... FUNCTION FD ENGAGEMENT IN CROSSED
BARS GOAROUND FROM FCU (PREVIOUS
SPEC.)

JUL 28/05 28917 P6387 ELECTRICAL POWER-AC EMERGENCY


.. .... GENERATION-REINSTALL A320 ELECTRICAL
EMERGENCY CONFIGURATION
JUL 28/05 30062 P6375 LANDING GEAR-PARKING/ULTIMATE
32-1201 EMERGENCY BRAKING-INTRODUCE A
PRESSURE SWITCH
JUL 28/05 30241 P6551 NAVIGATION-MMR-INSTL COLLINS MMR
34-1207 PROVIDING ILS (FM IMMUNE) AND GPS
PRIMARY FUNCTION INSTEAD OF SEXTANT
MMR
JUL 28/05 30631 P6755 NAV-ILS (MMR)-INSTL COLLINS MMR
34-1208 PROVIDING ILS FUNCTION (FM IMMUNE)
AND GPS FUNCTION IN AUTONOMOUS
ARCHITECTURE

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 31896 P7519 AUTOFLIGHT-FMGC-INSTALL FMGC CFM
22-1089 C13042AA01 (EQUIPPED WITH FMS2)
HONEYWELL
JUL 28/05 31897 P7520 AUTOFLIGHT-FMGC-INSTALL FMGC IAE
22-1090 C13042BA01 (EQUIPPED WITH FMS2
HONEYWELL)

JUL 28/05 32028 P7598 ENGINE FUEL AND CONTROL - GENERAL-


.. .... INSTALL CFM56-5B8/P ENGINES AT 21600
LBS ON A318
JUL 28/05 32150 P7688 LANDING GEAR-WHEELS AND
32-1245 BRAKES-INSTALL BFG WHEELS AND
32-1276 BRAKES IN PLACE OF MESSIER WHEELS
AND BRAKES (BY SB)

JUL 28/05 32238 P7692 LANDING GEAR-WHEELS AND BRAKES-


32-1244 INSTALL MESSIER WHEELS&SEPCARB III
PLUS BRAKES IN PLACE OF GOODRICH
WHEELS AND BRAKES
JUL 28/05 32239 P7691 LANDING GEAR-WHEELS AND BRAKES-
32-1242 INSTALL MESSIER WHEELS &SUBCARB III
32-1276 PLUS BRAKES IN PLACE OF ABS(A321TYPE)
WHEELS&BRAKES
JUL 28/05 32311 P7721 LANDING GEAR-WHEELS AND
32-1247 BRAKES-CANCEL MIXABILITY BETWEEN
GOODRICH BRAKES 2-1600-2 AND -3
AUTHOR. WITH MOD 31803
JUL 28/05 32332 P7706 AUTOFLIGHT-FMGC-RE-INSTALL FMS1 CFM
.. .... P/N B546CAM0103 (ANTI MOD 31896) (CFM
GPS+ACARS)

JUL 28/05 32333 P7707 AUTOFLIGHT-FMGC-RE-INSTALL FMS1 IAE


.. .... P/N B546CCM0105 (ANTI MOD 31897) (IAE
GPS+ACARS)

JUL 28/05 32401 P7372 AUTOFLIGHT - FMGC DEFINE AND INSTALL


22-1124 FMGC IAE C13043BA01 THALES(EQUIPPED
WITH FMS2 THALES/SMITH)

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 8


INTRODUCTION 00.070

FLIGHT CREW TRAINING MANUAL LIST OF MODIFICATIONS JUL 28/05

Rev. MOD MP Title


SB Validity
JUL 28/05 32402 P7373 AUTOFLIGHT - FMGC DEFINE AND INSTALL
22-1130 FMGC CFM C13043AA01 THALES(EQUIPPED
WITH FMS2 THALES/SMITH)

JUL 28/05 32475 P7808 AUTOFLIGHT - FMGC - INSTALL NEW


22-1103 THALES FMGC EQUIPED WITH FMS2
22-1152 SMITHS (REV 01) FOR CFM ENGINES (BY
RETROFIT ONLY)

JUL 28/05 32600 P7790 AUTO FLIGHT - FLIGHT MANAGEMENT AND


22-1123 GUIDANCE SYSTEM - ACTIVATE FMA
ENHANCEMENT FUNCTION
JUL 28/05 32656 P7876 ENGINE FUEL AND CONTROL -
73-1075 CONTROLLING - INTRODUCE EEC
SOFTWARE STANDARD SCN17 ON
V2500-A5 ENGINES
JUL 28/05 32929 P7666 AUTO FLIGHT - FMGC DEVELOP FMS 2ND
22-1116 GENERATION THALES/SMITH REV 1
22-1153 STANDARD
JUL 28/05 33181 P8161 AUTO FLIGHT-FMS- ACTIVATE LOC
.. .... BACK-BEAM APPROACH & BACK COURSE
TAKE OFF OPTION ON THALES &
HONEYWELL FMS2
JUL 28/05 P8194 NAVIGATION - ADIRS ACTIVATE ALIGNMENT
IMPROVEMENT FUNCTION ON ADIRU

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 8


OPERATIONAL PHILOSOPHY 01.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

01.010 INTRODUCTION
-- INTRODUCTION 1
-- OPERATIONAL GOLDEN RULES 1

01.020 FLIGHT CONTROLS


-- INTRODUCTION 1
-- NORMAL LAW 1
-- ALTERNATE LAW 6
-- DIRECT LAW 7
-- INDICATIONS 7
-- PROTECTIONS 8
-- MECHANICAL BACKUP 20
-- ABNORMAL ATTITUDES 21
-- SIDESTICK AND PRIORITY P/B 22

01.030 AP / FD / ATHR
-- AUTOPILOT/FLIGHT DIRECTOR 1
-- AUTOTHRUST (A/THR) 5
-- AP, FD, A/THR MODE CHANGES AND REVERSIONS 19
-- TRIPLE CLICK 28

01.040 ECAM
-- PURPOSE OF THE ECAM 1
-- MAIN PRINCIPLES 1
-- ECAM HANDLING 3
-- USE OF SUMMARIES 8

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


OPERATIONAL PHILOSOPHY 01.010

FLIGHT CREW TRAINING MANUAL INTRODUCTION JUL 28/05

INTRODUCTION

ALL

The Airbus cockpit is designed to achieve pilot operational needs throughout the
aircraft operating environment, while ensuring maximum commonality within the
Fly by Wire family. The cockpit design objectives are driven by three criteria:
. Reinforce the safety of flight
. Improve efficiency of flight
. Answer pilot requirements in a continuously changing environment
Airbus operational rules result from the design concept, more particularly from
the following systems:
. The Fly by wire system with its control laws and protections, commanded
through the side stick,
. An integrated Auto Flight System (AFS) comprising:
-- The FMS interfaced through the MCDU,
-- The AP/FD interfaced through the FCU,
-- The A/THR interfaced through the non back driven thrust levers,
-- The FMA, providing Guidance targets and Information, to monitor the AFS
. A set of Display units (DU) providing information and parameters required by
the crew
-- To operate and to navigate the aircraft (the EFIS)
-- To communicate (the DCDU)
-- To manage the aircraft systems (the ECAM)
-- FMA interface to provide Guidance targets and information to monitor the
AFS/FD
. A Forward Facing Cockpit Layout with "Lights out" or "Dark Cockpit"
concept assisting the crew to properly control the various aircraft systems.
The operational rules applicable to these specific features are given in the other
sections of this chapter.

OPERATIONAL GOLDEN RULES

ALL

1. The aircraft can be flown like any other aircraft

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 2


OPERATIONAL PHILOSOPHY 01.010

FLIGHT CREW TRAINING MANUAL INTRODUCTION JUL 28/05

2. Fly, navigate, communicate - in that order


3. One head up at all times
4. Cross check the accuracy of the FMS
5. Know your FMA at all times
6. When things dont go as expected - take over
7. Use the proper level of automation for the task
8. Practice task sharing and back-up each other

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 2


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

INTRODUCTION

ALL

The relationship between the Pilot Flyings (PFs) input on the sidestick, and the
aircrafts response, is referred to as control law. This relationship determines the
handling characteristics of the aircraft.
There are three sets of control laws, and they are provided according to the
status of the: Computers, peripherals, and hydraulic generation.
The three sets of control laws are:
. Normal law
. Alternate law
. Direct law.

NORMAL LAW

ALL

OBJECTIVES

The aim of normal law is to provide the following handling characteristics within
the normal flight envelope (regardless of aircraft speed, altitude, gross weight
and CG):
. Aircraft must be stable and maneuverable
. The same response must be consistently obtained from the aircraft
. The Actions on the sidestick must be balanced in pitch and in roll.
The normal law handling characteristics, at the flight envelope limit are:
. The PF has full authority to achieve Maximum aircraft Performance
. The PF can have instinctive/immediate reaction, in the event of an emergency
. There is a reduced possibility of overcontrolling or overstressing the aircraft.
Normal Law is the law that is most commonly available, and it handles single
failures.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

CHARACTERISTICS IN PITCH

IN FLIGHT

When the PF performs sidestick inputs, a constant G-load maneuver is ordered,


and the aircraft responds with a G-Load/Pitch rate. Therefore, the PFs order is
consistent with the response that is "naturally" expected from the aircraft: Pitch
rate at low speed; Flight Path Rate or G, at high speed.
So, if there is no input on the stick:
. The aircraft maintains the flight path, even in case of speed changes
. In case of configuration changes or thrust variations, the aircraft compensates
for the pitching moment effects
. In turbulence, small deviations occur on the flight path. However, the aircraft
tends to regain a steady condition.

AIRBUS PITCH CHARACTERISTIC


Sidestick released
Sidestick pushed
Sidestick released

Sidestick pulled
Sidestick released

+ 2.5 g
+ 1.0 g
0g
1.0 g
NOF 01020 04064 0001

Operational Recommendation:

Since the aircraft is stable and auto-trimmed, the PF needs to perform minor
corrections on the sidestick, if the aircraft deviates from its intended flight path.
The PF should not fight the sidestick, or overcontrol it. If the PF senses an
overcontrol, the sidestick should be released.

AT TAKEOFF AND LANDING

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

The above-mentioned pitch law is not the most appropriate for takeoff and flare,
because the stable flight path is not what the PF naturally expects. Therefore,
the computers automatically adapt the control laws to the flight phases:
. GROUND LAW: The control law is direct law
. FLARE LAW: The control law is a pitch demand law.

Operational Recommendation:

Takeoff and landing maneuvers are naturally achieved. For example, a flare
requires the PF to apply permanent aft pressure on the sidestick, in order to
achieve a progressive flare. Whereas, derotation consists of smoothly flying
the nosegear down, by applying slight aft pressure on the sidestick.

LATERAL CHARACTERISTICS

NORMAL CONDITIONS

When the PF performs a lateral input on the sidestick, a roll rate is ordered and
naturally obtained.
Therefore, at a bank angle of less than 33 degrees, with no input on the
sidestick, a zero roll rate is ordered, and the current bank angle is maintained.
Consequently, the aircraft is laterally stable, and no aileron trim is required.
However, lateral law is also a mixture of roll and yaw demand with:
-- Automatic turn coordination
-- Automatic yaw damping
-- Initial yaw damper response to a major aircraft assymetry.
In addition, if the bank angle is less than 33 degrees, pitch compensation is
provided.
If the bank angle is greater than 33 degrees, spiral stability is reintroduced and
pitch compensation is no longer available. This is because, in normal situations,
there is no operational reason to fly with such high bank angles for a long
period of time.

AIRBUS LATERAL CHARACTERISTIC

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

Turn coordination provided

Pitch and bank remain constant


33

N B
o an
Pi k
Attitude maintained

tc a
h ng
co le
m re to 3
pe d
ns uc

33

at es
io
to (When pilot releases the stick)

n
67
rn
67

3
tu

Ba mit
Re

nk
ang le li
le l ang
imi
t B ank

NOF 01020 04065 0001

Operational Recommendation:

During a normal turn (bank angle less than 33 degrees), in level flight:
. The PF moves the sidestick laterally (the more the sidestick is moved
laterally, the greater the resulting roll rate - e.g. 15 degrees/second at max
deflection)
. Not necessary to make a pitch correction
. Not necessary to use the rudder.
In the case of steep turns (bank angle greater than 33 degrees), the PF must
apply:
. Lateral pressure on the sidestick to maintain bank
. Aft pressure on the sidestick to maintain level flight.

ENGINE FAILURE

If an engine failure occurs, and no input is applied on the sidestick, lateral


normal law controls the natural tendency of the aircraft to roll and yaw.
If no input is applied on the sidestick, the aircraft will reach an approximate
5-degree constant bank angle, a constant sideslip, and a slowly-diverging
heading rate.
The lateral behavior of aircraft is safe.
However, the PF is best suited to adapt the lateral trimming technique, when
necessary. From a performance standpoint, the most effective flying technique, in

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

the event of an engine failure at takeoff, is to fly a constant heading with roll
surfaces retracted. This technique dictates the amount of rudder that is required,
and the resulting residual sideslip.
As a result, to indicate the amount of rudder that is required to correctly fly with
an engine-out at takeoff, the measured sideslip index is shifted on the PFD by
the computed, residual-sideslip value. This index appears in blue, instead of in
yellow, and is referred to as the beta target. If the rudder pedal is pressed to
center the beta target index, the PF will fly with the residual slip, as required by
the engine-out condition. Therefore, the aircraft will fly at a constant heading with
retracted roll surfaces.

BETA TARGET ON PFD

Blue Side Slip


target or
Bta Target NOF 01020 04066 0001

Operational Recommendation:

In the case of an engine failure at takeoff, the PF must:


. Smoothly pitch the aircraft down to maintain safe speed (as per SRS)
. Not be in a hurry to react on the pedals, since the aircraft is laterally safe.
. Center the Beta target, using the rudder pedals
. Zero the residual heading drift, by applying small lateral sidestick inputs.

AVAILABLE PROTECTIONS

Normal Law provides five different protections (Refer to the "Protections"


paragraph):
. High angle-of-attack protection
. Load factor protection
. High pitch attitude protection
. Bank angle protection
. High speed protection.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

ALTERNATE LAW

ALL

In some double failure cases, the integrity and redundancy of the computers and
of the peripherals are not sufficient to achieve normal law and associated
protections. System degradation is progressive, and will evolve according to the
availability of remaining peripherals or computers.
Alternate law characteristics (usually triggered in case of a dual failure):
. In pitch: Same as in normal law with FLARE in DIRECT
. In roll: Roll DIRECT
. Most protections are lost, except Load factor protection
At the flight envelope limit, the aircraft is not protected, i.e.:
. In high speed, natural aircraft static stability is restored with an overspeed
warning
. In low speed, the auto pitch trim stops at Vc prot (below VLS), and natural
longitudinal static stability is restored, with a stall warning at 1.03 VS1g.
In certain failure cases, such as the loss of VS1g computation or the loss of two
ADRs, the longitudinal static stability cannot be restored at low speed. In the
case of a loss of three ADRs, it cannot be restored at high speed.
In alternate law, VMO setting is reduced to 320 kt, and A FLOOR is inhibited.
(On A318, MMO setting is also reduced to .77.)
Operational Recommendation:
The handling characteristics within the normal flight envelope, are identical in
pitch with normal law.
Outside the normal flight envelope, the PF must take appropriate preventive
actions to avoid losing control, and/or avoid high speed excursions. These
actions are the same as those that would be applied in any case where non
protected aircraft (e.g. in case of stall warning: add thrust, reduce pitch, check
speedbrakes retracted).

DIRECT LAW

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

ALL

In most triple failure cases, direct law triggers. When this occurs:
. Elevator deflection is proportional to stick deflection. Maximum deflection
depends on the configuration and on the CG
. Aileron and spoiler deflections are proportional to stick deflection, but vary with
the aircraft configuration
. Pitch trim is commanded manually
Handling characteristics are natural, of high-quality aircraft, almost independent of
the configuration and of the CG. Therefore, the aircraft obviously has no
protections, no automatic pitch trim, but overspeed or stall warnings.
Operational Recommendation:
The PF must avoid performing large thrust changes, or sudden speedbrake
movements, particularly if the center of gravity is aft. If the speedbrakes are out,
and the aircraft has been re-trimmed, the PF must gently retract the speedbrakes,
to give time to retrim, and thereby avoid a large, nose-down trim change.

ALL

INDICATIONS

The ECAM and PFD indicate any control law degradation.


. On the ECAM
-- In ALTN Law:
FLT CTL ALTN LAW (PROT LOST)
MAX SPEED......320(320/.77 on A318)
-- In Direct Law:
FLT CTL ALTN LAW (PROT LOST)
MAX SPEED......320/.77
MAN PITCH TRIM USE
. On the PFD
The PFD enhances the PFs awarness of the status of flight controls.
Specific symbols (= in green), and specific formatting of low speed information
on the speed scale in normal law, indicate which protections are available.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

When protections are lost, amber crosses (X) appear, instead of the green
protection symbols (=).
When automatic pitch trim is no longer available, the PFD indicates this with an
amber USE MAN PITCH TRIM" message below the FMA.

FLY-BY-WIRE STATUS AWARENESS VIA THE PFD

USE MAN PITCH TRIM

NORMAL ALTN DIRECT

NOF 01020 04068 0001

Therefore, by simply looking at this main instrument (PFD), the flight crew is
immediately aware of the status of flight controls, and the operational
consequences.

PROTECTIONS

MSN 0031-0032 0034 0040-0041 0043 0045-0051 0056-0058 0060 0074-0075 0080 0089-0090
0095-0097 0106-0107 0113-0114 0118-0119 0121 0123-0125 0152-0153 0160 0171 0185
0191-0192 0197 0205-0206 0208 0213 0221-0222 0230 0234 0247 0252 0259-0263 0272-0273
0275-0276 0281-0282 0294 0296-0299 0301 0306-0307 0318-0321 0325 0329 0332 0338-0340
0345 0347 0349 0353 0355 0358 0360-0361 0367-0375 0380-0381 0387-0388 0390 0395-0400
0402 0406-0410 0416-0419 0421 0423 0427 0431-0432 0441 0451 0467 0469 0478

OBJECTIVES

One of the PFs primary tasks is to maintain the aircraft within the limits of the
normal flight envelope. However, some circumstances, due to extreme situations
or aircraft mishandling, may provoke the violation of these limits.
The protections are not designed to allow PFs to exceed the normal flight
envelope, as this is not authorized. In addition, these protections are not
designed to be structural limit protections (e.g. opposite rudder pedal inputs).

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

Rather, they are designed to assist the PF in emergency and stressful situations,
where only instinctive and rapid reactions will be effective.
Protections are intended to:
. Provide full authority to the PF to consistently achieve the best possible
aircraft performance in extreme conditions
. Reduce the risks of overcontrolling, or overstressing the aircraft
. Provide PF with an instinctive and immediate procedure to ensure that the PF
achieves the best possible result.

BANK ANGLE PROTECTION

Bank angle protection prevents that any major upset, or PF mishandling, causes
the aircraft to be in a high-bank situation (wherein aircraft recovery is complex,
due to the difficulty to properly assess such a situation and readily react). Bank
angle protection provides the PF with full authority to efficiently achieve any
required roll maneuver.
The maximum achievable bank angle is plus or minus:
. 67 degrees, within the Normal Flight envelope (2.5 g level flight)
. 45 degrees, in high Speed protection (to prevent spiral dive)

HIGH SPEED PROTECTION

When flying beyond maximum design speeds VD/MD (which are greater that
VMO/MMO), there is an increased potential for aircraft control difficulties and
structural concerns, due to high air loads. Therefore, the margin between
VMO/MMO and VD/MD must be such that any possible overshoot of the normal
flight envelope should not cause any major difficulty.
High speed protection adds a positive nose-up G demand to a sidestick order, in
order to protect the aircraft, in the event of a dive or vertical upset. As a result,
this enables a reduction in the margin betwen VMO/MMO and VD/MD.
Therefore, in a dive situation:
. If there is no sidestick input on the sidestick, the aircraft will slightly overshoot
VMO/MMO and fly back towards the envelope.
. If the sidestick is maintained full forward, the aircraft will significantly overshoot
VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO +
0.04, the pitch nose-down authority smoothly reduces to zero (which does not
mean that the aircraft stabilizes at that speed).

AIRBUS HIGH SPEED PROTECTION

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

a)

360

360 340

340 320
HSP
activation
b)
320 360
360
380
340
16
340
16 360
320
320
340

High speed protection activation:a) stick free


b) stick full forward
NOF 01020 04070 0001

The PF, therefore, has full authority to perform a high speed/steep dive escape
maneuver, when required, via a reflex action on the sidestick.
Note:
1. An OVERSPEED warning is provided.
2. At high altitude, this may result in activation of the angle of attack
protection.
Depending on the ELAC standard, the crew may have to push on the
stick to get out of this protection law.

LOAD FACTOR PROTECTION

On commercial aircraft, high load factors can be encountered during evasive


maneuvers due to potential collisions, or CFIT
Pulling "g" is efficient, if the resulting maneuver is really flown with this "g"
number. If the aircraft is not able to fly this trajectory, or to perform this
maneuver, pulling "g" will be detrimental.
On commercial aircraft, the maximum load that is structurally allowed is:
. 2.5 g in clean configuration,
. 2.0 g with the flaps extended.

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

AIRBUS LOAD FACTOR PROTECTION AND SAFETY


2.5 g trajectory when
Ra 2.5 aircraft within proper flight domain.
di g
us 2.5 g pull
shallow trajectory when
a/c out of proper
flight domain.
NOF 01020 04071 0001

On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very
remote. Furthermore, as G Load information is not continuously provided in the
cockpit, airline PFs are not used to controlling this parameter. This is further
evidenced by inflight experience, which reveals that: In emergency situations,
initial PF reaction on a yoke or sidestick is hesitant, then aggressive.
With load factor protection, the PF may immediately and instinctively pull the
sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time.
Then, if the PF still needs to maintain the sidestick full aft stick, because the
danger still exists, then the high AOA protection will take over. Load factor
protection enhances this high AOA protection.
Load factor protection enables immediate PF reaction, without any risk of
overstressing the aircraft.
Flight experience has also revealed that an immediate 2.5 g reaction provides
larger obstacle clearance, than a hesitant and delayed high G Load maneuver
(two-second delay).

HIGH PITCH ATTITUDE PROTECTION

Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to


hazardous situations:
. Too high a nose-up u Very rapid energy loss
. Too low a nose-down u Very rapid energy gain
Furthermore, there is no emergency situation that requires flying at excessive
attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus
30 degrees/minus 15 degrees.
Pitch attitude protection enhances high speed protection, high load factor
protection, and high AOA protection.

HIGH ANGLE-OF-ATTACK (AOA) PROTECTION

High AOA protection enables the PF to pull the sidestick full aft in dangerous
situations, and thus consistently achieve the best possible aircraft lift. This

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

action on the sidestick is instinctive, and the high AOA protection minimizes the
risk of stalls or control loss.
High AOA protection is an aerodynamic protection:
. The PF will notice if the normal flight envelope is exceeded for any reason,
because the autopitch trim will stop, the aircraft will sink to maintain its current
AOA (alpha PROT, strong static stability), and a significant change in aircraft
behavior will occur.
. If the PF then pulls the sidestick full aft, a maximum AOA (approximately
corresponding to CL Max) is commanded. In addition, the speedbrakes will
automatically retract, if extended.

AIRBUS AOA PROTECTION

VLS
CL
V prot

V Max

AOA
Max Full aftstick

Prot Stick Neutral


THS stopped

VLS Angle of attack


corresponding to
minimum allowed speed

Floor ATHR function

NOF 01020 04072 0001

In addition to this aerodynamic protection, there are three more energy features:
. If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the
target speed is below VLS
. If the angle-of-attack still increases and reaches ALPHA Floor threshold, the
A/THR triggers TOGA thrust and engages (unless in some cases of one
engine-out).

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

In case of an emergency situation, such as Windshear or CFIT, the PF is


assisted in order to optimize aircraft performance via the:
. A/THR: Adds thrust to maintain the speed above VLS
. ALPHA FLOOR: Provides TOGA thrust
. HIGH AOA protection: Provides maximum aerodynamic lift
. Automatic speedbrake retraction: Minimizes drag.
Operational Recommendations:
When flying at alpha max, the PF can make gentle turns, if necessary.
The PF must not deliberately fly the aircraft in alpha protection, except for brief
periods, when maximum maneuvering speed is required.
If alpha protection is inadvertently entered, the PF must exit it as quickly as
possible, by easing the sidestick forward to reduce the angle-of-attack, while
simultaneously adding power (if alpha floor has not yet been activated, or has
been cancelled). If alpha floors has been triggered, it must be cancelled with the
disconnect pushbutton (on either thrust lever), as soon as a safe speed is
resumed.
In case of GPWS/SHEAR:
. Set the thrust levers to TOGA
. Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick).
. Initially maintain the wings level
This immediately provides maximum lift/maximum thrust/minimum drag. Therefore,
CFIT escape maneuvers will be much more efficient.

PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

ALT (ft)
A/C
E D
200 CT
E ED
OT ECT
Initial a/c conditions: 100 PR OT
Landing Conf. PR
INITIAL
VAPP ALTITUDE
V/S 1500ft/mn
100 NON

DIST (ft)
1500 2500
1000 2000
GPWS PULL UP
Call out

NOF 01020 04073 0001

The above-illustrated are typical trajectories flown by all protected or not


protected aircraft, when the PF applies the escape procedure after an aural
GPWS PULL UP" alert.
The graph demonstrates the efficiency of the protection, to ensure a duck-under
that is 50 percent lower, a bucket-distance that is 50 percent shorter, a safety
margin that more than doubles (due to a quicker reaction time), and a significant
altitude gain (+/- 250 ft). These characteristics are common to all protected
aircraft, because the escape procedure is easy to achieve, and enables the PF
to fly the aircraft at a constant AOA, close to the max AOA. It is much more
difficult to fly the stick shaker AOA on an aircraft that is not protected.

MSN 0002-0030 0033 0035-0039 0042 0044 0052-0055 0059 0061-0073 0076-0078 0081-0088
0091-0094 0098-0104 0108-0112 0115-0117 0120 0122 0126-0151 0154-0159 0161-0170
0172-0184 0186-0190 0193-0196 0198-0204 0207 0209-0212 0214-0220 0223-0229 0231-0233
0235-0246 0248-0251 0253-0258 0264-0271 0274 0277-0280 0283-0293 0295 0300 0302-0305
0308-0317 0322-0324 0326-0328 0330-0331 0333-0337 0341-0344 0346 0348 0350-0352
0354 0356-0357 0359 0362-0366 0376-0379 0382-0386 0389 0391-0394 0401 0403-0405
0411-0415 0420 0422 0424-0426 0428-0430 0434-0440 0442-0450 0452-0466 0468 0470-0477
0479-2702

OBJECTIVES

One of the PFs primary tasks is to maintain the aircraft within the limits of the
normal flight envelope. However, some circumstances, due to extreme situations
or aircraft mishandling, may provoke the violation of these limits.
The protections are not designed to allow PFs to exceed the normal flight
envelope, as this is not authorized. In addition, these protections are not
designed to be structural limit protections (e.g. opposite rudder pedal inputs).

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

Rather, they are designed to assist the PF in emergency and stressful situations,
where only instinctive and rapid reactions will be effective.
Protections are intended to:
. Provide full authority to the PF to consistently achieve the best possible
aircraft performance in extreme conditions
. Reduce the risks of overcontrolling, or overstressing the aircraft
. Provide PF with an instinctive and immediate procedure to ensure that the PF
achieves the best possible result.

BANK ANGLE PROTECTION

Bank angle protection prevents that any major upset, or PF mishandling, causes
the aircraft to be in a high-bank situation (wherein aircraft recovery is complex,
due to the difficulty to properly assess such a situation and readily react). Bank
angle protection provides the PF with full authority to efficiently achieve any
required roll maneuver.
The maximum achievable bank angle is plus or minus:
. 67 degrees, within the Normal Flight envelope (2.5 g level flight)
. 45 degrees, in high Speed protection (to prevent spiral dive)

HIGH SPEED PROTECTION

When flying beyond maximum design speeds VD/MD (which are greater that
VMO/MMO), there is an increased potential for aircraft control difficulties and
structural concerns, due to high air loads. Therefore, the margin between
VMO/MMO and VD/MD must be such that any possible overshoot of the normal
flight envelope should not cause any major difficulty.
High speed protection adds a positive nose-up G demand to a sidestick order, in
order to protect the aircraft, in the event of a dive or vertical upset. As a result,
this enables a reduction in the margin betwen VMO/MMO and VD/MD.
Therefore, in a dive situation:
. If there is no sidestick input on the sidestick, the aircraft will slightly overshoot
VMO/MMO and fly back towards the envelope.
. If the sidestick is maintained full forward, the aircraft will significantly overshoot
VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO +
0.04, the pitch nose-down authority smoothly reduces to zero (which does not
mean that the aircraft stabilizes at that speed).

AIRBUS HIGH SPEED PROTECTION

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

a)

360

360 340

340 320
HSP
activation
b)
320 360
360
380
340
16
340
16 360
320
320
340

High speed protection activation:a) stick free


b) stick full forward
NOF 01020 04075 0001

The PF, therefore, has full authority to perform a high speed/steep dive escape
maneuver, when required, via a reflex action on the sidestick.
Note:
1. An OVERSPEED warning is provided.
2. At high altitude, this may result in activation of the angle of attack
protection.
Depending on the ELAC standard, the crew may have to push on the
stick to get out of this protection law.

LOAD FACTOR PROTECTION

On commercial aircraft, high load factors can be encountered during evasive


maneuvers due to potential collisions, or CFIT
Pulling "g" is efficient, if the resulting maneuver is really flown with this "g"
number. If the aircraft is not able to fly this trajectory, or to perform this
maneuver, pulling "g" will be detrimental.
On commercial aircraft, the maximum load that is structurally allowed is:
. 2.5 g in clean configuration,
. 2.0 g with the flaps extended.

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

AIRBUS LOAD FACTOR PROTECTION AND SAFETY


2.5 g trajectory when
Ra 2.5 aircraft within proper flight domain.
di g
us 2.5 g pull
shallow trajectory when
a/c out of proper
flight domain.
NOF 01020 04076 0001

On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very
remote. Furthermore, as G Load information is not continuously provided in the
cockpit, airline PFs are not used to controlling this parameter. This is further
evidenced by inflight experience, which reveals that: In emergency situations,
initial PF reaction on a yoke or sidestick is hesitant, then aggressive.
With load factor protection, the PF may immediately and instinctively pull the
sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time.
Then, if the PF still needs to maintain the sidestick full aft stick, because the
danger still exists, then the high AOA protection will take over. Load factor
protection enhances this high AOA protection.
Load factor protection enables immediate PF reaction, without any risk of
overstressing the aircraft.
Flight experience has also revealed that an immediate 2.5 g reaction provides
larger obstacle clearance, than a hesitant and delayed high G Load maneuver
(two-second delay).

HIGH PITCH ATTITUDE PROTECTION

Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to


hazardous situations:
. Too high a nose-up u Very rapid energy loss
. Too low a nose-down u Very rapid energy gain
Furthermore, there is no emergency situation that requires flying at excessive
attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus
30 degrees/minus 15 degrees.
Pitch attitude protection enhances high speed protection, high load factor
protection, and high AOA protection.

HIGH ANGLE-OF-ATTACK (AOA) PROTECTION

High AOA protection enables the PF to pull the sidestick full aft in dangerous
situations, and thus consistently achieve the best possible aircraft lift. This

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

action on the sidestick is instinctive, and the high AOA protection minimizes the
risk of stalls or control loss.
High AOA protection is an aerodynamic protection:
. The PF will notice if the normal flight envelope is exceeded for any reason,
because the autopitch trim will stop, the aircraft will sink to maintain its current
AOA (alpha PROT, strong static stability), and a significant change in aircraft
behavior will occur.
. If the PF then pulls the sidestick full aft, a maximum AOA (approximately
corresponding to CL Max) is commanded. In addition, the speedbrakes will
automatically retract, if extended.

AIRBUS AOA PROTECTION

VLS
CL
V prot

V Max

AOA
Max Full aftstick

Prot Stick Neutral


THS stopped

VLS Angle of attack


corresponding to
minimum allowed speed

Floor ATHR function

NOF 01020 04077 0001

In addition to this aerodynamic protection, there are three more energy features:
. If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the
target speed is below VLS
. A "LOW ENERGY" aural alert triggers, when the aircraft energy level drops
below a specific threshold function of, for example, IAS, ACCEL/DECEL, or
FPA.
For example, if the aircraft decelerates at 1 kt/sec, and:
-- The FPA is -3 degrees, the alert will trigger at approximately VLS -8,

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

-- The FPA is -4 degrees, the alert will trigger at approximately VLS -2.
This "SPEED, SPEED, SPEED" alert draws the PFs attention to the SPEED
scale, and indicates the need to adjust thrust.
It comes immediately before the ALPHA Floor, and is available when the
aircraft is below 2000 feet RA and is in CONF 2.
. If the angle-of-attack still increases and reaches ALPHA Floor threshold, the
A/THR triggers TOGA thrust and engages (unless in some cases of one
engine-out).
In case of an emergency situation, such as Windshear or CFIT, the PF is
assisted in order to optimize aircraft performance via the:
. A/THR: Adds thrust to maintain the speed above VLS
. Low Energy Speed - Speed warning: Enhances PF awareness
. ALPHA FLOOR: Provides TOGA thrust
. HIGH AOA protection: Provides maximum aerodynamic lift
. Automatic speedbrake retraction: Minimizes drag.
Operational Recommendations:
When flying at alpha max, the PF can make gentle turns, if necessary.
The PF must not deliberately fly the aircraft in alpha protection, except for brief
periods, when maximum maneuvering speed is required.
If alpha protection is inadvertently entered, the PF must exit it as quickly as
possible, by easing the sidestick forward to reduce the angle-of-attack, while
simultaneously adding power (if alpha floor has not yet been activated, or has
been cancelled). If alpha floors has been triggered, it must be cancelled with the
disconnect pushbutton (on either thrust lever), as soon as a safe speed is
resumed.
In case of GPWS/SHEAR:
. Set the thrust levers to TOGA
. Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick).
. Initially maintain the wings level
This immediately provides maximum lift/maximum thrust/minimum drag. Therefore,
CFIT escape maneuvers will be much more efficient.

PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

ALT (ft)
A/C
E D
200 CT
E ED
OT ECT
Initial a/c conditions: 100 PR OT
Landing Conf. PR
INITIAL
VAPP ALTITUDE
V/S 1500ft/mn
100 NON

DIST (ft)
1500 2500
1000 2000
GPWS PULL UP
Call out

NOF 01020 04078 0001

The above-illustrated are typical trajectories flown by all protected or not


protected aircraft, when the PF applies the escape procedure after an aural "
GPWS PULL UP" alert.
The graph demonstrates the efficiency of the protection, to ensure a duck-under
that is 50 percent lower, a bucket-distance that is 50 percent shorter, a safety
margin that more than doubles (due to a quicker reaction time), and a significant
altitude gain (+/- 250 ft). These characteristics are common to all protected
aircraft, because the escape procedure is easy to achieve, and enables the PF
to fly the aircraft at a constant AOA, close to the max AOA. It is much more
difficult to fly the stick shaker AOA on an aircraft that is not protected.

MECHANICAL BACKUP

ALL

The purpose of the mechanical backup is to achieve all safety objectives in


MMEL dispatch condition: To manage a temporary and total electrical loss, the
temporary loss of five fly-by-wire computers, the loss of both elevators, or the
total loss of ailerons and spoilers.
It must be noted that it is very unlikely the mechanical backup will be used, due
to the fly-by-wire architecture. For example, in case of electrical emergency
configuration, or an all-engine flameout, alternate law remains available.

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

In the unlikely event of such a failure, mechanical backup enables the PF to


safely stabilize the aircraft, using the rudder and manual pitch trim, while
reconfiguring the systems.
In such cases, the objective is not to fly the aircraft accurately, but to maintain
the aircraft attitude safe and stabilized, in order to allow the restoration of lost
systems.
The pitch trim wheel is used to control pitch. Any action on the pitch trim wheel
should be applied smoothly, because the THS effect is significant due to its large
size.
The rudder provides lateral control, and induces a significant roll with a slight
delay. The PF should apply some rudder to turn, and wait for the aircraft reaction.
To stabilize and level the wings, anticipate by releasing the rudder pedals.
A red MAN PITCH TRIM ONLY" message appears on the PFD to immediately
inform the PF that the mechanical backup is being used.

BACK-UP INDICATION ON PFD

MAN PITCH TRIM ONLY

NOF 01020 04069 0001

ABNORMAL ATTITUDES

ALL

If the aircraft is, for any reason, far outside the normal flight envelope and
reaches an abnormal attitude, the normal controls are modified and provide the
PF with maximum efficiency in regaining normal attitudes. (An example of a
typical reason for being far outside the normal flight envelope would be a mid-air
collision).
The so-called "abnormal attitude" law is :

ENV A318/A319/A320/A321 FLEET FCTM Page 21 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

. Pitch alternate with load factor protection (without autotrim)


. Lateral direct law with yaw alternate
These laws trigger, when extreme values are reached:
. Pitch (50 degrees up, 30 degrees down)
. Bank (125 degrees)
. AOA (30 degrees, -10 degrees)
. Speed (440 kt, 60 kt)
. Mach (0.96, 0.1).
It is very unlikely that the aircraft will reach these attitudes, because fly-by-wire
provides protection to ensure rapid reaction far in advance. This will minimize
the effect and potential for such aerodynamic upsets.
The effectiveness of fly-by-wire architecture, and the existence of control laws,
eliminate the need for upset recovery maneuvers to be trained on protected
Airbus aircraft.

SIDESTICK AND PRIORITY P/B

ALL

When the Pilot Flying (PF) makes an input on the sidestick, an order (an
electrical signal) is sent to the fly-by-wire computer. If the Pilot Not Flying (PNF)
also acts on the stick, then both signals/orders are added.
Therefore, as on any other aircraft type, PF and PNF must not act on their
sidesticks at the same time. If the PNF (or Training Captain) needs to take over,
the PNF must press the sidestick priority pushbutton, and announce: "I have
control".
If a flight crewmember falls on a sidestick, or a mechanical failure leads to a
jammed stick (there is no associate ECAM caution), the "failed" sidestick order is
added to the "non failed" sidestick order.
In this case, the other not affected flight crewmember must press the sidestick
priority pushbutton for at least 40 seconds, in order to deactivate the "failed"
sidestick.
A pilot can at any time reactivate a deactivated stick by momentarily pressing
the takeover push button on either stick.

ENV A318/A319/A320/A321 FLEET FCTM Page 22 of 23


OPERATIONAL PHILOSOPHY 01.020

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

In case of a "SIDE STICK FAULT" ECAM warning, due to an electrical failure,


the affected sidestick order (sent to the computer) is forced to zero. This
automatically deactivates the affected sidestick. This explains why there is no
procedure associated with that warning.
Note: When a sidestick is deactivated by the opposite sidestick priority
pushbutton, it can be reactivated with its own sidestick priority pushbutton.

ENV A318/A319/A320/A321 FLEET FCTM Page 23 of 23


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

AUTOPILOT/FLIGHT DIRECTOR

ALL

OBJECTIVE

The Auto Pilot (AP) and Flight Director (FD) assist the flight crew to fly the
aircraft within the normal flight envelope, in order to:
. Optimize performance in the takeoff, go-around, climb, or descent phases
. Follow ATC clearances (lateral or vertical)
. Repeatedly fly and land the aircraft with very high accuracy in CAT II and
CAT III conditions.
To achieve these objectives:
. The AP takes over routine tasks. This gives the Pilot Flying (PF) the
necessary time and resources to assess the overall operational situation.
. The FD provides adequate attitude or flight path orders, and enables the PF
to accurately fly the aircraft manually.

MANAGED AND SELECTED MODES

The choice of mode is a strategic decision that is taken by the PF.

Managed Selected
To fly along the For specific ATC requests,
preplanned FPLN, or when there is not sufficient
entered in the MCDU time to modify the MCDU FPLN

NOF 01030 04079 0001

Managed modes require:


. Good FMS navigation accuracy (or GPS PRIMARY)
. An appropriate ACTIVE F-PLN (i.e. the intended lateral and vertical
trajectory is entered, and the sequencing of the F-PLN is monitored).

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

If these two conditions are not fulfilled Revert to selected modes

NOF 01030 04080 0001

MAIN INTERFACES WITH THE AP/FD

MCDU FCU
Longterm* interface Shortterm interface

To prepare lateral or vertical To select the ATC HDG,


revisions, or to preset the speed expedite, speed, etc.
for the next phase. (quickly performed "headup")

NOF 01030 04081 0001

*The DIR TO function is an exception to this rule.

OPERATIONAL RECOMMENDATION:

With the FMS, anticipate flight plan updates by preparing:


. EN ROUTE DIVERSIONS
. DIVERSION TO ALTN
. CIRCLING
. LATE CHANGE OF RWY
in the SEC F-PLN. This enables the MCDU to be used for short-term actions.

TASKSHARING AND COMMUNICATIONS

The FCU and MCDU must be used, in accordance with the rules outlined below,
in order to ensure:
. Safe operation (correct entries made)

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

. Effective inter-pilot communication (knowing each others intentions)


. Comfortable operations (use "available hands", as appropriate)

MCDU entries are performed by the FCU entries are performed by:
PF, during a temporary transfer of The PF, with the AP on.
command to the PNF. The PNF (upon PF request),
with the AP off.
A crosscheck must be performed.
FCU entries must be announced.
Timeconsuming entries should be
avoided below 10000 feet. Upon FCU entries:
Entries should be restricted to those that
have an operational benefit. The PF must check and announce the
corresponding PFD/FMA target and
(PERF APPR, DIR TO, DIR TO mode.
INTERCEPT, RAD NAV, LATE
CHANGE OF RUNWAY, ACTIVATE The PNF must crosscheck and
SEC FPLN, ENABLE ALTN) announce "CHECKED".

NOF 01030 04082 0001

AP/FD MONITORING

The FMA indicates the status of the AP, FD, and A/THR, and their corresponding
operating modes. The PF must monitor the FMA, and announce any FMA
changes. The flight crew uses the FCU or MCDU to give orders to the AP/FD.
The aircraft is expected to fly in accordance with these orders.
The main concern for the flight crew should be:
WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW ?
WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT ?
If the aircraft does not fly as expected:

And, if in managed mode Select the desired target

NOF 01030 04083 0001

- Or, disengage the AP, and fly the aircraft manually.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

AUTOPILOT (AP) OPERATION

The AP can be engaged within the normal flight envelope, 5 seconds after liftoff
and at least 100ft. It automatically disengages, when the aircraft flies
significantly outside the normal flight envelope limits.
The AP cannot be engaged, when the aircraft is outside the flight envelope.
Flight control laws are designed to assist the flight crew to return within the flight
envelope, in accordance with the selected strategy.
The AP may be used:
. For autoland: Down to the aircraft landing rollout, in accordance with the
limitations indicated in the FCOM
. For other approaches, down to:
-- The MDA for straight in Non Precision Approach
-- MDA-100 ft for circling approach
-- 160 ft for ILS approach with CAT1 displayed on FMA
-- 500 ft for all others phases.
It may also be used, in case of:
. Engine failure: Without any restriction, within the demonstrated limits, including
for autoland
. Abnormal configuration (e.g. slats/flaps failure): Down to 500 feet AGL. Extra
vigilance is required in these configurations. The flight crew must be ready to
take over, if the aircraft deviates from its intended, safe flight path.
The sidesticks instinctive disconnect pushbutton should be used to disengage the
AP. Instinctive override action on the sidestick consists of pushing or pulling the
sidestick, when the AP is engaged. This action disengages the AP, and should
be done as per design, i.e. in case of an instinctive reaction (to an AP hard over
for example).

USE OF THE FD WITHOUT THE AP

When manually flying the aircraft with the FDs on, the FD bars or the FPD
symbol provide lateral and vertical orders, in accordance with the active modes
that the flight crew selects.
Therefore:
Fly with a centered FD or FPD
If not using FD orders, turn off the FD.
It is strongly recommended to turn off both FDs, to ensure that the A/THR is in
SPEED mode, if the A/THR is active.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

AUTOTHRUST (A/THR)

MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091
0095-0099 0112-0114 0119 0123-0124 0138-0139 0148 0151 0163-0170 0178-0182 0189-0190
0193-0196 0198 0205 0212 0219 0221-0222 0225 0230 0238 0243 0245 0247 0249-0251
0256-0258 0271 0289 0293-0295 0299-0301 0304 0308 0314-0317 0322 0326-0328 0334-0336
0338 0343-0344 0348-0349 0351 0354 0357 0362-0363 0365-0366 0370-0371 0376 0379
0383 0386 0389-0394 0396 0398 0402 0406 0411 0413-0414 0416 0422-0425 0429-0432
0437 0440-0441 0443-0444 0446-0448 0451 0453 0455 0460-0461 0469 0471 0476 0478
0480-0482

OBJECTIVE

The A/THR computer (within the FG) interfaces directly with the engine computer,
referred to as the FADEC.
The A/THR sends to the FADEC the thrust targets that are needed to:
. Obtain and maintain a target speed, when in SPEED mode
. Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.

INTERFACE

When the A/THR is active, the thrust lever position determines the maximum
thrust that the A/THR can command in SPEED or THRUST mode. Therefore,
with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.
The A/THR computer does not drive back the thrust levers. The PF sets them to
a specific detent on the thrust lever range. The A/THR system provides cues
that indicate the energy of the aircraft:
. Speed, acceleration, or deceleration, obtained by the speed trend vector
. N1, and N1 command on the N1 gauge.
All these cues are in the flight crews direct line of vision.
In other words, the Thrust Lever Position (TLP) should not be used to monitor
correct A/THR operation. Neither should the thrust lever position of a conventional
autothrottle, be considered a cue because, in many hazardous situations, the
thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).

THE TLP DETERMINES MAX THRUST FOR THE A/THR

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

Thrust Lever
Position
(TLP)
CL
B
5

MC
T
60.0

TLP

CL
B
5

MC
T
60.0
NOF 01030 04084 0001

NORMAL OPERATIONS

The A/THR can only be active, when the thrust levers are between IDLE and the
CLB detent.
When the thrust levers are beyond the CLB detent, thrust is controlled manually
to the thrust lever position, and the A/THR is armed (A/THR appears in blue on
the FMA). This means that the A/THR is ready to be re-activated, when the flight
crew sets the thrust levers back to the CLB detent (or below).

A/THR OPERATING SECTORS _ ALL ENGINES OPERATING

r
Secto
ON
HR
AT A
M RA
T
AN rm
H

CL
B
TH ed
R
MC
T

IDLE STOP TOGA


NOF 01030 04085 0001

At Takeoff
The thrust levers are set either full forward to TOGA, or to the FLX detent.
Thrust is manually controlled to the TLP, and A/THR is armed. The FMA
indicates this in blue.
After Takeoff
When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers
back to the CLB detent. This activates A/THR. MAX CLB will, therefore, be the

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

maximum normal thrust setting that will be commanded by the A/THR in CLB,
CRZ, DES, or APPR, as required.
Thrust Lever(s) below the CLB Detent
If one thrust lever is set to below the CLB detent, the FMA triggers a LVR
ASYM message, as a reminder to the flight crew (e.g. this configuration might be
required due to an engines high vibration level). However, if all thrust levers are
set to below the CLB detent, with the A/THR active, then CLB or LVR CLB
flashes in the first FMA column. This is because there is no operational reason
to be in such a situation, and to permanently limit A/THR authority on all
engines. In this case, all thrust levers should either be brought back to the CLB
detent, or the A/THR should be set to OFF.
Thrust Levers Beyond the CLB Detent
If all thrust levers are set to beyond the CLB detent, when A/THR is active, the
flight crew manually controls thrust to the Thrust Lever Position. The FMA
displays THR or MAN THR in the first FMA column, and the A/THR is armed.
As a reminder, CLB or LVR CLB flashes on the FMA. This technique is most
efficient, when the aircraft speed goes significantly below the target. When the
aircraft speed or acceleration is satisfactory, the thrust levers should be brought
back to the CLB detent. This re-activates the A/THR.

SPEED DROP IN APPROACH: RECOMMENDED RECOVERY TECHNIQUE

Push levers Bring levers

beyond CLB back into CLB detent


(if acceleration satisfactory)

IAS Iower than MAN THR


target speed with ATHR blue
with ATHR SPEED mode Thrust Increases

NOF 01030 04086 0001

Note: When using this technique during approach (e.g. to regain VAPP), the
thrust levers should be moved past the CLB detent, but not beyond the
MCT. In most cases, it is not necessary to go beyond MCT, and the PF
may inadvertently advance thrust levers all the way to the TOGA stop, and
thereby engage go-around mode.

OPERATIONS WITH ONE ENGINE INOPERATIVE

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

The above-noted principles also apply to an one-engine inoperative situation,


except that A/THR can only be active, when the thrust levers are set between
IDLE and MCT.

A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE

A FLOOR A/THR TOGA LK A/THR

When A Floor triggered When out of A FLOOR

TOGA thrust TOGA LK


(although levers Idle)

NOF 01030 04091 0001

In case of engine failure, the thrust levers will be in MCT detent for remainder of
the flight. This is because MCT is the maximum thrust that can usually be
commanded by the A/THR for climb or acceleration, in all flight phases (e.g.
CLB, CRZ, DES or APPR ).

TO SET AUTOTHRUST TO OFF

HOW TO SET A/THR OFF

or
N Sect
RO
A TH
AT
M A Arm
HR
N T ed
MC

HR
T

IDLE TOGA
NOF 01030 04087 0001

1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust
will increase to MAX CLB. This may cause a not desired thrust change. For
example, during approach, A/THR in SPEED mode, commands approximately N1
55 %. If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust
goes to MAX CLB. This will perturbate the approach.
Therefore, the recommended technique for setting A/THR to off is:
-- Return the thrust levers to approximately the current thrust setting, by
observing the TLP symbol on the thrust gauge
-- Press the I/D pushbutton
This technique minimizes thrust discontinuity, when setting A/THR to off.

RECOMMENDED TECHNIQUE TO SET A/THR OFF


SPD HDG LAT ALT LVL/CH V/S

305
HDG V/S
29000
UP
HDG V/S 100 1000
TRK FPA PUSH
TO
SPD METRIC LEVEL
MACH ALT OFF
AP1 AP2
ON

LOC A/THR ALT APPR

1 A/THR
RECOMMENDED METHOD: 3
USE OF THE INSTINCTIVE NOT RECOMMENDED:
TO
DISCONNECT P/B GA USE OF ATHR P/B ON FCU
FLX
M
C
T

2
COMMONLY USED AT LANDING:
THRUST LEVERS A
/
SET TO IDLE T
H
R
0

NOF 01030 04088 0001

2) THRUST LEVERS SET TO IDLE

If thrust levers are set to IDLE, A/THR is set to off. This technique is usually
used in descent, when the A/THR is in THR IDLE, or at landing. During flare,
with the A/THR active, the thrust levers are set to the CLB detent. Then, when
thrust reduction is required for landing, the thrust levers should be moved
smoothly and set to the IDLE stop. This will retard thrust, and set A/THR to off.
As a reminder, the "RETARD" aural alert will sound. In flare, this aural alert will
occur at 20 feet, except in the case of autoland, where it occurs at 10 feet.
It should be noted that, when the thrust levers are set back to IDLE and A/THR
set to off: The A/THR can be reactivated by pressing the pushbutton on the
FCU, and returning the thrust levers to the applicable detent. The thrust levers
should be immediately returned to the applicable detent, in order to avoid
flashing CLB or LVR CLB message on the first FMA column.

3) USE OF THE FCU PUSHBUTTON

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

Use of the FCU pushbutton is considered to be an involuntary A/THR off


command (e.g. in the case of a failure). When pressed, thrust is frozen and
remains locked at the value it had when the flight crew pressed the A/THR
pushbutton, as long as the thrust levers remain in the CLB or MCT detent.
If thrust levers are out of detent, thrust is manually controlled and, therefore,
unlocked.
A THR LK message appears in amber on the FMA
In this case, when the flight crew moves the thrust levers out of detent, full
manual control is recovered, and the THR LK message disappears from the FMA.
This feature should not be used, unless the instinctive disconnect pushbuttons
are inoperative.

ALPHA FLOOR

When the aircrafts angle-of-attack goes beyond the ALPHA FLOOR threshold,
this means that the aircraft has decelerated significantly (below ALPHA PROT
speed): A/THR activates automatically and orders TOGA thrust, regardless of
the thrust lever position.
The example below illustrates that:
. The aircraft is in descent with the thrust levers manually set to IDLE.
. The aircraft decelerates, during manual flight with the FD off, as indicated on
the FMA.

SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE

A/THR ON

Bring thrust Press I/D


A/THR OFF
5 5
levers to actual
thrust
55.0 TLP 55 55.0

NOF 01030 04089 0001

When the speed decreases, so that the angle-of-attack reaches the ALPHA
FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that
the thrust levers are at IDLE.
When the aircraft accelerates again, the angle-of-attack drops below the ALPHA
FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

crew to reduce thrust, as necessary. TOGA LK appears on the FMA to indicate


that TOGA thrust is locked. The desired thrust can only be recovered by setting
A/THR to off, with the instinctive disconnect pushbutton.
ALPHA floor is available, when the flight controls are in NORMAL LAW, from
liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.

A/THR USE - SUMMARY

Use of A/THR is recommended during the entire flight. It may be used in most
failures cases, including:
. Engine failure, even during autoland
. Abnormal configurations

A/THR USE IN FLIGHT

At THR RED ALT (until landing)


Thrust levers: CLB (or MCT in case of engine failure)
A/THR active (white on FMA) in speed or thrust mode

In APPROACH
Thrust levers: CLB (or MCT in case of engine failure)
At TAKE OFF A/THR active in speed mode
Thrust levers: TOGA or FLEX
Hold the thrust levers and push them forward (not
A/THR armed (blue on FMA)
above MCT) temporarily if required for additional thrust

FLARE and LANDING


Thrust levers: IDLE when required
A/THR off

Note: no automatic RETARD except


GO AROUND in autoland. This explains
why the RETARD call out comes
Thrust levers: TOGA
at 20 ft in all cases, except
A/THR armed (blue on FMA)
AUTOLAND where it comes at
10 ft.

NOF 01030 04090 0001


A/THR should be monitored via the:
. FMA SPEED / SPEED TREND on the PFD
. N1/N1 command (EPR) on the ECAM E/WD.

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0111 0115-0118 0120-0122 0125-0137 0140-0147 0149-0150 0152-0162
0171-0177 0183-0188 0191-0192 0197 0199-0204 0206-0211 0213-0218 0220 0223-0224
0226-0229 0231-0237 0239-0242 0244 0246 0248 0252-0255 0259-0270 0272-0288 0290-0292
0296-0298 0302-0303 0305-0307 0309-0313 0318-0321 0323-0325 0329-0333 0337 0339-0342
0345-0347 0350 0352-0353 0355-0356 0358-0361 0364 0367-0369 0372-0375 0377-0378
0380-0382 0384-0385 0387-0388 0395 0397 0399-0401 0403-0405 0407-0410 0412 0415
0417-0421 0426-0428 0434-0436 0438-0439 0442 0445 0449-0450 0452 0454 0456-0459
0462-0468 0470 0472-0475 0477 0479 0483-2702

OBJECTIVE

The A/THR computer (within the FG) interfaces directly with the engine computer,
referred to as the FADEC.
The A/THR sends to the FADEC the thrust targets that are needed to:
. Obtain and maintain a target speed, when in SPEED mode
. Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.

INTERFACE

When the A/THR is active, the thrust lever position determines the maximum
thrust that the A/THR can command in SPEED or THRUST mode. Therefore,
with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.
The A/THR computer does not drive back the thrust levers. The PF sets them to
a specific detent on the thrust lever range. The A/THR system provides cues
that indicate the energy of the aircraft:
. Speed, acceleration, or deceleration, obtained by the speed trend vector
. N1, and N1 command on the N1 gauge.
All these cues are in the flight crews direct line of vision.
In other words, the Thrust Lever Position (TLP) should not be used to monitor
correct A/THR operation. Neither should the thrust lever position of a conventional
autothrottle, be considered a cue because, in many hazardous situations, the
thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).

THE TLP DETERMINES MAX THRUST FOR THE A/THR

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

Thrust Lever
Position
(TLP)
CL
B
5

MC
T
60.0

TLP

CL
B
5

MC
T
60.0
NOF 01030 04092 0001

NORMAL OPERATIONS

The A/THR can only be active, when the thrust levers are between IDLE and the
CLB detent.
When the thrust levers are beyond the CLB detent, thrust is controlled manually
to the thrust lever position, and the A/THR is armed . This means that the
A/THR is ready to be re-activated, when the flight crew sets the thrust levers
back to the CLB detent (or below).A/THR appears in blue on the FMA.

A/THR OPERATING SECTORS _ ALL ENGINES OPERATING

r
Secto
ON
HR
AT A
M RA
T
AN rm
H

CL
B
TH ed
R
MC
T

IDLE STOP TOGA


NOF 01030 04093 0001

At Takeoff
The thrust levers are set either full forward to TOGA, or to the FLX detent.
Thrust is manually controlled to the TLP, and A/THR is armed. The FMA
indicates this in blue.
After Takeoff
When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers
back to the CLB detent. This activates A/THR. MAX CLB will, therefore, be the

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

maximum normal thrust setting that will be commanded by the A/THR in CLB,
CRZ, DES, or APPR, as required.
Thrust Lever(s) below the CLB Detent
If one thrust lever is set to below the CLB detent, the FMA triggers a LVR
ASYM message, as a reminder to the flight crew (e.g. this configuration might be
required due to an engines high vibration level). However, if all thrust levers are
set to below the CLB detent, with the A/THR active, then the ECAM repeatedly
triggers the AUTO FLT AUTOTHRUST LIMITED caution. This is because there is
no operational reason to be in such a situation, and to permanently limit A/THR
authority on all engines. In this case, all thrust levers should either be brought
back to the CLB detent, or the A/THR should be set to OFF.
Thrust Levers Beyond the CLB Detent
If all thrust levers are set to beyond the CLB detent, when A/THR is active, the
flight crew manually controls thrust to the Thrust Lever Position. The FMA
displays THR or MAN THR, and the A/THR is armed. As a reminder, CLB or
LVR CLB flashes on the FMA. This technique is most efficient, when the aircraft
speed goes significantly below the target. When the aircraft speed or acceleration
is satisfactory, the thrust levers should be brought back to the CLB detent. This
re-activates the A/THR.

SPEED DROP IN APPROACH: RECOMMENDED RECOVERY TECHNIQUE

Push levers Bring levers

beyond CLB back into CLB detent


(if acceleration satisfactory)

IAS Iower than MAN THR


target speed with ATHR blue
with ATHR SPEED mode Thrust Increases

NOF 01030 04094 0001

Note: When using this technique during approach (e.g. to regain VAPP), the
thrust levers should be moved past the CLB detent, but not beyond the
MCT. In most cases, it is not necessary to go beyond MCT, and the PF
may inadvertently advance thrust levers all the way to the TOGA stop, and
thereby engage go-around mode.

OPERATIONS WITH ONE ENGINE INOPERATIVE

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

The above-noted principles also apply to an one-engine inoperative situation,


except that A/THR can only be active, when the thrust levers are set between
IDLE and MCT.

A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE

r
N Secto
RO
A TH

AT
M A Arm
HR
N T ed
MC

HR
T
IDLE TOGA
NOF 01030 04095 0001

In case of engine failure, the thrust levers will be in MCT detent for remainder of
the flight. This is because MCT is the maximum thrust that can usually be
commanded by the A/THR for climb or acceleration, in all flight phases (e.g.
CLB, CRZ, DES or APPR ).

TO SET AUTOTHRUST TO OFF

HOW TO SET A/THR OFF

SPD HDG LAT ALT LVL/CH V/S

305
HDG V/S
29000
UP
HDG V/S 100 1000
TRK FPA PUSH
TO
SPD METRIC LEVEL
MACH ALT OFF
AP1 AP2
ON

LOC A/THR ALT APPR

1 A/THR
RECOMMENDED METHOD: 3
USE OF THE INSTINCTIVE NOT RECOMMENDED:
TO
DISCONNECT P/B GA USE OF ATHR P/B ON FCU
FLX
M
C
T

2
COMMONLY USED AT LANDING:
THRUST LEVERS A
/
T
SET TO IDLE H
R
0

NOF 01030 04096 0001

1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust
will increase to MAX CLB. This may cause a not desired thrust change. For
example, during approach, A/THR in SPEED mode, commands approximately N1
55 %. If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust
goes to MAX CLB. This will perturbate the approach.
Therefore, the recommended technique for setting A/THR to off is:
-- Return the thrust levers to approximately the current thrust setting, by
observing the TLP symbol on the thrust gauge
-- Press the I/D pushbutton
This technique minimizes thrust discontinuity, when setting A/THR to off.

RECOMMENDED TECHNIQUE TO SET A/THR OFF

A/THR ON

Bring thrust Press I/D


A/THR OFF
5 5
levers to actual
thrust
55.0 TLP 55 55.0

NOF 01030 04097 0001

2) THRUST LEVERS SET TO IDLE

If thrust levers are set to IDLE, A/THR is set to off. This technique is usually
used in descent, when the A/THR is in THR IDLE, or at landing. During flare,
with the A/THR active, the thrust levers are set to the CLB detent. Then, when
thrust reduction is required for landing, the thrust levers should be moved
smoothly and set to the IDLE stop. This will retard thrust, and set A/THR to off.
As a reminder, the "RETARD" aural alert will sound. In flare, this aural alert will
occur at 20 feet, except in the case of autoland, where it occurs at 10 feet.
It should be noted that, when the thrust levers are set back to IDLE and A/THR
set to off: The A/THR can be reactivated by pressing the pushbutton on the
FCU, and returning the thrust levers to the applicable detent. The thrust levers
should be immediately returned to the applicable detent, in order to avoid an
ECAM "AUTOTHRUST LIMITED" message

3) USE OF THE FCU PUSHBUTTON

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

Use of the FCU pushbutton is considered to be an involuntary A/THR off


command (e.g. in the case of a failure). When pressed, thrust is frozen and
remains locked at the value it had when the flight crew pressed the A/THR
pushbutton, as long as the thrust levers remain in the CLB or MCT detent.
If thrust levers are out of detent, thrust is manually controlled and, therefore,
unlocked.
An ECAM caution and an FMA message trigger during thrust lock:
THR LK appears in amber on the FMA
The ECAM caution is:
AUTOFLT: ATHR OFF
ENG.........THR LOCKED
thrust levers.....move
In this case, when the flight crew moves the thrust levers out of detent, full
manual control is recovered, and the THR LK message disappears from the FMA.
This feature should not be used, unless the instinctive disconnect pushbuttons
are inoperative.

ALPHA FLOOR

When the aircrafts angle-of-attack goes beyond the ALPHA FLOOR threshold,
this means that the aircraft has decelerated significantly (below ALPHA PROT
speed): A/THR activates automatically and orders TOGA thrust, regardless of
the thrust lever position.
The example below illustrates that:
. The aircraft is in descent with the thrust levers manually set to IDLE.
. The aircraft decelerates, during manual flight with the FD off, as indicated on
the FMA.

SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE

A FLOOR A/THR TOGA LK A/THR

When A Floor triggered When out of A FLOOR

TOGA thrust TOGA LK


(although levers Idle)

NOF 01030 04099 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

When the speed decreases, so that the angle-of-attack reaches the ALPHA
FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that
the thrust levers are at IDLE.
When the aircraft accelerates again, the angle-of-attack drops below the ALPHA
FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight
crew to reduce thrust, as necessary. TOGA LK appears on the FMA to indicate
that TOGA thrust is locked. The desired thrust can only be recovered by setting
A/THR to off, with the instinctive disconnect pushbutton.
ALPHA floor is available, when the flight controls are in NORMAL LAW, from
liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.

A/THR USE - SUMMARY

Use of A/THR is recommended during the entire flight. It may be used in most
failures cases, including:
. Engine failure, even during autoland
. Abnormal configurations

A/THR USE IN FLIGHT

At THR RED ALT (until landing)


Thrust levers: CLB (or MCT in case of engine failure)
A/THR active (white on FMA) in speed or thrust mode

In APPROACH
Thrust levers: CLB (or MCT in case of engine failure)
At TAKE OFF A/THR active in speed mode
Thrust levers: TOGA or FLEX
Hold the thrust levers and push them forward (not
A/THR armed (blue on FMA)
above MCT) temporarily if required for additional thrust

FLARE and LANDING


Thrust levers: IDLE when required
A/THR off

Note: no automatic RETARD except


GO AROUND in autoland. This explains
why the RETARD call out comes
Thrust levers: TOGA
at 20 ft in all cases, except
A/THR armed (blue on FMA)
AUTOLAND where it comes at
10 ft.

NOF 01030 04098 0001


A/THR should be monitored via the:

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

. FMA SPEED / SPEED TREND on the PFD


. N1/N1 command (EPR) on the ECAM E/WD.

AP, FD, A/THR MODE CHANGES AND REVERSIONS

MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085


0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146
0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199
0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280
0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354
0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409
0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487
0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528
0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573
0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617
0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656
0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691
0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740
0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781
0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817
0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857
0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227

INTRODUCTION

The flight crew manually engages the modes. However, they may change
automatically, depending on the:
. AP, FD, and A/THR system integration
. Logical sequence of modes
. So-called "mode reversions".

AP, FD, ATHR SYSTEM INTEGRATION

There is a direct relationship between aircraft pitch control, and engine thrust
control. This relationship is designed to manage the aircrafts energy.
. If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):
A/THR controls speed
. If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):
A/THR controls thrust (THR CLB, THR IDLE)

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

. If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):


A/THR controls speed
Therefore, any change in the AP/FD pitch mode is associated with a change in
the A/THR mode.
Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical
mode columns next to each other.

THE LOGICAL SEQUENCE OF MODES

In climb, when the flight crew selects a climb mode, they usually define an
altitude target, and expect the aircraft to capture and track this altitude.
Therefore, when the flight crew selects a climb mode, the next logical mode is
automatically armed.
For example:

AP/FD MODE CAPTURE AND TRACKING (1)

OP CLB ALT* ALT


ALT
Capture Tracking
Condition Condition

NOF 01030 04596 0001

The flight crew may also manually arm a mode in advance, so that the AP/FD
intercepts a defined trajectory.
Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL. When
the capture or tracking conditions occur, the mode will change sequentially.

AP/FD MODE CAPTURE AND TRACKING (2)

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

HDG NAV
NAV

ALT HDG ALT LOC* ALT LOC


G/S LOC G/S G/S

NOF 01030 04597 0001

These logical mode changes occur, when the modes are armed. They appear
in blue on the FMA.

MODE REVERSIONS

GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are
designed to ensure coherent AP, FD, and A/THR operations, in conjunction with
flight crew input (or when entering a F-PLN discontinuity).
For example, a reversion will occur, when the flight crew:
. Changes the FCU ALT target in specific conditions
. Engages a mode on one axis, that will automatically disengage the associated
mode on the other axis
Due to the unexpected nature of their occurrence, the FMA should be
closely-monitored for mode reversions.
FLIGHT CREW CHANGE OF FCU ALT TARGET u ACTIVE VERTICAL MODE
NOT POSSIBLE

FCU CHANGE RESULTING REVERSION TO VS MODE

DOWN, while in
OP CLB (CLB)
FCU ALT Target V/S (FPA)
Change While ALT *

UP, while in OP DES (DES)


NOF 01030 04598 0001

This reversion to the V/S (FPA) mode on the current V/S target does not modify
the pitch behaviour of the aircraft.
It is the flight crews responsibility to change it as required.

ENV A318/A319/A320/A321 FLEET FCTM Page 21 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

FLIGHT CREW HDG OR TRK MODE ENGAGEMENT u DISENGAGEMENT OF


ASSOCIATED MODE ON THE VERTICAL AXIS
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.
When the flight crew defines a F-PLN, the FMS considers this F-PLN as a whole
(lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:
. Along the LAT F-PLN (NAV APP NAV modes)
. Along the VERT F-PLN (CLB DES FINAL modes).
Vertical managed modes can only be used, if the lateral managed NAV mode is
used. If the flight crew decides to divert from the lateral F-PLN, the autopilot will
no longer guide the aircraft along the vertical F-PLN.
Therefore, in climb:

LATERAL MODE CHANGE AND VERTICAL MODE REVERSION

CLB NAV OP CLB HDG NAV


If HDG or TRK mode is
engaged,
CLB reverts to OP CLB NOF 01030 04599 0001

In descent:

LATERAL MODE CHANGE AND VERTICAL MODE REVERSION

DES NAV
If HDG or TRK mode is
engaged, V/S HDG
FINAL APP
or
or APP NAV FINAL
The vertical mode reverts V/S TRK
to V/S
G/S LOC

NOF 01030 04600 0001

This reversion to V/S (FPA) mode on the current V/S target does not modify the
pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if
necessary.
THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY
NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the
aircraft reverts to HDG (or TRK) mode. On the vertical axis, the same reversion
(as the one indicated above) occurs.
THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND DOES
NOT FOLLOW THE FD PITCH ORDERS

ENV A318/A319/A320/A321 FLEET FCTM Page 22 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

If the flight crew does not follow the FD pitch orders, an A/THR mode reversion
occurs. This reversion is effective, when the A/THR is in THRUST MODE (THR
IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS,
VMAX):

REVERSION TO SPEED MODE

FD ON If the flight crew FD ON


pitches
THR IDLE OPEN DES The aircraft up, SPEED V/S

THR IDLE DES And the speed SPEED V/S


decreases
To VLS

A/THR REVERTS TO SPEED MODE

FD ON If the flight crew FD ON


pitches
THR CLB OPEN CLB The aircraft down, SPEED V/S

THR CLB CLB And the speed SPEED V/S


increases
To VMAX

A/THR REVERTS TO SPEED MODE

NOF 01030 04601 0001

MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107
0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172
0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263
0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346
0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412
0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505
0509 0513-0522 0524 0526 0529 0532-0533 0535 0541 0544-0545 0548 0553 0559-0560
0562-0564 0566-0567 0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0598-0600
0603 0608-0610 0612 0616 0618 0621 0623 0625 0627 0629 0635-0637 0640-0644 0647
0651-0653 0657 0660 0663-0665 0668 0673 0676 0679-0681 0686-0687 0689-0690 0692
0694 0696 0698-0701 0703-0710 0712-0713 0715-0718 0720 0722-0725 0727 0729-0730
0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755 0760-0761 0764-0768 0771 0774
0776-0778 0782-0783 0786 0788-0790 0793 0796-0798 0801 0804 0806-0807 0809-0810 0815
0818-0819 0821 0825 0827 0830 0832-0833 0835 0837-0838 0841 0843-0844 0846-0850
0853-0855 0858-0864 0867-0868 0870-0876 0878-0879 0881-0887 0889-0962 0964-1007
1009-1041 1043-1203 1205-1226 1228-2702

ENV A318/A319/A320/A321 FLEET FCTM Page 23 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

INTRODUCTION

The flight crew manually engages the modes. However, they may change
automatically, depending on the:
. AP, FD, and A/THR system integration
. Logical sequence of modes
. So-called "mode reversions".

AP, FD, ATHR SYSTEM INTEGRATION

There is a direct relationship between aircraft pitch control, and engine thrust
control. This relationship is designed to manage the aircrafts energy.
. If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):
A/THR controls speed
. If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):
A/THR controls thrust (THR CLB, THR IDLE)
. If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):
A/THR controls speed
Therefore, any change in the AP/FD pitch mode is associated with a change in
the A/THR mode.
Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical
mode columns next to each other.

THE LOGICAL SEQUENCE OF MODES

In climb, when the flight crew selects a climb mode, they usually define an
altitude target, and expect the aircraft to capture and track this altitude.
Therefore, when the flight crew selects a climb mode, the next logical mode is
automatically armed.
For example:

AP/FD MODE CAPTURE AND TRACKING (1)

ENV A318/A319/A320/A321 FLEET FCTM Page 24 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

OP CLB ALT* ALT


ALT
Capture Tracking
Condition Condition

NOF 01030 04590 0001

The flight crew may also manually arm a mode in advance, so that the AP/FD
intercepts a defined trajectory.
Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL. When
the capture or tracking conditions occur, the mode will change sequentially.

AP/FD MODE CAPTURE AND TRACKING (2)

HDG NAV
NAV

ALT HDG ALT LOC* ALT LOC


G/S LOC G/S G/S

NOF 01030 04591 0001

These logical mode changes occur, when the modes are armed. They appear
in blue on the FMA.

MODE REVERSIONS

GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are
designed to ensure coherent AP, FD, and A/THR operations, in conjunction with
flight crew input (or when entering a F-PLN discontinuity).
For example, a reversion will occur, when the flight crew:
. Changes the FCU ALT target in specific conditions

ENV A318/A319/A320/A321 FLEET FCTM Page 25 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

. Engages a mode on one axis, that will automatically disengage the associated
mode on the other axis
. Manually flies the aircraft with the FD on, but does not follow the FD orders,
which leads to the aircraft to the limits of the flight envelope.
Due to the unexpected nature of their occurrence, the FMA should be
closely-monitored for mode reversions.
FLIGHT CREW CHANGE OF FCU ALT TARGET u ACTIVE VERTICAL MODE
NOT POSSIBLE

FCU CHANGE RESULTING REVERSION TO VS MODE

DOWN, while in
OP CLB (CLB)
FCU ALT Target V/S (FPA)
Change While ALT *

UP, while in OP DES (DES)


NOF 01030 04592 0001

This reversion to the V/S (FPA) mode on the current V/S target does not modify
the pitch behaviour of the aircraft.
It is the flight crews responsibility to change it as required.
FLIGHT CREW HDG OR TRK MODE ENGAGEMENT u DISENGAGEMENT OF
ASSOCIATED MODE ON THE VERTICAL AXIS
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.
When the flight crew defines a F-PLN, the FMS considers this F-PLN as a whole
(lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:
. Along the LAT F-PLN (NAV APP NAV modes)
. Along the VERT F-PLN (CLB DES FINAL modes).
Vertical managed modes can only be used, if the lateral managed NAV mode is
used. If the flight crew decides to divert from the lateral F-PLN, the autopilot will
no longer guide the aircraft along the vertical F-PLN.
Therefore, in climb:

LATERAL MODE CHANGE AND VERTICAL MODE REVERSION

CLB NAV OP CLB HDG NAV


If HDG or TRK mode is
engaged,
CLB reverts to OP CLB NOF 01030 04593 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 26 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

In descent:

LATERAL MODE CHANGE AND VERTICAL MODE REVERSION

DES NAV
If HDG or TRK mode is
engaged, V/S HDG
FINAL APP
or
or APP NAV FINAL
The vertical mode reverts V/S TRK
to V/S
G/S LOC

NOF 01030 04594 0001

This reversion to V/S (FPA) mode on the current V/S target does not modify the
pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if
necessary.
THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY
NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the
aircraft reverts to HDG (or TRK) mode. On the vertical axis, the same reversion
(as the one indicated above) occurs.
THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND DOES
NOT FOLLOW THE FD PITCH ORDERS
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion
occurs. This reversion is effective, when the A/THR is in THRUST MODE (THR
IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS,
VMAX):

REVERSION TO SPEED MODE

ENV A318/A319/A320/A321 FLEET FCTM Page 27 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

FD ON If the flight crew FD OFF


pitches
THR IDLE OPEN DES The aircraft up, SPEED

THR IDLE DES And the speed SPEED


decreases
To VLS

A/THR REVERTS TO SPEED MODE

FD ON If the flight crew FD OFF


pitches
THR CLB OPEN CLB The aircraft down, SPEED

THR CLB CLB And the speed SPEED


increases
To VMAX

A/THR REVERTS TO SPEED MODE

NOF 01030 04595 0001


A/THR in SPEED mode automatically readjusts thrust to regain the target speed.
The FD bars will disappear, because they are not being followed by the PF.

TRIPLE CLICK

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0100-0102
0108 0115 0128-0131 0133 0144-0145 0155-0156 0184 0186-0188 0203 0214-0215 0220
0226-0228 0235-0237 0239 0244 0270 0278 0285-0287 0337 0352 0377 0491 0498 0509
0521 0529 0544 0598 0600 0608 0618 0625 0637 0644 0647 0660 0777 0796 0938 0985
0998 1000 1020 1025 1036 1133 1137 1150-1151 1189-1190 1201 1216 1267 1271 1299
1344 1387 1404 1415 1444 1449 1458 1471 1476 1478 1502 1505 1524 1616 1622
1640 1645 1658 1660 1677 1691 1699 1733 1794 1859 1873 1879 1885 1894 1900
1924 1928 1938-1939 1949 1952-1953 1967 1991 2015 2017 2019 2021 2023 2026 2028
2030 2032-2033 2035 2037 2039 2041 2043 2045 2047 2050-2053 2055 2057 2059-2060
2062 2064 2066-2067 2069 2071-2072 2074 2076-2103 2105-2136 2138-2142 2144-2156
2158-2224 2226-2241 2243-2247 2249-2251 2253-2310 2312-2380 2382-2390 2392-2471
2473-2487 2489-2562 2564-2598 2600-2702

The "triple click" is an aural alert. It is an attention-getter, designed to draw the


flight crews attention to the FMA.

ENV A318/A319/A320/A321 FLEET FCTM Page 28 of 29


OPERATIONAL PHILOSOPHY 01.030

FLIGHT CREW TRAINING MANUAL AP / FD / ATHR JUL 28/05

The PFD FMA highlights a mode change or reversion with a white box around
the new mode, and the pulsing of its associated FD bar.
The reversions, described in the previous paragraph, are also emphasized via
the triple click aural alert.
Note: The triple click also appears in the following, less usual, cases:
. SRS u CLB (OPCLB) reversion: If, the flight crew selects a speed on
the FCU
. The V/S selection is "refused" during ALT *: The flight crew pulls the
V/S knob, while in ALT*
. The V/S target is not followed, because the selected target is too high,
and leads to VMIN/VMAX.

ENV A318/A319/A320/A321 FLEET FCTM Page 29 of 29


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

PURPOSE OF THE ECAM

ALL

The Electronic Centralized Aircraft Monitoring (ECAM) system is a main


component of Airbus two-crewmember cockpit, which also takes the "dark
cockpit" and "forward-facing crew" philosophies into account.
The purpose of the ECAM is to:
. Display aircraft system information
. Monitor aircraft systems
. Indicate required flight crew actions, in most normal, abnormal and emergency
situations.
As the ECAM is available in most failure situations, it is a significant step in the
direction towards a paperless cockpit and the removal of memory items.

ALL

MAIN PRINCIPLES

INFORMATION PROVIDED WHEN NEEDED

One of the main advantages of the ECAM is that it displays applicable


information to the flight crew, on an "as needed" basis. The following outlines
the ECAMs operating modes:
. Normal Mode:
Automatically displays systems and memos, in accordance with the flight phase.
. Failure Mode:
Automatically displays the appropriate emergency/abnormal procedures, in
addition to their associated system synoptic.
. Advisory Mode:
Automatically displays the appropriate system synoptic, associated with a
drifting parameter.
. Manual Mode:

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

Enables the flight crew to manually select any system synoptic via the ECAM
Control Panel (ECP).
Most warnings and cautions are inhibited during critical phases of flight (T/O
INHIBIT LDG INHIBIT), because most system failures will not affect the aircrafts
ability to continue a takeoff or landing.

FAILURE LEVELS

The ECAM has three levels of warnings and cautions. Each level is based on
the associated operational consequence(s) of the failure. Failures will appear in
a specific color, according to defined color-coding system, that advises the flight
crew of the urgency of a situation in an instinctive, unambiguous manner. In
addition, Level 2 and 3 failures are accompanied by a specific aural warning: A
Continuous Repetitive Chime (CRC) indicates a Level 3 failure, and a Single
Chime (SC) indicates a Level 2 failure.

Failure Level Priority Color Aural Recommended Crew


Coding Warning Action
Level 3 Safety Red CRC Immediate
Level 2 Abnormal Amber SC Awareness, then
action
Level 1 Degradation Amber None Awareness, then
Monitoring

When there are several failures, the FWC displays them on the Engine Warning
Display (E/WD) in an order of priority, determined by the severity of the
operational consequences. This ensures that the flight crew sees the most
important failures first.

FEEDBACK

The ECAM provides the flight crew with feedback, after action is taken on
affected controls:
. The System Synoptic:
Displays the status change of affected components.
. The Memo:
Displays the status of a number of systems selected by the flight crew (e.g.
anti ice).
. The Procedures:
When the flight crew performs a required action on the cockpit panel, the
ECAM usually clears the applicable line of the checklist (except for some
systems or actions, for which feedback is not available).

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

The ECAM reacts to both failures and pilot action.

ECAM HANDLING

ALL

Task sharing is essential to effective ECAM operation, particularly in the case of


abnormal operations.

NORMAL OPERATIONS

On ground, the ECAM MEMO is reviewed for feedback on temporarily-selected


items (e.g. SEAT BELTS/IGNITION/ENG A/I), and to check whether IRs are
aligned. If alignment is not complete, the time remaining will be displayed. It is,
therefore, not necessary to refer to the OVHD panel.
In cruise, the main systems should periodically be reviewed during flight (ENG,
BLEED, ELEC AC/DC, HYD, FUEL, F/CTL), to ensure that they are operating
normally, and to detect any potential problem in advance.
The ECAM MEMO must be included in the instrument review. In cruise, in most
of the cases, it should be blank. It helps to make the flight crew aware of any
system that a flight crewmember temporarily selected, but forgot to deselect.
An STS label, displayed at the bottom of the E/WD, indicates that there is a
STATUS to be reviewed. Therefore, when a C/L calls for STATUS review, press
STS, only if the label appears.
If there is an STS at engine shutdown, it will pulse at the bottom of the E/WD. If
this is the case, the STATUS page should be reviewed for help in completing the
technical log.

ADVISORY MODE

The flight crewmember that first notices an advisory announces: "ADVISORY on


XYZ system". Then, the PF requests the PNF to review the drifting parameter. If
time permits, the PNF may refer to the QRH Part 2, containing recommended
actions in various advisory situations.

FAILURE MODE

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

TASK SHARING RULES

When the ECAM displays a warning or a caution, the first priority is to ensure
that a safe flight path is maintained. The successful outcome of any ECAM
procedure depends on: Correct reading and application of the procedure,
effective task sharing, and conscious monitoring and crosschecking.
It is important to remember that:
. The PFs task is to fly the aircraft, navigate, and communicate.
. The PNFs task is to manage the failure, on PF command.
The PF usually remains the PF for the entire flight, unless the Captain decides
to take control.
When the PF announces: "I have control & communication", the PNF confirms:
"You have control & communication".
The PF will then control the aircrafts flight path, speed, configuration, and
engines. The PF will also manage navigation and communication, and initiate the
ECAM actions to be performed by the PNF, and check that the actions are
completed correctly.
The PNF has a considerable workload: Managing ECAM actions and assisting
the PF on request. The PNF reads the ECAM and checklist, performs ECAM
actions on PF command, requests PF confirmation to clear actions, and performs
actions required by the PF. The PNF never touches the thrust levers, even if
requested by the ECAM.
Some selectors or pushbuttons (including the ENG MASTER switch, FIRE
pushbutton, IR, IDG and, in general, all guarded switches) must be completely
crosschecked by both the PF and PNF, before they are moved or selected, to
prevent the flight crew from inadvertently performing irreversible actions.
To avoid mistakes in identifying the switches, Airbus overhead panels are
designed to be uncluttered. When the ECAM requires action on overhead panel
pushbuttons or switches, the correct system panel can be identified by referring
to the white name of the system on the side of each panel. Before performing
any action, the PNF should keep this sequence in mind: "System, then
procedure/selector, then action" (e.g. "air, crossbleed, close"). This approach,
and announcing an intended selection before action, enables the PNF to keep
the PF aware of the progress of the procedure.
It is important to remember that, if a system fails, the associated FAULT light on
the system pushbutton (located on the overhead panel) will come on in amber,
and enable correct identification.
When selecting a system switch or pushbutton, the PNF should check the SD to
verify that the selected action has occurred (e.g. closing the crossbleed valve
should change the indications that appear on the SD).

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

GENERAL OVERVIEW OF ASSIGNED ACTIONS

PF PNF

First pilot who notices:


MASTER CAUTION/MASTER WARNING ....... RESET
ANNOUCE ................................ "TITLE OF FAILURE"

FLIGHT THE AIRCRAFT


ECAM .............................. CONFIRM (1)
ORDER ................. ECAM ACTION (2)

(3)
ECAM ACTIONS .................. PERFORM
REQUEST ...... CLEAR "name of SYS"?
ECAM ACTION COMPLETE .... CHECK
CONFIRM .................................. CLEAR ECAM ........................................ CLEAR
(4)
SYSTEM PAGE .................... ANALYSE
REQUEST ...... CLEAR "name of SYS"?
CONFIRM .................................. CLEAR SYSTEM DISPLAY .................... CLEAR

ANNOUNCE .......................... STATUS?


CONFIRM .......................... STATUS (5) STATUS ....................................... READ
REQUEST ................. CLEAR STATUS?
CONFIRM ................... CLEAR STATUS STATUS ............................... CLEAR (6)
ANNOUNCE .............. ECAM ACTIONS
COMPLETED

SITUATION ASSESMENT/DECISION

NOF 01040 04114 0001


1. The PNF should review the associated SD to analyze and confirm the failure,
prior to taking any action, and should bear in mind that the sensors used for
the SD are different from the sensors that trigger failure.
2. In case of a failure during takeoff or go-around, ECAM actions should be
delayed until the aircraft reaches approximately 400 feet, and is stabilized on
a safe trajectory. This is an appropriate compromise between stabilizing the
aircraft and delaying action.
3. When the ECAM displays several failures, the sequence (action, then request
and confirmation, before clearance) should be repeated for each failure.
When all necessary actions are completed, amber messages and red titles will
no longer appear on the E/WD.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

4. When the ECAM displays several system pages, the sequence (request and
confirmation before clearance) should be repeated for each system page.
5. The PF may call out "STOP ECAM" at any time, if other specific actions must
be performed (normal C/L, application of an OEB, or performing a computer
reset). When the action is completed, the PF must call out: "CONTINUE
ECAM".
6. When the flight crew selects CONF 1 for approach, or sets QNH (QFE) during
descent (when APPR C/L should be requested), the SD automatically displays
the STATUS. The STS should be carefully reviewed, and the required
procedure applied.
7. When ECAM actions have been completed, and the ECAM status has been
reviewed, the PNF may refer to the FCOM procedure for supplementary
information, if time permits. However, in critical situations the flight should not
be prolonged only to consult the FCOM.

IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE


PROCEDURE

If an ECAM warning disappears, while a procedure is being applied, the warning


can be considered no longer applicable. Application of the procedure can be
stopped.
For example, during the application of an engine fire procedure, if the fire is
successfully extinguished with the first fire extinguisher bottle, the ENG FIRE
warning disappears, and the procedure no longer applies. Any remaining ECAM
procedures should be performed as usual.

SOME ADDITIONAL REMARKS


. There are very few memory items:
-- Emergency descent initiation
-- First reaction, in case of an unreliable speed indication
-- Loss of braking
-- Windshear (reactive and predictive)
-- EGPWS and GPWS
-- TCAS
. LAND ASAP:
-- RED LAND ASAP:
If an emergency procedure causes LAND ASAP to appear in red on the
ECAM, the crew should land at the nearest suitable airport.
-- AMBER LAND ASAP:
If an abnormal procedure causes LAND ASAP to appear in amber on the
ECAM, the crew should consider the seriousness of the situation and the
selection of a suitable airport

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

. OEB Reminder
Some Operational Engineering Bulletins (OEBs) contain information that may
impact flight crew action, in the event of a system failure. OEBs are filed in
the QRH.
If the OEB reminder function is activated for an ECAM warning/caution, the
ECAM will display the : "Refer to QRH Proc" line, when necessary. This line
may appear instead of the procedure, or it may be added to the ECAM
STATUS.
In such failure cases, the flight crew should refer to the applicable procedure
in the QRH.
. Some procedures require reference to the QRH

IN CASE OF AN ECAM SYSTEM FAULT

DISPLAY UNIT FAILURE

If one ECAM screen fails, the remaining one will display the E/WD. However, in
such a case, if a failure or advisory occurs, the system or status page are not
displayed automatically. The PNF can display a system synoptic on the remaining
display unit, by pressing the assigned system pushbutton on the ECP. The
synoptic will appear, as long as the pushbutton is pressed.
Therefore, in the case of an advisory and/or failure (indicated by an ADV flag
that pulses in white on the bottom of the E/WD), the PNF must call up the
affected system synoptic, by pressing the related pushbutton.
To review two or three pages of status messages: The PNF should release the
STS pushbutton for less than two seconds, then press and hold it again.
A double ECAM screen configuration can be recovered using the ECAM/ND
switching selector:
. If the Captain is the PNF, the switch should be set to "CPT".
. If the First Officer is the PNF, the switch should be set to "F/O".
The applicable ND screen will then display the second ECAM image.

DMC FAILURES

In case all of the ECAM DMC channels fail, each flight crewmember may display
the engine standby page on their respective ND (generated by the DMCs EFIS
channel).

ECP FAILURE

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

In the case of an ECP failure, the CLR, RCL, STS, ALL and EMER CANCEL
keys will continue to operate, because they are hardwired to the FWC/DMC.
Therefore, the "ALL" key can be used to scroll all SD pages and display the
desired one (by releasing the key, when the desired SD page appears).

FLUCTUATING CAUTION

Any fluctuating caution can be deleted with the EMER CANCEL pushbutton.
When pressed, the EMER CANCEL pushbutton deletes both the aural alert, and
the caution for the remainder of the flight. This is indicated on the STATUS
page, by the "CANCELLED CAUTION" title. Any caution messages that have
been inhibited via the EMER CANCEL pushbutton can be recalled by pressing
and holding the RCL key for more than three seconds.
The EMER CANCEL pushbutton inhibits any aural warning that is associated
with a red warning, but does not affect the warning itself.

ALL

USE OF SUMMARIES

GENERAL

Summaries consist of QRH procedures, and are designed to assist the flight
crew to manage applicable actions, in the event of an EMER ELEC CONFIG or
a dual hydraulic failure.
In any case, ECAM actions should be applied first (actions and STATUS
review). The PNF should refer to the applicable QRH summary, only after
announcing: "ECAM ACTIONS COMPLETED".
When a failure occurs, and after performing the ECAM actions, the PNF should
refer to the "CRUISE" section of the summary, to determine the landing distance
coefficient. Due to the fact that normal landing distances also appear on this
page, the PNF can compute the landing distance with the failure, and decide
whether or not to divert.

APPROACH PREPARATION

As usual, approach preparation includes a review of the ECAM STATUS.

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

After reviewing the STATUS, the PNF should refer to the "CRUISE" section of
the summary, to determine the VREF correction, and compute the VAPP.
This assumes that the PNF is aware of the computation method, and uses the
VREF displayed on the MCDU (with the updated destination). The summary
provides a VREF table, in the event that failure results in the loss of the MCDU.
The LANDING and GO-AROUND sections of the summary should be used for
the approach briefing.

APPROACH

To perform the APPR PROC, the APPROACH section of the summary should be
read (mainly because of the flap extension procedure, that does not entirely
appear on the ECAM).
This assumes that the recommendations, provided in this part of the summary are
sufficient for understanding, and that it will not be necessary for the flight crew to
consult the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure.
The PNF should then review the ECAM STATUS, and check that all the APPR
PROC actions have been completed.

SEQUENCE

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 10


OPERATIONAL PHILOSOPHY 01.040

FLIGHT CREW TRAINING MANUAL ECAM JUL 28/05

QRH SUMMARY
E/WD CRUISE
PROC 3 Decision

1 5 Vapp

In cruise
APPR
SD
Approach 7
2 preparation
STATUS
4
LANDING
8
Approach 6
Briefing
GO AROUND

NOF 01040 04115 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 10


NORMAL OPERATIONS 02.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

02.010 GENERAL
-- INTRODUCTION 1
-- USE OF NORMAL CHECK LIST 1
-- COMMUNICATION 2

02.020 PRE START


-- MEL 1
-- HANDLING OF MAINTENANCE MESSAGES ON ECAM 3
STATUS PAGE
-- SECURED AND TRANSIT STOP 4
-- SAFETY EXTERIOR INSPECTION 4
-- PRELIMINARY COCKPIT PREPARATION 5
-- EXTERIOR INSPECTION 5
-- ADIRS INITIALIZATION 6
-- COCKPIT PREPARATION 10
-- MISCELLANEOUS 24

02.030 START
-- ENGINE AUTO START 1
-- AVERAGE IDLE ENGINE PARAMETERS 3
-- ENGINE START MALFUNCTION 6
-- MANUAL ENGINE START 6
-- TAILPIPE FIRE 6
-- ENGINES WARM UP PERIOD 7
-- AFTER START FLOW PATTERN 7

02.040 TAXI
-- POWERPUSH 1
-- TAXI ROLL AND STEERING 2
-- FIGURES 6
-- BRAKE CHECK 12
-- CARBON BRAKE WEAR 12
-- TAXI SPEED AND BRAKING 13
-- BRAKE TEMPERATURE 13

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 6


NORMAL OPERATIONS 02.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

-- BRAKING ANOMALIES 14
-- FLIGHT CONTROL CHECK 15
-- TAKE-OFF BRIEFING CONFIRMATION 16
-- TAXI WITH ONE ENGINE SHUTDOWN 16
-- MISCELLANEOUS 18
-- BEFORE TAKE-OFF FLOW PATTERN 19

02.050 TAKEOFF
-- THRUST SETTING 2
-- TAKE-OFF ROLL 7
-- TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER 7
LIFT-OFF
-- ROTATION 8
-- AIRCRAFT GEOMETRY 8
-- TAIL STRIKE AVOIDANCE 12
-- CROSSWIND TAKE-OFF LIMITATIONS 15
-- AP ENGAGEMENT 15
-- VERTICAL PROFILE 15
-- LATERAL PROFILE 16
-- THRUST REDUCTION ALTITUDE 17
-- ACCELERATION ALTITUDE 17
-- TAKE-OFF AT HEAVY WEIGHT 18
-- IMMEDIATE TURN AFTER TAKE-OFF 19
-- LOW ALTITUDE LEVEL-OFF 19
-- NOISE ABATEMENT TAKE-OFF 19

02.060 CLIMB
-- GENERAL 1
-- AP/FD CLIMB MODES 1
-- SPEED CONSIDERATIONS 5
-- VERTICAL PERFORMANCE PREDICTIONS 7
-- LATERAL NAVIGATION 7
-- 10.000 FT FLOW PATTERN 7

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 6


NORMAL OPERATIONS 02.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

02.070 CRUISE
-- PREFACE 1
-- FMS USE 2
-- FMS USE: MISCELLANEOUS 6
-- COST INDEX 9
-- SPEED CONSIDERATIONS 10
-- ALTITUDE CONSIDERATIONS 12
-- STEP CLIMB 14
-- EFFECT OF ALTITUDE ON FUEL CONSUMPTION 17
-- FIGURES 18
-- FUEL MONITORING 22
-- FUEL TEMPERATURE 22
-- APPROACH PREPARATION 23
-- APPROACH BRIEFING 25

02.080 DESCENT
-- PREFACE 1
-- COMPUTATION PRINCIPLES 1
-- GUIDANCE AND MONITORING 2
-- MODE REVERSION 7
-- DESCENT CONSTRAINTS 9
-- 10.000 FT FLOW PATTERN 10

02.090 HOLDING
-- PREFACE 1
-- HOLDING SPEED AND CONFIGURATION 1
-- IN THE HOLDING PATTERN 1

02.100 APPROACH GENERAL


-- PREFACE 1
-- INITIAL APPROACH 2
-- INTERMEDIATE APPROACH 7
-- FINAL APPROACH 11

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 6


NORMAL OPERATIONS 02.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

-- VAPP 14
-- GROUND SPEED MINI 17

02.110 ILS APPROACH


-- PREFACE 1
-- INITIAL APPROACH 1
-- INTERMEDIATE APPROACH 4
-- FINAL APPROACH 5
-- ILS RAW DATA 6

02.120 NON PRECISION APPROACH


-- PREFACE 1
-- APPROACH STRATEGY 1
-- LIMITATIONS 1
-- INITIAL APPROACH 2
-- INTERMEDIATE APPROACH 6
-- FINAL APPROACH 13
-- REACHING THE MINIMA 16
-- LOC ONLY APPROACH 16
-- LOC BACK COURSE APPROACH 17

02.130 CIRCLING APPROACH


-- PREFACE 1
-- APPROACH PREPARATION 1
-- FINAL INSTRUMENT APPROACH 2
-- CIRCLING APPROACH 2

02.140 VISUAL APPROACH


-- INITIAL APPROACH 1
-- INTERMEDIATE/FINAL APPROACH 3

02.150 PRECISION APPROACH


-- GENERAL 1
-- DEFINITION 1

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 6


NORMAL OPERATIONS 02.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

-- FLIGHT PREPARATION 3
-- APPROACH PREPARATION 3
-- APPROACH PROCEDURE 5
-- FAILURE AND ASSOCIATED ACTIONS 8
-- AUTOLAND IN CAT 1 OR BETTER WEATHER 8
CONDITIONS

02.160 LANDING
-- PREFACE 1
-- MAIN GEAR CLEARANCE 1
-- FLARE 3
-- LANDING CROSSWIND LIMITATIONS 4
-- CALL OUT 5
-- DEROTATION 6
-- ROLL OUT 7
-- BRAKING 7
-- FACTORS AFFECTING LANDING DISTANCE 11
-- CLEARANCE AT TOUCH DOWN 13
-- TAIL STRIKE AVOIDANCE 17

02.170 GO AROUND
-- PREFACE 1
-- CONSIDERATIONS ABOUT GO-AROUND 1
-- AP/FD GO-AROUND PHASE ACTIVATION 2
-- GO-AROUND PHASE 4
-- ENGINES ACCELERATION 7
-- LEAVING THE GO-AROUND PHASE 7
-- REJECTED LANDING 8

02.180 TAXI IN
-- BRAKE FANS (IF INSTALLED) 1
-- BRAKE TEMPERATURE 2
-- ENGINES COOLING PERIOD 4
-- TAXI WITH ONE ENGINE SHUTDOWN 4

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 6


NORMAL OPERATIONS 02.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

-- AFTER LANDING FLOW PATTERN 4

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 6


NORMAL OPERATIONS 02.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

INTRODUCTION

ALL

The NORMAL OPERATIONS Chapter outlines the techniques that should be


applied for each flight phase, in order to optimize the use of Airbus aircraft.
This chapter must be read in parallel with the FCOM, which provides normal
procedures, and their associated tasksharing, callouts, and checklists.
All of these flying techniques are applicable to normal conditions.
Other techniques applicable to adverse weather conditions, are addressed in the
ADVERSE WEATHER section of Chapter 4.
There are flow patterns at the end of some flight phases to indicate where the
actions are to be performed. All flight crewmembers must apply the flow patterns,
to ensure that the flight crew performs the actions necessary for a specific flight
phase, before completing an applicable checklist.

USE OF NORMAL CHECK LIST

ALL

Airbus NORMAL CHECKLIST takes into account ECAM information, and includes
only those items that can directly impact flight safety and efficiency, if actions are
not correctly performed. These checklists are of a "non-action" type (i.e. all actions
should be completed from memory before the flight crew performs the checklist).
The NORMAL CHECKLIST includes eight flight phases. The BEFORE START,
BEFORE TAKEOFF, and AFTER TAKEOFF checklists are divided in two
sections: The "Down to the Line" section, and the "Below the Line" section. This
format is designed to help flight crews to manage the workload.
For example, the "BEFORE START - Down to the Line" checklist may be called
out, as soon as the Load and Trim Sheet is available and takeoff data is set. On
the other hand, the "BEFORE START - Below the Line" checklist may called out
after obtaining start-up clearance.
The Pilot Flying (PF) requests the NORMAL CHECKLIST, and the Pilot Non
Flying (PNF) reads it. The checklist actions are referred to as
"challenge/response"-type actions. The PF "responds" to the "challenge" only
after checking the configuration.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 3


NORMAL OPERATIONS 02.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

If the configuration does not correspond to the checklist response, the PF must
take corrective action before "responding" to the "challenge". If corrective action
is not possible, then the PF must modify the response to reflect the real situation
(with a specific answer). When necessary, the other flight crewmember must
crosscheck the validity of the response. The challenger (PNF) waits for a
response before proceeding with the checklist. For the checklist items that are
identified as "AS RQRD", the response should correspond to the real condition
or configuration of the system.
The PNF must announce "LANDING CHECKLIST COMPLETED", after reading
and completing the checklist.

COMMUNICATION

ALL

EMERGENCY CALL

Some abnormal/emergency procedures require flight and cabin crews to use


specific phraseology when communicating with each other. To ensure effective
communication between the flight and cabin crews, the standard phraseology
may be recalled at the preflight phase.

FROM TO PHRASEOLOGY REMARKS


cockpit cabin "PURSER TO COCKPIT, The Purser, or any other cabin
PLEASE" (PA) crewmember, must go to the
cockpit
Cabin Cockpit EMER CALL or PRIO Any crew member can make
CAPTAIN (INT) such a call. The cockpit crew
must reply.
cockpit cabin ATTENTION CREW! AT An emergency evacuation may
STATIONS (PA) soon be required.
cockpit cabin CABIN CREW and The captain decides that an
PASSENGERS REMAIN evacuation is not required
SEATED (PA)
cockpit cabin PASSENGERS The captain orders an
EVACUATE (PA) immediate evacuation.

CROSS-COCKPIT COMMUNICATION

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 3


NORMAL OPERATIONS 02.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

The term "cross-cockpit communication" refers to communication between the PF


and the PNF. This communication is vital for any flight crew. Each time one flight
crewmember adjusts or changes information and/or equipment on the flight deck,
the other flight crewmember must be notified, and an acknowledgement must be
obtained.
Whenever cross-cockpit communication is used, standard phraseology is essential
to ensure effective crew communication. The phraseology should be concise and
exact. It is defined in FCOM 3.03.90.
Such adjustments and changes include:
. FMGS alterations
. Changes in speed or Mach
. Tuning navigation aids
. Flight path modifications
. System selections (e.g. anti-ice system).
When using cross-cockpit communication, standard phraseology is essential to
ensure effective flight crew communication. This phraseology should be concise
and exact, and is defined in the FCOM 3.04.90.
The flight crew must use the headset:
. From the ENGINE START phase until the TOP OF CLIMB phase
. From The TOP OF DESCENT phase until the aircraft is parked.

STERILE COCKPIT RULE

When the aircraft is below 10 000 feet, any conversation that is not essential
should be avoided: This includes conversations that take place in the cockpit, or
between the flight and cabin crewmembers. It is important to adhere to this
policy, in order to facilitate communication between both of the flight crew, and to
ensure the effective communication of emergency or safety-related information,
between flight and cabin crew members.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 3


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

MEL

ALL

GENERAL

The Master Minimum Equipment List (MMEL) is published by the aircraft


manufacturer. It is a certified document that enables an aircraft to be dispatched,
with some equipment, or functions inoperative. Some limitations, operational
procedures and/or maintenance procedures may have to be performed. The
Minimum Equipment List (MEL) is published by the operator, and approved by
local authorities. It must be at least as restrictive as MMEL. The MMEL cannot
be used to replace the MEL.
Aircraft can be dispatched with one, or more, secondary airframe part/parts
missing. In this case, the flight crew must refer to the Configuration Deviation
List (CDL), in the Aircraft Flight Manual.

ATA 100 FORMAT

All items/equipment listed in the MEL are identified using the Air Transport
Association (ATA) format. The ATA is the official reference for the classification of
aircraft systems and/or functions. The aircraft systems/functions are classified with
six digits. For example, 21-52-01 refers to:
21: ATA 21: Air conditioning
52: Air-cooling system
01: Air conditioning pack

MEL DESCRIPTION

The MEL has four parts:


. ECAM warnings/ MEL entry
. List of items that may be inoperative for dispatch
. Associated operational procedures
. Associated maintenance procedures

MEL OPERATIONAL USE

The MEL usually applies to revenue flights, and should be consulted before taxi
out. If a failure occurs during taxi out, and before the take off roll starts, the

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

decision to continue the flight is subject to pilot judgment and good airmanship.
The Captain may consult the MEL before deciding to continue the flight
(particularly if the failure has an effect on the takeoff performance).
During preliminary cockpit preparation, the flight crew must press the RCL P/B,
for at least 3 seconds, in order to recall any previous cautions or warnings that
have been cleared or cancelled. The flight crew should consult the technical
logbook to confirm that the indications are compatible with the MEL.
A failure may occur if a Circuit Breaker (C/B) disengages. When on ground, do
not re-engage any fuel pump C/Bs. The flight crew may re-engage any other
tripped C/Bs, provided that the action is coordinated with the maintenance team,
and the cause of the tripped C/B is identified.
The MMEL section 0 is called ECAM Warnings/MMEL Entry. The purpose of this
section is to help the flight crew to determine the MMEL entry point, when an
ECAM caution/warning message triggers. The ECAM Warnings/MMEL Entry
section provides the relationship between the ECAM caution/warnings, and MMEL
items, if applicable.
If a failed item does not appear in the MEL, it is not possible to dispatch the
aircraft. However, items that do not affect the airworthiness of the aircraft, such
as galley equipment, entertainment systems, or passenger convenience items, do
not appear in the MEL: The dispatch applicability of these items is not relevant
to the MEL.
In most cases, if the failed item appears in the MEL, the dispatch of the aircraft
is authorized, provided that all dispatch conditions are fulfilled:
. Check the rectification time interval has not expired
. Consider location and, where repair is possible
. (*) Means that an INOP placard is required
. (O) Means that a specific operational procedure or limitation is required (Refer
to MEL chapter 2)
. (M) Means that a specific maintenance procedure is required.
When the MEL requires both maintenance and operational procedures, the
maintenance procedures must be performed before applying the operational
procedures.

MMEL SYMBOL

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

MASTER MINIMUM EQUIPMENT LIST 0122 P7


A318/319/320/321
MASTER MINIMUM EQUIPMENT LIST AUTO FLIGHT SEQ 001 REV 27
1 . SYSTEM AND SEQUENCE NUMBERS 2 . RECTIFICATION INTERVAL
3 . NUMBER INSTALLED
4 . NUMBER REQUIRED FOR DISPATCH
ITEM 5 . REMARKS OR EXCEPTIONS

8201 Multipurpose Control C 1 * MCDU 1 or MCDU 2 must be operative.


Display Unit (MCDU)

8301 FMGC C 2 1 * (o) Except for ER operations, one may


be inoperative.
Refer to 221001, and
Refer to 221002, and
Refer to 227201.

8302 FMA Indication on PFD


AI AP related Indication C 1 a) One or more indications may be
imperative on one FMA.

or

C b) Except for ER operations, one or

These symbols indicate requirements for a specific procedure:


(m) maintenance,
(o) operational,
(*) requires a placard in the cockpit.

NOF 02020 04150 0001

If some items are mandatory for ETOPS dispatch, "ER" (Extended Range) is
added. However, mandatory items for CAT2, CAT3 operations, RNP, and RVSM
may not be referred to. (Refer to Flight Manual or FCOM).

HANDLING OF MAINTENANCE MESSAGES ON ECAM STATUS PAGE

MSN 0006 0008 0011 0017-0018 0039 0042 0087-0088 0103 0120 0132 0163-0164
0168-0169 0174-0175 0179 0189 0193 0210 0221-0222 0225 0230-0232 0247 0257-0259
0271 0279-0280 0283-0284 0294 0299 0301-0302 0305 0308-0309 0313-0314 0338 0343-0345
0347 0349 0354 0357 0373 0376 0386 0391 0405 0407 0411

Dispatch with maintenance message displayed on ECAM STATUS page is


allowed without specific conditions except for:
. BLUE RSVR: Refer to MEL 29-00-01
. AIR BLEED: Refer to MEL 36-00-01.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0038 0040-0041 0043-0086 0089-0102 0104-0119
0121-0131 0133-0162 0165-0167 0170-0173 0176-0178 0180-0188 0190-0192 0194-0209
0211-0220 0223-0224 0226-0229 0233-0246 0248-0256 0260-0270 0272-0278 0281-0282
0285-0293 0295-0298 0300 0303-0304 0306-0307 0310-0312 0315-0337 0339-0342 0346 0348
0350-0353 0355-0356 0358-0372 0375 0377-0385 0387-0390 0392-0404 0406 0408-0410
0412-2702

Dispatch with maintenance message displayed on ECAM STATUS page is


allowed without specific conditions except for:
. AIR BLEED: Refer to MEL 36-00-01.

SECURED AND TRANSIT STOP

ALL

If the last checklist performed by the flight crew is SECURING THE AIRCRAFT
C/L, the aircraft is in SECURED STOP. After a SECURED STOP, the flight crew
must perform all items in the Standard Operations Procedure (SOP), for the next
flight.
If the last checklist performed by the flight crew is PARKING C/L, the aircraft is
in TRANSIT STOP.
After a TRANSIT STOP, items indicated by (*), are the only steps to be
completed for TRANSIT PREPARATION. i.e. PRELIMINARY COCKPIT
PREPARATION, EXTERIOR INSPECTION, and COCKPIT PREPARATION.

SAFETY EXTERIOR INSPECTION

ALL

Safety exterior inspection is performed to ensure that the aircraft and its
surroundings are safe for operations. Items that should be checked include:
. Chocks in place
. Doors status
. Ground mechanic present

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

. Aircraft environment

PRELIMINARY COCKPIT PREPARATION

ALL

OBJECTIVES

The objectives of the preliminary cockpit preparation are:


. To ensure that all safety checks are performed before applying electrical power:
-- The RCL pb is pressed for at least 3 seconds to display the cautions and
warnings from the previous flight.
-- The technical logbook and MEL are checked at this stage.
. To check the liquid levels i.e. oil, hydraulic and oxygen pressure using
-- The HYD pb is pressed to check the hydraulic level
-- The ENG pb is pressed to check engine oil level (Refer to FCOM 3.03.04)
-- The DOOR pb is pressed, to check the oxygen pressure level
. To check the position of surface control levers e.g. slats/flaps, parking brake.

OXYGEN

The ECAM S/D DOOR page displays the oxygen pressure. When the oxygen
pressure is below a defined threshold, an amber half box highlights the value.
This advises the flight crew that the bottle should be refilled. The flight crew
should refer to the minimum flight crew oxygen pressure that is provided in the
FCOM 3.01.35. The prolonged dispatch of the aircraft in such condition is not
recommended.

EXTERIOR INSPECTION

ALL

Standard Operating Procedures (SOP) outline the various elements that the flight
crew must review in greater detail. The objectives of the exterior inspection are:

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

. To obtain a global assessment of the aircraft status. Any missing parts or


panels will be checked against the Configuration Deviation List (CDL) for
possible dispatch and any potential operational consequences.
. To ensure that main aircraft surfaces are in adequate position relative surface
control levers.
. To check that there are no leaks e.g. engine drain mast, hydraulic lines.
. To check the status of the essential visible sensors i.e. AOA, pitot and static
probes.
. To observe any possible abnormalities on the landing gear status:
-- Wheels and tires status (cut, wear, cracks)
-- Safety pins are removed
-- Brakes status (Brake wear pin length with parking brake ON)
-- Length of oleo. Any difference between the two main landing gears shall be
reported.
. To observe any possible abnormality on the engines:
-- Fan blades, turbine exhaust, engine cowl and pylon status
-- Access door closed

ADIRS INITIALIZATION

MSN 0002-2276 2278-2287 2289-2295 2297-2334 2336-2340 2342-2361 2363-2382 2384-2395


2397-2403 2405-2413 2415-2430 2432-2451 2453-2466 2469-2702

ALIGNMENT: Gyro and altimeters get ready for


NAV computation
2 steps

INITIALIZATION: Navigation starting point is set


NOF 02020 04153 0001

ALIGNMENT

At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to
NAV, in order to start alignment.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

The alignment takes approximately 10 minutes, and must be completed before


pushback (before any aircraft movement).
In transit:
ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual
ground speed greater than 5 kt.
In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting
all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment
takes approximately one minute. It involves setting the ground speed to 0, and
updating the IRS position to the position of the coordinates on the INITA page
(usually airport reference coordinates).
A complete re-alignment is only recommended for Long-range flights, especially if
flown outside radio NAVAID coverage with Aircraft not equipped with GPS.

INITIALIZATION

The F-PLN origin airport coordinates are extracted from the FMS database.
These coordinates appear on the MCDU INITA page, and are normally used for
initialization. They are the airport reference coordinates.
If a high navigation performance is desired, (i.e. for long-range flights without
GPS and without radio navigation updates, or if low RNP operation is expected),
the crew should adjust the airport reference coordinates to the gate coordinates,
provided that this data is published or available on board. In this case, the flight
crew should use the slew keys successively for Latitude and Longitude, instead
of inserting the coordinates on the scratchpad, (in order to avoid errors).
When performing the BEFORE START C/L, the flight crew will check that the
IRS IN ALIGN ECAM MEMO no longer appears, to indicate that the ADIRS are
in NAV mode.
The crew will check on the POSITION MONITOR page, that the distance
between IRS and FMS position is lower than 5NM. This will permit to detect any
gross error for IRS initialization, which is not visible as long as GPS PRIMARY is
available.
Checking runway and SID display on the ND in comparison with the aircraft
symbol representing the aircraft present position, (ARC or NAV mode, range 10
NM) during taxi, is a good way to check the global consistency of FMGS entries
(Position and flight plan).

"RESET IRS TO NAV" MCDU MESSAGE

When the ADIRS are in NAV mode, and new origin airport coordinates are
inserted, the RESET IRS TO NAV message triggers.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

This occurs in transit, when the flight crew enters a new CO-RTE, or enters a
new FROM-TO city pair on the INIT A page, and does not re-align the ADIRS.
In this case, check the coordinates on the INITA page and compare them with:
. The coordinates of the origin airport, that are provided on the Airport chart, in
order to detect a possible error in airport entry
. The ADIRS position (IRS monitor page).
In most cases the ADIRS position and the airport position do not differ
significantly. Therefore, the message may be cleared without realigning the IRSs.

MSN 2277 2288 2296 2335 2341 2362 2383 2396 2404 2414 2431 2452 2467-2468

ALIGNMENT: Gyro and altimeters get ready for


NAV computation
2 steps

INITIALIZATION: Navigation starting point is set


NOF 02020 04155 0001

ALIGNMENT

At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to
NAV, in order to start alignment.
The alignment takes approximately 10 minutes, and must be completed before
pushback (before any aircraft movement).
In transit:
ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual
ground speed greater than 5 kt.
In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting
all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment
takes approximately one minute. It involves setting the ground speed to 0, and
updating the IRS position to the position of the coordinates on the INITA page
(usually airport reference coordinates).

INITIALIZATION

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

The ADIRS are automatically initialized at the GPS position. These GPS
coordinates are displayed on the MCDU INIT A page, in replacement of the
airport reference coordinates, after the pilot entered the FROM-TO city pair.
When performing the BEFORE START C/L, the crew will check that the IRS IN
ALIGN ECAM MEMO has disappeared, as a confirmation that the ADIRS are in
NAV mode.
Checking runway and SID display on the ND in comparison with the aircraft
symbol representing the aircraft present position, (ARC or NAV mode, range 10
NM) during taxi, is a good way to check the global consistency of FMGS entries
(Position and flight plan).

"RESET IRS TO NAV" MCDU MESSAGE

When the ADIRS are in NAV mode, and new origin airport coordinates are
inserted, the RESET IRS TO NAV message triggers.
This occurs, in transit, when the crew performs a fast alignment, since this fast
alignment is usually completed before the crew enters the FROM-TO city pair.
Check the validity of the IRS initialization, before clearing this message.

COCKPIT PREPARATION

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

FLOW PATTERN

The scan pattern varies, depending on the pilot status, i.e PF, PNF, CM1, or
CM2, and the areas of responsibility:
1. Overhead panel: Extinguish any white lights (PF)
2. FMGS programming (PF)
3. Glare shield, ECP (CM1/2) and FCU (PF)
4. Lateral console (CM1/2)
5. Centre instrument panel and pedestal (PF)

COCKPIT PREPARATION FLOW PATTERN

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

switch off all white lights 1


3

2
0

5
NOF 02020 04156 0001

FMGS PROGRAMMING
FMGS programming involves inserting navigation data, then performance data. It
is to be noted that:
. Boxed fields must be filled
. Blue fields inform the crew that entry is permitted
. Green fields are used for FMS generated data, and cannot be changed
. Magenta characters identify limits (altitude, speed or time), that FMS will
attempt to meet
. Yellow characters indicate a temporary flight plan display
. Amber characters signify that the item being displayed is important and
requires immediate action
. Small font signifies that data is FMS computed
. Large font signifies manually entered data.

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

2 1
DIR PROG PERF INIT DATA OFF
Status
Init A 3 FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
ATC
COMM
MCDU
MENU
Navigation FPLN AIR

(SEC FPLN)
PORT 5 A 4B C D E
RAD NAV F G H I J
F M
A C

2 1
DIR PROG PERF INIT DATA OFF

RAD FUEL SEC ATC MCDU


FPLN
NAV PRED FPLN COMM MENU
Init B
Performance AIR
PORT
PERF A B C D E

F G H I J
1 F
A
I
M
C
D
A B C D E
NEXT
or PAGE

NOF 02020 04157 0001

This sequence of entry is the most practical. INIT B should not be filled
immediately after INIT A, because the FMGS would begin to compute F-PLN
predictions. These computations would slow down the entry procedure.
To obtain correct predictions, the fields of the various pages must be completed
correctly, with available planned data for the flight:
. DATA
The database validity, NAVAIDs and waypoints (possibly stored in previous
flight), and PERF FACTOR must be checked on the STATUS page.
. INIT A
The INIT A page provides access to aircraft present position. The flight crew
will check that it corresponds to the real aircraft position. (Refer to ADIRS
INITIALIZATION part).
The history wind is the vertical wind profile that has been encountered during
the previous descent and should be entered at this stage if it is representative
of the vertical wind profile for the next flight.
. F-PLN
The F-PLN A page is to be completed thoroughly including:
-- The take-off runway
-- SID
-- Altitude and speed constraints
-- Correct transition to the cruise waypoint

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

-- Intended step climb/descents, according to the Computerized Flight Plan


(CFP).
If time permits, the wind profile along the flight plan may be inserted using
vertical revision through wind prompt.
The flight crew should also check the overall route distance (6th line of the
F-PLN page), versus CFP distance.
. SEC F-PLN
The SEC F-PLN should be used to consider an alternate runway for take-off,
a return to departure airfield or a routing to a take-off alternate.
. RAD NAV
The RAD NAV page is checked, and any required NAVAID should be manually
entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must
be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.
. INIT B
The flight crew:
-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN
computation.
-- Checks fuel figures consistent with flight preparation fuel figures.
The flight crew will update weight and CG on receipt of the load sheet.
After Engine start, the INIT B page is no longer available. The flight crew
should use the FUEL PRED page for weight and fuel data insertion, if required.
. PERF
The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to
default at 1500ft, or at a value defined by airline policy. The THR RED/ACC
may be changed in the PERF TAKE-OFF page, if required. The flight crew
should consider the applicable noise abatement procedure.
The one-engine-out acceleration altitude must:
-- Be at least 400 ft above airport altitude
-- Ensure that the net flight path is 35 ft above obstacles
-- Ensure that the maximum time for takeoff thrust is not exceeded.
Therefore, there are generally a minimum and a maximum one engine out
acceleration altitude values. The minimum value satisfies the first two criteria.
The maximum value satisfies the last one. Any value between those two may
be retained.
The one engine out acceleration altitude is usually defaulted to 1500 ft AGL
and will be updated as required.
The flight crew uses the PERF CLB page to pre-select a speed. For example,
"Green Dot" speed for a sharp turn after take-off.
The crew may also check on the PROG page the CRZ FL, MAX REC FL and
OPT FL.
Once the FMGS has been programmed, the PNF should then cross check the
information prior to the take-off briefing.

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

When the predictions are available, the crew may print the PREFLIGHT DATA (if
installed). This listing provides all the predictions which may be used during the
initial part of the flight.

TAKE-OFF BRIEFING

The PF should perform the takeoff briefing at the gate , when the flight crew
workload permits, Cockpit preparation has been completed and, before engine
start.
The takeoff briefing should be relevant, concise and chronological. When a main
parameter is referred to by the PF, both flight crewmembers must crosscheck
that the parameter has been set or programmed correctly. The takeoff briefing
covers the following:

TAKE OFF BRIEFING WITH ASSOCIATED CHECKS

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

FLE X T O G
V,
1 V
14 5 FLX 85. 0% 35C
13 2
0 1
6 0
Miscellaneous
FOB: 1
300
0 KG
040FOB CSTR WPT VOR.D NDB ARPT
S
PDM
ACH H
DGT
RK L
AT
H
D
T
R
GV
/
KF
P
S
A
A
LT L
VL/
CH V
/SF
PA
ARPT NDB VOR.D WPT CSTR
4
12V
U QFE QNH QFE QNH 4
12V
U
ROSE NAV 40 40 ROSE NAV
20 80 1
00 1
000 U
P 20 80
C
HRO
NO VOR ARC VOR ARC C
HRO
NO
M
ASTE
R M
ASTE
R
W
ARN in Hg mb ILS PLAN 10 160 10 160 ILS PLAN in Hg mb W
ARN
PULL PULL
S
IDES
TIC
KPR
IOR
ITY AP1 A
P2 ENG S
IDES
TIC
KPR
IOR
ITY
STD 320 320 STD
M
ASTE
R 1 2 D
N 1 2 M
ASTE
R
1

C
AUT C
AUT
F
/O ADF VOR ADF VOR ADF VOR ADF VOR F
/O

FD ILS OFF OFF L


OC A
/TH
R A
LT A
PPR OFF OFF ILS FD

engi
s sat
s r
i
F M
AX
GS 2
15TAS 2
00
11 1
2
E
GN 113
20NM
311VU

2
113
0N M
E
GN
1
2 11
2
00 TAS 2
15 GS
M
AX
S
PEE
D F
INA
L A
PP C
AT2 3
30/
20 0
1 0 1
0 9 3 30/2
0 C
AT2 A
PP F
INA
L S
PEE
D
9 13 18:3
5 9 1 1.4 1.4 1
8:3 5 13
H
OT 1FD
2 1.2 1.2 1FD
2 H
OT
8 14 2 1.6 1.6 8
O
N M
DA 700 A
/THR CL1.503 14 A
/THR 7
00 M
DA O
N
15 EPR
D
LG 1.223 1.223 D
LG
3
000 7 ALT
m bar
3 1 1
15 3
000
6 4 F.F K
G/H
L
DGG
EAR M
AX
D
130
M 4 4 1
530 1
500 D
130
M
2
0 2
0 8 8 2
0 2
0
1
80 EGT
U
NLK U
NLK U
NLK H
OT 1
80
420 C 440 FOB:1
300
0 KG
15 O
N 15

S
T
CAS
:RE
DUC
ERA
NGE T
CAS
:RE
DUC
ERA
NGE
2

1
0 1
0 1
0 1
0
1
60 2
0 S FLAP F 2
0 1
60
1
30800 L
GAT
4 1 0 4 1 0
A
/SK
ID&
L
GAT 0
0 1
3
3
3R
ATH 100.1 N1
95.1 A
UTO
/BR
K ATH
3
3R 8
0
30

%
N
/WSTR
G

30
30
2 L
O M
ED M
AX
1
40 7 N2 O
N 7 1
40
20

1
0 +99.8 99.9+ D
ECE
L D
ECE
L D
ECE
L 1
0

20
1
0 1
0 % 1
0 1
0
4
00 1
R O
N O
N O
N 1
R 4
00
1
20 SEATBELTS *FLTCTL 1
20
O
FF

1
020 A
DF1 VO
R2 V
OR2 A
DF1 1
020
31 32 3
3 34 3 QNH E
GN M AT
H A
TH M E
GN QNH 3 3
4 3
3 32 31
T
AON
LY T
AON
LY

U
P

DME L DME R

33 3
30 D
OOR
/OX
Y C
KPTOXY

6
1
850P
SI A
CCU P
RES
S

3
A
VIO
NIC

0 4
V V 3 3
24

12
O O 1 1
R 15 R
21 C
ABI
N
SL
IDE S
LID
E
CA
BIN
0
B
RAK
ES

TAKE OFF
ADF ADF

CAR
GO P
SI1000
D
OWN

8 C
ABI
N
SL
IDE S
LID
E
CA
BIN
DY HR

G
M
DATE

T
MO
E
MER E
MER MIN

SL
IDE S
LID
E

V1 FLP RETR RWY


E
XIT E
XIT SET
R
U
N



CAR
GO
50 h
CHR
min
10

132 F= 145 14R


C
ABI
N
SL
IDE S
LID
E
CA
BIN GMT
40 h min 20
V
/S 4
00F
t/M
N
RUN ET

ET
STOP
RST
CHR

VR SLT RETR TO SHIFT


5 0 0 0 0

135 S= 189 [M] [ ]*


RADNAV T.O. EMER
V2 CLEAN FLAPS/THS
1 0
CONFIG CANC

145 0= 207 2 / UP1.0


ENG BLEED PRESS EL/AC EL/DC FUEL

TRANS ALT FLEX TO TEMP


VOR 1
0 ALL
APU COND DOOR WHEEL F/CTL

5000 60
TOUN
4.
9 NM THR RED / ACC ENG OUT ACC
1990 / 3500 1990
NEXT
PHASE>

INIT 2 OVHD INTEG LT


4 FROM AI123
TAXI ZFWCG / ZFW
MAN V/S

OFF BRT
MAN V/S MAN V/S

TIME PD / ALT
0.2 25.0 / 55.0 ENG
1
ENG
2
LFB014R 0000 145/ 490
0

TRIP TIME BLOCK H144 BRG144 1NM


2.3 / 0100 6.0
GND

R
ET
A
R

R
E
M

T
E
D
0 0 900 0000 55/ 900
1 1

RTE RSV / % S
P
B
R
E
A
E
D
K
E
1
/2 1
/2
2 2 C144 TRK144 4
3 3

*
0

0.2 / 8.7
F
ULL F
ULL F
U
L
L F
U
L
L
D144H 0002 " / 3130
ALTN / TIME TOW C356 8
0.5 / 0013 60.8
OFF
TOU 0005 250/ FL088
FINAL / TIME LW PARK BRK
ON
(SPD) 2
1.6 / 0038 58.5 (LIM) 0005 * 250/ FL100

EXTRA / TIME DEST TIME DIST EF0B


1.6 / 0038 LFP026 0100 360 3.5

NOF 02020 04158 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

Aircraft type and model (Tail strike awareness)


Aircraft technical status (MEL and CDL considerations, relevant OEB)
1 NOTAMS
Weather
RWY conditions
Miscellaneous

Use of ENG/Wings Anti Ice


ENG Start Procedure
Push Back
Expected Taxi Clearence
Use of Radar
Use of Packs for Takeoff
2

Block Fuel ................................................................... (FOB on EW/D)


INT B
PAGE

Estimated TOW
Extra time at destination

T/O RWY
TAKEOFF PERF

T/O CONF
PAGE 3

FLEX / TOGA ..................................................... FLEX TOGA on EW/D)


V1, VR, V2 .................................................................... (V1, V2 on PFD)
TRANS ALT
THR RED / ACC Altitude

Minimum Safe Altitude


First assigned FL ................................. (altitude target in blue on PFD)
FLIGHT
PLAN 4

Flight Plan description (*) ....................... (SID on MCDU FPLN page)


RAD NAV .................................................................. (RAD NAV on ND)

For any failure before V1:


CAPT will call "STOP" or "GO"
Abnormal operations

In case of failure after V1:


Continue T/O, No action before 400ft AGL except gear up
Reaching 400ft AGL, ECAM actions
Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration
and clean up
At green dot: OP CLB, MCT, continue ECAM, after T/O C/L, status
ENG Out routing: EOSID, SID, radar vector, immediate return...

items that must be crosschecked on associated display.

NOF 02020 04159 0001

()Items that must be cross-checked on the associated display.


(*) The PF sets the ND display to PLAN mode with required range and CSTR,
and uses the scroll key to thoroughly check the entire F-PLN. The PNF ensures
that the inserted F-PLN agrees with the planned route.

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

FMS UPDATING

When the load and trim sheet is available, the crew will:
. Updates the ZFWCG/ZFW
. Checks TOW consistent with load sheet
. Checks updated fuel figures
. Modify the FLEX TEMP and the take-off speeds as required
. Enter the THS position in PERF TAKE OFF page
When the predictions are available, the crew will print the pre-flight data.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

FLOW PATTERN

The scan pattern varies, depending on the pilot status, i.e PF, PNF, CM1, or
CM2, and the areas of responsibility:
1. Overhead panel: Turn off any white lights (PF)

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

2. FMGS programming (PF)


3. Glare shield, ECP (CM1/2) and FCU (PF)
4. Lateral console (CM1/2)
5. Centre instrument panel and pedestal (PF)

COCKPIT PREPARATION FLOW PATTERN

switch off all white lights 1


3

2
0

5
NOF 02020 04164 0001

FMGS PROGRAMMING
FMGS programming involves inserting navigation data, then performance data. It
is to be noted that:
. Boxed fields must be filled
. Blue fields inform the crew that entry is permitted
. Green fields are used for FMS generated data, and cannot be changed
. Magenta characters identify limits (altitude, speed or time), that FMS will
attempt to meet
. Yellow characters indicate a temporary flight plan display

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

. Amber characters signify that the item being displayed is important and
requires immediate action
. Small font signifies that data is FMS computed
. Large font signifies manually entered data.

2 1
DIR PROG PERF INIT DATA OFF
Status
Init A 3 FPLN
RAD
NAV
FUEL
PRED
SEC
FPLN
ATC
COMM
MCDU
MENU
Navigation FPLN AIR

(SEC FPLN)
PORT 5 A 4B C D E
RAD NAV F G H I J
F M
A C

2 1
DIR PROG PERF INIT DATA OFF

RAD FUEL SEC ATC MCDU


FPLN
NAV PRED FPLN COMM MENU
Init B
Performance AIR
PORT
PERF A B C D E

F G H I J
1 F
A
I
M
C
D
A B C D E
NEXT
or PAGE

NOF 02020 04165 0001

This sequence of entry is the most practical. INIT B should not be filled
immediately after INIT A, because the FMGS would begin to compute F-PLN
predictions. These computations would slow down the entry procedure.
To obtain correct predictions, the fields of the various pages must be completed
correctly, with available planned data for the flight:
. DATA
The database validity, NAVAIDs and waypoints (possibly stored in previous
flight), and PERF FACTOR must be checked on the STATUS page.
. INIT A
The INIT A page provides access to aircraft present position. The flight crew
will check that it corresponds to the real aircraft position. (Refer to ADIRS
INITIALIZATION part).

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

The history wind is the vertical wind profile, that has been encountered during
the previous descent and should be entered at this stage if it is representative
of the vertical wind profile for the next flight.
. P-PLN
P-PLN
The F-PLN A page is to be completed thoroughly including:
-- The take-off runway
-- SID
-- Altitude and speed constraints
-- Correct transition to the cruise waypoint
-- Intended step climb/descents, according to the Computerized Flight Plan
(CFP).
If time permits, the wind profile along the flight plan may be inserted using
vertical revision through wind prompt.
The flight crew should also check the overall route distance (6th line of the
F-PLN page), versus CFP distance.
. SEC F-PLN
The SEC F-PLN should be used to consider an alternate runway for take-off,
a return to departure airfield or a routing to a take-off alternate.
. RAD NAV
The RAD NAV page is checked, and any required NAVAID should be manually
entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must
be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.
. INIT B
The flight crew:
-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN
computation.
-- Checks fuel figures consistent with flight preparation fuel figures.
The flight crew will update weight and CG on receipt of the load sheet.
The FMS uses the trip wind for the entire flight from origin to destination. The
trip wind is an average wind component that may be extracted from the CFP.
The trip wind facility is available if the wind profile has not already been
entered.
After Engine start, the INIT B page is no longer available. The flight crew
should use the FUEL PRED page for weight and fuel data insertion, if required.
The Init B page should not be completed immediately after Init A, because the
FMGS would begin to compute F-PLN predictions. This would slow down the
entry procedure.
. PERF
The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to
default at 1500ft, or at a value defined by airline policy. The THR RED/ACC
may be changed in the PERF TAKE-OFF page, if required. The flight crew
should consider the applicable noise abatement procedure.
The one-engine-out acceleration altitude must:

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

-- Be at least 400 ft above airport altitude


-- Ensure that the net flight path is 35 ft above obstacles
-- Ensure that the maximum time for takeoff thrust is not exceeded.
Therefore, there are generally a minimum and a maximum one engine out
acceleration altitude values. The minimum value satisfies the first two criteria.
The maximum value satisfies the last one. Any value between those two may
be retained.
The one engine out acceleration altitude is usually defaulted to 1500 ft AGL
and will be updated as required.
The flight crew uses the PERF CLB page to pre-select a speed. For example,
"Green Dot" speed for a sharp turn after take-off.
The crew may also check on the PROG page the CRZ FL, MAX REC FL and
OPT FL.
Once the FMGS has been programmed, the PNF should then cross check the
information prior to the take-off briefing.
When the predictions are available, the crew may print the PREFLIGHT DATA (if
installed). This listing provides all the predictions which may be used during the
initial part of the flight.

TAKE-OFF BRIEFING

The PF should perform the takeoff briefing at the gate , when the flight crew
workload permits, Cockpit preparation has been completed and, before engine
start.
The takeoff briefing should be relevant, concise and chronological. When a main
parameter is referred to by the PF, both flight crewmembers must crosscheck
that the parameter has been set or programmed correctly. The takeoff briefing
covers the following:

TAKE OFF BRIEFING WITH ASSOCIATED CHECKS

ENV A318/A319/A320/A321 FLEET FCTM Page 21 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

FLE X T O G
V,
1 V
14 5 FLX 85. 0% 35C
13 2
0 1
6 0
Miscellaneous
FOB: 1
300
0 KG
040FOB CSTR WPT VOR.D NDB ARPT
S
PDM
ACH H
DGT
RK L
AT
H
D
T
R
GV
/
KF
P
S
A
A
LT L
VL/
CH V
/SF
PA
ARPT NDB VOR.D WPT CSTR
4
12V
U QFE QNH QFE QNH 4
12V
U
ROSE NAV 40 40 ROSE NAV
20 80 1
00 1
000 U
P 20 80
C
HRO
NO VOR ARC VOR ARC C
HRO
NO
M
ASTE
R M
ASTE
R
W
ARN in Hg mb ILS PLAN 10 160 10 160 ILS PLAN in Hg mb W
ARN
PULL PULL
S
IDES
TIC
KPR
IOR
ITY AP1 A
P2 ENG S
IDES
TIC
KPR
IOR
ITY
STD 320 320 STD
M
ASTE
R 1 2 D
N 1 2 M
ASTE
R
1

C
AUT C
AUT
F
/O ADF VOR ADF VOR ADF VOR ADF VOR F
/O

FD ILS OFF OFF L


OC A
/TH
R A
LT A
PPR OFF OFF ILS FD

engi
s sat
s r
i
F M
AX
GS 2
15TAS 2
00
11 1
2
E
GN 113
20NM
311VU

2
113
0N M
E
GN
1
2 11
2
00 TAS 2
15 GS
M
AX
S
PEE
D F
INA
L A
PP C
AT2 3
30/
20 0
1 0 1
0 9 3 30/2
0 C
AT2 A
PP F
INA
L S
PEE
D
9 13 18:3
5 9 1 1.4 1.4 1
8:3 5 13
H
OT 1FD
2 1.2 1.2 1FD
2 H
OT
8 14 2 1.6 1.6 8
O
N M
DA 700 A
/THR CL1.503 14 A
/THR 7
00 M
DA O
N
15 EPR
D
LG 1.223 1.223 D
LG
3
000 7 ALT
m bar
3 1 1
15 3
000
6 4 F.F K
G/H
L
DGG
EAR M
AX
D
130
M 4 4 1
530 1
500 D
130
M
2
0 2
0 8 8 2
0 2
0
1
80 EGT
U
NLK U
NLK U
NLK H
OT 1
80
420 C 440 FOB:1
300
0 KG
15 O
N 15

S
T
CAS
:RE
DUC
ERA
NGE T
CAS
:RE
DUC
ERA
NGE
2

1
0 1
0 1
0 1
0
1
60 2
0 S FLAP F 2
0 1
60
1
30800 L
GAT
4 1 0 4 1 0
A
/SK
ID&
L
GAT 0
0 1
3
3
3R
ATH 100.1 N1
95.1 A
UTO
/BR
K ATH
3
3R 8
0
30

%
N
/WSTR
G

30
30
2 L
O M
ED M
AX
1
40 7 N2 O
N 7 1
40
20

1
0 +99.8 99.9+ D
ECE
L D
ECE
L D
ECE
L 1
0

20
1
0 1
0 % 1
0 1
0
4
00 1
R O
N O
N O
N 1
R 4
00
1
20 SEATBELTS *FLTCTL 1
20
O
FF

1
020 A
DF1 VO
R2 V
OR2 A
DF1 1
020
31 32 3
3 34 3 QNH E
GN M AT
H A
TH M E
GN QNH 3 3
4 3
3 32 31
T
AON
LY T
AON
LY

U
P

DME L DME R

33 3
30 D
OOR
/OX
Y C
KPTOXY

6
1
850P
SI A
CCU P
RES
S

3
A
VIO
NIC

0 4
V V 3 3
24

12
O O 1 1
R 15 R
21 C
ABI
N
SL
IDE S
LID
E
CA
BIN
0
B
RAK
ES

TAKE OFF
ADF ADF

CAR
GO P
SI1000
D
OWN

8 C
ABI
N
SL
IDE S
LID
E
CA
BIN
DY HR

G
M
DATE

T
MO
E
MER E
MER MIN

SL
IDE S
LID
E

V1 FLP RETR RWY


E
XIT E
XIT SET
R
U
N



CAR
GO
50 h
CHR
min
10

132 F= 145 14R


C
ABI
N
SL
IDE S
LID
E
CA
BIN GMT
40 h min 20
V
/S 4
00F
t/M
N
RUN ET

ET
STOP
RST
CHR

VR SLT RETR TO SHIFT


5 0 0 0 0

135 S= 189 [M] [ ]*


RADNAV T.O. EMER
V2 CLEAN FLAPS/THS
1 0
CONFIG CANC

145 0= 207 2 / UP1.0


ENG BLEED PRESS EL/AC EL/DC FUEL

TRANS ALT FLEX TO TEMP


VOR 1
0 ALL
APU COND DOOR WHEEL F/CTL

5000 60
TOUN
4.
9 NM THR RED / ACC ENG OUT ACC
1990 / 3500 1990
NEXT
PHASE>

INIT 2 OVHD INTEG LT


4 FROM AI123
TAXI ZFWCG / ZFW
MAN V/S

OFF BRT
MAN V/S MAN V/S

TIME PD / ALT
0.2 25.0 / 55.0 ENG
1
ENG
2
LFB014R 0000 145/ 490
0

TRIP TIME BLOCK H144 BRG144 1NM


2.3 / 0100 6.0
GND

R
ET
A
R

R
E
M

T
E
D
0 0 900 0000 55/ 900
1 1

RTE RSV / % S
P
B
R
E
A
E
D
K
E
1
/2 1
/2
2 2 C144 TRK144 4
3 3

*
0

0.2 / 8.7
F
ULL F
ULL F
U
L
L F
U
L
L
D144H 0002 " / 3130
ALTN / TIME TOW C356 8
0.5 / 0013 60.8
OFF
TOU 0005 250/ FL088
FINAL / TIME LW PARK BRK
ON
(SPD) 2
1.6 / 0038 58.5 (LIM) 0005 * 250/ FL100

EXTRA / TIME DEST TIME DIST EF0B


1.6 / 0038 LFP026 0100 360 3.5

NOF 02020 04166 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 22 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

Aircraft type and model (Tail strike awareness)


Aircraft technical status (MEL and CDL considerations, relevant OEB)
1 NOTAMS
Weather
RWY conditions
Miscellaneous

Use of ENG/Wings Anti Ice


ENG Start Procedure
Push Back
Expected Taxi Clearence
Use of Radar
Use of Packs for Takeoff
2

Block Fuel ................................................................... (FOB on EW/D)


INT B
PAGE

Estimated TOW
Extra time at destination

T/O RWY
TAKEOFF PERF

T/O CONF
PAGE 3

FLEX / TOGA ..................................................... FLEX TOGA on EW/D)


V1, VR, V2 .................................................................... (V1, V2 on PFD)
TRANS ALT
THR RED / ACC Altitude

Minimum Safe Altitude


First assigned FL ................................. (altitude target in blue on PFD)
FLIGHT
PLAN 4

Flight Plan description (*) ....................... (SID on MCDU FPLN page)


RAD NAV .................................................................. (RAD NAV on ND)

For any failure before V1:


CAPT will call "STOP" or "GO"
Abnormal operations

In case of failure after V1:


Continue T/O, No action before 400ft AGL except gear up
Reaching 400ft AGL, ECAM actions
Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration
and clean up
At green dor: OP CLB, MCT, continue ECAM, after T/O C/L, status
ENG Out routing: EOSID, SID, radar vector, immediate return...

items that must be crosschecked on associated display.

NOF 02020 04167 0001

()Items that must be cross-checked on associated display.


(*) The PF sets the ND display to PLAN mode with required range and CSTR,
and uses the scroll key to thoroughly check the entire F-PLN. The PNF ensures
that the inserted F-PLN agrees with the planned route.

ENV A318/A319/A320/A321 FLEET FCTM Page 23 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

FMS UPDATING

When the load and trim sheet is available, the flight crew:
. Updates the ZFWCG/ZFW
. Checks that the TOW is consistent with the load sheet
. Checks the updated fuel figures
. Changes the FLEX TEMP and the take-off speeds as required
. Enters the THS position on the PERF TAKE OFF page
When the predictions are available, the flight crew prints out the pre-flight data.

MISCELLANEOUS

ALL

SEATING POSITION

To achieve a correct seating position, the aircraft is fitted with an eye-position


indicator on the centre windscreen post. The eye-position indicator has two balls
on it. When the balls are superimposed on each other, they indicate that the
pilots eyes are in the correct position.
The flight crew should not sit too low, to avoid increasing the cockpit cut-off
angle, therefore reducing the visual segment. During Low Visibility Procedures
(LVP), it is important that the pilots eyes are positioned correctly, in order to
maximize the visual segment, and consequently, increase the possibility of
achieving the required visual reference for landing as early as possible.
After adjusting the seat, each pilot should adjust the outboard armrest, so that the
forearm rests comfortably on it, when holding the sidestick. There should be no
gaps between the pilots forearm and the armrest. The pilots wrist should not be
bent when holding the sidestick. This ensures that the pilot can accomplish flight
maneuvers by moving the wrist instead of lifting the forearm from the armrest.
Symptoms of incorrect armrest adjustment include over-controlling, and not being
able to make small, precise inputs.
The rudder pedals must then be adjusted to ensure the pilot can achieve both
full rudder pedal displacement and full braking simultaneously on the same side.

ENV A318/A319/A320/A321 FLEET FCTM Page 24 of 25


NORMAL OPERATIONS 02.020

FLIGHT CREW TRAINING MANUAL PRE START JUL 28/05

The armrest and the rudder pedals have position indicators. These positions
should be noted and set accordingly for each flight.

MCDU USE

When clear for start up and taxi, the PF will preferably display the MCDU PERF
TAKE OFF page whereas the PNF will display the MCDU F-PLN page.

ENV A318/A319/A320/A321 FLEET FCTM Page 25 of 25


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

ENGINE AUTO START

ALL

Engines usually start using the Automatic Starting function. The Full Authority
Digital Engine Control (FADEC) systems control this engine Automatic Starting
function, and takes appropriate action, if engine parameters are exceeded. This
function extends significantly the duration of engine life.
The thrust levers must be confirmed at "idle" before engine-start. If the thrust
levers are not at "idle", the thrust increases above idle after engine-start, and can
result in a hazardous situation. However, an ENG START FAULT ECAM warning
triggers, to indicate that the flight crew must set the thrust levers to "idle".
When the ENG START selector is set to "START", the FADECs are
electrically-supplied. When there is sufficient BLEED PRESS, the PF begins the
start sequence by setting the ENG MASTER switch to ON. The flight crew
should monitor the start sequence:
. Start valve opens
. N2 increases
. IGN A(B)
. Fuel flow
. EGT
. N1
. Oil pressure increases
. Start valve closes.
After reaching the peak EGT, or when AVAIL is displayed, the PF can start
engine 2
The flight crew should check the relative engine vibration level.
When the ENG START selector is set to NORM, the packs return to the OPEN
position. APU Bleed should immediately be turned off, to avoid engine ingestion
of exhaust gas.
If the start is not successful, the flight crew must use the ECAM as usually
done, and avoid instinctively selecting the ENG MASTER switch to OFF. This
would interrupt the FADEC protective actions (e. g. cranking after hot start).

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

MSN 0002-0021 0023-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078
0083-0088 0093-0094 0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224
0226-0229 0231-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274
0277-0279 0281-0290 0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325
0328-0331 0333 0337 0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0365 0367
0370-0372 0375 0377-0384 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422
0426-0427 0434 0436 0438 0445-0446 0459 0466 0477 0482 0488 0491 0494-0495
0497-0498 0501 0507 0509 0511 0513-0516 0521 0524-0526 0528-0529 0531-0532 0534
0537 0544 0546-0547 0549 0554 0569 0572 0576 0578-0579 0583 0586 0588 0590
0593-0594 0598-0601 0605 0607-0612 0615-0619 0621-0630 0632 0634 0636-0637 0639 0641
0644-0651 0653-0654 0656-0658 0660 0662 0664-0666 0669-0675 0677 0679 0682 0684-0685
0688-0689 0691 0693-0695 0697 0700 0706-0707 0711 0713-0714 0716-0717 0719 0721
0723-0724 0726-0730 0732 0734-0738 0740 0742 0744-0745 0749-0750 0752-0755 0757 0761
0763-0767 0769 0772-0775 0778-0779 0781 0785-0786 0790 0793-0796 0799-0801 0807-0809
0813-0815 0817-0819 0821 0823 0828-0833 0837-0838 0840-0841 0844-0846 0848 0852-0854
0860-0861 0863 0868-0869 0875-0876 0879-0880 0883-0885 0888 0890 0894 0896-0897
0903-0907 0909 0911 0914 0917 0921-0923 0925-0926 0929 0933 0936-0940 0945-0946 0949
0951 0956-0960 0962 0964 0967 0971-0973 0975 0978-0979 0981-0982 0984-0986 0988
0991-0992 0994 0996-1000 1002 1005-1006 1009 1011 1016-1021 1023 1025 1027-1030
1033-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1055 1058-1059 1061-1063
1065 1067-1073 1077-1078 1084 1086-1087 1089-1091 1093-1095 1097 1099-1102 1106-1109
1112 1114 1119-1122 1124 1126-1127 1129-1136 1138 1141 1145 1147-1149 1151-1152
1154-1155 1157 1160 1164-1165 1167-1172 1175-1176 1180-1182 1184 1187 1190-1191 1198
1200-1201 1203 1205-1206 1208-1210 1213 1216-1217 1219-1221 1224 1226 1229-1231
1233 1237-1238 1242 1245 1247 1249-1250 1252 1254-1255 1262-1265 1267-1269 1271
1275 1277 1283 1285-1289 1292 1294 1296-1299 1301 1303 1305-1320 1324-1326 1328
1330-1331 1336-1337 1340 1342 1344-1348 1352 1354 1357-1358 1360-1362 1364-1365
1367 1369 1371-1372 1377-1379 1381-1382 1385-1386 1388-1394 1396 1399 1402-1404
1412 1414-1417 1425 1429-1431 1434 1436-1437 1441-1444 1447-1449 1451 1453-1457
1461-1462 1465 1467 1471-1473 1476 1479-1481 1483-1484 1488-1489 1492-1494 1496
1498-1499 1501-1505 1515-1517 1519-1521 1524-1525 1530-1532 1535-1536 1539-1543
1549-1551 1553-1554 1560 1562 1564 1567 1570-1572 1577-1579 1582-1583 1592 1597-1598
1601-1603 1605 1607 1611-1612 1615-1616 1618 1622-1623 1625 1629-1630 1632-1634
1637-1641 1645-1646 1651 1654-1655 1657-1660 1662 1666-1668 1673-1674 1677 1679
1681 1683-1686 1691-1694 1699-1701

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

MSN 1704 1706 1709 1713-1714 1716-1720 1722 1724-1726 1733 1736 1738 1740 1742-1748
1750-1753 1756-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775 1777-1781 1783
1786-1787 1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812 1815-1816
1819-1820 1824 1828 1833 1836 1838-1839 1841 1846 1851-1853 1859-1860 1863-1864
1866-1867 1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901
1905-1906 1908 1911 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943 1949 1951
1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1980-1983 1988 1990-1991 1994
1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037
2039 2043 2046-2054 2056-2057 2059-2062 2064 2066 2068-2069 2071-2072 2074 2076
2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117
2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2145 2151 2155 2158
2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196 2198-2199
2206-2207 2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237 2239-2245
2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279 2283
2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325
2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358
2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388
2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432
2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474
2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514
2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569
2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620
2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668
2672 2674-2678 2681 2683-2684 2691 2693 2702

AVERAGE IDLE ENGINE PARAMETERS

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
N1 about 19.5% N2 about 58.5% EGT about 390C FF about
275 kg/h -600lb/h

MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099
0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247
0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308
0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357
0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411 0414-0416
0423-0424 0428-0432 0437 0440-0441 0443-0444 0447 0449 0451 0467 0469 0476 0478
0480 0486 0490 0492 0499

AVERAGE IDLE ENGINE PARAMETERS

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

EPR about 1.01 N1 about 23.8% N2 about 57.7% EGT about 385C FF
about 330 kg/h -730lb/h

MSN 0364 0385 0412 0425 0435 0439 0442 0448 0450 0452-0458 0460-0465 0468
0470-0475 0479 0483-0485 0487 0489 0493 0496 0500 0502-0506 0508 0510 0512 0518
0523 0527 0530 0538-0540 0542-0543 0550-0551 0555-0558 0560-0561 0563-0565 0567-0568
0571 0573 0575 0580 0582 0584 0587 0589 0591-0592 0595 0597 0604 0606 0613-0614
0620 0631 0633 0638 0640 0652 0655 0659 0661 0663 0667-0668 0676 0678 0680 0683
0686-0687 0690 0692 0696 0698-0699 0702 0704-0705 0709-0710 0712 0715 0718 0720
0722 0725 0731 0733 0739 0741 0743 0746-0748 0751 0756 0758-0760 0762 0770-0771
0780 0783-0784 0787-0789 0791-0792 0798 0802-0806 0810-0812 0816 0820 0822 0824-0826
0834-0836 0839 0842-0843 0847 0849-0851 0855-0859 0862 0864-0867 0871-0874 0877-0878
0881-0882 0886-0887 0889 0892-0893 0895 0898-0902 0908 0910 0912-0913 0915-0916
0918-0919 0924 0927-0928 0930-0932 0934 0943-0944 0948 0950 0952-0955 0963 0965-0966
0968-0969 0974 0976-0977 0980 0983 0989-0990 0993 1001 1003-1004 1007-1008 1010
1013-1015 1022 1024 1031-1032 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057
1060 1064 1066 1074-1076 1079-1080 1082-1083 1085 1088 1092 1096 1098 1103-1105
1110-1111 1113 1115-1118 1123 1128 1139-1140 1142-1143 1146 1153 1156 1158-1159
1161-1163 1166 1173-1174 1177-1178 1183 1188 1192-1197 1199 1202 1204 1207 1211-1212
1214-1215 1218 1222-1223 1225 1227-1228 1232 1234-1236 1239-1240 1243 1246 1248
1251 1253 1256-1261 1266 1270 1272-1274 1276 1279-1282 1284 1290-1291 1293 1295
1300 1302 1304 1321-1323 1327 1329 1332-1335 1338-1339 1341 1343 1349-1351 1353
1355-1356 1359 1363 1366 1368 1373-1376 1380 1383-1384 1395 1397-1398 1400-1401
1406-1411 1418-1424 1426-1428 1432-1433 1435 1438 1440 1445-1446 1452 1459-1460
1463-1464 1466 1468-1469 1474-1475 1477 1482 1486-1487 1490-1491 1495 1497 1500
1506-1514 1518 1522-1523 1526-1529 1533-1534 1537-1538 1545-1548 1552 1555-1559
1561 1563 1565-1566 1568-1569 1573-1576 1580-1581 1584-1587 1589-1591 1593-1596
1600 1604 1606 1608-1610 1613-1614 1617 1619-1621 1624 1626-1628 1631 1635-1636
1642-1644 1647-1650 1652-1653 1656 1661 1663-1665 1669-1672 1675-1676 1680 1682
1687-1690 1695-1698 1702-1703 1705 1707-1708 1710-1711

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

MSN 1715 1721 1723 1727-1732 1734 1737 1739 1741 1749 1754-1755 1758 1760
1763-1764 1768 1771 1773 1776 1782 1784-1785 1788 1790 1792 1794 1798 1801-1802
1804 1807 1814 1817-1818 1821-1823 1825-1827 1829-1832 1834-1835 1837 1840 1842-1845
1847-1850 1854-1858 1861-1862 1865 1868-1869 1871 1877-1878 1880 1883 1888 1891-1893
1895-1896 1898-1899 1902-1904 1907 1909-1910 1912 1914-1915 1917-1918 1922 1926-1928
1933-1935 1941 1944-1948 1950 1952-1953 1955-1958 1962 1967 1969-1971 1974 1977
1979 1984-1987 1992-1993 1995-1996 1998 2000 2004 2006-2008 2014-2016 2020-2021
2023 2027 2029 2031-2032 2038 2040-2042 2044-2045 2055 2058 2063 2067 2070
2073 2075 2077 2079-2080 2084-2085 2088-2090 2094 2096-2099 2102 2105 2107-2108
2110-2112 2118 2121 2125 2128 2130 2132 2135-2139 2141 2147-2150 2152-2153 2156-2157
2159-2161 2164 2167-2169 2172-2173 2177 2185 2188 2190 2193-2195 2197 2200-2205
2210-2211 2215-2216 2223 2226 2229 2231-2232 2234 2238 2246-2247 2252 2254-2255
2257 2259 2261 2263 2267-2268 2273 2275 2277 2280-2282 2284 2286 2288 2290 2292
2295-2297 2299 2301-2305 2307-2308 2310 2312-2314 2316 2320-2324 2326 2329 2331
2334-2336 2338-2341 2343 2345 2348 2351-2352 2355-2356 2359 2362-2363 2366 2368
2371-2372 2375-2376 2379 2383-2384 2386 2389 2393 2395-2397 2401 2403-2405 2408
2410 2413-2415 2417-2418 2421-2424 2426 2428-2431 2433-2435 2438 2441 2443-2445 2447
2449 2452-2455 2457-2459 2461-2462 2466-2470 2473 2475-2476 2479-2480 2482 2485
2489-2491 2496 2500-2502 2504-2505 2509-2510 2513 2515 2517 2520-2522 2524 2526
2530-2531 2533-2537 2553 2559-2560 2564 2566-2568 2570-2574 2576-2577 2579-2580 2585
2587 2589-2590 2594-2595 2597-2598 2600 2603-2604 2608-2610 2613-2615 2621-2622 2626
2630-2631 2634 2639-2643 2648-2651 2653 2655 2657 2659-2664 2666-2667 2669-2670
2673 2679 2682 2687-2690 2692 2697-2698

AVERAGE IDLE ENGINE PARAMETERS

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
EPR about1.01 N1 about 21.4% N2 about 57.8% EGT about
414C FF about 350 kg/h - 775lb/h

MSN 0517 0519-0520 0522 0533 0535 0541 0545 0548 0552-0553 0559 0562 0566 0570
0574 0577 0581 0585 0596 0603 0635 0642-0643 0681 0701 0703 0768 0776 0782 0797
0827 0870 0891 0920 0935 0941-0942 0947 0961 0970 0987 0995 1012 1026 1054 1081
1125 1137 1144 1150 1185 1189 1241 1370 1387 1405 1413 1439 1450 1458 1470 1478
1544 1588 1678 1712 1735 1913 1978 1989 2065 2146 2154 2208

AVERAGE IDLE ENGINE PARAMETERS

As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
N1 about 19.5% N2 about 58.5% EGT about 640C FF about 345
kg/h -760lb/h

ENGINE START MALFUNCTION

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

ALL

Following an aborted engine start, the crew will consider an engine dry cranking
prior resuming a new engine start attempt. Starter limitations in FCOM 3.01.70
must be observed.

MANUAL ENGINE START

ALL

The flight crew should only perform a manual start if:


. The EGT margins are low
. The residual EGT is high
. A dry crank is performed.
It may be appropriate to perform a manual start in high altitude operations, or
after an aborted engine start.
The MANUAL ENGINE START procedure is a "read and do" procedure. Refer to
the FCOM 3.04.70 before starting a manual engine start.
The FADEC has limited control over the manual start process. It ensures that the
engine start valve closes at 50% N2. It monitors engine parameters, and
generates an associated warning when necessary.
It is recommended that the flight crew use the stopwatch to ensure that the
starter engagement time remains within the limits.

TAILPIPE FIRE

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

An engine tailpipe fire may occur at engine-start, and may be the result of either
excess fuel in the combustion chamber, or an oil leak in the low-pressure turbine.
A tailpipe fire is an internal fire within the engine. No critical areas are affected.
If the ground crew reports a tailpipe fire, the flight crew must perform the
following actions:
. Shut down the engine (MASTER switch set to OFF)
. Do NOT press the ENG FIRE pushbutton
. Crank the engine, by using either the bleed opposite the engine, the APU
bleed, or external pneumatic power (Set ENG START selector to CRANK,
then set the MAN START switch to ON).
Do NOT use the ENG FIRE pushbutton, this would stop power to the FADECs,
and would stop the motoring sequence. The fire extinguisher must not be used,
as it will not extinguish an internal engine fire. As a first priority, the engine
must be ventilated.
If the ground crew reports a tailpipe fire, and bleed air is not readily available, a
ground fire-extinguisher should can be used as last resort: Chemical or dry
chemical powder causes serious corrosive damage to the engine.

ENGINES WARM UP PERIOD

ALL

After engine-start, and in order to avoid thermal shock of the engine, the engine
should be operated at idle or near idle (Ref. FCOM 3.03.09) before setting the
thrust lever to high power. The warm-up can include any taxi time at idle.

AFTER START FLOW PATTERN

ALL

When the engines have started, the PF sets the ENG START selector to NORM
to permit normal pack operation. At this time, the After Start Flow Pattern begins.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 8


NORMAL OPERATIONS 02.030

FLIGHT CREW TRAINING MANUAL START JUL 28/05

AFTER START FLOW PATTERN

PF PNF
XXXX XXXX

XXXX

ENG/ICE
FAULT FAULT XXXX XXXX XXXX XXXX

ON ON ON ON ON ON OFF

ON OFF ON OFF
ON

APU BLEED
ON OFF ON OFF

ON
FAULT
XXXX XXXX LDG ELEV
ON
XXXX
AUTO

5
XXXX ON OFF 2 DITCHING
ENG 2 ENG 2 ENG 2 ENG 2 MAN V/S MODE SEL 14 0
OVRD ON ON ON ON
A
U
A
U A A A UP A
T T
FAULT FAULT U FAULT U FAULT U FAULT
U 12 2
ON ON O ON O ON

ON ON T ON T ON T T

2
OVRD ON
1 1 1 1 1
LDG ELEV
AUTO DITCHING 1 1 1 1 O O O O 10 4
ENG 2 MAN V/S
UP
MODE SEL
14
2
0 DN
ON
FAULT FAULT FAULT
A
U
T
FAULT FAULT
A
U 12
T
2
ON
2
ON ON
2
ON ON
8 6
ON ON ON O ON DN ON O 10 4
8 6

XXXX XXXX
OVHD INTEG LT
ON OFF
OVHD INTEG LT
ON OFF ANN LT ANN LT
ANN LT

ON ON ANN LT ON
BRT
ANN LT
TEST
ON ON ANN LT ON BRT TEST

6
BRT BRT
A FAULT
U1
T
O
1 1
ON OFF BRT
OFF DIM
A ENG 2 BRT BRT
OFF OFF OFF
U1 1 1
T FAULT
1
ON
1
TEST ON
ENG 2
TEST OFF DIM
TEST
BRT
FAULT

ON
FAULT

ON
BRT
O ON OFF BRT
OFF DIM
DIM DIM

OFF OFF OFF


ON
1 1 ENG 2 ENG 2
on ON TEST
TEST
BRT APU MASTER SW TEST
FAULT

ON
FAULT

ON
BRT

DIM DIM OFF DIM

T.O. EMER
CONFIG CANC

ECAM STATUS ENG BLEED PRESS EL/AC EL/DC FUEL

APU COND DOOR WHEEL 3 F/CTL


ALL

OFF

OFF
BRT

BRT
CLR 4 STS
RCL
ECAM DOOR

PITCH TRIM

4 OVHD INTEG LT
MAN V/S MAN V/S MAN V/S

OVHD INTEG LT
MAN V/S MAN V/S MAN V/S

OFF BRT
OFF BRT

ENG ENG
1 0
2 ENG ENG
1 0
2

GND SPLRS
1
GND A
RME
D
0 0
R
ET R
ET
1 1

S
PEE
D 2 2
1
/2 1
/2
B
RAK
E
3 3
GND ARMED
0
F
ULL F
ULL F
U
L
L F
U
L
L 0 0

3
RET RET

FLAPS
1 1

OFF

ON
ENG START SEL S
B
P
R
E
A
E
K
D
E

F
1

U
/

L
2

L
1 1

F
/

U
2

LL
0
F
UL
L
2

F
U
2

L
L

2
PARK BRK

RUD TRIM

NOF 02030 04173 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 8


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

POWERPUSH
MSN 0002-0044 0052-0055 0059-0073 0076-0078 0081-0088 0091-0094 0098-0162 0165-0167
0170-0178 0180-0192 0194-0395 0397 0399-0415 0417-0422 0424-0430 0434-0450 0452-0468
0470-0485 0487-0489 0491 0493-0498 0500-1659 1661-1938 1940-1990 1992-2016 2018-2034
2036 2038-2042 2044-2049 2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099
2101-2108 2110-2118 2121-2128 2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188
2190-2195 2197-2212 2215-2217 2219-2223 2225-2227 2229 2231-2244 2246-2248 2250
2252-2256 2258-2264 2266-2267 2269-2270 2272-2275 2278 2280 2282 2284-2288 2290
2293-2295 2298 2301-2305 2307 2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334
2336-2337 2339-2343 2345 2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369
2371-2374 2381 2384 2386 2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422
2425-2426 2428-2430 2432 2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464
2466 2472 2474 2478-2480 2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505
2507-2510 2517 2520-2521 2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551
2559 2562-2563 2568 2570 2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606
2613-2615 2627 2630 2635 2639-2643 2652 2667 2669 2682 2690

If a Power Push Unit (PPU) is to be used for pushback, the PPU will be placed
on the left main landing gear and engine 2 will be started at the gate. This will
pressurize the yellow hydraulic circuit for parking brake. The nose wheel steering,
on green hydraulic circuit, is ensured via the PTU. Prior push back, check that
there is no NWS DISC memo on the EWD.
The flight crew is in charge of the steering according to ground indications
through the interphone. Due to a face-to-face situation between ground personnel
and flight crew, a clear understanding of directional phraseology is essential. The
engine 1 will be started when the power push is completed and PPU removed.
During power push, the crew will not use the brakes, unless required due to an
emergency and will not move flight controls or flap lever.
In case of emergency, the PPU should be immediately removed out of the
evacuation area. Nevertheless, cabin evacuation is possible with the PPU in place.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

If a Power Push Unit (PPU) is to be used for pushback, the PPU will be placed
on the left main landing gear and engine 2 will be started at the gate. This will
pressurize the yellow hydraulic circuit for parking brake and NWS. Prior push
back, check that there is no NWS DISC memo on the EWD.
The flight crew is in charge the steering according to ground indications through
the interphone. Due to a face-to-face situation between ground personnel and
flight crew, a clear understanding of directional phraseology is essential.
The engine 1 will be started when the power push is completed and PPU
removed.
During power push, the crew will not use the brakes, unless required due to an
emergency and will not move flight controls or flap lever.
In case of emergency, the PPU should be immediately removed out of the
evacuation area. Nevertheless, cabin evacuation is possible with the PPU in place.

TAXI ROLL AND STEERING

ALL

Before taxi, check that the amber "NWS DISC" ECAM message is off, to ensure
that steering is fully available.

THRUST USE

Only a little power is needed above thrust idle, in order to get the aircraft
moving (N1 40%). Excessive thrust application can result in exhaust-blast damage
or Foreign Object Damage (FOD). Thrust should normally be used symmetrically.

TILLER AND RUDDER PEDALS USE

Pedals control nosewheel steering at low speed ( 6 degrees with full pedal
deflection). Therefore, on straight taxiways and on shallow turns, the pilot can
use the pedals to steer the aircraft, keeping a hand on the tiller. In sharper
turns, the pilot must use the tiller.

STEERING TECHNIQUE

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

The Nosewheel steering is "by-wire" with no mechanical connection between the


tiller and the nosewheel. The relationship between tiller deflection and nosewheel
angle is not linear and the tiller forces are light.

80
70
60
STEERING

50
40
30
20
10
0
0 20 40 60 80
TILLER NOF 02040 04174 0001

Therefore, the PF should move the tiller smoothly and maintain the tillers
position. Any correction should be small and smooth, and maintained for enough
time to enable the pilot to assess the outcome. Being over-active on the tiller will
cause uncomfortable oscillations.
On straight taxiways, the aircraft is correctly aligned on the centerline, when the
centerline is lined-up between the PFD and ND.

PROPER CENTERLINE FOLLOWING

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

X
XXX
X X
XXX
X X
XX X
XX0 X
XXX
X X
XXX
X X
XX X
XX0
0XX
0 0XX
0
X
XX 000 X
/XXX X
XX 000 X
/XXX
0
000 0
000

0
00 0
0 0
0 0
00 0
0 0
0

0
0 0
0
0
0 0
0 0
0 0
0
0
00 0
0 0
00 0
0
0
00000 0
00000
0
00 0
00
0
0 0
0 0
0 0
0 0
0 0
0
0
00 0
00
0
00 0
00
0
000 X
XX 0
000 X
XX

0
0 0
0 0
0 00 0 0
0 0
0 0
0 00 0

X
XXX
X X
XXX
X X
XX X
XX0 X
XXX
X X
XXX
X X
XX X
XX0
0XX
0 0XX
0
X
XX 000 X
/XXX X
XX 000 X
/XXX
0
000 0
000

0
00 0
0 0
0 0
00 0
0 0
0

0
0 0
0
0
0 0
0 0
0 0
0
0
00 0
0 0
00 0
0
0
00000 0
00000
0
00 0
00
0
0 0
0 0
0 0
0 0
0 0
0
0
00 0
00
0
00 0
00
0
000X
XX 0
000X
XX

0
0 0
0 0
0 0
0 0 0
0 0
0 0
0 0
0 0

OFF

ON

PARK BRK

NOF 02040 04175 0001

If both pilots act on the tiller or pedals, their inputs are added until the maximum
value of the steering angle (programmed within the BSCU) is reached.
When the seating position is correct, the cut-off angle is 20 degrees, and the
visual ground geometry provides an obscured segment of 53 feet (16.15 meters).
During taxi, a turn must be initiated before an obstacle approaches the obscured
segment. This provides both wing and tail clearance, with symmetric thrust and
no differential braking.
Asymmetric thrust can be used to initiate a tight turn and to keep the aircraft
moving during the turn. If nosewheel lateral skidding occurs while turning, reduce
taxi speed or increase turn radius. Avoid stopping the aircraft in a turn, because
excessive thrust will be required to start the aircraft moving again.
The flight crew should be aware that the main gear on the inside of a turn will
always cut the corner and track inside of the nosewheel track. For this reason,
the oversteering technique may be considered especially for A321 where main
gear is 20 meters behind the pilot.

OVERSTEERING TECHNIQUE

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

NOF 02040 04176 0001

When exiting a tight turn, the pilot should anticipate the steer out. Additionally,
the pilot should allow the aircraft to roll forward for a short distance to minimize
the stress on the main gears.
In the event that one or more tires is/are deflated on the main landing gear, the
maximum permitted steering angle will be limited by the aircraft speed. Therefore,
with one tire deflated, the aircraft speed is limited to 7 knots and nosewheel
steering can be used. With two tires deflated, the aircraft speed is limited to 3
knots and nosewheel steering angle should be limited to 30 degrees.
For turns of 90 degrees or more, the aircraft speed should be less than 10 knots.

180 DEGREE TURN

In order to make an effective 180-degree turn, the Captain should proceed as


follows:
. Taxi on the right hand side of the runway and turn left to establish a 25
divergence from the runway axis (using the ND or PFD) with a maximum
ground speed of 10 kts.
. When the aircraft is physically over the edge of the runway, smoothly initiate
a full-deflection turn to the right.
. Asymmetric thrust should be used during the turn. Anticipation is required to
ensure that asymmetric thrust is established before starting the turn, [50%N1
or 1.05EPR], to maintain a continuous speed of approximately 5 to 8 kts
throughout the manoeuvre.
. During the turn, it is essential to maintain minimum ground speed. This will
avoid the need to significantly increase thrust, in order to continue moving.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

When the aircraft is turning, the PNF should observe the ND, and call out the
indicated Ground Speeds (GS)
. Differential braking is not recommended, to prevent stress on the landing gear
assembly. In addition, a braked pivot-turn is NOT permitted (i.e. braking to
fully stop the wheels on one main gear).
. When turning on a wet or contaminated runway, (and to be more specific,
when turning on the white or yellow marking that is painted on the runway)
tight turns can cause the nosewheel to jerk. This can be noisy and
uncomfortable.
The First Officer symmetrically performs the procedure (i.e. Taxi on the left-hand
side of the runway).

AIRCRAFT DIMENSIONS
180 TURN DONE BY CM1

CM1 PHYSICALLY
OVER THE RUNWAY EDGE
NOSEWHEEL
CLEARANCE : 1.6m (5.3ft)
MAIN GEAR
CLEARANCE : 2m (6.6ft)
R6

EFFECTIVE Y MINIMUM
TURN THEORITICAL
PAVEMENT
STEERING 70
WIDTH FOR
ANGLE 75 180 TURN
R4
R5

*
R3

THEORITICAL CENTER OF TURN FOR


MINIMUM TURNING RADIUS :

SLOW CONDINUOUS TURNING


SYMMETRICAL THRUST
NO DIFFERENTIAL BRAKING
DRY SURFACE

25

NOF 02050 04177 0001

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

FIGURES

Y R3 R4 R5 R6 NWS Limit Minimum Runway


Ft/inm Ft/in Ft/in Ft/in Ft/in Angle Width with
m m m m Asymmetric Thrust

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

10.17 36.42 67.59 51.18 58.73 75 30 m


3.10 11.10 20.60 15.60 17.90 99 ft

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810 1815
1819-1820 1824 1826 1828 1831 1833

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

MSN 1837 1839 1841 1844 1846 1851 1853 1855 1863 1866 1870 1872 1875-1876 1880
1882 1884 1886 1890 1893 1897 1901 1908 1912 1916 1923 1925 1934 1936 1938 1943
1947 1952 1955 1959 1962-1963 1971 1976 1980 1982 1986 1990 1997 1999-2000 2002
2004 2007-2008 2010 2012-2013 2015 2019 2023 2026 2028 2030 2032-2033 2037 2039
2043 2047 2050 2052-2053 2057 2062 2066 2069 2072 2074 2078 2083 2086-2087 2089
2091 2093 2095-2096 2098 2101 2103 2113 2119-2120 2122 2124 2126-2127 2129 2131
2170 2172 2174 2176 2179 2181 2184 2186 2188 2194 2196 2198 2200 2202-2203 2205
2209 2213-2214 2222 2224 2228 2230 2232 2236-2237 2240-2241 2243 2245 2249 2251
2253 2258 2260 2262-2266 2268-2269 2271 2273 2277 2279 2281 2283 2285 2287 2289
2293 2295-2296 2298 2300 2302 2304 2306 2308 2311 2313 2318-2319 2321 2326 2332
2335 2339 2341 2346 2348 2353 2355 2360 2362 2365 2369-2371 2373 2375 2378-2380
2382-2383 2385 2387 2389 2392 2396 2398 2400 2402 2404 2406 2408 2412 2414 2416
2418 2420-2421 2424 2426-2427 2429 2431 2433 2435-2436 2438 2440 2442 2444 2446 2448
2450 2452 2454 2456 2458 2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490
2492 2494-2495 2497 2499 2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519
2525 2527-2528 2532 2534 2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570
2572 2574 2578-2579 2581 2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615
2617 2621-2622 2625 2628 2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657
2659-2660 2664 2666-2667 2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702

FIGURES

Y R3 R4 R5 R6 NWS Limit Minimum Runway


Ft/in Ft/in Ft/in Ft/in Ft/in Angle Width with
m m m m m Asymmetric Thrust
13.2 39.9 70.10 54.6 64.1 75 30 m
4.01 12.11 21.58 16.6 19.77 99 ft

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476


0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177
1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221
1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262
1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298
1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339
1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370
1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407
1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443
1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480
1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514
1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550
1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593
1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665
1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700
1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736
1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773
1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809
1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845
1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877
1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911
1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945
1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983
1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022
2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058
2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094
2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169
2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199
2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233
2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275
2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314
2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354
2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395
2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428
2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461
2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509
2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542
2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596
2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633
2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692

FIGURES

Y R3 R4 R5 R6 NWS Limit Minimum Runway


Ft/inm Ft/in Ft/in Ft/in Ft/in Angle Width with
m m m m Asymmetric Thrust
15.1 45.5 72.2 60 71.1 75 30 m
4.61 13.84 21.99 18.3 21.91 99 ft

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

FIGURES

Y R3 R4 R5 R6 NWS Limit Minimum Runway


Ft/in Ft/in Ft/in Ft/in Ft/in Angle Width with
m m m m m Asymmetric Thrust
16.9 59.1 74.6 74.2 80.5 75 32 m
5.1 18 22.7 22.6 24.5 105 ft

It must be noted that since R6 > R4, wing obstacle clearance does not imply tail
obstacle clearance

BRAKE CHECK

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049


2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128
2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217
2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267
2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307
2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345
2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386
2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432
2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480
2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521
2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570
2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635
2639-2643 2652 2667 2669 2682 2690

When cleared to taxi, the PF should set the Parking Brake to "OFF". When the
aircraft starts to move, the PF should check the efficiency of the normal braking
system by gently pressing the brake pedals, to ensure that the aircraft slows
down. The PNF should also check the triple brake indicator to ensure that brake
pressure drops to zero. This indicates a successful changeover to the normal
braking system.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702

When cleared to taxi, the PF should set the Parking Brake to "OFF". When the
aircraft starts to move, the PF should check the efficiency of the normal braking
system by gently pressing the brake pedals.

CARBON BRAKE WEAR

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

Carbon brake wear depends on the number of brake applications and on brake
temperature. It does not depend on the applied pressure, or the duration of the
braking. The temperature at which maximum brake wear occurs depends on the
brake manufacturer. Therefore, the only way the pilot can minimize brake wear is
to reduce the number of brake applications.

TAXI SPEED AND BRAKING

ALL

On long, straight taxiways, and with no ATC or other ground traffic constraints,
the PF should allow the aircraft to accelerate to 30 knots, and should then use
one smooth brake application to decelerate to 10 knots. The PF should not "ride"
the brakes. The GS indication on the ND should be used to assess taxi speed.

MSN 0002-0042 0044-0112 0115-0564 0566-0574 0576-0579 0581-0658 0660 0662-0666


0668-0933 0935-0950 0952-0989 0991-0998 1000-1013 1015-1137 1139-1167 1169-1176
1178-1182 1184-1216 1218-1225 1227-1382 1384-1406 1408-1417 1419-1423 1425-1458
1460-1696 1698-1731 1733-1986 1988-2702

BRAKE TEMPERATURE

The FCOM limits brake temperature to 300 Deg C. before takeoff is started.
This limit ensures that any hydraulic fluid, that may come into contact with the
brake units, will not be ignited in the wheelwell after gear retraction. However,
the brake temperature should not rise above 150 Deg. C. (fans off) in order to
respect brake energy limitation in the case of a rejected takeoff.
Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb
too much heat, carbon oxidation will increase. This is the reason why the brakes
should not be used repeatedly at temperatures above 500 Deg. C. during
normal operation. In addition, after heavy braking, the use of brake fans can
increase oxidation of the brake surface hot spots, if the brakes are not thermally
equalized.

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

MSN 0043 0113-0114 0565 0575 0580 0659 0661 0667 0934 0951 0990 0999 1014 1138
1168 1177 1183 1217 1226 1383 1407 1418 1424 1459 1697 1732 1987

BRAKE TEMPERATURE

The FCOM limits brake temperature to 260C before take-off is started. This
limit ensures that any hydraulic fluid, that may come into contact with the brake
units, would not be ignited in the wheel-well after gear retraction. However, the
brake temperature should not rise above 150C in order to respect brake energy
limitation in the case of a rejected take-off.
Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb
too much heat, carbon oxidation will increase. This is the reason why the brakes
should not be used repeatedly at temperatures above 500 Deg. C. during
normal operation. In addition, after heavy braking, the use of brake fans can
increase oxidation of the brake surface hot spots, if the brakes are not thermally
equalized.

BRAKING ANOMALIES

MSN 0002-0027 0029-0034 0036 0039-0047 0049-0056 0058-0073 0075-0086 0089-0179


0181-0246 0248-0255 0257-0294 0296-0315 0317-0325 0328-0343 0345-0378 0380-0391
0393-0406 0408-0413 0415-0429 0431 0435-0436 0438-0468 0470-0475 0478-0485 0487 0489
0491 0493 0497-0512 0517-0551 0553-0569 0571-0575 0577-0580 0582-0592 0594-0598
0600-0645 0647-0670 0672-0705 0707-0738 0740-0742 0744 0746-0752 0754-0755 0757-0766
0768-0775 0777-0783 0785-0804 0806-0811 0813-0814 0817-0832 0834-0840 0842-0876
0878-0885 0887-0917 0919 0921-0925 0929 0931-0940 0942-0960 0962-0982 0984-0990
0992 0994-1008 1010-1014 1017-1022 1025-1028 1030-1052 1054-1072 1074-1080 1082-1093
1095-1106 1108-1136 1138-1149 1151-1183 1187-1188 1190-1211 1213-1214 1216-1240
1243-1252 1254-1255 1257-1295 1297-1307 1310-1334 1336-1351 1353-1363 1365-1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397

If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware
that the Parking Brake can, quite suddenly, become less efficient. This explains
the amber range on the hydraulic pressure gauge of the ACCU PRESS.
If the flight crew encounters any braking problems during taxi, they should set
the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the
pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should
refer to the triple brake indicator and modulate the pressure as necessary.
When parking brake is ON, pressing the pedals has no effect on braking.
Consequently, if for any reason the aircraft moves forward while the park brake

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

is ON, the parking brake must be released in order to get braking efficiency from
the pedals.

MSN 0028 0035 0037-0038 0048 0057 0074 0087-0088 0180 0247 0256 0295 0316
0326-0327 0344 0379 0392 0407 0414 0430 0432-0434 0437 0469 0476-0477 0486 0488
0490 0492 0494-0496 0513-0516 0552 0570 0576 0581 0593 0599 0646 0671 0706 0739
0743 0745 0753 0756 0767 0776 0784 0805 0812 0815-0816 0833 0841 0877 0886 0918
0920 0926-0928 0930 0941 0961 0983 0991 0993 1009 1015-1016 1023-1024 1029 1053
1073 1081 1094 1107 1137 1150 1184-1185 1189 1212 1215 1241-1242 1253 1256 1296
1309 1335 1352 1364 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398-2702

If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware
that the Parking Brake can, quite suddenly, become less efficient. This explains
the amber range on the hydraulic pressure gauge of the ACCU PRESS.
If the flight crew encounters any braking problems during taxi, they should set
the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the
pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should
refer to the triple brake indicator and modulate the pressure as necessary.

FLIGHT CONTROL CHECK

ALL

At a convenient stage, before or during taxi, and before arming the autobrake,
the PF silently applies full longitudinal and lateral sidestick deflection. On the
F/CTL page, the PNF checks and calls out full travel of elevators and ailerons,
and correct deflection and retraction of spoilers. As each full travel/neutral
position is reached, the PNF calls out:
. "Full up, full down, neutral"
. "Full left, full right, neutral"
The PF silently checks that the PNF calls are in accordance with the sidestick
order. The PF then presses the PEDAL DISC pb on the nose wheel tiller and
silently applies full left and full right rudder and then returns the rudder to
neutral. The PNF follows on the rudder pedals and, when each full travel/neutral
position is reached, calls out:
. "Full left, full right, neutral"
Full control input must be held for sufficient time for full travel to be reached and
indicated on F/CTL page.

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

The PNF then applies full longitudinal and lateral sidestick deflection, and on the
F/CTL page, silently checks full travel and correct sense of all elevators and
ailerons, and correct deflection and retraction of all spoilers.
If this check is carried out during taxiing, it is essential that the PF remains
head-up throughout the procedure.

TAKE-OFF BRIEFING CONFIRMATION

ALL

Takeoff briefing should usually be a brief confirmation of the full takeoff briefing
made at the parking bay and should include any changes that may have
occurred, e.g. change of SID, change in runway conditions etc.
If ATC clears the aircraft to maintain a specific heading after takeoff, turn the FCU
HDG selector to disarm the NAV. The current aircraft heading will be displayed
on the FCU and the ND, and the flight crew can then set the cleared heading.
Once airborne, and above 30 feet, RA, RWY TRK engages. To follow clearance,
the FCU HDG knob should be pulled. Once cleared to resume the SID, a HDG
adjustment may be necessary to intercept the desired track for NAV capture.

TAXI WITH ONE ENGINE SHUTDOWN

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049


2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128
2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217
2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267
2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307
2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345
2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386
2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432
2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480
2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521
2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570
2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635
2639-2643 2652 2667 2669 2682 2690

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

Brake life and fuel savings may govern company policy on permitting aircraft to
taxi with one engine shut down. However, if taxiing out with one engine
shutdown, the crew should be aware of the following:
. It is recommended to retain the use of engine 1 during taxi to maintain the
green hydraulic system for normal braking and NWS.
. Before releasing the parking brake, the yellow electrical pump will be set ON
to pressurize the yellow hydraulic system (ALT/PARK BRK) and avoid PTU
operation. The crew will check the hydraulic yellow accumulator pressure
. Slow or tight turns in the direction of the operating engine may not be
possible at high gross weights.
. It is not possible for ground personnel to protect the engine against fire, when
the aircraft moves away from the ramp.
. The remaining engines should be started with sufficient time for engine
warm-up before takeoff
. Any faults encountered during or after starting the remaining engine may
require a return to the gate for maintenance and thus generate a further
departure delay.
. Taxi with one engine shut down may require higher thrust than usual. Caution
must, therefore, be exercised to avoid excessive jet-blast and the risk of
Foreign Object Damage (FOD).
. The use of APU is recommended but the APU bleed should be switched off
to avoid ingestion of exhaust gases by the air conditioning system.
. Before ENG2 start,
-- The yellow pump is set off to check correct operation of the PTU
-- APU BLEED is set back to ON for ENG2 bleed start.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702

Brake life and fuel savings may govern company policy on permitting aircraft to
taxi with one engine shut down. However, if taxiing out with one engine
shutdown, the crew should be aware of the following:

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

. It is recommended to retain the use of engine 1 during taxi to maintain the


green hydraulic system for normal braking.
. Before releasing the parking brake, the yellow electrical pump will be set ON
to pressurize the yellow hydraulic circuit (ALT/PARK BRK and NWS) and avoid
PTU operation. The crew will check the hydraulic yellow accumulator pressure
. Slow or tight turns in the direction of the operating engine may not be
possible at high gross weights.
. It is not possible for ground personnel to protect the engine against fire, when
the aircraft moves away from the ramp.
. The remaining engines should be started with sufficient time for engine
warm-up before takeoff
. Any faults encountered during or after starting the remaining engine may
require a return to the gate for maintenance and thus generate a further
departure delay.
. Taxi with one engine shut down may require higher thrust than usual. Caution
must, therefore, be exercised to avoid excessive jet-blast and the risk of
Foreign Object Damage (FOD).
. The use of APU is recommended but the APU bleed should be switched off
to avoid ingestion of exhaust gases by the air conditioning system.
. Before ENG2 start,
-- The yellow is set off to check correct operation of the PTU
-- APU BLEED is set back to ON for ENG2 bleed start.

MISCELLANEOUS

ALL

STROBE LIGHT (IF INSTALLED)

When the STROBE lights are set to AUTO, they come on automatically when
the aircraft is airborne. The ON position can be used to turn on the lights on
ground for crossing, backtracking or entering a runway.

PACKS

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

If the take-off has to be achieved without air bleed fed from the engines for
performance reasons, but air conditioning desired, the APU bleed may be used
with packs ON, thus maintaining engine performance level and passenger
comfort. In case of APU auto shut down during take-off, the engine thrust is
frozen till the thrust is manually reduced. The packs revert to engine bleed which
causes an increase of EGT to keep N1/EPR.
If the take-off is performed with one pack unserviceable, the procedure states to
set the failed pack to OFF. The take-off may be performed with the other pack
ON (if performances permit) with TOGA or FLEX thrust, the pack being supplied
by the onside bleed. In this asymmetric bleed configuration, the N1 take-off value
is limited to the value corresponding to the bleed ON configuration and take-off
performances must be computed accordingly.

BEFORE TAKE-OFF FLOW PATTERN

ALL

BEFORE TAKE-OFF FLOW PATTERN

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 20


NORMAL OPERATIONS 02.040

FLIGHT CREW TRAINING MANUAL TAXI JUL 28/05

3 113
N
35
M
9 0
1
2
1

1
.2

1.4

1.223

4
1.6
EPR
1

1
.2

1

1.223

4
.4

1.6
CL1.503
F.F KG/H
AUTOBRAKE 2
0N
1
8: 3
M
5

7 ALT 3 1
53 0 1 50 0
m bar 8 8

T/O MEMO
6 4 420
EGT
440 L
DGG
EAR M
AX
C FOB:1
300
0KG
U
NLK U
NLK U
NLK H
OT
10 10 S FLAP F
4 4 O
N
N1
100.1 % 95.1
2

3
+99.8
N2
99.9+ A
UTO
/BR
K A
/SK
ID&
% L
O M
ED 3
N
/WSTR
G
SEATBELTS *FLTCTL D
ECE
L D
ECE
L D
ECE
L O
N

O
N O
N O
N

5
V
OR2
O
FF A
TH

U
P

9 0
1
2 D
OOR
/OX
Y C
KPTOXY
7 ALT 3 1
850P
SI
m bar
DME L DME R
6 4 A
VIO
NIC

A
CCU P
RES
S
0 3
33 C
ABI
N
SL
IDE S
LID
E
CA
BIN 3
0 4
3

27 30
1 1

6 9 12


CAR
GO
0
V V B
RAK
ES

24
O O C
ABI
N
SL
IDE S
LID
E
CA
BIN D
OWN
P
SI1000
R 18 21
15 R
E
MER E
MER

SL
IDE S
LID
E
YHR
ADF ADF E
XIT E
XIT D
ATE
D
M
O
M
I
N
S
ET R
U
N



CAR
GO
5
0h C
HR 1
0
min.

C
ABI
N
SL
IDE S
LID
E
CA
BIN M
O D
Y
U
TC
4
0 h min. 2
0
V
/S 4
00F
t/M
N
R
UN ET
S
TO
P
R
ST C
HR

0 0 0 0

ENG
T.O.
CONFIG
4
BLEED PRESS EL/AC
EMER
CANC

EL/DC FUEL

0 ALL
APU COND DOOR WHEEL F/CTL

T/O CONFIG

RADAR/PWS MAN V/S


OVHD INTEG LT
MAN V/S MAN V/S

OFF BRT

1 2
ENG ENG
1 0
2

GND ARMED
0 0
RET RET

ATC
1 1

SPEED 2 2
1/2 1/2
BRAKE

NOF 02050 04178 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

THRUST SETTING
MSN 0002-0027 0029-0034 0036 0039-0044 0059-0063 0068-0073 0078 0083-0088 0093-0094
0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229 0231-0237
0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279 0281-0290
0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333 0337
0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0364-0365 0367 0370-0372
0375 0377-0385 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427
0434-0436 0438-0439 0442 0445-0446 0450 0452 0454 0456-0457 0459-0466 0470 0472
0475 0477 0479 0482-0483 0485 0487-0489 0491 0494-0495 0497-0498 0500-0501 0503-0504
0506-0517 0519-0526 0528-0529 0531-0537 0539 0541 0544-0549 0552-0554 0558-0559
0561-0562 0566 0568-0572 0574-0581 0583 0585-0590 0592-0594 0596 0598-0603 0605
0607-0613 0615-0619 0621-0630 0632 0634-0651 0653-0658 0660 0662-0666 0668-0679
0681-0686 0688-0691 0693-0695 0697 0700-0703 0706-0707 0711 0713-0714 0716-0717 0719
0721 0723-0724 0726-0730 0732-0742 0744-0745 0747-0755 0757 0759 0761 0763-0769
0771-0783 0785-0790 0792-0801 0804 0807-0809 0813-0815 0817-0821 0823-0834 0836-0838
0840-0848 0850-0855 0857-0858 0860-0863 0865 0867-0871 0873-0876 0879-0880 0882-0886
0888 0890-0891 0893-0894 0896-0898 0903-0907 0909 0911 0913-0914 0917-0918 0920-0923
0925-0926 0929 0933 0935-0942 0944-0949 0951-0952 0954-0962 0964-0965 0967 0970-0973
0975 0978-0982 0984-0989 0991-0992 0994-1002 1004-1006 1009 1011-1012 1016-1023
1025-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1063 1065-1073
1076-1078 1081 1084-1087 1089-1091 1093-1095 1097 1099-1102 1104-1109 1112-1114 1117
1119-1122 1124-1138 1140-1141 1144-1152 1154-1155 1157 1159-1160 1163-1165 1167-1172
1175-1176 1180-1182 1184-1187 1189-1192 1195 1198-1203 1205-1206 1208-1211 1213
1216-1221 1224 1226 1229-1231 1233 1237-1238 1241-1245 1247-1250 1252 1254-1255
1262-1269 1271-1272 1275 1277 1282-1283 1285-1294 1296-1301 1303 1305-1321 1324-1326
1328 1330-1331 1334 1336-1337 1339-1348 1352-1354 1356-1365 1367 1369-1372 1374
1377-1379 1381-1382 1385-1394 1396 1399-1405 1408-1409 1411-1417 1420-1421 1425-1427
1429-1432 1434-1439 1441-1444 1447-1451 1453-1458 1460-1462 1465 1467 1469-1484
1488-1489 1492-1496 1498-1505 1507-1509 1511 1514-1517 1519-1525 1530-1533 1535-1536
1538-1545 1549-1551 1553-1555 1559-1560 1562 1564 1567 1569-1573 1575 1577-1579
1581-1586 1588 1592 1597-1603 1605 1607 1609 1611-1612 1615-1618 1620 1622-1625
1627 1629-1630 1632-1634 1636-1641 1645-1647 1649 1651 1653-1655 1657-1660 1662
1664 1666-1671 1673-1674 1676-1681 1683-1686 1688 1691-1694 1699-1702 1704 1706
1709 1712-1714 1716-1720 1722 1724-1726 1728 1730-1731 1733-1738

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 1740-1748 1750-1753 1755-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775
1777-1781 1783 1786-1787 1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812
1815-1816 1819-1821 1824 1828 1833 1836 1838-1842 1845-1847 1851-1853 1856 1859-1860
1863-1867 1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901
1905-1906 1908-1909 1911 1913 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943
1949 1951 1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1978 1980-1983 1988-1991
1994 1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037
2039 2043 2046-2054 2056-2057 2059-2062 2064-2066 2068-2069 2071-2072 2074 2076
2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117
2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2146 2151 2154-2155
2158 2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196
2198-2199 2206-2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237
2239-2245 2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279
2283 2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325
2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358
2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388
2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432
2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474
2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514
2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569
2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620
2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668
2672 2674-2678 2681 2683-2684 2691 2693 2702

The PF should announce "Take-off". The PF then applies power in as follows:


If cross wind is at or below 20 kts and there is no tail wind
. From idle to 1.05EPR / 50% N1 by reference to the TLA indicator on the EPR
/ N1 gauge.
. When the engine parameters have stabilized, to the FLX/MCT or TOGA detent
as appropriate.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 0002-0027 0029-0034 0036 0039-0044 0059-0063 0068-0073 0078 0083-0088 0093-0094
0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229 0231-0237
0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279 0281-0290
0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333 0337
0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0364-0365 0367 0370-0372
0375 0377-0385 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427
0434-0436 0438-0439 0442 0445-0446 0450 0452 0454 0456-0457 0459-0466 0470 0472
0475 0477 0479 0482-0483 0485 0487-0489 0491 0494-0495 0497-0498 0500-0501 0503-0504
0506-0517 0519-0526 0528-0529 0531-0537 0539 0541 0544-0549 0552-0554 0558-0559
0561-0562 0566 0568-0572 0574-0581 0583 0585-0590 0592-0594 0596 0598-0603 0605
0607-0613 0615-0619 0621-0630 0632 0634-0651 0653-0658 0660 0662-0666 0668-0679
0681-0686 0688-0691 0693-0695 0697 0700-0703 0706-0707 0711 0713-0714 0716-0717 0719
0721 0723-0724 0726-0730 0732-0742 0744-0745 0747-0755 0757 0759 0761 0763-0769
0771-0783 0785-0790 0792-0801 0804 0807-0809 0813-0815 0817-0821 0823-0834 0836-0838
0840-0848 0850-0855 0857-0858 0860-0863 0865 0867-0871 0873-0876 0879-0880 0882-0886
0888 0890-0891 0893-0894 0896-0898 0903-0907 0909 0911 0913-0914 0917-0918 0920-0923
0925-0926 0929 0933 0935-0942 0944-0949 0951-0952 0954-0962 0964-0965 0967 0970-0973
0975 0978-0982 0984-0989 0991-0992 0994-1002 1004-1006 1009 1011-1012 1016-1023
1025-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1063 1065-1073
1076-1078 1081 1084-1087 1089-1091 1093-1095 1097 1099-1102 1104-1109 1112-1114 1117
1119-1122 1124-1138 1140-1141 1144-1152 1154-1155 1157 1159-1160 1163-1165 1167-1172
1175-1176 1180-1182 1184-1187 1189-1192 1195 1198-1203 1205-1206 1208-1211 1213
1216-1221 1224 1226 1229-1231 1233 1237-1238 1241-1245 1247-1250 1252 1254-1255
1262-1269 1271-1272 1275 1277 1282-1283 1285-1294 1296-1301 1303 1305-1321 1324-1326
1328 1330-1331 1334 1336-1337 1339-1348 1352-1354 1356-1365 1367 1369-1372 1374
1377-1379 1381-1382 1385-1394 1396 1399-1405 1408-1409 1411-1417 1420-1421 1425-1427
1429-1432 1434-1439 1441-1444 1447-1451 1453-1458 1460-1462 1465 1467 1469-1484
1488-1489 1492-1496 1498-1505 1507-1509 1511 1514-1517 1519-1525 1530-1533 1535-1536
1538-1545 1549-1551 1553-1555 1559-1560 1562 1564 1567 1569-1573 1575 1577-1579
1581-1586 1588 1592 1597-1603 1605 1607 1609 1611-1612 1615-1618 1620 1622-1625
1627 1629-1630 1632-1634 1636-1641 1645-1647 1649 1651 1653-1655 1657-1660 1662
1664 1666-1671 1673-1674 1676-1681 1683-1686 1688 1691-1694 1699-1702 1704 1706
1709 1712-1714 1716-1720 1722 1724-1726 1728 1730-1731 1733-1738

Thrust Lever Position


TLP symbol

25.9
1.014
NOF 02050 04179 0001

In case of tailwind or if cross wind is greater than 20 kts:


. From idle to 1.05 EPR / 50% N1 by reference to the TLA indicator on the
EPR / N1 gauge.
. Once stabilized, from 1.05 EPR / 50 % N1 to 1.15 EPR / 70% N1 by
reference to the TLA indicator on the EPR / N1 gauge.
. Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts
groundspeed.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM.

MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099
0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247
0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308
0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357
0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411-0412
0414-0416 0423-0425 0428-0432 0437 0440-0441 0443-0444 0447-0449 0451 0453 0455
0458 0467-0469 0471 0473-0474 0476 0478 0480 0484 0486 0490 0492-0493 0496 0499
0502 0505 0518 0527 0530 0538 0540 0542-0543 0550-0551 0555-0557 0560 0563-0565
0567 0573 0582 0584 0591 0595 0597 0604 0606 0614 0620 0631 0633 0652 0659
0661 0667 0680 0687 0692 0696 0698-0699 0704-0705 0709-0710 0712 0715 0718 0720
0722 0725 0731 0743 0746 0756 0758 0760 0762 0770 0784 0791 0802-0803 0805-0806
0810-0812 0816 0822 0835 0839 0849 0856 0859 0864 0866 0872 0877-0878 0881 0887
0889 0892 0895 0899-0902 0908 0910 0912 0915-0916 0919 0924 0927-0928 0930-0932
0934 0943 0950 0953 0963 0966 0968-0969 0974 0976-0977 0983 0990 0993 1003
1007-1008 1010 1013-1015 1024 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057
1064 1074-1075 1079-1080 1082-1083 1088 1092 1096 1098 1103 1110-1111 1115-1116
1118 1123 1139 1142-1143 1153 1156 1158 1161 1166 1173-1174 1177-1178 1183 1188
1193-1194 1196-1197 1204 1207 1212 1214-1215 1222-1223 1225 1227-1228 1232 1234-1236
1239-1240 1246 1251 1253 1256-1261 1270 1273-1274 1276 1279-1281 1284 1295 1302
1304 1323 1327 1329 1332-1333 1335 1338 1349-1351 1355 1366 1368 1373 1375-1376
1380 1383-1384 1395 1397-1398 1406-1407 1410 1418-1419 1422-1424 1428 1433 1440
1445-1446 1452 1459 1463-1464 1466 1468 1486-1487 1490-1491 1497 1506 1510 1512-1513
1518 1526-1529 1534 1537 1546-1548 1552 1557-1558 1561 1563 1565-1566 1568 1574
1576 1580 1587 1589-1591 1593-1596 1604 1606 1608 1610 1613-1614 1619 1621 1626
1628 1631 1635 1642-1644 1648 1650 1652 1656 1661 1663 1665 1672 1675 1682
1687 1689-1690 1695-1698 1703 1705 1707-1708 1710-1711 1715 1721 1723 1727 1729
1732 1739 1749 1754 1758 1760 1763-1764 1768 1771 1773 1776 1782 1784-1785 1788
1790 1792 1794 1798 1801-1802 1804 1807 1814 1817-1818 1823 1825-1827 1829-1832
1834-1835 1837 1843-1844 1848-1850 1854-1855 1857-1858 1861-1862 1868-1869 1871
1877-1878 1880 1883 1888 1891-1893 1895-1896 1898-1899 1902-1904 1907 1910 1912
1914-1915 1917-1918 1922 1926-1928 1933-1935 1941 1944-1948 1950 1952-1953

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 1955-1958 1962 1967 1969-1971 1974 1977 1979 1984-1987 1992-1993 1995-1996 1998
2000 2004 2006-2008 2014-2016 2020-2021 2023 2027 2029 2031-2032 2038 2040-2042
2044-2045 2055 2058 2063 2067 2070 2073 2075 2077 2079-2080 2084-2085 2088-2090
2094 2096-2099 2102 2105 2107-2108 2110-2112 2118 2121 2125 2128 2130 2132
2135-2139 2141 2147-2150 2152-2153 2156-2157 2159-2161 2164 2167-2169 2172-2173
2177 2185 2188 2190 2193-2195 2197 2200-2205 2210-2211 2215-2216 2223 2226 2229
2231-2232 2234 2238 2246-2247 2252 2254-2255 2257 2259 2261 2263 2267-2268 2273
2275 2277 2280-2282 2284 2286 2288 2290 2292 2295-2297 2299 2301-2305 2307-2308
2310 2312-2314 2316 2320-2324 2326 2329 2331 2334-2336 2338-2341 2343 2345 2348
2351-2352 2355-2356 2359 2362-2363 2366 2368 2371-2372 2375-2376 2379 2383-2384 2386
2389 2393 2395-2397 2401 2403-2405 2408 2410 2413-2415 2417-2418 2421-2424 2426
2428-2431 2433-2435 2438 2441 2443-2445 2447 2449 2452-2455 2457-2459 2461-2462
2466-2470 2473 2475-2476 2479-2480 2482 2485 2489-2491 2496 2500-2502 2504-2505
2509-2510 2513 2515 2517 2520-2522 2524 2526 2530-2531 2533-2537 2553 2559-2560 2564
2566-2568 2570-2574 2576-2577 2579-2580 2585 2587 2589-2590 2594-2595 2597-2598 2600
2603-2604 2608-2610 2613-2615 2621-2622 2626 2630-2631 2634 2639-2643 2648-2651 2653
2655 2657 2659-2664 2666-2667 2669-2670 2673 2679 2682 2687-2690 2692 2697-2698

The PF should announce "Take-off". The PF then applies power in as follows:


If cross wind is at or below 20 kts and there is no tail wind
. From idle to 1.05EPR / 50% N1 by reference to the TLA indicator on the EPR
/ N1 gauge.
. When the engine parameters have stabilized, to the FLX/MCT or TOGA detent
as appropriate.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099
0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247
0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308
0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357
0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411-0412
0414-0416 0423-0425 0428-0432 0437 0440-0441 0443-0444 0447-0449 0451 0453 0455 0458
0467-0469 0471 0473-0474 0476 0478 0480 0484 0486 0490 0492-0493 0496 0499 0502
0505 0518 0527 0530 0538 0540 0542-0543 0550-0551 0555-0557 0560 0563-0565 0567
0573 0582 0584 0591 0595 0597 0604 0606 0614 0620 0631 0633 0652 0659 0661 0667
0680 0687 0692 0696 0698-0699 0704-0705 0709-0710 0712 0715 0718 0720 0722 0725
0731 0743 0746 0756 0758 0760 0762 0770 0784 0791 0802-0803 0805-0806 0810-0812
0816 0822 0835 0839 0849 0856 0859 0864 0866 0872 0877-0878 0881 0887 0889 0892
0895 0899-0902 0908 0910 0912 0915-0916 0919 0924 0927-0928 0930-0932 0934 0943
0950 0953 0963 0966 0968-0969 0974 0976-0977 0983 0990 0993 1003 1007-1008 1010
1013-1015 1024 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057 1064 1074-1075
1079-1080 1082-1083 1088 1092 1096 1098 1103 1110-1111 1115-1116 1118 1123 1139
1142-1143 1153 1156 1158 1161 1166 1173-1174 1177-1178 1183 1188 1193-1194 1196-1197
1204 1207 1212 1214-1215 1222-1223 1225 1227-1228 1232 1234-1236 1239-1240 1246 1251
1253 1256-1261 1270 1273-1274 1276 1279-1281 1284 1295 1302 1304 1323 1327 1329
1332-1333 1335 1338 1349-1351 1355 1366 1368 1373 1375-1376 1380 1383-1384 1395
1397-1398 1406-1407 1410 1418-1419 1422-1424 1428 1433 1440 1445-1446 1452 1459
1463-1464 1466 1468 1486-1487 1490-1491 1497 1506 1510 1512-1513 1518 1526-1529
1534 1537 1546-1548 1552 1557-1558 1561 1563 1565-1566 1568 1574 1576 1580 1587
1589-1591 1593-1596 1604 1606 1608 1610 1613-1614 1619 1621 1626 1628 1631 1635
1642-1644 1648 1650 1652 1656 1661 1663 1665 1672 1675 1682 1687 1689-1690
1695-1698 1703 1705 1707-1708 1710-1711 1715 1721 1723 1727 1729 1732 1739 1749
1754 1758 1760 1763-1764 1768 1771 1773 1776 1782 1784-1785 1788 1790 1792 1794
1798 1801-1802 1804 1807 1814 1817-1818 1823 1825-1827 1829-1832 1834-1835 1837

Thrust Lever Position


TLP symbol

25.9
1.014
NOF 02050 04180 0001

In case of tailwind or if cross wind is greater than 20 kts:


. From idle to 1.05 EPR / 50% N1 by reference to the TLA indicator on the
EPR / N1 gauge.
. Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts
groundspeed.
This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

TAKE-OFF ROLL

ALL

Once the thrust is set, the PF announces the indications on the FMA. The PNF
must check that the thrust is set by 80 kts and must announce "Power Set".
The Captain must keep his hand on the thrust levers when the thrust levers are
set to TOGA/FLX notch and until V1.
On a normal take-off, to counteract the pitch up moment during thrust
application, the PF should apply half forward (full forward in cross wind case)
sidestick at the start of the take-off roll until reaching 80 kts. At this point, the
input should be gradually reduced to be zero by 100 kts.
The PF should use pedals to keep the aircraft straight. The nosewheel steering
authority decreases at a pre-determined rate as the groundspeed increases (no
more efficiency at 130 kts) and the rudder becomes more effective. The use the
tiller is not recommended during takeoff roll, because of its high efficiency, which
might lead to aircraft overreaction.
For crosswind take-offs, routine use of into wind aileron is not necessary. In
strong crosswind conditions, small lateral stick input may be used, if deemed
necessary due to into wind wing reaction, but avoid using large deflections,
resulting in excessive spoiler deployment which increase the aircraft tendency to
turn into the wind (due to high weight on wheels on the spoiler extended side),
reduces lift and increases drag. Spoiler deflection becomes significant with more
than a third sidestick deflection.
As the aircraft lifts off, any lateral stick input applied will result in a roll rate
demand, making aircraft lateral control more difficult. Wings must be level.
In case of low visibility take-off, visual cues are primary means to track the
runway centerline. The PFD yaw bar provides an assistance in case of expected
fog patches if ILS available.

TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF

ALL

At take off, the typical all engine operating attitude after lift-off is about 15.
ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 20
NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

ROTATION

ALL

Rotation is conventional. The PF must perform the rotation mainly head-up, using
outside visual reference until airborne, or at least until visual cues are lost,
depending on visibility conditions. The PF must then monitor the pitch attitude on
the PFD.
Initiate the rotation with a smooth positive backward sidestick input (typically 1/3
to 1/2 backstick). Avoid aggressive and sharp inputs.
The initial rotation rate is about 3 /sec.
If the established pitch rate is not satisfactory, the pilot must make smooth
corrections on the stick. He must avoid rapid and large corrections, which cause
sharp reaction in pitch from the aircraft. If, to increase the rotation rate, a further
and late aft sidestick input is made around the time of lift-off, the possibility of
tailstrike increases significantly on A321.
During rotation, the crew must not chase the FD pitch bar, since it does not give
any pitch rate order, and might lead to overreaction.
Once airborne only, the crew must refine the aircraft pitch attitude using the FD,
which is then representative of the SRS orders. The fly-by-wire control laws
change into flight normal law, with automatic pitch trim active.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

AIRCRAFT GEOMETRY

Tail strike pitch attitude


L/G compressed L/G extended
15.7 17.3

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810
1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855
1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912
1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976
1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019
2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066
2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113
2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186
2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232
2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271
2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306
2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355
2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396
2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429
2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458
2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499
2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534
2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581
2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628
2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667
2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

AIRCRAFT GEOMETRY

Tail strike pitch attitude


L/G compressed L/G extended
13.9 15.5

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476


0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177
1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221
1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262
1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298
1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339
1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370
1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407
1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443
1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480
1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514
1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550
1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593
1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665
1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700
1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736
1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773
1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809
1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845
1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877
1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911
1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945
1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983
1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022
2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058
2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094
2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169
2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199
2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233
2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275
2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314
2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354
2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395
2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428
2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461
2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509
2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542
2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596
2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633
2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692

AIRCRAFT GEOMETRY

Tail strike pitch attitude


L/G compressed L/G extended
11.7 13.5

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

AIRCRAFT GEOMETRY

Tail strike pitch attitude


L/G compressed L/G extended
9.7 11.2

TAIL STRIKE AVOIDANCE

ALL

INTRODUCTION

If tailstrike it is not a concern for the A318, the importance of this subject
increases as fuselage length increases. Therefore, it is particularly important for
A321 operators.
Tail strikes can cause extensive structural damage, which can jeopardize the
flight and lead to heavy maintenance action. They most often occur in such
adverse conditions as crosswind, turbulence, windshear, etc.

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MAIN FACTORS

EARLY ROTATION

Early rotation occurs when rotation is initiated below the scheduled VR. The
potential reasons for this are:
. The calculated VR is incorrect for the aircraft weight or flap configuration.
. The PF commands rotation below VR due to gusts, windshear or an obstacle
on the runway.
Whatever the cause of the early rotation, the result will be an increased pitch
attitude at lift-off, and consequently a reduced tail clearance.

ROTATION TECHNIQUE

The recommendation given in the ROTATION TECHNIQUE paragraph should be


applied.
A fast rotation rate increases the risk of tailstrike, but a slow rate increases
take-off distance. The recommended rate is about 3 degs/sec, which reflects the
average rates achieved during flight test, and is also the reference rate for
performance calculations.

CONFIGURATION (NOT APPLICABLE TO A318)

When performance is limiting the takeoff weight, the flight crew uses TOGA
thrust and selects the configuration that provides the highest takeoff weight.
When the actual takeoff weight is lower than the permissible one, the flight crew
uses FLEX TO thrust. For a given aircraft weight, a variety of flap configurations
are possible. Usually, the flight crew selects the configuration that provides the
maximum FLEX temperature. This is done to prolong engine life. The first
degrees of flexible thrust have an impact on maintenance costs about 5 times
higher than the last one.
The configuration that provides the maximum FLEX temperature varies with the
runway length.
On short runways, CONF 3 usually provides the highest FLEX temperature, and
the tail clearance at lift off does not depends on the configuration.
On medium or long runways, the second segment limitation becomes the limiting
factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term
of FLEX temperature. In these cases, the tail clearance at lift off depends on the
configuration. The highest flap configuration gives the highest tailstrike margin.

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

TAKEOFF TRIM SETTING

The main purpose of the pitch trim setting for take-off is to provide consistent
rotation characteristics. Take-off pitch trim is set manually via the pitch trim wheel.
The aircraft performs a safe takeoff, provided the pitch trim setting is within the
green band on the pitch trim wheel.
However, the pitch trim setting significantly affects the aircraft behaviour during
rotation:
. With a forward CG and the pitch trim set to the nose-down limit the pilots will
feel an aircraft "heavy to rotate" and aircraft rotation will be very slow in
response to the normal take off stick displacement.
. With an aft CG and the pitch trim set to the nose-up limit the pilots will most
probably have to counteract an early autorotation until VR is reached.
In either case the pilot may have to modify his normal control input in order to
achieve the desired rotation rate, but should be cautious not to overreact.

CROSSWIND TAKEOFF

It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid
using large deflection, resulting in excessive spoiler deployment. A direct effect of
the reduction in lift due to the extension of the spoilers on one wing will be a
reduction in tail clearance and an increased risk of tailstrike.

OLEO INFLATION

The correct extension of the main landing gear shock absorber (and thus the
nominal increase in tail clearance during the rotation) relies on the correct
inflation of the oleos.

ACTION IN CASE OF TAILSTRIKE

If a tailstrike occurs at take-off, flight at attitude requiring a pressurized cabin


must be avoided and a return to the originating airport should be performed for
damage assessment.

CROSSWIND TAKE-OFF LIMITATIONS

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070


2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

Reported braking Reported runway Equivalent runway Maximum


action friction coefficient condition crosswind
Good 0.4 Dry, damp, wet 29 kt

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

Reported braking Reported runway Equivalent runway Maximum


action friction coefficient condition crosswind
Good 0.4 Dry, damp, wet 39 kt(Gust
included)

ALL

AP ENGAGEMENT

The AP can be engaged 5 seconds after take-off and above 100ft RA.

VERTICAL PROFILE

MSN 0022-0030 0035 0037-0038 0043 0052-0055 0059 0064-0065 0068 0073 0084 0091
0098-0099 0113-0114 0119 0122-0124 0126-0127 0140-0142 0149-0150 0154 0157 0159
0174-0175 0180 0183 0205 0210 0221-0222 0229 0231-0233 0242 0248 0252-0256 0259-0261
0265 0275-0277 0279 0283-0284 0290 0294-0296 0299 0301-0302 0305 0309-0311 0316
0320-0321 0324 0330 0333 0341-0342 0348-0350 0353 0359 0361-0363 0368-0371 0376
0378-0379 0384 0386 0389-0392 0402-0405 0426 0511 0538

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

SRS engages when the thrust levers are set to the applicable detent for take-off
and will remain engaged until the acceleration altitude. The SRS pitch command
is the minimum of the following pitches:
. Pitch required to fly V2 +10 in All Engine Operative case (AEO)
. Pitch required to fly IAS at the time of failure (with minimum of V2 and
maximum of V2+15) in One Engine Inoperative case (OEI)
. Maximum pitch attitude of 18
. Pitch required to climb a 120ft/mn minimum vertical speed.
This explains why, in many take-off, the IAS which is actually flown is neither
V2+10 (AEO) nor V2 (OEI).

MSN 0002-0021 0031-0034 0036 0039-0042 0044-0051 0056-0058 0060-0063 0066-0067


0069-0072 0074-0083 0085-0090 0093-0097 0100-0112 0115-0118 0120-0121 0125 0128-0139
0143-0148 0151-0153 0155-0156 0158 0160-0173 0176-0179 0181-0182 0184-0204 0206-0209
0211-0220 0223-0228 0230 0234-0241 0243-0247 0249-0251 0257-0258 0262-0264 0266-0274
0278 0280-0282 0285-0289 0291-0293 0297-0298 0300 0303-0304 0306-0308 0312-0315
0317-0319 0322-0323 0325-0329 0331-0332 0334-0340 0343-0347 0351-0352 0354-0358 0360
0364-0367 0372-0375 0377 0380-0383 0385 0387-0388 0393-0401 0406-0425 0427-0510
0512-0537 0539-2702
SRS engages when the thrust levers are set to the applicable detent for take-off
and will remain engaged until the acceleration altitude. The SRS pitch command
is the minimum of the following pitches:
. Pitch required to fly V2 +10 in All Engine Operative case (AEO)
. Pitch required to fly IAS at the time of failure (with minimum of V2 and
maximum of V2+15) in One Engine Inoperative case (OEI)
. Maximum pitch attitude of 18 (22.5 in case of windshear)
. Pitch required to climb a 120ft/mn minimum vertical speed.
This explains why, in many take-off, the IAS which is actually flown is neither
V2+10 (AEO) nor V2 (OEI).

LATERAL PROFILE

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

Under most circumstances, the crew can expect to follow the programmed SID.
In this case, NAV is armed on selecting the thrust levers to the applicable detent
for take-off and engages once above 30 ft RA.

THRUST REDUCTION ALTITUDE

ALL

At the thrust reduction altitude, "LVR CLB" flashes on the FMA. When hand
flying, lower slightly the nose, as applicable, to anticipate the pitch down FD
order. Bring the thrust levers back to CLB detent. The A/THR is now active
(A/THR on the FMA changes from blue to white).
The FD pitch down order depends upon the amount of thrust decrease between
TOGA or FLX and CLB.
If take-off was performed packs OFF, the packs will be selected back to ON
after thrust reduction because of the potential resulting EGT increase. They will
be preferably selected sequentially to improve passengers comfort.

ACCELERATION ALTITUDE

ALL

At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP
CLB mode. The speed target jumps:
. Either to the managed target speed e.g. speed constraint, speed limit or
ECON climb speed
. Or to the preselected climb speed (entered by the pilot on the MCDU PERF
CLB page before takeoff).
If green dot speed is higher than the managed target speed (e.g. speed
constraint 220 kt) displayed by the magenta triangle on the PFD speed scale,
the AP/FD will guide the aircraft to green dot (as per the general managed
speed guidance rule). If required by ATC, the crew will select the adequate
target speed (below green dot) on the FCU.

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

During takeoff phase, F and S speeds are the minimum speeds for retracting the
surfaces:
. At F speed, the aircraft accelerating (positive speed trend): retract to 1.
. At S speed, the aircraft accelerating (positive speed trend): retract to 0.
If the engine start selector had been selected to IGN START for take-off, the
PNF should confirm with the PF when it may be deselected.

TAKE-OFF AT HEAVY WEIGHT

ALL

If take-off is carried out at heavy weight, two protections intervene:


. The Automatic Retraction System (ARS)
. The Alpha Lock function

THE AUTOMATIC RETRACTION SYSTEM

While in Conf 1+F and IAS reaches 210 kts (VFE CONF1+F is 215 kts), the
ARS is activated. The ARS automatically retracts flaps to 0. The VFE displayed
on the PFD change from VFE CONF1+F to VFECONF 1. As the aircraft
accelerates above S speed, the flap lever can be selected to 0. If IAS decreases
below VFE CONF1+F, the flaps will not extend back to 1+F.

THE ALPHA LOCK FUNCTION

The slats alpha/speed lock function will prevent slat retraction at high AOA or
low speed at the moment the flap lever is moved from Flaps 1 to Flaps 0. "A.
LOCK" pulses above the E/WD Slat indication. The inhibition is removed and the
slats retract when both alpha and speed fall within normal values. This is a
normal situation for take-off at heavy weight. If Alpha lock function is triggered,
the crew will continue the scheduled acceleration, allowing further slats retraction.

IMMEDIATE TURN AFTER TAKE-OFF

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

ALL

Obstacle clearance, noise abatement, or departure procedures may require an


immediate turn after take-off. Provided FD commands are followed accurately, the
flaps and slats may be retracted using the normal procedure as FD orders
provide bank angle limits with respect to speed and configuration.

LOW ALTITUDE LEVEL-OFF

ALL

If the aircraft is required to level off below the acceleration altitude, ALT*
engages and target speed goes to initial climb speed. The "LVR CLB" message
flashes on the FMA. In this case, the crew should expect a faster than normal
acceleration, and be prepared to retract the flaps and slats promptly.

NOISE ABATEMENT TAKE-OFF

ALL

Noise Abatement Procedures will not be conducted in conditions of significant


turbulence or windshear.

NOISE ABATEMENT PROCEDURE

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 20


NORMAL OPERATIONS 02.050

FLIGHT CREW TRAINING MANUAL TAKEOFF JUL 28/05

Flap retraction and accelerate


smoothly to enroute climb
3000 ft
Procedure A

Results in noise Climb at V2 + 10 to 20kt


2000 ft
relief during the
latter part of the
1500 ft
procedure (to be Reduce to climb power/thrust
used to protect 1000 ft
areas remote from Takeoff thrust
the aerodrome)
V2 + 10 to 20 kt
Not to scale
Runway

Accelerate smoothly to enroute climb


3000 ft
Procedure B
Climb at best lift/drag
Results in noise speed (greend dot speed)

relief during the 2000 ft Reduce to climb power/thrust


part of the Retract flaps/slats on schedule
procedure close to 1500 ft
the aerodrome. Accelerate to flap retraction
speed (F)
1000 ft

Takeoff thrust

V2 + 10 to 20 kt

Not to scale
Runway

NOF 02050 04181 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 20


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

GENERAL

ALL

During the climb, the thrust levers are in the CL detent, the A/THR is active in
thrust mode and the FADECs manage the thrust to a maximum value depending
upon ambient conditions.

MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085


0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146
0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199
0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280
0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354
0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409
0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487
0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528
0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573
0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617
0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656
0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691
0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740
0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781
0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817
0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857
0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227

AP/FD CLIMB MODES

The AP/FD climb modes may be either


. Managed
. Selected

MANAGED

The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.

SELECTED

The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.
The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.
In areas of high traffic density, low values of vertical speed will reduce the
possibility of nuisance TCAS warnings.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb
with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the A/THR will command up to Max Climb thrust, in order to try to keep the
target speed; but the aircraft will decelerate and its speed might reach VLS.
When VLS is reached the AP/FD reverts to OP CLB and the aircraft accelerate
to initial target speed.
Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.
The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.
the target speed becomes green dot. Its use should be avoided above FL 250.
The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.
A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107
0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172
0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263
0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346
0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412
0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0502 0505 0513-0520
0522 0524 0526 0532-0533 0535 0541 0545 0548 0553 0559-0560 0562-0564 0566-0567
0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0599 0603 0609-0610 0612 0616
0621 0623 0627 0629 0635-0636 0640-0643 0651-0653 0657 0663-0665 0668 0673 0676
0679-0681 0686-0687 0689-0690 0692 0694 0696 0698-0701 0703-0710 0712-0713 0715-0718
0720 0722-0725 0727 0729-0730 0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755
0760-0761 0764-0768 0771 0774 0776 0778 0782-0783 0786 0788-0790 0793 0797-0798
0801 0804 0806-0807 0809-0810 0815 0818-0819 0821 0825 0827 0830 0832-0833 0835
0837-0838 0841 0843-0844 0846-0850 0853-0855 0858-0864 0867-0868 0870-0876 0878-0879
0881-0887 0889-0937 0939-0962 0964-0984 0986-0997 0999 1001-1007 1009-1019 1021-1024
1026-1035 1037-1041 1043-1131 1134-1136 1138-1149 1152-1188 1191-1200 1202-1203
1205-1215 1217-1226 1228-1266 1268-1270 1272-1298 1300-1343 1345-1386 1388-1403
1405-1414 1416-1443 1445-1448 1450-1457 1459-1470 1472-1475 1477 1479-1501 1503-1504
1506-1523 1525-1615 1617-1621 1623-1639 1641-1644 1646-1657 1659 1661-1676 1678-1690
1692-1698 1700-1732 1734-1793 1795-1858 1860-1872 1874-1878 1880-1884 1886-1893
1895-1899 1901-1923 1925-1927 1929-1937 1940-1948 1950-1951 1954-1966 1968-1990
1992-2014 2016 2018 2020 2022 2024 2027 2029 2031 2034 2036 2038 2040 2042 2044
2046 2048-2049 2054 2056 2058 2061 2063 2065 2068 2070 2073 2075 2104 2137 2143
2157 2225 2242 2248 2252 2311 2381 2391 2472 2488 2563 2599

AP/FD CLIMB MODES

The AP/FD climb modes may be either


. Managed
. Selected

MANAGED

The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.

SELECTED

The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).
OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.
The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

In areas of high traffic density, low values of vertical speed will reduce the
possibility of nuisance TCAS warnings.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb
with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the A/THR will command up to Max Climb thrust, in order to try to keep the
target speed; but the aircraft will decelerate and its speed might reach VLS.
When VLS is reached the AP will pitch the aircraft down so as to fly a V/S,
which allows maintaining VLS.
Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.
The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.
the target speed becomes green dot. Its use should be avoided above FL 250.
The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.
A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.

MSN 0498 0509 0521 0529 0544 0598 0600 0608 0618 0625 0637 0644 0647 0660 0777
0796 0938 0985 0998 1000 1020 1025 1036 1133 1137 1150-1151 1189-1190 1201 1216
1267 1271 1299 1344 1387 1404 1415 1444 1449 1458 1471 1476 1478 1502 1505 1524
1616 1622 1640 1645 1658 1660 1677 1691 1699 1733 1794 1859 1873 1879 1885
1894 1900 1924 1928 1938-1939 1949 1952-1953 1967 1991 2015 2017 2019 2021 2023
2026 2028 2030 2032-2033 2035 2037 2039 2041 2043 2045 2047 2050-2053 2055 2057
2059-2060 2062 2064 2066-2067 2069 2071-2072 2074 2076-2103 2105-2136 2138-2142
2144-2156 2158-2224 2226-2241 2243-2247 2249-2251 2253-2310 2312-2380 2382-2390
2392-2471 2473-2487 2489-2562 2564-2598 2600-2702

AP/FD CLIMB MODES

The AP/FD climb modes may be either


. Managed
. Selected

MANAGED

The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

SELECTED

The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).
OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.
The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.
In areas of high traffic density, low values of vertical speed will reduce the
possibility of nuisance TCAS warnings.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb
with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the A/THR will command up to Max Climb thrust, in order to try to keep the
target speed; but the aircraft will decelerate and its speed might reach VLS.
When VLS is reached the AP will pitch the aircraft down so as to fly a V/S,
which allows maintaining VLS. A triple click is generated.
Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.
The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.
the target speed becomes green dot. Its use should be avoided above FL 250.
The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.
A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.

SPEED CONSIDERATIONS

ALL

The climb speed may be either:


. Managed
. Selected

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

MANAGED

The managed climb speed, computed by the FMGS, provides the most
economical climb profile as it takes into account weight, actual and predicted
winds, ISA deviation and Cost Index (CI). The managed climb speed also takes
into account any speed constraints, e.g. the default speed limit which is 250 kts
up to 10000 ft.

SELECTED

If necessary, the climb speed can be either pre-selected on ground prior to


take-off on the MCDU PERF CLIMB page or selected on the FCU as required.
On ground, prior take-off, speed target at acceleration altitude can be
pre-selected on the MCDU PERF CLIMB page. It is to be used when the F-PLN
has a sharp turn after take-off, when high angle of climb is required or for ATC
clearance compliance.
Once airborne, the speed can be selected on FCU to achieve the maximum rate
of climb or the maximum gradient of climb.
The speed to achieve the maximum rate of climb, i.e. to reach a given altitude
in the shortest time, lies between ECON climb speed and green dot. As there is
no indication of this speed on the PFD, a good rule of thumb is to use
turbulence speed to achieve maximum rate.
The speed to achieve the maximum gradient of climb, i.e. to reach a given
altitude in a shortest distance, is green dot. The MCDU PERF CLB page displays
the time and distance required to achieve the selected altitude by climbing at
green dot speed. Avoid reducing to green dot at high altitude, particularly at
heavy weight, as it can take a long time to accelerate to ECON mach.
Pilots should be aware that it is possible to select and fly a speed below green
dot but there would be no operational benefit in doing this.
When selected speed is used, the predictions on the F-PLN page assume the
selected speed is kept till the next planned speed modification, e.g. 250 kts
/10.000 ft, where managed speed is supposed to be resumed. Consequently, the
FM predictions remain meaningful.
When IAS is selected in lower altitude, there is an automatic change to Mach at
a specific crossover altitude.
Finally, as selected speed does not provide the optimum climb profile, it should
only be used when operationally required, e.g. ATC constraint or weather.

VERTICAL PERFORMANCE PREDICTIONS

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

ALL

The MCDU PROG page provides the crew with the MAX REC ALT and with the
OPT ALT information (See cruise section). This information is to be used to
rapidly answer to ATC: "CAN YOU CLIMB TO FL XXX?"
The MCDU PERF CLB page provides predictions to a given FL in terms of time
and distance assuming CLB mode. This FL is defaulted to the FCU target
altitude or it may be manually inserted. The level arrow on the ND assumes the
current AP engaged mode. This information is to be used to rapidly answer to
ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". The crew will use a PD,
i.e. ZZZ,-10 waypoint if the question is "CAN YOU MAKE FL XXX , 10 NM
before ZZZ point?"

LATERAL NAVIGATION

ALL

If the aircraft is following the programmed SID, the AP/FD should be in NAV. If
ATC vectors the aircraft, HDG will be used until a time when clearance is given
to either resume the SID or track direct to a specific waypoint. In either case,
the crew must ensure that the waypoints are properly sequenced.
The crew should keep in mind that the use of HDG mode e.g. following ATC
radar vectors, will revert CLB to OP CLB and any altitude constraints in the
MCDU F-PLN page will not be observed unless they are selected on the FCU.

10.000 FT FLOW PATTERN

ALL

10.000 FT FLOW PATTERN

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 8


NORMAL OPERATIONS 02.060

FLIGHT CREW TRAINING MANUAL CLIMB JUL 28/05

MECH ALL FWD AFT WING ENG 1 ENG 2 MAN V/S CTL MODE SEL 2
14 0
A UP A
FAULT FAULT FAULT FAULT
U U 12 2
ON ON ON ON OFF T OVRD T ON ON ON ON ON
O O 10 4
DN
8 6
RAIN RPLNT WIPER WIPER RAIN RPLNT
OFF APU OVHD INTEG LT INIT LT OFF
NAV STBY COMPASS DOME ANN LT

LAND LIGHTS SLOW

FAST
ON
A
U
T
ON ON 2

1
MASTER SW
FAULT
BRT
DIM

OFF
TEST
BRT

DIM
SLOW

FAST

SEAT BELTS
ON
O OFF
OFF BRT
OFF OFF OFF OFF
NO SMOKING SIGNS
RWY TURN OFF
ON L R ON ON EMER EXIT LT
A
ON
AVAIL
U
ON T

1 2
OFF
O OFF
OFF OFF OFF
OFF

3
ARPT NDB VOR.D WPT CSTR
QFE QNH 4
12V
U
40 ROSE NAV
1
00 1
000 U
P

10
20 80

160
VOR

ILS EFIS OPTION ARC

PLAN in Hg
PULL
mb

S
ID
C
H

ES
T
R

I
O
N

C
O

KPR
IOR
ITY
M
AS
W
A
T
R
E
R
N

AP1 A
P2 320 ENG STD
D
N 1 2 M
ASTE
R
C
AUT
ADF VOR ADF VOR F
/O

L
OC A
/TH
R A
LT A
PPR OFF ILS FD
OFF

311VU

9 0
1
2
7 ALT 3
m bar
6 4 L
DGG
EAR M
AX
U
NLK U
NLK U
NLK H
OT
O
N

A
UTO
/BR
K A
/SK
ID&
L
O M
ED M
AX N
/WSTR
G
O
N
D
ECE
L D
ECE
L D
ECE
L
O
N O
N O
N
O
FF

4 U
P

DME L

33 3
DME R

ECAM MEMO
30

A
CCU P
RES
S
0 4
V V 3 3
24

12

O O 1 1
R 21 15 R
0
B
RAK
ES
ADF ADF D
OWN P
SI1000

DY HR
DATE MO
MIN
G
M

SET
T

R
U
N

50 h
CHR
min
10

GMT
40 h min 20
RUN ET
ET

STOP
RST
CHR

0 0 0 0

0
T.O.
CONFIG
EMER
CANC
5
ENG BLEED PRESS EL/AC EL/DC FUEL NAVAIDS
SEC FPLN
0 ALL
APU COND DOOR WHEEL F/CTL

OPT/MAX ALT
NOF 02060 04182 0001
EFIS Option:
The PF will select CSTR for grid MORA
The PNF will select ARPT

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 8


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

PREFACE
MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091
0095-0099 0113-0114 0163-0166 0168-0169 0178-0182 0189-0190 0193-0195 0198 0221-0222
0225 0230 0232 0238 0243 0247 0249-0252 0256-0257 0259-0261 0271 0275-0276 0280
0289 0291-0292 0294-0296 0299 0301 0304 0308 0314 0316-0317 0320-0322 0326-0327 0332
0334-0336 0338 0343 0347 0349 0351 0353-0354 0357 0361-0363 0366 0368-0369 0371
0373 0376 0379 0386 0389 0391-0394 0396 0398 0405-0406 0411 0414-0416 0422-0425
0428-0432 0437 0440-0441 0443-0444 0446-0449 0451 0453 0455 0460-0461 0467 0469
0471 0476 0478 0480

Once the cruise flight level displayed on the MCDU PROG page is reached, the
cruise Mach number is targeted and cruise fuel consumption is optimized.

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0112 0115-0162 0167 0170-0177 0183-0188 0191-0192 0196-0197 0199-0220
0223-0224 0226-0229 0231 0233-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270
0272-0274 0277-0279 0281-0288 0290 0293 0297-0298 0300 0302-0303 0305-0307 0309-0313
0315 0318-0319 0323-0325 0328-0331 0333 0337 0339-0342 0344-0346 0348 0350 0352
0355-0356 0358-0360 0364-0365 0367 0370 0372 0375 0377-0378 0380-0385 0387-0388 0390
0395 0397 0399-0404 0407-0410 0412-0413 0417-0421 0426-0427 0434-0436 0438-0439 0442
0445 0450 0452 0454 0456-0459 0462-0466 0468 0470 0472-0475 0477 0479 0482-2702

Once the cruise flight level is reached, "ALT CRZ" is displayed on the FMA. The
cruise Mach number is targeted and cruise fuel consumption is optimized.

FMS USE

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

CRUISE FL

If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise
flight level displayed on MCDU PROG page, the cruise Mach number will not be
targeted. The crew will update the MCDU PROG page accordingly.
When at cruise FL, the AP altitude control is soft. This means that the AP will
allow small altitude variation around the cruise altitude (typically 50 ft) to keep
cruise Mach before a readjustment of thrust occurs. This optimizes the fuel
consumption in cruise.

WIND AND TEMPERATURE

When reaching cruise FL, the crew will ensure that the wind and temperatures
are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind
entries should be made at waypoints when there is a difference of either 30 or

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

30 kt for the wind data and 5C for temperature deviation. This will ensure that
the FMS fuel and time predictions are as accurate as possible.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

CRUISE FL

If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise
flight level displayed on MCDU PROG page, the cruise Mach number will not be
targeted. The crew will update the MCDU PROG page accordingly.
When at cruise FL, the AP altitude control is soft. This means that the AP will
allow small altitude variation around the cruise altitude (typically 50 ft) to keep
cruise Mach before a readjustment of thrust occurs. This optimizes the fuel
consumption in cruise.

WIND AND TEMPERATURE

When reaching cruise FL, the crew will ensure that the wind and temperatures
are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind
entries should be made at waypoints when there is a difference of either 30 or

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

30 kt for the wind data and 5C for temperature deviation. These entries should
be made for as many levels as possible to reflect the actual wind and
temperature profile. This will ensure that the FMS fuel and time predictions are
as accurate as possible and provide an accurate OPT FL computation.

STEP CLIMB

If there is a STEP in the F-PLN, the crew will ensure that the wind is properly
set at the first waypoint beyond the step (D on the following example) at both
initial FL and step FL.

GRAPHIC SOLUTION TITLE

*
D
* *
T/C A B C FL350

FL310
270/50 280/55 310/60 320/65 FL350
300/50 FL310

* are the points where an entry shall be done.

NOF 02070 04189 0001

If at D waypoint, the CFP provides the wind at FL350 but not at FL310, it is
recommended to insert the same wind at FL310 as the one at FL350. This is
due to wind propagation rules, which might affect the optimum FL computation.

ETP
ETP function should be used to assist the crew in making a decision should an
en-route diversion be required. Suitable airport pairs should be entered on the
ETP page and the FMS will then calculate the ETP. Each time an ETP is
sequenced, the crew should insert the next suitable diversion airfield.
The SEC F-PLN is a useful tool and should be used practically. The ETP should
be inserted in the SEC F-PLN as a PD (Place/Distance) and the route to
diversion airfield should be finalized. By programming a potential en-route
diversion, the crew would reduce their workload should a failure occur. This is
particularly true when terrain considerations apply to the intended diversion route.
When an ETP is sequenced, the crew will
. Access to the ETP page
. Insert the next applicable diversion airfield with associated wind
. Read new ETP

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

. Insert new ETP as a PD


. Copy active on the SEC F-PLN
. Insert the new diversion as New Dest in the SEC F-PLN from new ETP

GRAPHIC SOLUTION TITLE

DIV 2

STAR entry

TERRAIN
DIV 1 CRITICAL ROUTE
TERRAIN
NONCRITICAL Y
STAR entry ROUTE
X

C
A ESCAPE ROUTE
D
B

ETP
B/50

DIV 1 airfield is closer SEC FPLN to DIV 1


DIV 2 airfield is closer SEC FPLN to DIV 2

NOF 02070 04190 0001

The DATA/Stored Routes function in the MCDU can be used to store up to five
possible diversion routes. These routes can be entered into the SEC F-PLN
using the SEC INIT prompt. This prompt will only be available if the SEC F-PLN
is deleted. See FCOM 4.04.30 for further information.

CLOSEST AIRPORT

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

For diversion purpose, the crew can also use the CLOSEST AIRPORT page
which provides valuable fuel/time estimates to the four closest airports from the
aircraft position, as well as to an airport the crew may define. The fuel and time
predictions are a function of the average wind between the aircraft and the airport.

FMS USE: MISCELLANEOUS

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895

If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if
printer is installed, the crew may perform a new F-PLN print.
If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0910 0913 0941 0961 0976 1002 1010 1053 1066 1073 1080 1092 1096 1103 1107
1113 1123 1130 1137 1139-1140 1143 1150 1152 1156 1158-1159 1161 1173 1184-1185
1188-1189 1198 1212-1214 1219 1233 1235 1238 1240-1242 1246 1250-1251 1253 1256-1257
1260 1270 1273 1276 1280 1300 1302 1304 1306 1309 1320 1327 1332-1335 1337 1339
1349 1351-1353 1355 1364-1368 1374 1376 1385 1387 1390 1394 1398 1400 1405 1411
1429 1441 1443 1446 1451-1452 1458 1464 1467-1468 1470 1478 1482 1486 1491 1493
1497 1500 1503-1504 1506 1509 1512 1518 1523 1526 1528 1544 1546 1548 1553 1557
1562 1564 1568 1571 1575 1577-1578 1580 1587-1589 1591-1593 1595-1598 1602 1605
1607-1608 1610-1615 1618-1619 1623-1626 1628-1632 1634 1637-1638 1642 1650 1652
1656-1657 1663 1668 1672-1673 1675-1676 1678 1682 1686 1695 1703 1705-1707 1712
1717-1721 1725-1727 1730 1735 1739 1742 1747-1751 1753 1756-1757 1762-1763 1765
1767 1769 1771-1772 1775-1777 1780 1783-1785 1787-1788 1791 1794-1795 1797-1798
1801-1802 1804-1808 1811 1817-1818 1823 1825-1827 1831-1832 1835 1837-1838 1843
1846 1848-1849 1852-1858 1860-1862 1864 1866-1868 1872 1874 1877-1878 1880-1882
1884 1886-1889 1891 1896 1898 1901-1906 1908-1909 1911-1917 1920-1922 1925-1927
1929-1934 1936-1937 1940-1942 1944-1948 1950-1957 1960-1968 1970-1975 1977-1979 1981
1983-1989 1994-1995 1998-2001 2003-2009 2011 2014-2015 2018 2020-2022 2024 2027
2031 2034 2036-2037 2042-2044 2046 2048-2050 2052-2056 2058 2060-2063 2065-2069
2072 2075 2078 2080 2084-2085 2089-2091 2093 2096 2099 2102 2104-2106 2108 2112
2114-2120 2123-2126 2128-2134 2136-2137 2141 2143-2155 2157 2159-2160 2162-2163 2165
2167-2185 2187 2191 2196-2197 2199-2203 2205-2206 2208 2210 2212 2214-2215 2217
2219-2225 2227 2229-2235 2237-2239 2242-2246 2248-2252 2256-2257 2259 2262-2266
2268-2275 2280-2286 2289 2292-2295 2297-2301 2304 2307-2309 2311 2314-2316 2319
2321-2322 2325-2330 2333-2334 2336-2339 2342-2343 2345 2347 2352-2358 2360-2361
2364-2365 2367-2368 2370-2372 2374-2375 2377-2381 2384-2388 2391 2393-2395 2398-2399
2401-2403 2407-2409 2411-2413 2415-2416 2418-2421 2423-2424 2426-2428 2432-2440
2442-2447 2449-2451 2453-2455 2457 2460-2461 2463 2469-2473 2475-2479 2481 2484-2496
2498-2508 2511-2516 2519-2523 2525-2528 2530-2533 2535 2537-2538 2540-2556 2558-2560
2562-2563 2565 2567 2569 2571-2580 2583-2594 2596 2598-2600 2603-2610 2614 2616
2620-2628 2632 2634-2638 2640-2643 2646 2649-2652 2657-2659 2663-2664 2666-2667
2670 2673-2677 2679-2681 2687 2691-2693 2698-2702

If ATC requires for a position report, the crew will use the REPORT page which
can be accessed from PROG page.
If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if
printer is installed, the crew may perform a new F-PLN print.
ATC requires a report on a given radial, the crew will use the FIX INFO page
which can be accessed from a lateral revision on F-PLN page at PPOS.
If ATC requires a report at a given time, the crew will insert a time marker
pseudo waypoint.
If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

If ATC gives a DIR TO clearance to a waypoint far from present position, the
crew will use the ABEAM facility. This facility allows both a better crew
orientation and the previously entered winds to be still considered.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0911 0923
0938 0962 0964 0981 0985 0988 0996 0998 1000 1011 1020 1025 1036-1037 1048 1058
1062 1071 1078 1082 1090-1091 1102 1115 1118 1121 1126 1129 1131-1133 1142 1149 1151
1164 1167 1169 1175-1176 1190-1191 1197 1201 1215-1216 1222 1225 1230 1232 1239
1249 1258 1261 1267 1271 1283 1299 1305 1324-1325 1338 1344 1346 1380 1384 1392
1404 1406 1414-1415 1419 1423 1428 1433-1434 1440 1444 1449 1453 1456 1463 1466
1471 1476 1483 1488 1490 1494 1498 1501-1502 1505 1510 1513 1515 1520 1524 1527
1535 1543 1549 1558 1560 1566-1567 1570 1576 1579 1582-1583 1606 1616 1621-1622
1633 1640-1641 1643-1646 1658-1662 1665 1677 1683-1685 1687 1689-1691 1693 1696
1699 1708-1711 1714-1715 1722-1723 1733 1738 1740 1743-1746 1752 1754 1759-1761
1764 1766 1770 1774 1779 1781-1782 1789 1796 1800 1803 1810 1812-1815 1819-1820
1824 1828 1833 1839 1841 1850-1851 1859 1863 1869-1871 1873 1875-1876 1879 1883
1885 1890 1893-1894 1897 1899-1900 1907 1910 1918 1923-1924 1928 1935 1938-1939
1943 1949 1958-1959 1969 1976 1980 1982 1990-1993 1996-1997 2002 2010 2012-2013
2016-2017 2019 2023 2026 2028-2030 2032-2033 2035 2038-2041 2045 2047 2051 2057
2059 2064 2070-2071 2073-2074 2076-2077 2079 2081-2083 2086-2088 2092 2094-2095
2097-2098 2100-2101 2103 2107 2109-2110 2113 2121-2122 2127 2135 2138-2140 2142
2156 2158 2161 2164 2166 2186 2188-2190 2193-2195 2198 2204 2207 2209 2211 2213
2216 2218 2226 2228 2236 2240-2241 2247 2253-2255 2258 2260-2261 2267 2276-2279
2287-2288 2290-2291 2296 2302-2303 2305-2306 2310 2312-2313 2317-2318 2320 2323-2324
2331-2332 2335 2340-2341 2344 2346 2348-2351 2359 2362-2363 2366 2369 2373 2376
2382-2383 2389-2390 2392 2396-2397 2400 2404-2406 2410 2414 2417 2422 2425 2429-2431
2441 2448 2452 2456 2458-2459 2462 2464-2468 2474 2480 2482-2483 2497 2509-2510
2517-2518 2524 2529 2534 2536 2539 2557 2561 2564 2566 2568 2570 2581-2582 2595
2597 2601 2611-2613 2615 2617-2619 2630-2631 2633 2639 2644 2648 2653-2656 2660
2665 2668-2669 2672 2678 2682-2684 2690 2697

If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if
printer is installed, the crew may perform a new F-PLN print.
If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.
If ATC gives a DIR TO clearance to a waypoint far from present position, the
crew will use the ABEAM facility. This facility allows both a better crew
orientation and the previously entered winds to be still considered.

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

COST INDEX

ALL

The Cost Index (CI) is used to take into account the relationship between fuel
and time related costs in order to minimize the trip cost. The CI is calculated by
the airline for each sector. From an operational point of view, the CI affects the
speeds (ECON SPEED/MACH) and cruise altitude (OPT ALT). CI=0 corresponds
to maximum range whereas the CI=999 corresponds to minimum time.
The CI is a strategic parameter which applies to the whole flight. However, the
CI can be modified by the crew in flight for valid strategic operational reasons.
For example, if the crew needs to reduce the speed for the entire flight to
comply with curfew requirements or fuel management requirements (XTRA gets
close to 0), then it is appropriate to reduce the CI.
The SEC F-PLN can be used to check the predictions associated with new CI. If
they are satisfactory, the crew will then modify the CI in the primary The SEC
F-PLN can be used to check the predictions associated with new CI. If they are
satisfactory, the crew will then modify the CI in the primary F-PLN. However, the
crew should be aware that any modification of the CI would affect trip cost.
However, the crew should be aware that any modification of the CI would affect
trip cost.

SPEED CONSIDERATIONS

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0086
0089-0099 0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143
0146-0151 0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196
0198-0202 0205 0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261
0264-0269 0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328
0330-0336 0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376
0378-0379 0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470
0472-0490 0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0564 0566-0568
0570-0574 0576-0579 0581-0583 0585-0597 0599 0601-0607 0609-0617 0619-0623 0627
0629 0631-0636 0638-0643 0645-0646 0648-0658 0662-0666 0668-0676 0678-0679 0681-0685
0688-0689 0691-0695 0697 0699-0703 0707 0711 0713-0714 0716-0717 0719 0721 0723-0724
0726-0744 0746-0747 0749-0752 0754-0758 0760-0765 0767-0770 0772-0776 0779-0780 0782
0784-0785 0789-0791 0793-0795 0797 0799-0800 0802-0803 0805 0808-0809 0811-0817
0819-0824 0826-0829 0831 0833-0834 0836-0842 0845 0848 0851 0853-0854 0856-0857 0860
0865-0866 0869-0870 0872 0874-0880 0883-0884 0886-0889 0891-0892 0894 0897 0899
0901-0902 0905-0906 0909 0912 0914-0921 0924-0928 0930-0933 0935 0937 0939-0940
0943 0945 0951 0953 0955-0960 0963 0967 0969 0971 0973 0975 0977-0979 0982-0984
0986-0987 0991-0994 0999 1001 1003 1005 1007-1009 1013 1015-1016 1018 1021
1023-1024 1027 1029 1032 1034 1041-1043 1047 1049-1050 1056 1059 1063-1064 1067
1072 1074-1076 1079 1083 1085 1087-1088 1093 1098-1101 1106 1108 1110-1111 1116-1117
1119-1120 1127 1144 1154 1165-1166 1178-1181 1187 1194 1196 1200 1202 1204 1206 1208
1221 1223 1227-1229 1231 1234 1247 1255 1262 1274 1281 1284 1288 1292 1307 1316
1318 1323 1345 1347 1350 1362 1373 1375 1379 1395-1397 1399 1422 1430 1454 1461
1479 1484 1516 1530 1540 1550 1554 1561 1572 1635 1655 1674 1681 1694 1698 1700
1713 1716 1736 1793 1809 1834 1836 1892 1902 1957 1987 2058 2104 2115 2137 2143
2157 2220 2225 2242 2248 2252 2270 2347 2357 2381 2391 2472 2488 2563 2599

The cruise speed may be either:


. Managed
. Selected

MANAGED

When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode.
The optimum cruise Mach number is automatically targeted. Its value depends on:
. CI
. Cruise flight level
. Temperature deviation
. Weight
. Headwind component.
The crew should be aware that the optimum Mach number will vary according to
the above mentioned parameters, e.g. it will increase with an increasing
headwind, e.g. + 50kt head wind equates to + 0.01 Mach.

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

SELECTED

Should ATC require a specific cruise speed or turbulence penetration is required,


the pilot must select the cruise speed on the FCU. FMS predictions are updated
accordingly until reaching either the next step climb or top of descent, where the
programmed speeds apply again. The FMS predictions are therefore realistic.
At high altitude, the speed should not be reduced below GREEN DOT as this
may create a situation where it is impossible to maintain speed and/or altitude as
the increased drag may exceed the available thrust.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0087-0088 0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153
0155-0156 0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215
0220 0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372 0377
0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498 0509
0521 0527 0529 0544 0565 0569 0575 0580 0584 0598 0600 0608 0618 0624-0626 0628
0630 0637 0644 0647 0659-0661 0667 0677 0680 0686-0687 0690 0696 0698 0704-0706
0709-0710 0712 0715 0718 0720 0722 0725 0745 0748 0753 0759 0766 0771 0777-0778
0781 0783 0786-0788 0792 0796 0798 0801 0804 0806-0807 0810 0818 0825 0830 0832
0835 0843-0844 0846-0847 0849-0850 0852 0855 0858-0859 0861-0864 0867-0868 0871
0873 0881-0882 0885 0890 0893 0895-0896 0898 0900 0903-0904 0907-0908 0910-0911
0913 0922-0923 0929 0934 0936 0938 0941-0942 0944 0946-0950 0952 0954 0961-0962
0964-0966 0968 0970 0972 0974 0976 0980-0981 0985 0988-0990 0995-0998 1000 1002
1004 1006 1010-1012 1014 1017 1019-1020 1022 1025-1026 1028 1030-1031 1033 1035-1040
1044-1046 1048 1051-1055 1057-1058 1060-1062 1065-1066 1068-1071 1073 1077-1078
1080-1082 1084 1086 1089-1092 1094-1097 1102-1105 1107 1109 1112-1115 1118 1121-1126
1128-1143 1145-1153 1155-1164 1167-1177 1182-1185 1188-1193 1195 1197-1199 1201 1203
1205 1207 1209-1220 1222 1224-1226 1230 1232-1233 1235-1246 1248-1254 1256-1261
1263-1273 1275-1280 1282-1283 1285-1287 1289-1291 1293-1306 1309-1315 1317 1319-1321
1324-1344 1346 1348-1349 1351-1361 1363-1372 1374 1376-1378 1380-1394 1398 1400-1421
1423-1429 1431-1453 1455-1460 1462-1478 1480-1483 1486-1515 1517-1529 1531-1539
1541-1549 1551-1553 1555-1560 1562-1571 1573-1634 1636-1654 1656-1673 1675-1680
1682-1693 1695-1697 1699 1701-1712 1714-1715 1717-1735 1737-1792 1794-1808 1810-1833
1835 1837-1891 1893-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114 2116-2136
2138-2142 2144-2156 2158-2219 2221-2224 2226-2241 2243-2247 2249-2251 2253-2269
2271-2346 2348-2356 2358-2380 2382-2390 2392-2471 2473-2487 2489-2562 2564-2598
2600-2702

The cruise speed may be either:


. Managed
. Selected

MANAGED

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode.
The optimum cruise Mach number is automatically targeted. Its value depends on:
. CI
. Cruise flight level
. Temperature deviation
. Weight
. Headwind component.
The crew should be aware that the optimum Mach number will vary according to
the above mentioned parameters, e.g. it will increase with an increasing
headwind, e.g. + 50kt head wind equates to + 0.01 Mach.
Should ATC require a specific time over a waypoint, the crew can perform a
vertical revision on that waypoint and enter a time constraint. The managed
Mach number would be modified accordingly to achieve this constraint. If the
constraint can be met within a tolerance, a magenta asterix will be displayed on
the MCDU; if the constraint cannot be met, an amber asterix will be displayed.
Once the constrained waypoint is sequenced, the ECON Mach is resumed.

SELECTED

Should ATC require a specific cruise speed or turbulence penetration is required,


the pilot must select the cruise speed on the FCU. FMS predictions are updated
accordingly until reaching either the next step climb or top of descent, where the
programmed speeds apply again. The FMS predictions are therefore realistic.
At high altitude, the speed should not be reduced below GREEN DOT as this
may create a situation where it is impossible to maintain speed and/or altitude as
the increased drag may exceed the available thrust.

ALTITUDE CONSIDERATIONS

ALL

The MCDU PROG page displays:


. REC MAX FL
. OPT FL.

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

REC MAX FL

REC MAX FL reflects the present engine and wing performance and does not
take into account the cost aspect. It provides a 0.3g buffet margin. If the crew
inserts a FL higher than REC MAX into the MCDU, it will be accepted only if it
provides a buffet margin greater than 0.2g. Otherwise, it will be rejected and the
message "CRZ ABOVE MAX FL" will appear on the MCDU scratchpad. Unless
there are overriding operational considerations, e.g. either to accept a cruise FL
higher than REC MAX or to be held significantly lower for a long period, REC
MAX should be considered as the upper cruise limit.

OPT FL

OPT FL displayed on the MCDU is the cruise altitude for minimum cost when
ECON MACH is flown and should be followed whenever possible. It is important
to note that the OPT FL displayed on the PROG page is meaningful only if the
wind and temperature profile has been accurately entered. The crew should be
aware that flying at a level other than the OPT FL would adversely affect the trip
cost.
For each Mach number, there will be a different OPT FL. Should an FMGS
failure occur, the crew should refer to the FCOM or QRH to determine the OPT
FL. FCOM and QRH charts are only provided for two different Mach numbers.

STEP CLIMB

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895

Since the optimum altitude increases as fuel is consumed during the flight, from
a cost point of view, it is preferable to climb to a higher cruise altitude when the
aircraft weight permits. This technique, referred to as a Step Climb, is typically
accomplished by initially climbing approximately 2000 ft above the optimum
altitude and then cruising at that flight level until approximately 4000 ft below
optimum.
The MCDU STEP ALT page may be called a vertical revision from the MCDU
F-PLN page or from the MCDU PERF CRZ page. Step climb can either be
planned at waypoint (STEP AT) or be optimum step point calculated by the
FMGS (ALT). If predictions are satisfactory in term of time and fuel saving, the
crew will insert it in F-PLN provided it is compatible with ATC.
It may be advantageous to request an initial cruise altitude above optimum if
altitude changes are difficult to obtain on specific routes. This minimizes the
possibility of being held at a low altitude and high fuel consumption condition for
long periods of time. The requested/cleared cruise altitude should be compared
to the REC MAX altitude. Before accepting an altitude above optimum, the crew

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

should determine that it will continue to be acceptable considering the projected


flight conditions such as turbulence, standing waves or temperature change.

OPT FL FOLLOW UP

REC MAX

OPT

REC MAX

1 OPT

REC MAX
2
OPT

3
NOF 02070 04194 0001

The diagram above shows three step climb strategies with respect to OPT and
REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3.

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911
0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002
1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082
1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140
1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185
1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242
1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302
1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353
1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406
1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453
1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491
1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528
1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571
1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619
1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673
1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723
1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777
1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833
1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702

Since the optimum altitude increases as fuel is consumed during the flight, from
a cost point of view, it is preferable to climb to a higher cruise altitude when the
aircraft weight permits. This technique, referred to as a Step Climb, is typically
accomplished by initially climbing approximately 2000 ft above the optimum
altitude and then cruising at that flight level until approximately 4000 ft below
optimum.
The MCDU STEP ALT page may be called a vertical revision from the MCDU
F-PLN page or from the MCDU PERF CRZ page. Step climb can either be
planned at waypoint (STEP AT) or be optimum step point calculated by the
FMGS (ALT). If predictions are satisfactory in term of time and fuel saving, the
crew will insert it in F-PLN provided it is compatible with ATC.
The OPT STEP computation will be accurate if vertical wind profile has been
properly entered. Refer to FMS USE of this section. The FCOM 3.05.15 provides
valuable tables to assess the effect of the vertical wind profile on the optimum
cruise flight level.
It may be advantageous to request an initial cruise altitude above optimum if
altitude changes are difficult to obtain on specific routes. This minimizes the
possibility of being held at a low altitude and high fuel consumption condition for
long periods of time. The requested/cleared cruise altitude should be compared
to the REC MAX altitude. Before accepting an altitude above optimum, the crew

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

should determine that it will continue to be acceptable considering the projected


flight conditions such as turbulence, standing waves or temperature change.

OPT FL FOLLOW UP

REC MAX

OPT

REC MAX

1 OPT

REC MAX
2
OPT

3
NOF 02070 04194 0001

The diagram above shows three step climb strategies with respect to OPT and
REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3.

EFFECT OF ALTITUDE ON FUEL CONSUMPTION

ALL

The selected cruise altitude should normally be as close to optimum as possible.


As deviation from optimum cruise altitude increases, performance economy
decreases. The following table provide average specific range penalty when not
flying at optimum altitude.

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

FIGURES

MSN 0889 0913 0924 0931 0976 1010 1043 1049 1056 1064 1066 1074 1088 1092 1096
1098 1103 1111 1113 1116 1139-1140 1159 1178 1223 1228 1281 1323 1350 1373 1375
1395 1397 1406 1410 1463 1490 1527 1534 1547 1552 1563 1565 1575-1576 1608 1643
1698 1703 1727 1729 1758 1768 1790 1801 1826 1831 1837 1844 1855 1880 1893 1912
1934 1947 1952 1955 1962 1971 1986 2004 2008 2023 2032 2089 2096 2200 2203
2232 2273 2277 2295-2296 2302 2304 2321 2335 2339 2362 2371 2383 2396 2404 2408
2414 2424 2426 2431 2433 2435 2444 2452 2458 2467-2468 2470 2473 2485 2490 2505
2560 2567-2568 2570 2572 2574 2579 2585 2595 2603 2615 2622 2631 2648 2655 2657
2659-2660 2666-2667 2669 2673 2679 2690 2698

OPT + 2000ft OPT 2000 ft OPT 4000 ft OPT 6000 ft


1% 3% 7.2% 12.2 %

Specific range penalty when not flying at optimum altitude

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229
0231-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279
0281-0290 0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333
0337 0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0365 0367 0370-0372 0375
0377-0384 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427 0436
0438 0445-0446 0459 0466 0482 0491 0497-0498 0501 0507 0509 0511 0517 0519-0522
0525 0528-0529 0531 0533-0537 0541 0544-0549 0552-0554 0559 0562 0566 0569-0570
0572 0574 0577-0579 0581 0585 0588 0590 0594 0596 0598 0600-0603 0605 0607-0612
0615-0619 0621-0630 0632 0634-0637 0639 0641-0651 0653-0654 0656-0658 0660 0662
0664-0666 0669-0675 0677 0679 0681-0682 0684-0685 0688-0689 0691 0693-0695 0697
0700-0701 0703 0706-0707 0711 0713-0714 0716-0717 0719 0721 0723-0724 0726-0730 0732
0734-0738 0740 0742 0744-0745 0749-0750 0752-0755 0757 0761 0763-0764 0766-0769
0772-0779 0781-0782 0785-0786 0790 0793-0797 0799-0801 0807-0809 0813-0815 0817-0818
0821 0823 0827-0833 0837-0838 0840-0841 0844-0846 0852-0854 0860-0861 0863 0868-0870
0875-0876 0879-0880 0883-0885 0888 0890-0891 0894 0896-0897 0903-0907 0909 0911
0914 0917 0920-0923 0925-0926 0929 0933 0935-0939 0941-0942 0945-0947 0949 0951
0956-0958 0960-0962 0964 0967 0970-0973 0975 0978-0979 0981-0982 0984-0988 0991-0992
0994-1000 1002 1005-1006 1009 1011-1012 1016-1021 1023 1025-1030 1033-1034 1036-1038
1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1059 1061-1063 1065 1067-1073
1077-1078 1081 1084 1086-1087 1089-1091 1093-1095 1097 1099-1102 1106-1109 1112 1114
1119-1122 1124-1127 1129-1138 1141 1144-1145 1147-1152 1154-1155 1157 1160 1164-1165
1167-1172 1175-1176 1180-1182 1184-1187 1189-1191 1198 1200-1201 1203 1205-1206
1208-1210 1213 1216-1217 1219 1221 1224 1226 1229-1231 1233 1237-1238 1241-1242 1245
1247 1249-1250 1252 1254-1255 1262-1265 1267-1269 1271 1275 1277 1283 1285-1289
1292 1294 1296-1299 1301 1303 1305-1320 1324-1326 1328 1330-1331 1336-1337 1340
1342 1344-1348 1352 1354 1357-1358 1360-1362 1364-1365 1367 1369-1372 1377-1379
1381-1382 1385-1394 1396 1399 1402-1405 1412-1417 1425 1429-1431 1434 1436-1437
1439 1441-1444 1447-1451 1453-1458 1461-1462 1465 1467 1470-1473 1476 1478-1481
1483-1484 1488-1489 1492-1494 1496 1498-1499 1501-1505 1515-1517 1519-1521 1524-1525
1530-1532 1535-1536 1539-1544 1549-1551 1553-1554 1560 1562 1564 1567 1570-1572
1577-1579 1582-1583 1588 1592 1597-1598 1601-1603 1605 1607 1611-1612 1615-1616 1618
1622-1623 1625 1629-1630 1632-1634 1637-1641 1645-1646 1651 1654-1655 1657-1660 1662

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 1666-1668 1673-1674 1677-1679 1681 1683-1686 1691-1694 1699-1701 1704 1706 1709
1712-1714 1716-1720 1722 1724-1726 1733 1735-1736 1738 1740 1742-1748 1750-1753
1756-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775 1777-1781 1783 1786-1787
1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812 1815-1816 1819-1820
1824 1828 1833 1836 1838-1839 1841 1846 1851-1853 1859-1860 1863-1864 1866-1867
1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901 1905-1906
1908 1911 1913 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943 1949 1951
1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1978 1980-1983 1988-1991 1994
1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037
2039 2043 2046-2054 2056-2057 2059-2062 2064-2066 2068-2069 2071-2072 2074 2076
2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117
2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2146 2151 2154-2155
2158 2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196
2198-2199 2206-2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237
2239-2245 2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279
2283 2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325
2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358
2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388
2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432
2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474
2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514
2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569
2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620
2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668
2672 2674-2678 2681 2683-2684 2691 2693 2702

OPT + 2000ft OPT 2000 ft OPT 4000 ft OPT 6000 ft


- 1.1% 4.7% 9.5 %

Specific range penalty when not flying at optimum altitude

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

MSN 0425 0435 0439 0442 0448 0450 0452-0457 0460-0465 0470-0472 0475 0479 0483
0485 0487 0489 0496 0500 0503-0504 0506 0508 0510 0512 0523 0527 0530 0539-0540
0542-0543 0551 0556 0558 0561 0565 0568 0571 0573 0575 0580 0582 0584 0587 0589
0592 0613 0638 0640 0655 0659 0661 0667 0676 0678 0683 0696 0698 0702 0704-0705
0709-0710 0712 0718 0720 0722 0733 0739 0741 0743 0747 0751 0756 0758 0760 0762
0770 0780 0784 0789 0791 0803 0805 0812 0816 0820 0822 0824 0826 0834 0836
0839 0842 0849 0851 0856-0857 0859 0865-0866 0872 0874 0877 0881 0886 0892 0895
0899-0900 0902 0912 0916 0918-0919 0927-0928 0930 0932 0934 0943 0950 0953 0955
0966 0969 0977 0990 1001 1003 1007 1013-1014 1032 1035 1039 1050 1057 1075-1076
1079 1083 1085 1104-1105 1110 1117 1123 1128 1143 1146 1156 1158 1163 1166 1173
1177 1183 1192 1194 1196 1215 1234-1235 1240 1246 1248 1251 1253 1257 1266 1270
1272 1274 1280 1282 1284 1290 1300 1302 1304 1327 1332 1334 1339 1341 1343 1349
1351 1353 1355 1359 1363 1368 1374 1376 1383 1398 1400 1407 1409 1411 1418-1419
1422 1424 1427 1432 1435 1446 1452 1459 1464 1469 1475 1482 1486 1491 1495 1497
1500 1506 1508-1509 1512 1514 1518 1523 1526 1528 1533 1538 1546 1548 1555-1557
1559 1561 1566 1568 1580 1584 1586 1591 1593 1595 1609-1610 1613 1617 1620-1621
1624 1626 1628 1631 1635 1644 1648 1650 1652 1661 1663 1665 1669 1672 1676 1680
1682 1687 1689 1696-1697 1702 1705 1708 1710 1715 1721 1723 1728 1730 1732 1739
1741 1749 1754-1755 1760 1764 1771 1773 1782 1784-1785 1792 1802 1804 1814 1818
1821-1823 1825 1827 1829 1832 1834-1835 1840 1842 1845 1847 1849 1854 1856-1858
1861-1862 1865 1868 1871 1877 1883 1888 1891-1892 1895-1896 1898-1899 1902-1904
1907 1909-1910 1914-1915 1917-1918 1922 1927 1933 1935 1944-1945 1948 1957-1958
1969 1979 1987 1992-1993 1996 1998 2006 2014 2016 2020 2027 2029 2031 2038 2040
2042 2044 2058 2063 2070 2073 2075 2077 2079 2084-2085 2088 2090 2094 2097 2099
2102 2108 2112 2118 2121 2125 2128 2130 2132 2135-2139 2141 2147-2150 2152-2153
2156-2157 2159-2161 2164 2167-2169 2173 2177 2185 2193 2195 2197 2201 2204 2210
2215 2223 2229 2231 2238 2246 2252 2254 2257 2259 2275 2280 2282 2284 2286 2288
2292 2297 2299 2301 2307 2310 2312 2314 2316 2322 2329 2331 2334 2336 2338 2340
2343 2345 2352 2356 2359 2366 2368 2372 2376 2384 2386 2393 2395 2397 2401 2403
2405 2413 2415 2417 2422-2423 2428 2430 2434 2441 2443 2445 2447 2449 2453 2455
2457 2459 2461 2475 2479 2482 2489 2491 2496 2500 2502 2504 2509 2513 2515 2517
2520 2522 2524 2526 2531 2533 2535 2537 2564 2566 2571 2573 2576-2577 2580 2587
2589 2594 2598 2600 2604 2608-2609 2613 2626 2630 2640 2649-2651 2663 2670 2692

OPT + 2000ft OPT 2000 ft OPT 4000 ft OPT 6000 ft


1.4% 2.1% 6.2% 12 %

Specific range penalty when not flying at optimum altitude

MSN 0434 0477 0488 0494-0495 0513-0516 0524 0526 0532 0576 0583 0586 0593 0599
0765 0819 0848 0940 0959 1220

OPT + 2000ft OPT 2000 ft OPT 4000 ft OPT 6000 ft


2.3% 1.4% 4.6% 15.2 %

Specific range penalty when not flying at optimum altitude

ENV A318/A319/A320/A321 FLEET FCTM Page 21 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

FUEL MONITORING

ALL

The flight plan fuel burn from departure to destination is based on certain
assumed conditions. These include gross weight, cruise altitude, route of flight,
temperature, cruise wind and cruise speed. Actual fuel consumption should be
compared with the flight plan fuel consumption at least once every 30 minutes.
The crew should be aware that many factors influence fuel consumption, such as
actual flight level, cruise speed and unexpected meteorological conditions. These
parameters should normally be reflected in the FMS.
The crew must keep in mind that
. A significant deviation between planned and actual fuel figures without reason
. An excessive fuel flow leading to a potential imbalance
. An abnormal decrease in total fuel quantity (FOB+FU)
May indicate a fuel leak and the associated procedure should be applied.

FUEL TEMPERATURE

ALL

Fuel freeze refers to the formation of wax crystals suspended in the fuel, which
can accumulate when fuel temperature is below the freeze point (-47C for jet
A1) and can prevent proper fuel feed to the engines.
During normal operations, fuel temperature rarely decreases to the point that it
becomes limiting. However, extended cruise operations increase the potential for
fuel temperatures to reach the freeze point. Fuel temperature will slowly reduce
towards TAT. The rate of cooling of fuel can be expected to be in the order of
3C per hour with a maximum of 12C per hour in the most extreme conditions.
If fuel temperature approaches the minimum allowed, the ECAM outputs a
caution. Consideration should be given to achieving a higher TAT:

ENV A318/A319/A320/A321 FLEET FCTM Page 22 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

. Descending or diverting to a warmer air mass may be considered. Below the


tropopause, a 4000 ft descent gives a 7C increase in TAT. In severe cases,
a descent to as low as 25,000 ft may be required.
. Increasing Mach number will also increase TAT. An increase of 0.01 Mach
produces approximately 0.7C increase in TAT.
In either case, up to one hour may be required for fuel temperature to stabilise.
The crew should consider the fuel penalty associated with either of these actions.

APPROACH PREPARATION

ALL

The latest destination weather should be obtained approximately 15 minutes prior


to descent and the FMGS programmed for the descent and arrival. During FMGS
programming, the PF will be head down, so it is important that the PNF does
not become involved in any tasks other than flying the aircraft. The fuel
predictions will be accurate if the F-PLN is correctly entered in terms of arrival,
go-around and alternate routing.
The FMGS will be programmed as follows:

DIR PROG PERF INIT DATA OFF

RAD FUEL SEC ATC MCDU


FPLN
NAV PRED FPLN COMM MENU

NOF 02070 04195 0001

FPLN

Lateral:
-- Landing runway, STAR, Approach and Go-around procedure.
-- F-PLN to alternate.
Vertical:
-- Altitude and Speed constraints,
-- Compare vertical F-PLN on MCDU with approach chart

MCDU F-PLN PAGE VS APPROACH CHART CROSSCHECK

ENV A318/A319/A320/A321 FLEET FCTM Page 23 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

FROM NO SEQ
UTC SPD / ALT
TP 1432 161 / 3000
BRG319 1NM
CD33R 1435 161 / * 3000
C324 TRK324 4 3.1
FD33R 1437 161 / * 1520
C324 3 3.1
MD33R 1438 137 / 550
C324 5
TOU /+ 900 Compare vertical
DEST TIME DIST EFBO FPLN on MCDU
LFBO33R 1438 8 4.6 with Approach Chart

VOR D5.0 D8.0 D12.5


OCA (H) 938 (439) 3.0 324
3000
(2501)
1520
APT 499 M (1021) 4.5
Gnd speed Kts 70 90 100 120 140 160 TOU
REIL
Descent Gradient 5.4% 383 492 547 657 766 876
PAPIL 117.7 324
MAP AT D5.0 on

NOF 02070 04196 0001

RAD NAV

Manually tune the VOR/DME and/or NDB if required. Check ILS ident, frequency
and associated course of destination airfield as required. It is not recommended
manually forcing the ILS identifier as, in case of late runway change, the
associated ILS would not be automatically tuned.

PROG

Insert VOR/DME or landing runway threshold of destination airfield in the


BRG/DIST field as required.

PERF

ENV A318/A319/A320/A321 FLEET FCTM Page 24 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

PERF APPR:
. Descent winds,
. Destination airfield weather (QNH, Temperature and wind) The entered wind
should be the average wind given by the ATC or ATIS. Do not enter gust
values, for example, if the wind is 150/20-25, insert the lower speed 150/20
(With managed speed mode in approach, ground speed mini-function will cope
with the gusts).
. Minima (DH for CATII or CATIII approach and MDA for others approaches)
. Landing configuration (wind shear anticipated or in case of failure).
PERF GO AROUND: Check thrust reduction and acceleration altitude.

FUEL PRED

Check estimated landing weight, EFOB and extra fuel.

SEC F-PLN

To cover contingencies e.g. runway change, circling or diversion.


Once the FMGS has been programmed, the PNF should then cross check the
information prior to the Approach briefing.

APPROACH BRIEFING

ALL

The main objective of the approach briefing is for the PF to inform the PNF of
his intended course of action for the approach. The briefing should be practical
and relevant to the actual weather conditions expected. It should be concise and
conducted in a logical manner. It should be given at a time of low workload if
possible, to enable the crew to concentrate on the content. It is very important
that any misunderstandings are resolved at this time.

PF briefing Associated cross check


Aircraft type and technical status
NOTAM
Weather

ENV A318/A319/A320/A321 FLEET FCTM Page 25 of 26


NORMAL OPERATIONS 02.070

FLIGHT CREW TRAINING MANUAL CRUISE JUL 28/05

-- Accessibility
-- Runway in use
Fuel
FUEL PRED page
-- Extra fuel
Descent
FPLN page
-- TOD (time, position)
-- MORA, STAR, MSA FPLN page
-- Altitude and speed constraints
Holding (if expected)

-- Entry in holding pattern


-- MHA and MAX speed
Approach

-- Approach type -- PERF APPR and ND


-- Altitude and FAF identification -- FPLN
-- Descend gradient -- PFD/FMA
-- MDA/DH -- PERF APPR
-- Missed approach procedure -- FPLN
-- Alternate considerations -- FPLN
Landing

-- Runway condition, length and width


-- Tail strike awareness
-- Use of Auto brake
-- Expected taxi clearance
Radio aids RAD NAV

ENV A318/A319/A320/A321 FLEET FCTM Page 26 of 26


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

PREFACE

ALL

The PF will set preferably the MCDU PROG or PERF page as required (PROG
page provides VDEV in NAV mode and BRG/DIST information, PERF DES page
provides predictions down to any inserted altitude in DES/OP DES modes)
whereas the PNF will set the MCDU F-PLN page.
If use of radar is required, consider selecting the radar display on the PF side
and TERR on PNF side only.

COMPUTATION PRINCIPLES

ALL

TOD AND PROFILE COMPUTATION

The FMGS calculates the Top Of Descent point (TOD) backwards from a position
1000 ft on the final approach with speed at Vapp. It takes into account any
descent speed and altitude constraints and assumes managed speed is used.
The first segment of the descent will always be idle segment until the first
altitude constraint is reached. Subsequent segments will be "geometric", i.e. the
descent will be flown at a specific angle, taking into account any subsequent
constraints. If the STAR includes a holding pattern, it is not considered for TOD
or fuel computation. The TOD is displayed on the ND track as a white symbol:

DESCENT PATH

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

TOD

ALT CSTR
ALT CSTR
250 KT
DECEL VAPP
D FAF
1000ft
Idle Geometric
segment Segments

Descent path
NOF 02080 04200 0001

The idle segment assumes a given managed speed flown with idle thrust plus a
small amount of thrust. This gives some flexibility to keep the aircraft on the
descent path if engine anti-ice is used or if winds vary. This explains THR DES
on the FMA.
The TOD computed by the FMS is quite reliable provided the flight plan is
properly documented down to the approach.

MANAGED DESCENT SPEED PROFILE

The managed speed is equal to:


. The ECON speed (which may have been modified by the crew on the PERF
DES page, before entering DESCENT phase), or
. The speed constraint or limit when applicable.

GUIDANCE AND MONITORING

ALL

INTRODUCTION

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

To carry out the descent, the crew can use either the managed descent mode
(DES) or the selected descent modes (OP DES or V/S). Both descent modes
can be flown either with selected speed or managed speed.
The modes and monitoring means are actually linked.
The managed DES mode guides the aircraft along the FMS pre-computed
descent profile, as long as it flies along the lateral F-PLN: i.e. DES mode is
available if NAV is engaged. As a general rule when DES mode is used, the
descent is monitored using VDEV called "yoyo" on PFD, or its digital value on
the PROG page, as well as the level arrow on the ND.
The selected OP DES or V/S modes are used when HDG is selected or when
ALT CSTR may be disregarded or for various tactical purposes. As a general
rule when OP DES or V/S modes are used, the descent is monitored using the
Energy Circle, (displayed if HDG or TRK modes and indicating the required
distance to descend, decelerate and land from present position) and the level
arrow on the ND. When the aircraft is not far away from the lateral F-PLN (small
XTK), the yoyo on PFD is also a good indicator.

MANAGED DESCENT MODE

The managed descent profile from high altitude is approximately 2.5.


As an estimation of the distance to touchdown is required to enable descent
profile monitoring, it is important to ensure that the MCDU F-PLN plan page
reflects the expected approach routing. Any gross errors noted in the descent
profile are usually a result of incorrect routing entered in the MCDU or
non-sequencing of F-PLN waypoints, giving a false distance to touchdown.

DESCENT INITIATION

To initiate a managed descent, the pilot will set the ATC cleared altitude on the
FCU and push the ALT selector. DES mode engages and is annunciated on the
FMA. If an early descent were required by ATC, DES mode would give 1000
fpm rate of descent, until regaining the computed profile.
To avoid overshooting the computed descent path, it is preferable to push the
FCU ALT selector a few miles prior to the calculated TOD. This method will
ensure a controlled entry into the descent and is particularly useful in situations
of high cruise Mach number or strong upper winds.
If the descent is delayed, a "DECELERATE" message appears in white on the
PFD and in amber on the MCDU. Speed should be reduced towards green dot,
and when cleared for descent, the pilot will push for DES and push for managed
speed. The speed reduction prior to descent will enable the aircraft to recover the
computed profile more quickly as it accelerates to the managed descent speed.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

DESCENT PROFILE

When DES with managed speed is engaged, the AP/FD guides the aircraft along
the pre-computed descent path determined by a number of factors such as
altitude constraints, wind and descent speed. However, as the actual conditions
may differ from those planned, the DES mode operates within a 20 kts speed
range around the managed target speed to maintain the descent path.

MANAGED DECENT: SPEED TARGET RANGE PRINCIPLE

More headwind

de
sc
en
tp
rof More tailwind or ENG A/I ON
ile
case a) case b)

310
290

NOF 02080 04201 0001

If the aircraft gets high on the computed descent path:


. The speed will increase towards the upper limit of the speed range, to keep
the aircraft on the path with IDLE thrust.
. If the speed reaches the upper limit, THR IDLE is maintained, but the
autopilot does not allow the speed to increase any more, thus the VDEV will
slowly increase.
. A path intercept point, which assumes half speedbrake extension, will be
displayed on the ND descent track.
. If speed brakes are not extended, the intercept point will move forward. If it
gets close to an altitude-constrained waypoint, then a message "AIR BRAKES"

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

or "MORE DRAG", depending of the FMGS standard, will be displayed on the


PFD and MCDU.
This technique allows an altitude constraint to be matched with minimum use of
speedbrakes.
When regaining the descent profile, the speedbrakes should be retracted to
prevent the A/THR applying thrust against speedbrakes. If the speedbrakes are
not retracted, the "SPD BRK" message on the ECAM memo becomes amber
and "RETRACT SPEEBRAKES" is displayed in white on the PFD.

A/C ABOVE DECENT PATH

Actual descent
Predicted path path
assuming1/2 Spd
Brakes

ALT CSTR
Descent path
as per F PLN

NOF 02080 04202 0001

If the aircraft gets low on the computed descent path:


The speed will decrease towards the lower limit of the speed range with idle
thrust. When the lower speed limit is reached the A/THR will revert to
SPEED/MACH mode and apply thrust to maintain the descent path at this lower
speed. The path intercept point will be displayed on the ND, to indicate where
the descent profile will be regained.

A/C BELOW DESCENT PATH

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

Descent path as per F PLN

Predicted shallow
converging path

NOF 02080 04203 0001

If selected speed is used:


The descent profile remains unchanged. As the selected speed may differ from
the speed taken into account for pre-computed descent profile and speed
deviation range does not apply, the aircraft may deviate from the descent profile
e.g. if the pilot selects 275 kts with a pre-computed descent profile assuming
managed speed 300 kts, VDEV will increase.

SELECTED DESCENT

There are 2 modes for flying a selected descent, namely OP DES and V/S.
These modes will be used for pilot tactical interventions.
V/S mode is automatically selected when HDG or TRK mode is selected by the
pilot, while in DES mode. Furthermore, in HDG or TRK mode, only V/S or OP
DES modes are available for descent.
To initiate a selected descent, the pilot should set the ATC cleared altitude on
the FCU and pull the ALT selector. OP DES mode engages and is annunciated
on the FMA. In OP DES mode, the A/THR commands THR IDLE and the speed
is controlled by the THS.
Speed may be either managed or selected. In managed speed, the descent
speed is displayed only as a magenta target but there is no longer a speed
target range since the pre-computed flight profile does not apply.
The AP/FD will not consider any MCDU descent altitude constraints and will fly
an unrestricted descent down to the FCU selected altitude.
If the crew wishes to steep the descent down, OP DES mode can be used,
selecting a higher speed. Speedbrake is very effective in increasing descent rate

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

but should be used with caution at high altitude due to the associated increase
in VLS.
If the pilot wishes to shallow the descent path, V/S can be used. A/THR reverts
to SPEED mode. In this configuration, the use of speedbrakes is not
recommended to reduce speed, since this would lead to thrust increase and the
speed would be maintained.

MODE REVERSION

MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085


0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146
0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199
0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280
0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354
0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409
0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487
0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528
0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573
0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617
0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656
0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691
0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740
0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781
0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817
0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857
0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227

If a high V/S target is selected, the autopilot will pitch the aircraft down to fly the
target V/S. Thus the aircraft will tend to accelerate, while A/THR commands idle
thrust to try to keep the speed. When IAS will reach a speed close to VMO or
VFE, the descent mode will revert to OP DES to regain the initial target speed.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107
0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172
0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263
0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346
0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412
0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505
0509 0513-0522 0524 0526 0529 0532-0533 0535 0541 0544-0545 0548 0553 0559-0560
0562-0564 0566-0567 0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0598-0600
0603 0608-0610 0612 0616 0618 0621 0623 0625 0627 0629 0635-0637 0640-0644 0647
0651-0653 0657 0660 0663-0665 0668 0673 0676 0679-0681 0686-0687 0689-0690 0692
0694 0696 0698-0701 0703-0710 0712-0713 0715-0718 0720 0722-0725 0727 0729-0730
0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755 0760-0761 0764-0768 0771 0774
0776-0778 0782-0783 0786 0788-0790 0793 0796-0798 0801 0804 0806-0807 0809-0810 0815
0818-0819 0821 0825 0827 0830 0832-0833 0835 0837-0838 0841 0843-0844 0846-0850
0853-0855 0858-0864 0867-0868 0870-0876 0878-0879 0881-0887 0889-0962 0964-1007
1009-1041 1043-1203 1205-1226 1228-2702

If a high V/S target is selected (or typically after a DES to V/S reversion), the
autopilot will pitch the aircraft down to fly the target V/S. Thus the aircraft will tend
to accelerate, while A/THR commands idle thrust to try to keep the speed. When
IAS will reach a speed close to VMO or VFE, the autopilot will pitch the aircraft
up, so as to fly a V/S allowing VMO or VFE to be maintained with idle thrust.

DESCENT CONSTRAINTS

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895

Descent constraints may be automatically included in the route as part of an


arrival procedure or they may be manually entered through the MCDU F-PLN
page. The aircraft will attempt to meet these as long as DES mode is being
used.
The crew should be aware that an ATC "DIR TO" clearance automatically
removes the requirement to comply with the speed/altitude constraints assigned
to the waypoints deleted from the F-PLN.
Following the selection of HDG, DES mode will switch automatically to V/S, and
altitude constraints will no longer be taken into account.

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911
0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002
1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082
1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140
1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185
1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242
1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302
1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353
1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406
1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453
1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491
1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528
1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571
1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619
1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673
1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723
1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777
1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833
1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702

Descent constraints may be automatically included in the route as part of an


arrival procedure or they may be manually entered through the MCDU F-PLN
page. The aircraft will attempt to meet these as long as DES mode is being
used.
The crew should be aware that an ATC "DIR TO" clearance automatically
removes the requirement to comply with the speed/altitude constraints assigned
to the waypoints deleted from the F-PLN. However, if intermediate waypoints are
relevant, e.g. for terrain awareness, then "DIR TO" with ABEAMS may be an
appropriate selection as constraints can be re-entered into these waypoints if
required.
Following the selection of HDG, DES mode will switch automatically to V/S, and
altitude constraints will no longer be taken into account.

10.000 FT FLOW PATTERN

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 11


NORMAL OPERATIONS 02.080

FLIGHT CREW TRAINING MANUAL DESCENT JUL 28/05

10.000 FT FLOW PATTERN

MECH ALL FWD AFT WING ENG 1 ENG 2 MAN V/S CTL MODE SEL 2
14 0
A UP A
FAULT FAULT FAULT FAULT
U U 12 2
ON ON ON ON OFF T OVRD T ON ON ON ON ON
O O 10 4
DN
8 6
RAIN RPLNT WIPER WIPER RAIN RPLNT
OFF APU OVHD INTEG LT INIT LT OFF
NAV

LAND LIGHTS
STBY COMPASS DOME ANN LT
SLOW ON ON ON 2 MASTER SW BRT TEST SLOW
A DIM BRT
U FAULT
1
T OFF DIM FAST
FAST ON

SEAT BELTS
O OFF
OFF BRT
OFF OFF OFF OFF
NO SMOKING SIGNS
RWY TURN OFF
ON L R ON ON EMER EXIT LT
A
ON
AVAIL
U
ON T

1 2
OFF
O OFF
OFF OFF OFF
OFF

3
1
00 1
000 U
P
ARPT

20
40
NDB

80
VOR.D

ROSE
VOR
WPT

NAV
CSTR

ARC
EFIS OPTION
QFE QNH 4
12V
U

C
HRO
NO
M
ASTE
R
10 160 ILS PLAN in Hg mb W
ARN
PULL
AP1 A
P2 ENG S
IDES
TIC
KPR
IOR
ITY
320 STD
D
N 1 2 M
ASTE
R
C
AUT
ADF VOR ADF VOR F
/O

L
OC A
/TH
R A
LT A
PPR OFF ILS FD
OFF

9 0
1
311VU

4
LS P/B
2
7 ALT 3
m bar
6 4 L
DGG
EAR M
AX
U
NLK U
NLK U
NLK H
OT
O
N

A
UTO
/BR
K A
/SK
ID&
L
O M
ED M
AX N
/WSTR
G
O
N
D
ECE
L D
ECE
L D
ECE
L
O
N O
N O
N
O
FF

U
P

DME L DME R

33 3
30

A
CCU P
RES
S
0 4
V V 3 3
24

12

O O 1 1
R 21 15 R
0
B
RAK
ES
ADF ADF D
OWN P
SI1000

DY HR
DATE MO
MIN
G
M

SET
T

R
U
N

50 h
CHR
min
10

GMT
40 h min 20
RUN ET
ET

STOP
RST
CHR

RADIO NAV
0 0 0

5
6
T.O. EMER
0
CONFIG CANC

ENG BLEED PRESS EL/AC EL/DC FUEL

0 ALL
APU COND DOOR WHEEL F/CTL

NAV ACCY
NOF 02080 04204 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 11


NORMAL OPERATIONS 02.090

FLIGHT CREW TRAINING MANUAL HOLDING JUL 28/05

PREFACE

ALL

Whenever holding is anticipated, it is preferable to maintain cruise level and


reduce speed to green dot, with ATC clearance, to minimize the holding
requirement. As a rule of thumb, a 0.05 Mach decrease during one hour equates
to 4 minutes hold. However, other operational constraints might make this option
inappropriate.
A holding pattern can be inserted at any point in the flight plan or may be
included as part of the STAR. In either case, the holding pattern can be modified
by the crew.

HOLDING SPEED AND CONFIGURATION

ALL

If a hold is to be flown, provided NAV mode is engaged and the speed is


managed, an automatic speed reduction will occur to achieve green dot speed
when entering the holding pattern. Green dot speed corresponds to an
approximation of the best lift to drag ratio and provides the lowest hourly fuel
consumption.
If green dot speed is greater than the ICAO or state maximum holding speed,
the crew should select flap 1 below 20.000 ft and fly S speed. Fuel consumption
will be increased when holding in anything other than clean configuration and
green dot speed.

IN THE HOLDING PATTERN

ALL

The holding pattern is not included in the descent path computation since the
FMGS does not know how many patterns will be flown. When the holding fix is
sequenced, the FMGS assumes that only one holding pattern will be flown and
updates predictions accordingly. Once in the holding pattern, the VDEV indicates

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 2


NORMAL OPERATIONS 02.090

FLIGHT CREW TRAINING MANUAL HOLDING JUL 28/05

the vertical deviation between current aircraft altitude and the altitude at which
the aircraft should cross the exit fix in order to be on the descent profile.
The DES mode guides the aircraft down at -1000 fpm whilst in the holding
pattern until reaching the cleared altitude or altitude constraint.
When in the holding pattern, LAST EXIT UTC/FUEL information is displayed on
the MCDU HOLD page. These predictions are based upon the fuel policy
requirements specified on the MCDU FUEL PRED page with no extra fuel,
assuming the aircraft will divert. The crew should be aware that this information
is computed with defined assumptions e.g.:
. Aircraft weight being equal to landing weight at primary destination
. Flight at FL 220 if distance to ALTN is less than 200 NM, otherwise FL310
performed at maximum range speed.
. Constant wind (as entered in alternate field of the DES WIND page).
. Constant delta ISA (equal to delta ISA at primary destination)
. Airway distance for a company route, otherwise direct distance.
Alternate airport may be modified using the MCDU ALTN airport page which can
be accessed by a lateral revision at destination.
To exit the holding pattern, the crew should select either:
. IMM EXIT (The aircraft will return immediately to the hold fix, exit the holding
pattern and resume its navigation) or
. HDG if radar vectors or
. DIR TO if radar vectors or

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 2


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

PREFACE

ALL

This section covers general information applicable to all approach types.


Techniques, which apply to specific approach types, will be covered in dedicated
chapters.
All approaches are divided into three parts (initial, intermediate and final) where
various drills have to be achieved regardless of the approach type.

THE APPROACH PARTS AND ASSOCIATED ACTIONS

IAF

FM NAV ACCY check


Initial Appr Select FLYING REF (attitude/bird)
Activate APPR Phase

Regulate A/C deceleration and conf


Intermediate Appr Manage final axis interception

Monitor appr mode engagement


Final Appr Monitor trajectory with raw data
Be stabilized at 1000 ft (500 ft)

FAF

NOF 02100 04206 0001

INITIAL APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

NAVIGATION ACCURACY

Prior to any approach, a navigation accuracy check is to be carried out. On


aircraft equipped with GPS however, no navigation accuracy check is required as
long as GPS PRIMARY is available.
Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has
to be carried out. The navigation accuracy determines which AP modes the crew
should use and the type of display to be shown on the ND.

THE FLYING REFERENCE

It is recommended to use the FD bars for ILS approaches and the FPV called
"bird" with FPD for non-precision or circling approach approaches.

APPROACH PHASE ACTIVATION

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

Activation of the approach phase will initiate a deceleration towards VAPP or the
speed constraint inserted at FAF, whichever applies.
When in NAV mode with managed speed, the approach phase activates
automatically when sequencing the deceleration pseudo-waypoint . If an early
deceleration is required, the approach phase can be activated on the MCDU
PERF APPR page. When the approach phase is activated, the magenta target
speed becomes VAPP.
When in HDG mode, e.g. for radar vectoring, the crew will activate the approach
phase manually.
There are two approach techniques:
. The decelerated approach
. The stabilized approach
THE DECELERATED APPROACH
This technique refers to an approach where the aircraft reaches 1000 ft in the
landing configuration at VAPP. In most cases, this equates to the aircraft being
in Conf 1 and at S speed at the FAF. This is the preferred technique for an ILS
approach. The deceleration pseudo-waypoint assumes a decelerated approach
technique.
THE STABILIZED APPROACH
This technique refers to an approach where the aircraft reaches the FAF in the
landing configuration at VAPP. This technique is recommended for non-precision
approaches. To get a valuable deceleration pseudo waypoint and to ensure a
timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.

STABILIZED VERSUS DECELERATED APPROACH

FAF FAF
Ldg Conf/VAPP Conf1/S speed
at FAF at FAF

STABILIZED APPR DECELERATED APPR

NOF 02100 04207 0001

F-PLN SEQUENCING

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode,
the F-PLN waypoints will sequence automatically only if the aircraft flies close to
the programmed route. Correct F-PLN sequencing is important to ensure that the
programmed missed approach route is available in case of go-around. A good
cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper
right side of the ND, which should remain meaningful.
If under radar vectors and automatic waypoint sequencing does not occur, the
F-PLN will be sequenced by deleting the FROM WPT on the F-PLN page until
the next likely WPT to be over flown is displayed as the TO WPT on the ND.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

NAVIGATION ACCURACY

Prior to any approach, a navigation accuracy check is to be carried out. On


aircraft equipped with GPS however, no navigation accuracy check is required as
long as GPS PRIMARY is available.
Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has
to be carried out. The navigation accuracy determines which AP modes the crew
should use and the type of display to be shown on the ND.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

THE FLYING REFERENCE

It is recommended to use the FD bars for ILS approaches and the FPV called
"bird" with FPD for non-precision or circling approach approaches.

APPROACH PHASE ACTIVATION

Activation of the approach phase will initiate a deceleration towards VAPP or the
speed constraint inserted at FAF, whichever applies.
When in NAV mode with managed speed, the approach phase activates
automatically when sequencing the deceleration pseudo-waypoint. If an early
deceleration is required, the approach phase can be activated on the MCDU
PERF APPR page. When the approach phase is activated, the magenta target
speed becomes VAPP.
When in HDG mode, e.g. for radar vectoring, the crew will activate the approach
phase manually.
There are two approach techniques:
. The decelerated approach
. The stabilized approach
THE DECELERATED APPROACH
This technique refers to an approach where the aircraft reaches 1000 ft in the
landing configuration at VAPP. In most cases, this equates to the aircraft being
in Conf 1 and at S speed at the FAF. This is the preferred technique for an ILS
approach. The deceleration pseudo waypoint assumes a decelerated approach
technique.
THE STABILIZED APPROACH
This technique refers to an approach where the aircraft reaches the FAF in the
landing configuration at VAPP. This technique is recommended for non-precision
approaches. To get a valuable deceleration pseudo waypoint and to ensure a
timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.

STABILIZED VERSUS DECELERATED APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

FAF FAF
Ldg Conf/VAPP Conf1/S speed
at FAF at FAF

STABILIZED APPR DECELERATED APPR

NOF 02100 04208 0001

F-PLN SEQUENCING

When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode,
the F-PLN waypoints will sequence automatically only if the aircraft flies close to
the programmed route. Correct F-PLN sequencing is important to ensure that the
programmed missed approach route is available in case of go-around. A good
cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper
right side of the ND, which should remain meaningful.
If under radar vectors and automatic waypoint sequencing does not occur, the
F-PLN will be sequenced by either using the DIR TO RADIAL IN function or by
deleting the FROM WPT on the F-PLN page until the next likely WPT to be over
flown is displayed as the TO WPT on the ND.

INTERMEDIATE APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895

The purpose of the intermediate approach is to bring the aircraft at the proper
speed, altitude and configuration at FAF.

DECELERATION AND CONFIGURATION CHANGE

Managed speed is recommended for the approach. Once the approach phase
has been activated, the A/THR will guide aircraft speed towards the maneuvering
speed of the current configuration, whenever higher than VAPP, e.g. green dot
for Config 0, S speed for Config 1 etc.
To achieve a constant deceleration and to minimize thrust variation, the crew
should extend the next configuration when reaching the next configuration
maneuvering speed + 10 kts (IAS must be lower than VFE next), e.g. when the
speed reaches green dot + 10 kts, the crew should select Config 1. Using this
technique, the mean deceleration rate will be approximately 10 kts/NM in level
flight. This deceleration rate will be twice i.e. 20 kts/NM, with the use of the
speedbrakes.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

If selected speed is to be used to comply with ATC, the requested speed should
be selected on FCU. A speed below the manoeuvring speed of the present
configuration may be selected provided it is above VLS. When the ATC speed
constraint no longer applies, the pilot should push the FCU speed selector to
resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate
the approach phase. This will ensure further proper speed deceleration when
resuming managed speed; otherwise the aircraft will accelerate to the previous
applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may
be insufficient. In this case, the landing gear may be lowered, preferably below
220 kts (to avoid gear doors overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the crew
should be aware of:
. The increase in VLS with the use of speedbrakes
. The limited effect at low speeds
. The speed brake auto-retraction when selecting Conf 3 (A321 only) or Conf
full. (Not applicable for A318)

INTERCEPTION OF FINAL APPROACH COURSE

To ensure a smooth interception of final approach course, the aircraft ground


speed should be appropriate, depending upon interception angle and distance to
runway threshold. The pilot should refer to applicable raw data (LOC, needles),
XTK information on ND and wind component for the selection of an appropriate
IAS.
If ATC provides radar vectors, the crew will sequence the F-PLN by checking
that the TO WPT, on upper right hand corner of ND, is the most probable one
and meaningful. This provides:
. A comprehensive ND display
. An assistance for lateral interception (XTK)
. A meaningful vertical deviation
. The go around route to be displayed.
When established on the LOC, a DIR TO should not be performed to sequence
the F-PLN as this will result in the FMGS reverting to NAV mode. In this case,
the LOC will have to be re-armed and re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is
PRIMARY or if the navigation accuracy check is positive.

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

If ATC gives a new wind for landing, the crew will update it on MCDU PERF
APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the
approach modes when applicable.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911
0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002
1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082
1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140
1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185
1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242
1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302
1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353
1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406
1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453
1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491
1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528
1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571
1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619
1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673
1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723
1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777
1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833
1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702

The purpose of the intermediate approach is to bring the aircraft at the proper
speed, altitude and configuration at FAF.

DECELERATION AND CONFIGURATION CHANGE

Managed speed is recommended for the approach. Once the approach phase
has been activated, the A/THR will guide aircraft speed towards the maneuvering
speed of the current configuration, whenever higher than VAPP, e.g. green dot
for Config 0, S speed for Config 1 etc.
To achieve a constant deceleration and to minimize thrust variation, the crew
should extend the next configuration when reaching the next configuration
maneuvering speed + 10 kts (IAS must be lower than VFE next), e.g. when the
speed reaches green dot + 10 kts, the crew should select Config 1. Using this
technique, the mean deceleration rate will be approximately 10 kts/NM in level

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

flight. This deceleration rate will be twice i.e. 20 kts/NM, with the use of the
speedbrakes.
If selected speed is to be used to comply with ATC, the requested speed should
be selected on FCU. A speed below the manoeuvring speed of the present
configuration may be selected provided it is above VLS. When the ATC speed
constraint no longer applies, the pilot should push the FCU speed selector to
resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate
the approach phase. This will ensure further proper speed deceleration when
resuming managed speed; otherwise the aircraft will accelerate to the previous
applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may
be insufficient. In this case, the landing gear may be lowered, preferably below
220 kts (to avoid gear doors overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the crew
should be aware of:
. The increase in VLS with the use of speedbrakes
. The limited effect at low speeds
. The speed brake auto-retraction when selecting the landing configuration. (Not
applicable for A318)

INTERCEPTION OF FINAL APPROACH COURSE

To ensure a smooth interception of final approach course, the aircraft ground


speed should be appropriate, depending upon interception angle and distance to
runway threshold. The pilot should refer to applicable raw data (LOC, needles),
XTK information on ND and wind component for the selection of an appropriate
IAS.
If ATC provides radar vectors, the crew will use the DIR TO RADIAL INBND
facility. This ensures:
. A proper F-PLN sequencing
. A comprehensive ND display
. An assistance for lateral interception
. The VDEV to be computed on reasonable distance assumptions.
However, considerations should be given the following:
. A radial is to be inserted in the MCDU. In the following example, the final
approach course is 090 corresponding to radial 270.
. Deceleration will not occur automatically as long as lateral mode is HDG

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

When established on the LOC, a DIR TO should not be performed to sequence


the F-PLN as this will result in the FMGS reverting to NAV mode. In this case,
the LOC will have to be re-armed and re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is
PRIMARY or if the navigation accuracy check is positive.

USE OF DIR TO RADIAL IN FACILITY

FAF
INTCPT RADIAL 270 090

XTK
dist

NOF 02100 04209 0001

If ATC gives a new wind for landing, the crew will update it on MCDU PERF
APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the
approach modes when applicable.

FINAL APPROACH

ALL

FINAL APPROACH MODE ENGAGEMENT MONITORING

The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully
managed NPA or will select the Final Path Angle (FPA) reaching FAF for
selected NPA. If the capture or engagement is abnormal, the pilot will either use
an appropriate selected mode or take over manually.

FINAL APPROACH MONITORING

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

The final approach is to be monitored through available data. Those data


depends on the approach type and the result of the navigation accuracy check.

Approach type Navigation accuracy check Data to be monitored


ILS - LOC, GS deviation, DME
and/or OM
Managed NPA GPS primary VDEV, XTK and F-PLN
Managed NPA Non GPS PRIMARY VDEV, XTK, Needles, DME
and ALT
Selected NPA Accuracy check negative Needles, DME and ALT,
Time

USE OF A/THR

The pilot should use the A/THR for approaches as it provides accurate speed
control. The pilot will keep hand on the thrust levers so as to be prepared to
react if needed. If for any reason, the speed drops below VAPP significantly, the
pilot will push the thrust levers forward above CLB detent (but below MCT) till
the speed trend arrow indicates an acceleration then bring back the thrust levers
into CLB detent. This is enough to be quickly back on speed.

USE OF A/THR FOR FINAL APPROACH

CL CL
B B
MC

MC
T

Speed drop Acceleration


Move levers Bring levers
above CLB back to CLB
NOF 02100 04210 0001

The pilot should keep in mind, however, that, when below 100 ft AGL, moving
the thrust levers above the CLB detent would result in the A/THR disconnection.
During final approach, the managed target speed moves along the speed scale
as a function of wind variation. The pilot should ideally check the reasonableness
of the target speed by referring to GS on the top left on ND. If the A/THR

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

performance is unsatisfactory, the pilot should disconnect it and control the thrust
manually.
If the pilot is going to perform the landing using manual thrust, the A/THR should
be disconnected by 1000 feet on the final approach.

GO-AROUND ALTITUDE SETTING

When established on final approach, the go-around altitude must be set on FCU.
This can be done at any time when G/S or FINAL mode engages. However, on
a selected Non Precision Approach, i.e. when either FPA or V/S is used, the
missed approach altitude must only be set when the current aircraft altitude is
below the missed approach altitude, in order to avoid unwanted ALT*.

TRAJECTORY STABILIZATION

The aircraft will be stabilized in path, configuration and speed at


. 1000 ft AGL minimum IMC
. 500 ft AGL minimum VMC
Or as restricted by the airline policy/regulations otherwise a go-around should be
initiated.

REACHING THE MINIMA

Decision to land or go-around must be made at MDA/DH at the latest. Reaching


the MDA/DH, at MINIMUM call out:
. If suitable visual reference can be maintained and the aircraft is properly
established, continue and land.
. If not, go-around.
The MDA/DH should not be set as target altitude on the FCU. If the MDA/DH
were inserted on the FCU, this would cause a spurious ALT* when approaching
MDA/DH, resulting in the approach becoming destabilised at a critical stage.

AP DISCONNECTION

During the final approach with the AP engaged, the aircraft will be stabilised and
tracking towards the runway. Therefore, when disconnecting the AP for a manual
landing, the pilot should avoid the temptation to make large inputs on the
sidestick. Common errors are reducing the drift too early and/or descending
below the final path.

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

VAPP

MSN 0002-0068 0073-0077 0080-0082 0084-0085 0087-0091 0095-0103 0106-0108 0112-0115


0118-0134 0136 0138-0146 0148-0160 0163-0171 0173-0199 0203-0208 0210-0215 0219-0266
0270-0345 0347-0363 0365-0381 0383-0384 0386-0400 0402-0411 0413-0432 0435-0457
0459-0467 0469-0472 0475-0476 0478-0483 0485-0487 0489-0492 0496-0497 0499-0501
0503-0504 0506-0508 0510-0512 0523 0525 0527-0528 0530-0531 0534 0537 0539-0540
0542-0543 0547 0549 0551 0554 0556 0558 0561 0565 0568-0569 0571 0573 0575
0579-0580 0582 0584 0587 0589-0590 0592 0594 0601 0605 0607 0611 0613 0615 0617
0619 0622 0624 0626 0628 0630 0632 0638 0640 0645 0648 0650 0653 0655 0657-0659
0661-0662 0665 0667 0669 0671 0676 0678 0683 0685 0696 0698 0702 0704-0710 0712
0714 0716 0718 0720 0722 0724 0726 0730 0733 0735 0737 0739 0741 0743 0745 0747
0749 0751 0753-0754 0758 0760 0762 0764 0766 0770 0772 0778 0780 0786 0789 0791
0795 0799 0801 0803 0805 0807 0814 0818 0820 0822 0824 0826 0828 0830 0832 0834
0836 0838-0839 0842 0846 0849 0851 0854 0856-0857 0859 0865-0866 0872 0874 0876
0879 0881 0883 0886 0888 0892 0895 0897 0899-0900 0902-0903 0907 0909 0911-0912
0914 0916 0918-0919 0921 0923 0925 0927-0928 0932 0937 0939 0943 0950 0953 0955
0958 0962 0964 0966-0967 0969 0973 0975 0977-0978 0981 0984 0986 0988 0990 0992
0994 0996 1001 1003 1005 1007 1009 1011 1013 1037 1059 1063 1067 1087 1099 1101
1119 1200 1208 1221 1229 1255 1262 1288 1292 1318 1347 1379 1396 1430 1454 1461
1484 1516 1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1736 1789 1793 1809
1812 1973 2054 2061 2082 2092 2225 2242 2248 2347 2391

The approach speed (VAPP) is defined by the crew to perform the safest
approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF,
icing and downburst.

Gross weight
Configuration
VAPP=VLS +
5 ks for severe icing
Max 5 kts for A/THR ON
1/3 of steady headwind (limited to 15 kts)

NOF 02100 04213 0001

In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page,
once tower wind and FLAP3 or FLAP FULL landing configuration has been
inserted (VAPPfmgc = Vls + 5kt + 1/3 tower head wind component on landing
RWY in the F-PLN}).

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if
landing is performed with A/THR OFF, with no wind, no downburst and no icing.
He can insert a higher VAPP in case of strong suspected downburst, but this
increment is limited to 15 kts above VLS.
The crew will bear in mind that the wind entered in MCDU PERF APPR page
considers the wind direction to be in the same reference as the runway direction
e. g. if airport is magnetic referenced, the crew will insert magnetic wind. The
wind direction provided by ATIS and tower is given in the same reference as the
runway direction whereas the wind provided by VOLMET, METAR or TAF is
always true referenced.
VAPP is computed at predicted landing weight while the aircraft is in CRZ or
DES phase. Once the approach phase is activated, VAPP is computed using
current gross weight.
Managed speed should be used for final approach as it provides Ground Speed
mini (GS mini) guidance, even when the VAPP has been manually inserted.

MSN 0069-0072 0078 0083 0086 0093-0094 0104 0110-0111 0116-0117 0135 0137 0147
0161-0162 0172 0200-0202 0209 0216-0218 0267-0269 0346 0364 0382 0385 0401 0412
0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505 0509 0513-0522
0524 0526 0529 0532-0533 0535 0538 0541 0544-0546 0548 0550 0552-0553 0555
0557 0559-0560 0562-0564 0566-0567 0570 0572 0574 0576-0578 0581 0583 0585-0586
0588 0591 0593 0595-0600 0603-0604 0606 0608-0610 0612 0614 0616 0618 0620-0621
0623 0625 0627 0629 0631 0633-0637 0639 0641-0644 0646-0647 0649 0651-0652 0654
0656 0660 0663-0664 0666 0668 0670 0672-0675 0677 0679-0682 0684 0686-0695 0697
0699-0701 0703 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734
0736 0738 0740 0742 0744 0746 0748 0750 0752 0755-0757 0759 0761 0763 0765
0767-0769 0771 0773-0777 0779 0781-0785 0787-0788 0790 0792-0794 0796-0798 0800
0802 0804 0806 0808-0813 0815-0817 0819 0821 0823 0825 0827 0829 0831 0833 0835
0837 0840-0841 0843-0845 0847-0848 0850 0852-0853 0855 0858 0860-0864 0867-0871
0873 0875 0877-0878 0880 0882 0884-0885 0887 0889-0891 0893-0894 0896 0898 0901
0904-0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929-0931 0933-0936 0938
0940-0942 0944-0949 0951-0952 0954 0956-0957 0959-0961 0963 0965 0968 0970-0972
0974 0976 0979-0980 0982-0983 0985 0987 0989 0991 0993 0995 0997-1000 1002 1004
1006 1008 1010 1012 1014-1036 1038-1058 1060-1062 1064-1066 1068-1086 1088-1098
1100 1102-1118 1120-1199 1201-1207 1209-1220 1222-1228 1230-1254 1256-1261 1263-1287
1289-1291 1293-1317 1319-1346 1348-1378 1380-1395 1397-1429 1431-1453 1455-1460
1462-1483 1486-1515 1517-1529 1531-1534 1536-1539 1541-1549 1551-1632 1634-1640
1642-1645 1647-1654 1656-1673 1675-1693 1695-1735 1737-1788 1790-1792 1794-1808
1810-1811 1814-1972 1974-2053 2055-2060 2062-2081 2083-2091 2093-2224 2226-2241
2243-2247 2249-2346 2348-2390 2392-2702

The approach speed (VAPP) is defined by the crew to perform the safest
approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF,
icing and downburst.

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

Gross weight
Configuration
VAPP=VLS +
5 kts for severe icing
Max 5 kts for A/THR ON
1/3 of steady headwind (limited to 15 kts)

NOF 02100 04214 0001

In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page,
once tower wind and FLAP3 or FLAP FULL landing configuration has been
inserted (VAPPfmgc = Vls + max of {5kt, 1/3 tower head wind component on
landing RWY in the F-PLN}).
The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if
landing is performed with A/THR OFF, with no wind, no downburst and no icing.
He can insert a higher VAPP in case of strong suspected downburst, but this
increment is limited to 15 kts above VLS.
The crew will bear in mind that the wind entered in MCDU PERF APPR page
considers the wind direction to be in the same reference as the runway direction
e. g. if airport is magnetic referenced, the crew will insert magnetic wind. The
wind direction provided by ATIS and tower is given in the same reference as the
runway direction whereas the wind provided by VOLMET, METAR or TAF is
always true referenced.
VAPP is computed at predicted landing weight while the aircraft is in CRZ or
DES phase. Once the approach phase is activated, VAPP is computed using
current gross weight.
Managed speed should be used for final approach as it provides Ground Speed
mini (GS mini) guidance, even when the VAPP has been manually inserted.

GROUND SPEED MINI

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

PURPOSE

The purpose of the ground speed mini function is to keep the aircraft energy
level above a minimum value, whatever the wind variations or gusts.
This allows an efficient management of the thrust in gusts or longitudinal shears.
Thrust varies in the right sense, but in a smaller range ( 15% N1) in gusty
situations, which explains why it is recommended in such situations.
It provides additional but rational safety margins in shears.
It allows pilots "to understand what is going on" in perturbed approaches by
monitoring the target speed magenta bugs: when target goes up = head wind
gust.

COMPUTATION

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

This minimum energy level is the energy the aircraft will have at landing with the
expected tower wind; it is materialized by the ground speed of the aircraft at that
time which is called GS mini:
GS mini = VAPP - Tower head wind component
In order to achieve that goal, the aircraft ground speed should never drop below
GS mini in the approach, while the winds are changing. Thus the aircraft IAS
must vary while flying down, in order to cope with the gusts or wind changes. In
order to make this possible for the pilot or for the ATHR, the FMGS continuously
computes an IAS target speed, which ensures that the aircraft ground speed is
at least equal to GS mini; the FMGS uses the instantaneous wind component
experienced by the aircraft:
IAS Target Speed = GS mini + Current headwind component
This target speed is limited by VAPP in case of tailwind or if instantaneous wind
is lower than the tower wind.

EXAMPLE

(a) 20 kts headwind

VLS=130 kts (b) 40 kts headwind


Tower wind=20 kt Head wind
Vapp=130 + 1/3 HW (c) 10 kts Tailwind
=137 kt
GS mini=Vapp HW
=117 kt

Tower wind

NOF 02100 04215 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

(a) (b) (c)


Current wind Head wind gust Tailwind gust
= tower wind

Vapp is the IAS target The IAS target increases The IAS target decreases
(not below Vapp)
The IAS increases The IAS decreases
Ground speed = GS mini GS mini is maintained GS increases

Thrust slightly increases Thrust slightly decreases

160
140 160

140
120 140

GS mini GS mini GS mini


GS GS GS
GS 117 GS 117 GS 147

NOF 02100 04216 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

PURPOSE

The purpose of the ground speed mini function is to keep the aircraft energy
level above a minimum value, whatever the wind variations or gusts.
This allows an efficient management of the thrust in gusts or longitudinal shears.
Thrust varies in the right sense, but in a smaller range ( 15% N1) in gusty
situations, which explains why it is recommended in such situations.
It provides additional but rational safety margins in shears.
It allows pilots "to understand what is going on" in perturbed approaches by
monitoring the target speed magenta bugs: when target goes up = head wind
gust.

COMPUTATION

This minimum energy level is the energy the aircraft will have at landing with the
expected tower wind; it is materialized by the ground speed of the aircraft at that
time which is called GS mini:

ENV A318/A319/A320/A321 FLEET FCTM Page 20 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

GS mini = VAPP - Tower head wind component


In order to achieve that goal, the aircraft ground speed should never drop below
GS mini in the approach, while the winds are changing. Thus the aircraft IAS
must vary while flying down, in order to cope with the gusts or wind changes. In
order to make this possible for the pilot or for the ATHR, the FMGS continuously
computes an IAS target speed, which ensures that the aircraft ground speed is
at least equal to GS mini; the FMGS uses the instantaneous wind component
experienced by the aircraft:
IAS Target Speed = GS mini + Current headwind component
This target speed is limited by VFE-5 in case of very strong gusts, by VAPP in
case of tailwind or if instantaneous wind is lower than the tower wind.

EXAMPLE

(a) 20 kts headwind

VLS=130 kts (b) 40 kts headwind


Tower wind=20 kt Head wind
Vapp=130 + 1/3 HW (c) 10 kts Tailwind
=137 kt
GS mini=Vapp HW
=117 kt

Tower wind

NOF 02100 04217 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 21 of 22


NORMAL OPERATIONS 02.100

FLIGHT CREW TRAINING MANUAL APPROACH GENERAL JUL 28/05

(a) (b) (c)


Current wind Head wind gust Tailwind gust
= tower wind

Vapp is the IAS target The IAS target increases The IAS target decreases
(not below Vapp)
The IAS increases The IAS decreases
Ground speed = GS mini GS mini is maintained GS increases

Thrust slightly increases Thrust slightly decreases

160
140 160

140
120 140

GS mini GS mini GS mini


GS GS GS
GS 117 GS 117 GS 147

NOF 02100 04219 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 22 of 22


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

PREFACE

ALL

This chapter deals with some characteristics of the ILS approach.


Recommendations mentioned in APPROACH GENERAL chapter apply.
For CAT1 ILS, the crew will insert DA/DH values into MDA (or MDH if QFE
function is available) field on the MCDU PERF APPR page, since these values
are baro referenced.
For CATII or CATIII ILS, the crew will insert DH into DH field on MCDU PERF
APPR page, since this value is a radio altitude referenced.

INITIAL APPROACH

MSN 0006 0008 0011 0017-0018 0022-0032 0034-0035 0037-0043 0045-0060 0064-0086
0089-0099 0103-0107 0110-0112 0114 0116-0127 0132 0135 0137-0142 0147-0154 0157
0159-0172 0174-0175 0178-0183 0185 0189-0198 0200-0202 0205-0206 0208-0210 0212-0213
0216-0219 0221-0222 0225 0229-0234 0238 0242-0243 0245 0247-0263 0265 0267-0269
0271-0273 0275-0277 0279-0284 0288-0302 0304-0311 0313-0322 0324-0336 0338-0351
0353-0355 0357-0376 0378-0411 0413-0432 0435-0452 0454-0457 0459-0467 0469-0472
0475-0476 0478-0483 0485-0487 0489-0490 0492 0496-0497 0499-0501 0503-0504 0506-0508
0510-0512 0523 0525 0527-0528 0531 0534 0537-0540 0542-0543 0546-0547 0549 0551
0554-0556 0558 0561 0568 0571-0572 0579 0584 0587 0589-0592 0594 0597 0601
0604-0607 0611 0613-0615 0617 0619 0622 0624 0626 0628 0630 0632-0634 0636
0638-0640 0645 0648-0650 0655-0656 0658 0662 0669-0672 0676-0678 0682-0683 0685-0686
0688 0690-0691 0693 0695 0697 0702 0707 0711 0714 0716 0719 0721 0724 0726
0728 0730-0733 0735-0736 0740-0742 0746-0748 0751-0752 0756-0760 0762 0764 0766
0769-0770 0772-0773 0778-0780 0783-0786 0788-0789 0791 0795 0798-0801 0803-0804
0807 0813-0814 0817-0818 0820 0822 0824-0826 0828-0832 0834 0836 0840 0842-0843
0845-0847 0850-0852 0856-0858 0862 0865-0867 0871 0873-0874 0876 0879 0882-0883
0886 0888-0889 0893 0898 0902-0903 0907 0911-0912 0916 0918 0921 0923-0925 0931
0937 0944 0948 0952-0953 0955 0962 0964-0965 0978 0980-0981 0988-0989 0996 1001
1003 1007 1011 1022 1032 1037 1043 1049-1050 1056 1058 1062 1064 1071 1075-1076
1078-1079 1083 1085 1088 1090-1091 1110-1111 1116-1117 1126 1129 1131 1149 1164
1166-1167 1178 1191 1223 1230 1234 1249 1274 1281 1284 1323-1325 1346 1350 1373
1375 1392 1395 1397 1414 1434 1453 1456 1483 1498 1501 1520 1535 1543 1549 1567
1570 1582 1633 1641 1646 1659 1662 1683 1685 1693 1709 1714 1738 1746 1752 1766
1774 1789 1796 1800 1810 1812 1815 1819-1820 1824 1828 1833 1839 1870 1875 1897
1923 1959 1976 1982 1990 2002 2013 2026 2028 2039 2047 2082 2087 2092 2095 2369
2373 2464 2474

NAVIGATION ACCURACY

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

The navigation accuracy will be monitored throughout the approach and the crew
will be prepared to modify the approach strategy if required. If NAV ACCURACY
DOWNGRAD message is displayed on ND, the crew will use raw data to
crosscheck navigation accuracy.
Navigation accuracy determines which autopilot modes the flight crew should
use, and the type of displays to be shown on the ND.

NAVIGATION ACCURACY ND AP/FD mode


PF PNF
NAV ACCUR HIGH ARC or ROSE NAV with navaid NAV
NAV ACCUR HIGH raw data
NAV ACCUR LOW and NAV
ACCURACY check 1 NM
GPS PRIMARY LOST and ROSE ILS ARC or ROSE HDG or TRK
NAV ACCUR LOW and NAV NAV or ROSE
ACCURACY check >1 NM ILS with navaid
Aircraft flying within raw data
unreliable radio navaid area

FLYING REFERENCE

The crew will select HDG V/S on the FCU i.e. "bird" off.

APPROACH PHASE ACTIVATION

For a standard ILS, the crew should plan a decelerated approach. However, if
the G/S angle is greater than 3.5 or if forecast tail wind at landing exceeds 10
kt (if permitted by the AFM), a stabilized approach is recommended.
If FAF is at or below 2000 ft AGL and if deceleration is carried out using
selected speed, the crew should plan a deceleration in order to be able to select
config. 2 one dot below the G/S.

MISCELLANEOUS

The ILS or LS PB is to be checked pressed in the first stage of the approach.


The crew will check that
. LOC and GS scales and deviations are displayed on PFD
. IDENT is properly displayed on the PFD. If no or wrong ident displayed, the
crew will check the audio ident.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0087-0088
0100-0102 0108 0113 0115 0128-0131 0133-0134 0136 0143-0146 0155-0156 0158 0173
0176-0177 0184 0186-0188 0199 0203-0204 0207 0211 0214-0215 0220 0223-0224 0226-0228
0235-0237 0239-0241 0244 0246 0264 0266 0270 0274 0278 0285-0287 0303 0312 0323 0337
0352 0356 0377 0412 0434 0453 0458 0468 0473-0474 0477 0484 0488 0491 0493-0495
0498 0502 0505 0509 0513-0522 0524 0526 0529-0530 0532-0533 0535 0541 0544-0545
0548 0550 0552-0553 0557 0559-0560 0562-0567 0569-0570 0573-0578 0580-0583 0585-0586
0588 0593 0595-0596 0598-0600 0603 0608-0610 0612 0616 0618 0620-0621 0623 0625
0627 0629 0631 0635 0637 0641-0644 0646-0647 0651-0654 0657 0659-0661 0663-0668
0673-0675 0679-0681 0684 0687 0689 0692 0694 0696 0698-0701 0703-0706 0709-0710
0712-0713 0715 0717-0718 0720 0722-0723 0725 0727 0729 0734 0737-0739 0743-0745
0749-0750 0753-0755 0761 0763 0765 0767-0768 0771 0774-0777 0781-0782 0787 0790
0792-0794 0796-0797 0802 0805-0806 0808-0812 0815-0816 0819 0821 0823 0827 0833
0835 0837-0839 0841 0844 0848-0849 0853-0855 0859-0861 0863-0864 0868-0870 0872 0875
0877-0878 0880-0881 0884-0885 0887 0890-0892 0894-0897 0899-0901 0904-0906 0908-0910
0913-0915 0917 0919-0920 0922 0926-0930 0932-0936 0938-0943 0945-0947 0949-0951 0954
0956-0961 0963 0966-0977 0979 0982-0987 0990-0995 0997-1000 1002 1004-1006 1008-1010
1012-1021 1023-1031 1033-1036 1038-1042 1044-1048 1051-1055 1057 1059-1061 1063
1065-1070 1072-1074 1077 1080-1082 1084 1086-1087 1089 1092-1109 1112-1115 1118-1125
1127-1128 1130 1133-1148 1150-1163 1165 1168-1177 1180-1190 1192-1222 1224-1229
1231-1233 1235-1248 1250-1273 1275-1280 1282-1283 1285-1321 1326-1345 1347-1349
1351-1372 1374 1376-1391 1393-1394 1396 1398-1413 1415-1433 1435-1452 1454-1455
1457-1482 1484-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765 1767-1773
1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823 1825-1827
1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958 1960-1975
1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046 2048-2081
2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473 2475-2702

NAVIGATION ACCURACY

When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.


When GPS PRIMARY is lost the crew will check on MCDU PROG page that the
required navigation accuracy is appropriate. If NAV ACCURACY DOWNGRAD is
displayed, the crew will use raw data for navigation accuracy check. The
navigation accuracy determines which AP modes the crew should use and the
type of display to be shown on the ND.

NAVIGATION ACCURACY ND AP/FD mode


PF PNF
GPS PRIMARY ARC or ROSE NAV with navaid NAV
NAV ACCUR HIGH raw data
NAV ACCUR LOW and NAV
ACCURACY check 1 NM

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

GPS PRIMARY LOST and ROSE ILS ARC or ROSE HDG or TRK
NAV ACCUR LOW and NAV NAV or ROSE
ACCURACY check >1 NM ILS with navaid
GPS PRIMARY LOST and raw data
Aircraft flying within
unreliable radio navaid area

FLYING REFERENCE

The crew will select HDG V/S on the FCU i.e. "bird" off.

APPROACH PHASE ACTIVATION

For a standard ILS, the crew should plan a decelerated approach. However, if
the G/S angle is greater than 3.5 or if forecast tail wind at landing exceeds 10
kt (if permitted by the AFM), a stabilized approach is recommended.
If FAF is at or below 2000 ft AGL and if deceleration is carried out using
selected speed, the crew should plan a deceleration in order to be able to select
config. 2 one dot below the G/S.

MISCELLANEOUS

The ILS or LS PB is to be checked pressed in the first stage of the approach.


The crew will check that
. LOC and GS scales and deviations are displayed on PFD
. IDENT is properly displayed on the PFD. If no or wrong ident displayed, the
crew will check the audio ident.

INTERMEDIATE APPROACH

ALL

INTERCEPTION OF FINAL APPROACH COURSE

When cleared for the ILS, the APPR pb should be pressed. This arms the
approach mode and LOC and GS are displayed in blue on the FMA. At this
stage the second AP, if available, should be selected.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

If the ATC clears for a LOC capture only, the crew will press LOC p/b on the
FCU.
If the ATC clears for approach at a significant distance, e.g. 30 NM, the crew
should be aware that the G/S may be perturbed and CAT 1 will be displayed on
FMA till a valid Radio Altimeter signal is received.

FINAL APPROACH

ALL

GLIDE SLOPE INTERCEPTION FROM ABOVE

The following procedure should only be applied when established on the


localizer. There are a number of factors which might lead to a glide slope
interception from above. In such a case, the crew must react without delay to
ensure the aircraft is configured for landing before 1000 ft AAL. In order to get
the best rate of descent when cleared by ATC and below the limiting speeds,
the crew should lower the landing gear and select Config 2. Speedbrakes may
also be used, noting the considerations detailed in the sub-section "Deceleration
and configuration change" earlier in this chapter. The recommended target speed
for this procedure is VFE 2 - 5kts. When cleared to intercept the glide slope, the
crew should:
. Press the APPR pb on FCU and confirm G/S is armed.
. Select the FCU altitude above aircraft altitude to avoid unwanted ALT*.
. Select V/S 1500 fpm initially. V/S in excess of 2000 fpm will result in the
speed increasing towards VFE

A/C HIGH ABOVE G/S - RECOMMENDED G/S CAPTURE TECHNIQUE

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

FCU alt FCU alt


SPEED G/S*
selected SPEED V/S 1500 selected
above GS to Go Around
A/C altitude altitude

G/S INTCPT

NOF 02110 04220 0001

It is vital to use V/S rather than OP DES to ensure that the A/THR is in speed
mode rather than IDLE mode. The rate of descent will be carefully monitored to
avoid exceeding VFE . When approaching the G/S, G/S* will engage. The crew
will monitor the capture with raw data (pitch and G/S deviation). The missed
approach altitude will be set on the FCU and speed reduced so as to be
configured for landing by 1000 ft.
In such a situation, taking into account the ground obstacles and if ATC permits,
it may be appropriate to carry out a 360 turn before resuming the approach.
Close to the ground, avoid important down corrections. Give priority to attitude
and sink rate. (See TAILSTRIKE AVOIDANCE in LANDING section).

MISCELLANEOUS

In case of double receiver failure, the red LOC/GS flags are displayed, ILS
scales are removed, THE AP trips off and the FDs revert to HDG/VS mode.
In case of the ILS ground transmitter failure, the AP/FD with LOC/GS modes will
remain ON. This is because such a failure is commonly transient. In such a
case, ILS scales and FD bars are flashing. If R/A height is below 200 ft, the red
LAND warning is triggered. If this failure lasts more than several seconds or in
case of AUTOLAND red warning, the crew will interrupt the approach.

ILS RAW DATA

ALL

INITIAL APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

FLYING REFERENCE

The "bird" is to be used as the flying reference.

APPROACH PHASE ACTIVATION

The approach technique is the stabilized approach.

INTERMEDIATE APPROACH

The TRK index will be set to the ILS course and, once established on the LOC,
the tail of the bird should be coincident with the TRK index. This method allows
accurate LOC tracking taking into account the drift.
Should the LOC deviate, the pilot will fly the bird in the direction of the LOC index,
and when re-established on the LOC, set the tail of the bird on the TRK index
again. If there is further LOC deviation, a slight IRS drift should be suspected.
The bird is computed out of IRS data. Thus, it may be affected by IRS data drift
amongst other TRK. A typical TRK error at the end of the flight is 1 to 2.
The ILS course pointer and the TRK diamond are also displayed on PFD
compass.

FINAL APPROACH

When 1/2 dot below the G/S, the pilot should initiate the interception of the G/S
by smoothly flying the FPV down to the glide path angle. The bird almost sitting
on the -5 pitch scale on PFD, provides a -3 flight path angle. Should the G/S
deviate, the pilot will make small corrections in the direction of the deviation and
when re-established on the G/S, reset the bird to the G/S angle.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 8


NORMAL OPERATIONS 02.110

FLIGHT CREW TRAINING MANUAL ILS APPROACH JUL 28/05

TRK index selected to FINAL CRS


and corrected as per IRS TRK drift

FPA =

10 10

31 32 33 34

NOF 02110 04223 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 8


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

PREFACE

ALL

This chapter deals with some characteristics of the Non Precision Approach
(NPA). Recommendations mentioned in APPROACH GENERAL chapter apply.
NPA are defined as:
. VOR approach
. NDB approach
. LOC, LOC-BC approach
. R-NAV approach.

APPROACH STRATEGY

ALL

The overall strategy of NPA completion is to fly it "ILS alike" with the same
mental image or representation and similar procedure. Instead of being referred
to an ILS beam, the AP/FD guidance modes and associated monitoring data are
referred to the FMS F-PLN consolidated by raw data. LOC only approach is the
exception where LOC mode and localizer scale are to be used. This explains
why the crew must ensure that the FMS data is correct, e.g. FMS accuracy,
F-PLN (lateral and vertical) and proper leg sequencing.
The use of AP is recommended for all non-precision approaches as it reduces
crew workload and facilitates monitoring the procedure and flight path.

LIMITATIONS

ALL

Lateral and vertical managed guidance (FINAL APP) can be used provided the
following conditions are met:
. The approach is defined in the navigation database

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

. The approach has been crosschecked by the crew with the published procedure
. The approach is approved by the operator for use of FINAL APP mode.
. The final approach is not modified by the crew.
. If one engine is inoperative, it is not permitted to use the autopilot to perform
NPAs in the following modes: FINAL APP, NAV V/S, NAV/FPA. Only FD use is
permitted (FCOM 3.01.22). In others words, if the use of the autopilot is
preferred, its use will be limited to TRK/FPA or HDG/VS modes.

INITIAL APPROACH

MSN 0006 0008 0011 0017-0018 0022-0032 0034-0035 0037-0043 0045-0060 0064-0086
0089-0099 0103-0107 0110-0112 0114 0116-0127 0132 0135 0137-0142 0147-0154 0157
0159-0172 0174-0175 0178-0183 0185 0189-0198 0200-0202 0205-0206 0208-0210 0212-0213
0216-0219 0221-0222 0225 0229-0234 0238 0242-0243 0245 0247-0263 0265 0267-0269
0271-0273 0275-0277 0279-0284 0288-0302 0304-0311 0313-0322 0324-0336 0338-0351
0353-0355 0357-0376 0378-0411 0413-0432 0435-0452 0454-0457 0459-0467 0469-0472
0475-0476 0478-0483 0485-0487 0489-0490 0492 0496-0497 0499-0501 0503-0504 0506-0508
0510-0512 0523 0525 0527-0528 0531 0534 0537-0540 0542-0543 0546-0547 0549 0551
0554-0556 0558 0561 0568 0571-0572 0579 0584 0587 0589-0592 0594 0597 0601
0604-0607 0611 0613-0615 0617 0619 0622 0624 0626 0628 0630 0632-0634 0636
0638-0640 0645 0648-0650 0655-0656 0658 0662 0669-0672 0676-0678 0682-0683 0685-0686
0688 0690-0691 0693 0695 0697 0702 0707 0711 0714 0716 0719 0721 0724 0726
0728 0730-0733 0735-0736 0740-0742 0746-0748 0751-0752 0756-0760 0762 0764 0766
0769-0770 0772-0773 0778-0780 0783-0786 0788-0789 0791 0795 0798-0801 0803-0804
0807 0813-0814 0817-0818 0820 0822 0824-0826 0828-0832 0834 0836 0840 0842-0843
0845-0847 0850-0852 0856-0858 0862 0865-0867 0871 0873-0874 0876 0879 0882-0883
0886 0888-0889 0893 0898 0902-0903 0907 0911-0912 0916 0918 0921 0923-0925 0931
0937 0944 0948 0952-0953 0955 0962 0964-0965 0978 0980-0981 0988-0989 0996 1001
1003 1007 1011 1022 1032 1037 1043 1049-1050 1056 1058 1062 1064 1071 1075-1076
1078-1079 1083 1085 1088 1090-1091 1110-1111 1116-1117 1126 1129 1131 1149 1164
1166-1167 1178 1191 1223 1230 1234 1249 1274 1281 1284 1323-1325 1346 1350 1373
1375 1392 1395 1397 1414 1434 1453 1456 1483 1498 1501 1520 1535 1543 1549 1567
1570 1582 1633 1641 1646 1659 1662 1683 1685 1693 1709 1714 1738 1746 1752 1766
1774 1789 1796 1800 1810 1812 1815 1819-1820 1824 1828 1833 1839 1870 1875 1897
1923 1959 1976 1982 1990 2002 2013 2026 2028 2039 2047 2082 2087 2092 2095 2369
2373 2464 2474

NAVIGATION ACCURACY

The navigation accuracy check is most essential since it determines


. The AP/FD guidance mode to be used

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

. The ND display mode to be used


. Which raw data which are to be used.
NAVIGATION Approach ND AP/FD
ACCURACY guidance PF PNF mode
NAV ACCUR HIGH Managed*** ARC or ROSE NAV* with NAV-FPA or
NAV ACCUR LOW and navaid raw data APP-
NAV ACCURACY checK NAV/FINAL***
1NM
NAV ACCUR LOW and Selected ROSE ARC or TRK-FPA
NAV ACCURACY check VOR** ROSE NAV
> 1NM or ROSE
GPS PRIMARY LOST VOR** with
and aircraft flying within navaid raw
unreliable radio navaid data
area

(*) For VOR approach, one pilot may select ROSE VOR
(**) For LOC approach, select ROSE ILS
(***) The managed vertical guidance can be used provided the above limitations
are observed.
Should a NAV ACCY DNGRADED message is displayed before a managed
non-precision approach, the crew should proceed as follow:
. Cross-check the navigation accuracy with raw data
. If positive, continue managed approach. (*)
. If negative, revert to selected approach with raw data.
(*) If HIGH accuracy is lost on one FMGC, the approach can be continued
with the AP/FD associated to the other FMGC.

FLYING REFERENCE

The "bird" is to be used as the flying reference

APPROACH PHASE ACTIVATION

The stabilized approach technique is recommended. The crew will set VAPP as a
speed constraint at FAF in order to get a meaningful deceleration pseudo
waypoint.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0087-0088
0100-0102 0108 0113 0115 0128-0131 0133-0134 0136 0143-0146 0155-0156 0158 0173
0176-0177 0184 0186-0188 0199 0203-0204 0207 0211 0214-0215 0220 0223-0224 0226-0228
0235-0237 0239-0241 0244 0246 0264 0266 0270 0274 0278 0285-0287 0303 0312 0323 0337
0352 0356 0377 0412 0434 0453 0458 0468 0473-0474 0477 0484 0488 0491 0493-0495
0498 0502 0505 0509 0513-0522 0524 0526 0529-0530 0532-0533 0535 0541 0544-0545
0548 0550 0552-0553 0557 0559-0560 0562-0567 0569-0570 0573-0578 0580-0583 0585-0586
0588 0593 0595-0596 0598-0600 0603 0608-0610 0612 0616 0618 0620-0621 0623 0625
0627 0629 0631 0635 0637 0641-0644 0646-0647 0651-0654 0657 0659-0661 0663-0668
0673-0675 0679-0681 0684 0687 0689 0692 0694 0696 0698-0701 0703-0706 0709-0710
0712-0713 0715 0717-0718 0720 0722-0723 0725 0727 0729 0734 0737-0739 0743-0745
0749-0750 0753-0755 0761 0763 0765 0767-0768 0771 0774-0777 0781-0782 0787 0790
0792-0794 0796-0797 0802 0805-0806 0808-0812 0815-0816 0819 0821 0823 0827 0833
0835 0837-0839 0841 0844 0848-0849 0853-0855 0859-0861 0863-0864 0868-0870 0872 0875
0877-0878 0880-0881 0884-0885 0887 0890-0892 0894-0897 0899-0901 0904-0906 0908-0910
0913-0915 0917 0919-0920 0922 0926-0930 0932-0936 0938-0943 0945-0947 0949-0951 0954
0956-0961 0963 0966-0977 0979 0982-0987 0990-0995 0997-1000 1002 1004-1006 1008-1010
1012-1021 1023-1031 1033-1036 1038-1042 1044-1048 1051-1055 1057 1059-1061 1063
1065-1070 1072-1074 1077 1080-1082 1084 1086-1087 1089 1092-1109 1112-1115 1118-1125
1127-1128 1130 1133-1148 1150-1163 1165 1168-1177 1180-1190 1192-1222 1224-1229
1231-1233 1235-1248 1250-1273 1275-1280 1282-1283 1285-1321 1326-1345 1347-1349
1351-1372 1374 1376-1391 1393-1394 1396 1398-1413 1415-1433 1435-1452 1454-1455
1457-1482 1484-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765 1767-1773
1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823 1825-1827
1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958 1960-1975
1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046 2048-2081
2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473 2475-2702

NAVIGATION ACCURACY

The navigation accuracy check is most essential since it determines


. The AP/FD guidance mode to be used
. The ND display mode to be used
. Which raw data which are to be used.
NAVIGATION Approach ND AP/FD
ACCURACY guidance PF PNF mode
GPS PRIMARY Managed*** ARC or ROSE NAV* with NAV-FPA or
NAV ACCUR HIGH navaid raw data APP-
NAV/FINAL***
NAV ACCUR LOW and
NAV ACCURACY checK
1NM

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

GPS PRIMARY LOST Selected ROSE ARC or TRK-FPA


and NAV ACCUR LOW VOR** ROSE NAV
and NAV ACCURACY or ROSE
check > 1NM VOR** with
GPS PRIMARY LOST navaid raw
and aircraft flying within data
unreliable radio navaid
area

(*) For VOR approach, one pilot may select ROSE VOR
(**) For LOC approach, select ROSE ILS
(***) The managed vertical guidance can be used provided the approach coding
in the navigation database has been validated.
Should a NAV ACCY DNGRADED or a GPS PRIMARY LOST message is
displayed before a managed non-precision approach, the crew should proceed as
follow:
Message VOR, ADF, VOR/DME GPS approach
approach
GPS PRIMRAY LOST Cross-check the Interrupt the approach
NAV ACCY DNGRADED navigation accuracy: -
If positive, continue
managed approach (*)
If negative, revert to
selected approach with
raw data.

(*) If HIGH accuracy is lost on one FMGC, the approach can be continued with
the AP/FD associated to the other FMGC.

FLYING REFERENCE

The "bird" is to be used as the flying reference

APPROACH PHASE ACTIVATION

The stabilized approach technique is recommended. The crew will set VAPP as a
speed constraint at FAF in order to get a meaningful deceleration pseudo
waypoint.

INTERMEDIATE APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895

INTERCEPTION OF FINAL APPROACH COURSE

It is essential to have a correct F-PLN in order to ensure proper final approach


guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.

F-PLN SEQUENCE IN APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

C FAF C FAF

B B

A A

Radar vectors: pilot has not cleared A, B. Radar vectors: pilot has monitored the TO WPT and cleared
A is still TO WPT Hence no proper guidance successively A and B when no longer probable. Hence VDEV
available nor predictions. is meaningful and APPR NAV or NAV may be armed.

NOF 02120 04224 0001

When ATC gives radar vector and clears for final approach course interception,
the crew will:
For managed approach
. Select HDG according to ATC
. Select APPR p/b on FCU
. Check on FMA the final approach mode engagement
If the green solid line intercepts the F-PLN active leg (1), this creates an
INTERCPT point with final approach axis. APP NAV will engage when
intercepting the final approach course.
If the green solid line intercepts the PRE NAV engagement path (2), APP
NAV engages when intercepting the final approach course. The PRE NAV
engagement path is at least 1 NM and may be longer depending on aircraft
speed.
HDG or TRK may be used to smooth the final approach course interception.
When close to the final approach course, DIR TO function may be used.
If the green solid line does not intercept the PRE NAV engagement path (3),
APP NAV will not engage.
XTK is related to the beam and the ND gives a comprehensive display.
Additionally, the VDEV becomes active and represents the vertical deviation,
which may include a level segment. The VDEV/brick scale will only be
displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by
mistake, the V/DEV will flash in amber on the PFD.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

FD33L CD33L
PreNAV

engagement path
INTCPT

XTK

FROM 1 23
UTC SPD / ALT
CD33L 1528 250/ 2240
C32 6 BRG3 5 4 6 3 . 0 3
FD33L 1 544 " /* 1 8 1 0 1 2
C32 6 T R K3 2 6 3 3 . 0
MD33L 1 545 1 23/ 550
C32 6 5
TOUA /+ 900
C32 6 1 7
NOPTA /
DE ST UTC D I ST EFOB
LFBO33L 1545 9 5.6 SPEED ALT HDG AP1
FINAL APP NAV 1FD2
MDA 700 A/THR

NOF 02120 04225 0001

For selected approach


. Select appropriate TRK on FCU in order to establish final course tracking
with reference to raw data. When established on the final course, the
selected track will compensate for drift.
The final approach course interception will be monitored through applicable raw
data.

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

INTERCEPTION OF FINAL APPROACH COURSE

It is essential to have a correct F-PLN in order to ensure proper final approach


guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.

F-PLN SEQUENCE IN APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

C FAF C FAF

B B

A A

Radar vectors: pilot has not cleared A, B. Radar vectors: pilot has monitored the TO WPT and cleared
A is still TO WPT Hence no proper guidance successively A and B when no longer probable. Hence VDEV
available nor predictions. is meaningful and APPR NAV or NAV may be armed.

NOF 02120 04229 0001

If ATC gives radar vectors for final approach course interception, the crew will use
DIR TO FAF with RADIAL INBND facility. This creates an ILS alike beam which
will be intercepted by NAV and APPR NAV modes. Additionally, the VDEV is
realistic, XTK is related to the beam and the ND gives a comprehensive display.

F-PLN IN APPROACH

INTCPT FAF RWY 09


RADIAL 270

XTK dist
on of
EV functi
YOY O/VD

NOF 02120 04230 0001

When cleared for final approach course interception, the pilot will either
For managed approach
Press APPR p/b on FCU. On the FMA, APP NAV becomes active and FINAL
becomes armed. The VDEV or "brick" scale becomes active and represents
the vertical deviation, which may include a level segment. The VDEV/brick
scale will only be displayed if ILS or LS pb is not pressed. If the ILS or LS
pb is pressed by mistake, the V/DEV will flash in amber on the PFD
For selected approach
Select adequate TRK on FCU in order to establish final course tracking with
reference to raw data. When established on the final course, the selected
track will compensate for drift.
The final approach course interception will be monitored through applicable raw
data.

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

MSN 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

INTERCEPTION OF FINAL APPROACH COURSE

It is essential to have a correct F-PLN in order to ensure proper final approach


guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.

F-PLN SEQUENCE IN APPROACH

C FAF C FAF

B B

A A

Radar vectors: pilot has not cleared A, B. Radar vectors: pilot has monitored the TO WPT and cleared
A is still TO WPT Hence no proper guidance successively A and B when no longer probable. Hence VDEV
available nor predictions. is meaningful and APPR NAV or NAV may be armed.

NOF 02120 04224 0001

When ATC gives radar vector and clears for final approach course interception,
the crew will:
For managed approach
. Select HDG according to ATC
. Select APPR p/b on FCU
. Check on FMA the final approach mode engagement
If the green solid line intercepts the F-PLN active leg (1), this creates an
INTERCPT point with final approach axis. APP NAV will engage when
intercepting the final approach course.
If the green solid line intercepts the PRE NAV engagement path (2), APP
NAV engages when intercepting the final approach course. The PRE NAV
engagement path is at least 1 NM and may be longer depending on aircraft
speed.
HDG or TRK may be used to smooth the final approach course interception.
When close to the final approach course, DIR TO function may be used.
If the green solid line does not intercept the PRE NAV engagement path (3),
APP NAV will not engage.
XTK is related to the beam and the ND gives a comprehensive display.
Additionally, the VDEV becomes active and represents the vertical deviation,
which may include a level segment. The VDEV/brick scale will only be

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by


mistake, the V/DEV will flash in amber on the PFD.

FD33L CD33L
PreNAV

engagement path
INTCPT

XTK

FROM 1 23
UTC SPD / ALT
CD33L 1528 250/ 2240
C32 6 BRG3 5 4 6 3 . 0 3
FD33L 1 544 " /* 1 8 1 0 1 2
C32 6 T R K3 2 6 3 3 . 0
MD33L 1 545 1 23/ 550
C32 6 5
TOUA /+ 900
C32 6 1 7
NOPTA /
DE ST UTC D I ST EFOB
LFBO33L 1545 9 5.6 SPEED ALT HDG AP1
FINAL APP NAV 1FD2
MDA 700 A/THR

NOF 02120 04225 0001

For selected approach


. Select appropriate TRK on FCU in order to establish final course tracking
with reference to raw data. When established on the final course, the
selected track will compensate for drift.
The final approach course interception will be monitored through applicable raw
data.

FINAL APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091
0095-0099 0113-0114 0163-0166 0168-0169 0178-0182 0189-0190 0193-0195 0198 0221-0222
0225 0230 0232 0238 0243 0247 0249-0252 0256-0257 0259-0261 0271 0275-0276 0280
0289 0291-0292 0294-0296 0299 0301 0304 0308 0314 0316-0317 0320-0322 0326-0327 0332
0334-0336 0338 0343 0347 0349 0351 0353-0354 0357 0361-0363 0366 0368-0369 0371
0373 0376 0379 0386 0389 0391-0394 0396 0398 0405-0406 0411 0414-0416 0422-0425
0428-0432 0437 0440-0441 0443-0444 0446-0449 0451 0453 0455 0460-0461 0467 0469
0471 0476 0478 0480

It is essential that the crew does not modify the final approach in the MCDU
FPLN page.
The final approach will be flown either
. Managed or
. Selected

MANAGED

For a managed approach, APP NAV FINAL becomes active and the FM manages
both lateral and vertical guidance. The crew will monitor the final approach using
. Start of descent blue symbol on ND
. FMA on PFD
. VDEV, XTK, F-PLN on ND with GPS PRIMARY
. VDEV, XTK, F-PLN confirmed by needles, distance/altitude
If APP NAV FINAL does not engage at start of descent, the crew will select FPA
convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew
may try to re-engage APPR.
In some NPAs, the final approach flies an "idle descent" segment from one
altitude constraint to another, followed by a level segment. This is materialized by
a magenta level off symbol on ND followed by a blue start of descent.

FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

ALT 1

ALT 2

ALT 1 ALT 2

NOF 02120 04231 0001

SELECTED

For a selected approach, the Final Path Angle (FPA) should be preset on the FCU
1 NM prior to the FAF at the latest. A smooth interception of the final approach
path can be achieved by pulling the FPA selector 0.2 NM prior to the FAF.
If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN. Additionally,
for VOR or ADF approaches, the crew will monitor raw data.

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0112 0115-0162 0167 0170-0177 0183-0188 0191-0192 0196-0197 0199-0220
0223-0224 0226-0229 0231 0233-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270
0272-0274 0277-0279 0281-0288 0290 0293 0297-0298 0300 0302-0303 0305-0307 0309-0313
0315 0318-0319 0323-0325 0328-0331 0333 0337 0339-0342 0344-0346 0348 0350 0352
0355-0356 0358-0360 0364-0365 0367 0370 0372 0375 0377-0378 0380-0385 0387-0388 0390
0395 0397 0399-0404 0407-0410 0412-0413 0417-0421 0426-0427 0434-0436 0438-0439 0442
0445 0450 0452 0454 0456-0459 0462-0466 0468 0470 0472-0475 0477 0479 0482-2702

It is essential that the crew does not modify the final approach in the MCDU
FPLN page.
The final approach will be flown either
. Managed or
. Selected

MANAGED

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

For a managed approach, FINAL APP becomes active and the FM manages
both lateral and vertical guidance. The crew will monitor the final approach using
. Start of descent blue symbol on ND
. FMA on PFD
. VDEV, XTK, F-PLN on ND with GPS PRIMARY
. VDEV, XTK, F-PLN confirmed by needles, distance/altitude
If FINAL APPR does not engage at start of descent, the crew will select FPA
convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew
may try to re-engage APPR.
In some NPAs, the final approach flies an "idle descent" segment from one
altitude constraint to another, followed by a level segment. This is materialized by
a magenta level off symbol on ND followed by a blue start of descent.

FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT

ALT 1

ALT 2

ALT 1 ALT 2

NOF 02120 04232 0001

SELECTED

For a selected approach, the Final Path Angle (FPA) should be preset on the
FCU 1 NM prior to the FAF at the latest. A smooth interception of the final
approach path can be achieved by pulling the FPA selector 0.2 NM prior to the
FAF. If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN.
Additionally, for VOR or ADF approaches, the crew will monitor raw data.

REACHING THE MINIMA

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

ALL

When approaching MDA, the pilot flying should expand the instrument scan to
include outside visual cues.
Reaching MDA, "MINIMUM" is either monitored or called by the crew. The
current altitude value becomes amber.
If the required conditions are not met by MDA, a missed approach must be
initiated.
When the required visual conditions are met to continue the approach, the AP
must be disconnected, the FDs selected off, Bird ON and continue for visual
approach.

LOC ONLY APPROACH

ALL

LOC ONLY approaches may be flown using the LOC signal for lateral navigation
and FPA for vertical guidance. General recommendations mentioned above still
apply i.e. stabilized approach technique, use of the bird. Some additional
recommendations need to be highlighted.

INITIAL APPROACH

The crew will select LS p/b on the EIS control panel.

INTERMEDIATE APPROACH

The crew will press LOC p/b on the FCU when cleared to intercept. He will
monitor the LOC armed mode and then LOC capture.

FINAL APPROACH

Approaching FAF, the crew will select FPA. When established on the final path,
the crew will monitor:
. Lateral displacement with LOC deviation
. Vertical displacement with DME and ALT, "yoyo", chrono

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

LOC BACK COURSE APPROACH

MSN 0002-2611 2613-2632 2634-2655 2657-2682 2684-2702

LOC-BC approaches may be flown using the Bird with reference to the LOC-BC
signal for lateral guidance and FPA for vertical guidance. General
recommendations mentioned above still apply i.e. stabilized approach technique
and use of the bird. Some additional recommendations need to be highlighted.

GENERAL

The LOC BC approach consists in using the LOC signal of the opposite runway
for lateral approach management.
The ILS will be manually entered in the MCDU RAD NAV page using:
. Either the ident (ILS stored in the FMS database). RWY/ILS MISMATCH
message may be triggered and will be disregarded.
. Or the frequency (ILS not stored in the FMS database).
In both cases, the front course will be entered in the CRS field.

INITIAL APPROACH

The crew will select ROSE ILS and TRK/FPA. The crew will not select ILS or
L/S p/b on the EIS control panel and ISIS (if installed), as it would provide
reverse deviation.

INTERMEDIATE APPROACH

When clear for approach, the crew will intercept manually LOC/BC using the blue
TRK index with reference with LOC/BC lateral deviation on ND. The crew will not
arm LOC or APPR modes.

FINAL APPROACH

Approaching the FAF, the crew will select the FPA corresponding to the final
approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.

MSN 2612 2633 2656 2683

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 18


NORMAL OPERATIONS 02.120

FLIGHT CREW TRAINING MANUAL NON PRECISION APPROACH JUL 28/05

LOC-BC approaches may be flown using the Bird with reference to the LOC-BC
signal for lateral guidance and FPA for vertical guidance. General
recommendations mentioned above still apply i.e. stabilized approach technique
and use of the bird. Some additional recommendations need to be highlighted.

GENERAL

The LOC BC approach consists in using the LOC signal of the opposite runway
for lateral approach management.
If the LOC BC approach is stored in the FMS database, it will be inserted into
the F-PLN. The ILS frequency and associated back course are automatically
tuned and displayed on the MCDU RAD NAV page. The CRS digit will be
preceded by a "B".
If LOC BC is not stored in the FMS database, the crew will enter the ILS
frequency and the final approach CRS the aircraft will actually fly preceded by a
"B" in MCDU RAD NAV page. B/C in magenta will be displayed both on PFD
and ND. This provides a proper directional deviation on PFD and a proper
directional guidance from the FG.

INITIAL APPROACH

The crew will select L/S p/b on the EIS control panel.

INTERMEDIATE APPROACH

The crew will press LOC p/b on the FCU to arm LOC/BC and will monitor
LOC/BC capture.

FINAL APPROACH

Approaching the FAF, the crew will select the FPA corresponding to the final
approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 18


NORMAL OPERATIONS 02.130

FLIGHT CREW TRAINING MANUAL CIRCLING APPROACH JUL 28/05

PREFACE

ALL

The circling approach is flown when the tower wind is such that the landing
runway is different from the runway fitted with an instrument approach, which is
used for the descent and approach in order to get visual of the airfield.

APPROACH PREPARATION

ALL

The approach preparation follows the same schema as described in APPROACH


PREPARATION section in CRUISE chapter. However, some characteristics need
to be highlighted:

FPLN

Lateral: STAR, instrument approach procedure.


Vertical: Insert F speed as constraint at FAF since the approach will be flown
flaps 3, landing gear down and F speed (stabilized approach). Check altitude
constraints.

RAD NAV

Manually tune the VOR/DME of destination airfield as required.

PROG

Insert VOR/DME of destination airfield in the BRG/DIST field as required. Check


NAV ACCY if required by comparing BRG/DIST data to raw data.

PERF

PERF APPR: Descent winds, destination airfield weather, minima and landing
flap selection (wind shear anticipated or in case of failure).
PERF GO AROUND: Check thrust reduction and acceleration altitude.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 3


NORMAL OPERATIONS 02.130

FLIGHT CREW TRAINING MANUAL CIRCLING APPROACH JUL 28/05

FUEL PRED

Check estimated landing weight and extra fuel.

SEC F-PLN

When planning for a circling approach, the landing runway will be inserted into
the SEC F-PLN. The crew will update the SEC F-PLN as follows:
. SEC F-PLN then COPY ACTIVE
. Lateral revision on destination and insert landing runway
. Keep the F-PLN discontinuity

FINAL INSTRUMENT APPROACH

ALL

The crew will fly a stabilized approach at F speed, configuration 3 and landing
gear down.

CIRCLING APPROACH

ALL

When reaching circling minima and with sufficient visual reference for circling,
. Push to level off.
. Select both FDs off, BIRD on and keep the A/THR
. Select a TRK of 45 away from the final approach course (or as required by
the published procedure)
. When wings level, start the chrono.
. Once established downwind, activate the SEC F-PLN to take credit of the "GS
mini" protection in final approach when managed speed is used. Additionally,

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 3


NORMAL OPERATIONS 02.130

FLIGHT CREW TRAINING MANUAL CIRCLING APPROACH JUL 28/05

the landing runway will be shown on the ND and the 10 NM range should be
selected to assist in positioning onto final approach.
. By the end of the downwind leg, disconnect the AP.
. When leaving the circling altitude, select the landing configuration.
. Once fully configured, complete the Landing Checklist.
Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be
that for the landing runway rather than the one associated with the instrument
approach just carried out. Therefore, if visual references were lost during the
circling approach, the go-around would have to be flown using selected
guidance, following the pre-briefed missed approach procedure.
For circling approach with one engine inoperative, refer to FCTM 03.002.

LOW VISIBILITY CIRCLING APPROACH

RUNWAY IN SIGHT
TURNING ABEAM THRESHOLD
BASE START TIME LEVEL OFF
PROCEED TO DOWN WIND LEG
DISENGAGE AP 45 FOR 30 SEC
20SEC. FDS OFF MAINTAIN VISUAL CONTACT WITH RUNWAY
FOR 500FT RWY TRK 30
SE
C.
INITIAL CONFIG:
MINIMUM CIRCLING FLAPS 3
APPROACH ALTITUDE L/G DOWN
PP

SPLRS ARMED
VA

45

FLAPS FULL
END OF TURN
400FT.MINI.

STABILIZED

NOF 02130 04237 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 3


NORMAL OPERATIONS 02.140

FLIGHT CREW TRAINING MANUAL VISUAL APPROACH JUL 28/05

INITIAL APPROACH
MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

The crew must keep in mind that the pattern is flown visually. However, the XTK
is a good cue of the aircraft lateral position versus the runway centreline. This is
obtained when sequencing the FPLN until the TO WPT (displayed on the ND top
right hand corner) is on the final approach course.
The crew will aim to get the following configuration on commencement of the
downwind leg:
. Both AP and FDs will be selected off
. BIRD ON
. A/THR confirmed active in speed mode, i.e. SPEED on the FMA.
. Managed speed will be used to enable the "GS mini" function
. The downwind track will be selected on the FCU to assist in downwind tracking.
. The down wind track altitude will be set on FCU

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 4


NORMAL OPERATIONS 02.140

FLIGHT CREW TRAINING MANUAL VISUAL APPROACH JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

The crew must keep in mind that the pattern is flown visually. However, the XTK
is a good cue of the aircraft lateral position versus the runway centreline. This is
obtained when pressing DIR TO CI RADIAL IN.
The crew will aim to get the following configuration on commencement of the
downwind leg:
. Both AP and FDs will be selected off
. BIRD ON
. A/THR confirmed active in speed mode, i.e. SPEED on the FMA.
. Managed speed will be used to enable the "GS mini" function
. The downwind track will be selected on the FCU to assist in downwind tracking.
. The down wind track altitude will be set on FCU

INTERMEDIATE/FINAL APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 4


NORMAL OPERATIONS 02.140

FLIGHT CREW TRAINING MANUAL VISUAL APPROACH JUL 28/05

ALL

Assuming a 1500 ft AAL circuit, the base turn should be commenced 45 seconds
after passing abeam the downwind threshold ( 1 second/kt of head/tailwind).
The final turn onto the runway centreline will be commenced with 20 angle of
bank. Initially the rate of descent should be 400 fpm, increasing to 700 fpm
when established on the correct descent path
The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the
latest. If not stabilised, a go-around must be carried out.

VISUAL APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 4


NORMAL OPERATIONS 02.140

FLIGHT CREW TRAINING MANUAL VISUAL APPROACH JUL 28/05

ABM
SPD RUNWAY
WHEN FLAPS 2 TURNING ABM
BASE THRESHOLD GREEN DOT PERF KEY : PRESSED
OR BELOW ACTIVATE APPROACH PHASE
L/G DOWN CHECK SPD MANAGED
FLAPS 2
SPLRS ARMED START TIME FLAPS 1
SELECT GO AROUND ALTITUDE

1500FT

45 SEC 1 SEC/1KT OF
GO AROUND
WIND
SET GA THRUST
ROTATE TO SRS
RETRACT FLAPS ONE STEP
POSITIVE CLIMB
L/G UP

WHEN L/G DOWN


REV IDLE
FLAPS 3
BRAKES NOTE : THIS PATTERN ASSUMES THE USE OF
CHECK VFE THEN
FLAPS FULL 500 FT MINIMUM GROUND SPEED (MANAGED).
IF NOT SELECT SPEEDS MANUALLY
TOUCH DOWN
ACCORDING TO FLAPS CONFIGURATION :
A/C STABILIZED REVERSE S AFTER FLAPS 1 SELECTION
WITH FLAPS FULL F AFTER FLAPS 2 SELECTION
AT TARGET SPEED VAPP AFTER FLAPS FULL SELECTION

QNH CSTR WPT VOR.D NDB ARPT


1013 NAV 40
ROSE
ARC 20 80
in.Hg hPa VOR

ILS PLAN 10 160


PULL
STD

1 2 320

ADF VOR ADF VOR


FD LS
OFF OFF

GS 211 TAS 211 ILS APP CI15R 310


118 / 15 33 11.1 NM
30 9.52
0
27

1rn.
LFBO
3

1SR
FBO
24

INGND
2.9L
6

2.5
21

D145E
9

18 12
15

NOF 02140 04266 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 4


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

GENERAL

ALL

CATII and CAT III approaches are flown to very low DH (or without DH) with
very low RVR. The guidance of the aircraft on the ILS beam and the guidance
of the aircraft speed must be consistently of high performance and accurate so
that an automatic landing and roll out can be performed in good conditions and,
the acquisition of visual cues is achieved the aircraft properly stabilized. Hence,
. The automatic landing is required in CATIII operations including roll out in CAT
IIIB.
. The automatic landing is the preferred landing technique in CATII conditions
. Any failures of the automated systems shall not significantly affect the aircraft
automatic landing system performance
. The crew procedures and task sharing allow to rapidly detect any anomaly
and thus lead to the right decision

DEFINITION

ALL

DECISION HEIGHT

The Decision Height (DH) is the wheel height above the runway elevation by
which a go around must be initiated unless adequate visual reference has been
established and the aircraft position and the approach path have been assessed
as satisfactory to continue the automatic approach and landing in safety. The DH
is based on RA.

ALERT HEIGHT

The Alert Height (AH) is the height above the runway, based on the
characteristics of the aeroplane and its fail-operational automatic landing system,
above which a CATIII approach would be discontinued and a missed approach
initiated if a failure occurred in one of the redundant part of the automatic
landing system, or in the relevant ground equipment.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

In others AH definition, it is generally stated that if a failure affecting the


fail-operational criteria occurs below the AH, it would be ignored and the
approach continued (except if AUTOLAND warning is triggered). The AH concept
is relevant when CAT3 DUAL is displayed on FMA.
On single aisle Airbus family, the AH =100 ft.

CAT 3 SINGLE

CAT 3 SINGLE is announced when the airborne systems are fail passive which
means that a single failure will lead to the AP disconnection without any
significant out of trim condition or deviation of the flight path or attitude. Manual
flight is then required. This minimum DH is 50ft.

CAT 3 DUAL

CAT 3 DUAL is announced when the airborne systems are fail-operational. In


case of a single failure, the AP will continue to guide the aircraft on the flight
path and the automatic landing system will operate as a fail-passive system. In
the event of a failure below the AH, the approach, flare and landing can be
completed by the remaining part of the automatic system. In that case, no
capability degradation is indicated. Such a redundancy allows CAT III operations
with or without DH.

CAT II OR CAT III APPROACHES

ICAO FAA JAA


CAT II DH 100ftDH<200ft 100ftDH<200ft 100ftDH<200ft
RVR RVR 350 m 350mRVR<800mt RVR>300m
RVR1200ft 1200ftRVR<2400f RVR1000 ft
CAT DH No DH or DH< No DH or DH<100ft DH<100 ft
IIIA 100ft
RVR RVR 200 m RVR 200 m RVR 200 m
RVR 700ft RVR 700ft RVR 700ft
CAT DH No DH or DH<50 No DH or DH<50 ft No DH or DH<50
IIIB ft ft
RVR 50mRVR<200m 50mRVR<200m 75mRVR<200m
150ftRVR<700ft 150ftRVR<700ft 250ftRVR<700ft

(1) DH50 ft if fail passive

FLIGHT PREPARATION

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

ALL

In addition to the normal flight preparation, the following preparation must be


performed when CATII or CATIII approach is planned:
. Ensure that destination airport meets CATII or CATIII requirements
. Check aircraft required equipment for CATII or CATIII in QRH
. Check that crew qualification is current
. Consider extra fuel for possible approach delay
. Consider weather at alternate

APPROACH PREPARATION

ALL

LIMITATIONS
. The crew will check that tower wind remains within the limit for CATII or
CATIII approaches (See limitations chapter in FCOM 3)
. The autoland maximum altitude must be observed.

AIRCRAFT CAPABILITY

The failures that may affect the aircrafts CATII or CATIII capability are listed in
the QRH. Most of these failures are monitored by the FMGS and the landing
capability will be displayed on the FMA once the APPR pb is pressed, i.e. CAT
II, CAT III SINGLE, CAT III DUAL. However, there are a number of failures
which affect the aircrafts landing capability which are not monitored by the
FMGS and, consequently, not reflected on the FMA. It is very important,
therefore, that the crew refer to the QRH to establish the actual landing
capability if some equipment are listed inoperative.

AIRPORT FACILITIES

The airport authorities are responsible for establishing and maintaining the
equipment required for CAT II/III approach and landing. The airport authorities will

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

activate the LVP procedures as the need arises based on RVR. Prior to planning
a CAT II/III approach, the crew must ensure that LVP are in force.

CREW QUALIFICATION

The captain must ensure that both crew members are qualified and that their
qualification is current for the planned approach.

SEATING POSITION

The crew must realise the importance of eye position during low visibility
approaches and landing. A too low seat position may greatly reduce the visual
segment. When the eye reference position is lower than intended, the visual
segment is further reduced by the cut-off angle of the glareshield or nose. As a
rule of thumb, an incorrect seating position which reduces the cut-off angle by
1 reduces the visual segment by approximately 10m (30 ft).

USE OF LANDING LIGHTS

The use of landing lights at night in low visibility can be detrimental to the
acquisition of visual reference. Reflected lights from water droplets or snow may
actually reduce visibility. The landing lights would, therefore, not normally be used
in CAT II/III weather conditions.

APPROACH STRATEGY

Irrespective of the actual weather conditions, the crew should plan the approach
using the best approach capability. This would normally be CAT III DUAL with
autoland, depending upon aircraft status. The crew should then assess the
weather with respect to possible downgrade capability.

Conditions CATI CATII CATIII


WITH NO DH
DH
Flying Hand flying or AP/FD, AP/FD/ATHR and
technique AP/FD, A/THR A/THR Autoland
down to DH
Minima & DA (DH) Baro re DH with RA
weather fVisibility RVR
Autoland Possible with Recom- Mandatory
precautions mended

GO AROUND STRATEGY

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

The crew must be ready mentally for go-around at any stage of the approach.
Should a failure occur above 1000 ft RA, all ECAM actions (and DH amendment
if required) should be completed before reaching 1000 ft RA, otherwise a
go-around should be initiated. This ensures proper task sharing for the remainder
of the approach. Any alert generated below 1000 ft should lead to a go-around.

APPROACH BRIEFING

Before commencing a CAT II/III approach a number of factors must be considered


by the crew. In addition to the standard approach briefing, the following points
should be emphasised during an approach briefing for a low visibility approach:
. Aircraft capability
. Airport facilities
. Crew qualification
. Weather minima
. Task sharing
. Call-outs
. Go-around strategy

APPROACH PROCEDURE

ALL

TASK SHARING

The workload is distributed in such a way that the PF primary tasks are
supervising and decision making and the PNF primary task is monitoring the
operation of the automatic system.
The PF supervises the approach (trajectory, attitude, speed) and takes
appropriate decision in case of failure and at DH. Since the approach is flown
with AP/FD/A-THR, the PF must be continuously ready to take-over
. If any AP hard over is experienced
. If a major failure occurs
. If any doubt arises

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

The PNF is head down throughout the approach and landing. The PNF monitors:
. The FMA and calls mode change as required
. The Auto call out
. The aircraft trajectory or attitude exceedance
. Any failures
The PNF should be go-around minded.
Exceedence and associated PNF call-out
Parameter Exceedence Call out
IAS Vapp +10 kts / -5kts SPEED"
V/S < - 1000 ft/mn SINKRATE"
Pitch attitude +10 / 2.5 PITCH"
Bank angle 7 BANK"
Localizer Excess 1/4 dot PFD LOCALIZER"
Glide slope Deviation 1 dot PFD "GLIDE SLOPE"

SOME SYSTEM PARTICULARS


. Below 700 ft RA, data coming from the FMS are frozen e.g. ILS tune inhibit.
. Below 400 ft RA, the FCU is frozen.
. At 350 ft, LAND must be displayed on FMA. This ensures correct final
approach guidance. LAND might come below 300 ft which is too late.
. Below 200 ft, the AUTOLAND red light illuminates if
-- Both APs trip off
-- Excessive beam deviation is sensed
-- Localizer or glide slope transmitter or receiver fails
-- A RA discrepancy of at least 15 feet is sensed.
. Flare comes at or below 40ft
. THR IDLE comes at or below 30ft
. RETARD auto call out comes at 10ft for autoland as an order. (Instead of 20
ft for manual landing as an indication)

VISUAL REFERENCE

Approaching the DH, the PF starts to look for visual references, progressively
increasing external scanning. It should be stressed that the DH is the lower limit

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

of the decision zone. The captain should come to this zone prepared for a
go-around but with no pre-established judgement.
Required conditions to continue
. With DH
In CATII operations, the conditions required at DH to continue the approach
are that the visual references should be adequate to monitor the continued
approach and landing and that the flight path should be acceptable. If both
these conditions are not satisfied, it is mandatory to initiate a go-around. A 3
lights segment and a lateral light element is the minimum visual cue for JAR
OPS.
In CATIII operations, the condition required at DH is that there should be
visual references which confirm that the aircraft is over the touch down zone.
Go-around is mandatory if the visual references do not confirm this. A 3 lights
segment is required by JAR OPS for fail passive system and 1 centerline light
segment for fail operational system.
. Without DH
The decision to continue does not depend on visual references, even though
a minimum RVR is specified. The decision depends only on the operational
status of the aircraft and ground equipment. If a failure occurs prior to
reaching the AH, a go-around will be initiated. A go-around must nevertheless
be performed if AUTOLAND warning is triggered below AH. However, it is
good airmanship for the PF to acquire visual cues during flare and to monitor
the roll out.
Loss of visual reference
. With DH before touch down
If decision to continue has been made by DH and the visual references
subsequently become insufficient a go-around must be initiated.
A late go-around may result in ground contact. If touch down occurs after
TOGA is engaged, the AP remains engaged in that mode and A/THR remains
in TOGA. The ground spoilers and auto-brake are inhibited.
. With DH or without DH after touch down
If visual references are lost after touch down, a go-around should not be
attempted. The roll-out should be continued with AP in ROLL OUT mode
down to taxi speed.

FLARE/LANDING/ROLL OUT

During the flare, decrab and roll-out, the PF will watch outside to assess that the
autoland is properly carried out, considering the available visual references.
For CATII approaches, autoland is recommended. If manual landing is preferred,
the PF will take-over at 80 ft at the latest. This ensures a smooth transition for
the manual landing.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

Select maximum reverse at main landing gear touch down.


The use of auto-brake is recommended as it ensures a symmetrical brake
pressure application. However, the crew should be aware of possible
dissymmetry in case of crosswind and wet runways.
The PNF will use standard call out. Additionally, he will advise ATC when aircraft
is properly controlled (speed and lateral trajectory).

FAILURE AND ASSOCIATED ACTIONS

ALL

As a general rule, if a failure occurs above 1000 ft AGL, the approach may be
continued, ECAM actions completed, approach briefing update performed and a
higher DH set if required.
Below 1000ft (and down to AH in CAT3 DUAL), the occurrence of any failure
implies a go-around and a reassessment of the system capability. Another
approach may be under taken according to the new system capability. It has
been considered that below 1000 ft, not enough time is available for the crew to
perform the necessary switching, to check system configuration and limitation and
brief for minima.
In CAT3 DUAL and below AH, as a general rule, a single failure does not
necessitate a go-around. A go-around is required if the AUTOLAND warning is
triggered.

AUTOLAND IN CAT 1 OR BETTER WEATHER CONDITIONS

ALL

The crew may wish to practice automatic landings in CATI or better weather
conditions for training purposes. This type of approach should be carried out
only with the airline authorization. The crew should be aware that fluctuations of
the LOC and/or GS might occur due to the fact that protection of ILS sensitive
areas, which applies during LVP, will not necessarily be in force. It is essential,
therefore, that the PF is prepared to take over manually at any time during a

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 9


NORMAL OPERATIONS 02.150

FLIGHT CREW TRAINING MANUAL PRECISION APPROACH JUL 28/05

practice approach and rollout, should the performance of the AP become


unsatisfactory.

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 9


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

PREFACE

ALL

When Transitioning from IMC to VMC, the crew will watch the bird versus the
aircraft attitude symbol in the center of the PFD. This provides a good
assessment of the drift, thus in which direction to look for the runway.
But, then
. Do not turn towards the runway
. Do not duck under

MAIN GEAR CLEARANCE

ALL

The boxed images below are the one to retain to ensure about 20 ft wheel
clearance at threshold.

USE OF VASI/TVASI/PAPI

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

VASI T.VASI

High Very high High Above

Above path On path

On path Below Low Very low

Below path Well below

White Red

NOF 02160 04268 0001

USE OF VASI/TVASI/PAPI

PAPI

High Above White

Red

On path

Below Low

NOF 02160 04269 0001

This technique will ensure that performance margins are not compromised and
provide adequate main gear clearance.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

FLARE

ALL

NORMAL CONDITIONS

When reaching 50 ft, the auto-trim ceases and the pitch law is modified to flare
law. Indeed, the normal pitch law, which provides trajectory stability is not the
best adapted for the flare manoeuvre. The system memorizes the attitude at 50
ft and that attitude becomes the initial reference for pitch attitude control. As the
aircraft descend through 30 ft, the system begins to reduce the pitch attitude at
a predetermined rate of 2 down in 8 seconds. Consequently, as the speed
reduces, the pilot will have to move the stick rearwards to maintain a constant
path. The flare technique is thus very conventional. Start the flare by
progressively increasing and holding the backpressure on the side stick. From
stabilized conditions, the flare height is about 30 ft. This height varies with
different parameters, such as weight, rate of descent, wind variations...
The roll is a roll rate law until the aircraft is on the ground.
At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is
a reminder rather than an order. The pilot will retard the thrust levers when best
adapted e.g. if high and fast on the final path the pilot will retard earlier.
In order to assess the rate of descent in the flare, and the aircraft position
relative to the ground, look well ahead of the aircraft. The typical pitch increment
in the flare is approximately 4, which leads to -1 flight path angle associated
with a 10 kt speed decay in the manoeuvre. A prolonged float will increase both
the landing distance and the risk of tail strike.

CROSSWIND CONDITIONS

On initiation of the flare, rudder should be applied as required to align the aircraft
with the runway centreline. Any tendency to roll downwind should be counteracted
by an appropriate input on the sidestick. It is possible that a very slight wing
down may be required to maintain the aircraft on the runway centreline.
In the case of a very strong cross wind, a full de-crab in the flare may lead to a
significant bank correction which may reach the aircraft lateral geometry limit.
Consequently, combination of the partial de-crab and wing down techniques may
be required.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

LANDING CROSSWIND LIMITATIONS

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070


2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

Reported braking Reported runway Equivalent runway Maximum


action friction coefficient condition crosswind
Good 0.4 Dry, damp, wet 33 kt

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

Reported braking Reported runway Equivalent runway Maximum


action friction coefficient condition crosswind
Good 0.4 Dry, damp, wet 38.5 kt
(Gust included)

CALL OUT

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476


0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523
0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545-0549 0551 0553-0554
0556 0558-0559 0561-0562 0565-0566 0568-0569 0571-0575 0577-0580 0582 0584-0585
0587-0590 0592 0594 0596 0598 0600-0603 0605 0607-0613 0615-0619 0621-0630 0632
0634-0641 0643-0651 0653-0662 0665 0667 0669-0673 0676 0678-0679 0681-0683 0685-0686
0688-0691 0693-0698 0700-0714 0716-0724 0726-0730 0732-0745 0747-0760 0762-0764
0766-0770 0772-0774 0776 0778-0780 0782-0786 0788-0791 0793-0795 0797-0801 0803-0805
0807 0809 0812-0814 0816-0818 0820-0822 0824-0826 0828-0834 0836-0840 0842-0847
0849-0851 0853-0854 0856-0863 0865-0877 0879-0886 0888-0890 0892-0900 0902-0907
0909-0914 0916-0919 0921-0925 0927-0934 0936-0939 0942-0953 0955 0957-0958 0960 0962
0964-0967 0969 0971-0973 0975-0982 0984-0986 0988-0990 0992 0994 0996-1003 1005
1007 1009-1011 1013-1014 1016 1018-1020 1022 1025-1026 1028-1041 1043-1044 1046-1059
1061-1079 1081-1093 1095-1131 1134-1143 1145-1152 1154-1160 1163-1173 1175-1184 1187
1189-1194 1196-1198 1200-1201 1203 1205-1206 1208-1213 1215-1217 1221-1226 1228-1232
1234-1237 1239-1240 1242-1249 1251-1258 1261-1272 1274-1275 1277-1292 1294-1298
1300-1306 1309-1332 1334-1355 1357-1365 1367-1398 1400-1402 1404-1407 1409-1411
1413-1416 1418-1420 1422-1424 1426-1427 1429-1430 1432 1434-1435 1437 1439-1441
1443-1446 1448-1450 1452-1454 1456-1457 1459-1461 1463-1464 1466-1471 1473-1475
1477-1480 1482-1486 1488-1491 1493-1495 1497-1498 1500-1502 1504-1510 1512-1516
1518 1520 1522-1524 1526-1530 1532-1535 1537-1538 1540-1553 1555-1571 1573-1586
1588-1595 1597-1601 1603-1606 1608-1610 1612-1613 1615-1618 1620-1622 1624-1628
1630-1631 1633-1635 1637 1639-1641 1643-1650 1652-1657 1659-1665 1667-1669 1671-1674
1676-1680 1682-1689

MSN 1692-1694 1696-1700 1702-1703 1705-1706 1708-1710 1712 1714-1715 1717-1719


1721-1723 1725 1727-1733 1735-1747 1749-1762 1764-1771 1773-1775 1777-1782 1784-1787
1789-1793 1795-1797 1799-1806 1808-1810 1812-1816 1818-1835 1837-1842 1844-1847 1849
1851-1858 1860-1868 1870-1877 1879-1880 1882-1886 1888-1904 1906-1920 1922-1925 1927
1929-1931 1933-1940 1942-1945 1947-1949 1951-1952 1954-1955 1957-1959 1961-1965
1968-1969 1971 1973 1975-1976 1979-1983 1986-1987 1989-1993 1996-2004 2006-2020
2022-2040 2042-2044 2046-2054 2056-2059 2061-2063 2065-2066 2068-2075 2077-2079
2081-2104 2106 2108-2109 2112-2114 2116 2118-2189 2191-2207 2209-2210 2212-2215
2217-2219 2221-2225 2227-2233 2235-2246 2248-2254 2256-2260 2262-2266 2268-2269
2271-2289 2291-2302 2304 2306-2308 2310-2314 2316-2319 2321-2322 2325-2329 2331-2336
2338-2341 2343-2350 2352-2356 2358-2362 2364-2380 2382-2409 2411-2461 2463-2471
2473-2475 2477-2479 2481-2487 2489-2520 2522-2529 2531-2535 2537-2542 2544-2548
2551-2552 2554-2562 2564-2589 2591-2598 2600-2609 2611-2652 2654-2681 2683-2684
2690-2702

If pitch attitude exceeds 10, the PNF will announce "PITCH".

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

If pitch attitude exceeds 7.5, the PNF will announce "PITCH".

DEROTATION

ALL

When the aircraft is on the ground, pitch and roll control operates in Direct Law.
Consequently, when the aircraft touches down, the pilot flies the nose down
conventionally, varying sidestick input as required, to control the derotation rate.
After touch down, when reverse thrust is selected (on at least one engine) and
one main landing gear strut is compressed, the ground spoilers partially extend
to establish ground contact. The ground spoilers fully extend when both main
landing gears are compressed. A small nose down term on the elevators is
introduced by the control law, which compensates the pitch up tendency with
ground spoiler extension.
It is not recommended to keep the nose high in order to increase aircraft drag
during the initial part of the roll-out, as this technique is inefficient and increases
the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a
hard nose gear touch down.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

ROLL OUT

ALL

NORMAL CONDITIONS

During the roll out, the rudder pedals will be used to steer the aircraft on the
runway centreline. At high speed, directional control is achieved with rudder. As
the speed reduces, the Nose Wheel Steering (NWS) becomes active. However,
the NWS tiller will not be used until taxi speed is reached.

CROSSWIND CONDITIONS

The above-mentioned technique applies. Additionally, the pilot will avoid setting
stick into the wind as it increases the weathercock effect. Indeed, it creates a
differential down force on the wheels into the wind side and differential drag due
to spoiler retraction.
The reversers have a destabilizing effect on the airflow around the rudder and
thus decrease the efficiency of the rudder. Furthermore they create a side force,
in case of a remaining crab angle, which increases the lateral skidding tendency
of the aircraft. This adverse effect is quite noticeable on contaminated runways
with crosswind. In case a lateral control problem occurs in high crosswind
landing, the pilot will consider to set reversers back to Idle.
At lower speeds, the directional control of the aircraft is more problematic, more
specifically on wet and contaminated runways. Differential braking is to be used if
necessary. On wet and contaminated runways, the same braking effect may be
reached with full or half deflection of the pedals; additionally the anti skid system
releases the brake pressure on both sides very early when the pilot presses on
the pedals. Thus if differential braking is to be used, the crew will totally release
the pedal on the opposite side to the expected turn direction.

ALL

BRAKING

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

Once on the ground, the importance of the timely use of all means of stopping
the aircraft cannot be overemphasised. Three systems are involved in braking
once the aircraft is on the ground:
. The ground spoilers
. The thrust reversers
. The wheel brakes

THE GROUND SPOILERS

When the aircraft touches down with at least one main landing gear and when at
least one thrust lever is in the reverse sector, the ground spoilers partially
automatically deploy to ensure that the aircraft is properly sit down on ground.
Then, the ground spoilers automatically fully deploy. This is the partial lift
dumping function.
The ground spoilers contribute to aircraft deceleration by increasing aerodynamic
drag at high speed. Wheel braking efficiency is improved due to the increased
load on the wheels. Additionally, the ground spoiler extension signal is used for
auto-brake activation.

THRUST REVERSERS

Thrust reverser efficiency is proportional to the square of the speed. So, it is


recommended to use reverse thrust at high speeds.
Select maximum reverse at main landing gear touch down.
The maximum reverse thrust is obtained at N1 between 70% and 85% and is
controlled by the FADEC.
A slight pitch-up, easily controlled by the crew, may appear when the thrust
reversers are deployed before the nose landing gear touches down.
Below 70 kts, reversers efficiency decreases rapidly. Additionally, the use of high
levels of reverse thrust at low speed can cause engine stalls.
Therefore, it is recommended to smoothly reduce the reverse thrust to idle at 70
kts. However, the use of maximum reverse is allowed down to aircraft stop in
case of emergency.
If airport regulations restrict the use of reverse, select and maintain reverse idle
until taxi speed is reached.
Stow the reversers before leaving the runway to avoid foreign object ingestion.

WHEEL BRAKES

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

Wheel brakes contribute the most to aircraft deceleration on the ground. Many
factors may affect efficient braking such as load on the wheels, tire pressure,
runway pavement characteristics and runway contamination and braking
technique. The only factor over which the pilot has any control is the use of the
correct braking technique, as discussed below.

ANTI-SKID

The anti-skid system adapts pilot applied brake pressure to runway conditions by
sensing an impending skid condition and adjusting the brake pressure to each
individual wheel as required. The anti-skid system maintains the skidding factor
(slip ratio) close to the maximum friction force point. This will provide the
optimum deceleration with respect to the pilot input. Full pedal braking with
anti-skid provides a deceleration rate of 10 kts/sec.

BRAKES

The use of auto brake versus pedal braking should observe the following
guidelines:
. The use of A/BRAKE is usually preferable because it minimizes the number of
application of brake and thus reduces brake wear. Additionally, the A/BRAKE
provides a symmetrical brake pressure application which ensures an equal
braking effect on both main landing gear wheels on wet or evenly
contaminated runway. More particularly, the A/BRAKE is recommended on
short, wet, contaminated runway, in poor visibility conditions and in Auto land.
. The use of LO auto brake should be preferred on long and dry runways
whereas the use of MED auto brake should be preferred for short or
contaminated runways. The use of MAX auto brake is not recommended.
. On very short runways, the use of pedal braking is to be envisaged since the
pilot may apply full pedal braking with no delay after touch down.
. On very long runways, the use of pedal braking may be envisaged if the pilot
anticipates that braking will not be needed. To reduce brake wear, the number
of brake application should be limited.
. In case of pedal braking, do not ride the brakes but apply pedal braking when
required and modulate the pressure without releasing. This minimizes brake
wear.
The DECEL light indicates that the selected deceleration rate is or is not
achieved, irrespective of the functioning of the autobrake. For example DECEL
might not come up when the autobrake is selected on a contaminated runway,
because the deceleration rate is not reached with the autobrake properly
functioning, whereas DECEL light might come up with LO selected on Dry runway
while the only reversers achieve the selected deceleration rate without autobrake

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

being actually activated. In other words, the DECEL light is not an indicator of
the autobrake operation as such, but that the deceleration rate is reached.
Since the auto brake system senses deceleration and modulates brake pressure
accordingly, the timely application of MAX reverse thrust will reduce the actual
operation of the brakes themselves, thus the brake wear and temperature.
Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop
within the available runway length.

CROSS WIND CONDITIONS

The reverse thrust side force and crosswind component can combine to cause
the aircraft to drift to the downwind side of the runway if the aircraft is allowed
to weathercock into wind after landing. Additionally, as the anti-skid system will
be operating at maximum braking effectiveness, the main gear tire cornering
forces available to counteract this drift will be reduced.

BRAKING FORCE AND CORNERING FORCE VS ANTISKID

BRAKING
FRICTION
FORCE

CORNERING

Free rotation 12% Locked Wheel

NOF 02160 04270 0001

To correct back to the centreline, the pilot must reduce reverse thrust to reverse
idle and release the brakes. This will minimise the reverse thrust side force
component, without the requirement to go through a full reverser actuating cycle,
and provide the total tire cornering forces for realignment with the runway
centreline. Rudder and differential braking should be used, as required, to correct
back to the runway centreline. When re-established on the runway centreline, the
pilot should re-apply braking and reverse thrust as required.

DIRECTIONAL CONTROL DURING CROSSWIND LANDING

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

Crosswind
component

Touchdown Aircraft Reverse Reverse


with partial skidding cancelled and thrust and
decrab sideways due brakes pedal braking
to fuselage/fin released reapplied
side force and
reverse thrust Directional
side force control and
centerline
regained
NOF 02160 04271 0001

FACTORS AFFECTING LANDING DISTANCE

ALL

The field length requirements are contained in the Landing Performance chapter
of the FCOM 2. The landing distance margin will be reduced if the landing
technique is not correct. Factors that affect stopping distance include:
. Height and speed over the threshold
. Glide slope angle
. Landing flare technique
. Delay in lowering the nose on to the runway
. Improper use of braking system
. Runway conditions (discussed in adverse weather).

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

Height of the aircraft over the runway threshold has a significant effect on total
landing distance. For example, on a 3 glide path, passing over the runway
threshold at 100 ft altitude rather than 50 ft could increase the total landing
distance by approximately 300m/950ft. This is due to the length of runway used
before the aircraft touches down.
A 5 kts speed increment on VAPP produces a 5% increase in landing distance
with auto brake selected.
For a 50 ft Threshold Crossing Height, a shallower glide path angle increases
the landing distance, as the projected touchdown point will be further down the
runway.
Floating above the runway before touchdown must be avoided because it uses a
large portion of the available runway. The aircraft should be landed as near the
normal touchdown point as possible. Deceleration rate on the runway is
approximately three times greater than in the air.
Reverse thrust and speedbrake drag are most effective during the high-speed
portion of the landing. Therefore, reverse thrust should be selected without delay.
Speed brakes fully deployed, in conjunction with maximum reverse thrust and
maximum manual anti-skid braking provides the minimum stopping distance.

OPERATIONAL FACTORS AFFECTING ACTUAL LANDING DISTANCE

Demonstrated Required
Landing Distance landing distance
50

1000 ft elevation

V Approach + 10%

+300 m / 1000 ft
100 ft at threshold

No ground spoilers

V Approach + 5% and long flare

1.0 1.1 1.2 1.3 1.67


NOF 02160 04272 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

CLEARANCE AT TOUCH DOWN

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

Geometry limit at Pitch attitude at Pitch attitude at Clearance(2)


touch down VAPP(Vref+5kt) (1) touch down
17.3 tbd tbd tbd

Note: (1) Flight path in approach: -3


(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810
1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855
1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912
1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976
1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019
2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066
2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113
2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186
2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232
2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271
2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306
2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355
2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396
2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429
2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458
2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499
2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534
2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581
2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628
2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667
2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702

Geometry limit at Pitch attitude at Pitch attitude at Clearance(2)


touch down VAPP(Vref+5kt) (1) touch down
15.5 3.4 7.7 7.8

Note: (1) Flight path in approach: -3


(2) Clearance = geometry limit - pitch attitude at touch down

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476


0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177
1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221
1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262
1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298
1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339
1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370
1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407
1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443
1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480
1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514
1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550
1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593
1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665
1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700
1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736
1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773
1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809
1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845
1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877
1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911
1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945
1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983
1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022
2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058
2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094
2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169
2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199
2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233
2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275
2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314
2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354
2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395
2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428
2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461
2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509
2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542
2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596
2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633
2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692

Geometry limit at Pitch attitude at Pitch attitude at Clearance(2)


touch down VAPP(Vref+5kt) (1) touch down
13.5 3.3 7.6 5.9

Note: (1) Flight path in approach: -3


(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606
0614 0620 0631 0642 0652 0664 0692 0699 0731 0746 0765 0771 0802 0811 0819 0848
0855 0887 0901 0940 0959 0963 0987 1008 1042 1144 1204 1220 1227 1356 1511

Geometry limit at Pitch attitude at Pitch attitude at Clearance(2)


touch down VAPP(Vref+5kt) (1) touch down
11.2 2.4 6.6 4.6

Note: (1) Flight path in approach: -3

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0633 0663 0666 0668 0674-0675 0677 0680 0684 0687 0715 0725 0761 0775 0777
0781 0787 0792 0796 0806 0808 0810 0815 0823 0827 0835 0841 0852 0864 0878 0891
0908 0915 0920 0926 0935 0941 0954 0956 0961 0968 0970 0974 0983 0991 0993 0995
1004 1006 1012 1015 1017 1021 1023-1024 1027 1045 1060 1080 1094 1133 1153 1161 1174
1185 1188 1195 1199 1202 1207 1214 1218-1219 1233 1238 1241 1250 1260 1273 1276
1293 1299 1307 1333 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436
1438 1442 1447 1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503
1517 1519 1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619
1623 1629 1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701
1704 1707 1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794
1798 1807 1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926
1928 1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984
1988 1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110
2115 2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303
2305 2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472
2476 2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

Geometry limit at Pitch attitude at Pitch attitude at Clearance(2)


touch down VAPP(Vref+5kt) (1) touch down
10.8 2.4 6.6 4.2

Note: (1) Flight path in approach: -3


(2) Clearance = geometry limit - pitch attitude at touch down

TAIL STRIKE AVOIDANCE

ALL

Although most of tail strikes are due to deviations from normal landing
techniques, some are associated with such external conditions as turbulence and
wind gradient.

DEVIATION FROM NORMAL TECHNIQUES

Deviations from normal landing techniques are the most common causes of tail
strikes. The main reasons for this are due to:
. Allowing the speed to decrease well below VAPP before flare

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

Flying at too low speed means high angle of attack and high pitch attitude,
thus reducing ground clearance. When reaching the flare height, the pilot will
have to significantly increase the pitch attitude to reduce the sink rate. This
may cause the pitch to go beyond the critical angle.
. Prolonged hold off for a smooth touch down
As the pitch increases, the pilot needs to focus further ahead to assess the
aircrafts position in relation to the ground. The attitude and distance
relationship can lead to a pitch attitude increase beyond the critical angle.
. Too high flare
A high flare can result in a combined decrease in airspeed and a long float.
Since both lead to an increase in pitch attitude, the result is reduced tail
clearance.
. Too high sink rate, just prior reaching the flare height
In case of too high sink rate close to the ground, the pilot may attempt to
avoid a firm touch down by commanding a high pitch rate. This action will
significantly increase the pitch attitude and, as the resulting lift increase may
be insufficient to significantly reduce the sink rate, the high pitch rate may be
difficult to control after touch down, particularly in case of bounce.
. Bouncing at touch down
In case of bouncing at touch down, the pilot may be tempted to increase the
pitch attitude to ensure a smooth second touch down. If the bounce results
from a firm touch down, associated with high pitch rate, it is important to
control the pitch so that it does not further increase beyond the critical angle.

APPROACH AND LANDING TECHNIQUES

A stabilized approach is essential for achieving successful landings. It is


imperative that the flare height be reached at the appropriate airspeed and flight
path angle. The A/THR and FPV are effective aids to the pilot.
VAPP should be determined with the wind corrections (provided in FCOM/QRH)
by using the FMGS functions. As a reminder, when the aircraft is close to the
ground, the wind intensity tends to decrease and the wind direction to turn
(direction in degrees decreasing in the northern latitudes). Both effects may
reduce the head wind component close to the ground and the wind correction to
VAPP is there to compensate for this effect.
When the aircraft is close to the ground, high sink rate should be avoided, even
in an attempt to maintain a close tracking of the glideslope. Priority should be
given to the attitude and sink rate. If a normal touchdown distance is not
possible, a go-around should be performed.
If the aircraft has reached the flare height at VAPP, with a stabilized flight path
angle, the normal SOP landing technique will lead to repetitive touch down
attitude and airspeed.

ENV A318/A319/A320/A321 FLEET FCTM Page 18 of 19


NORMAL OPERATIONS 02.160

FLIGHT CREW TRAINING MANUAL LANDING JUL 28/05

During the flare, the pilot should not concentrate on the airspeed, but only on
the attitude with external cues.
Specific PNF call outs have been reinforced for excessive pitch attitude at landing.
After touch down, the pilot must "fly" the nosewheel smoothly, but without delay,
on to the runway, and must be ready to counteract any residual pitch up effect
of the ground spoilers. However, the main part of the spoiler pitch up effect is
compensated by the flight control law itself.

BOUNCING AT TOUCH DOWN

In case of light bounce, maintain the pitch attitude and complete the landing,
while keeping the thrust at idle. Do not allow the pitch attitude to increase,
particularly following a firm touch down with a high pitch rate.
In case of high bounce, maintain the pitch attitude and initiate a go-around. Do
not try to avoid a second touch down during the go-around. Should it happen, it
would be soft enough to prevent damage to the aircraft, if pitch attitude is
maintained.
Only when safely established in the go-around, retract flaps one step and the
landing gear. A landing should not be attempted immediately after high bounce,
as thrust may be required to soften the second touch down and the remaining
runway length may be insufficient to stop the aircraft.

CUMULATIVE EFFECTS

No single factor should result in a tail strike, but accumulation of several can
significantly reduce the margin.

ENV A318/A319/A320/A321 FLEET FCTM Page 19 of 19


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

PREFACE

ALL

Failure to recognize the need for and to execute a go-around, when required, is
a major cause of approach and landing accidents. Because a go-around is an
infrequent occurrence, it is important to be "go-around minded". The decision to
go-around should not be delayed, as an early go-around is safer than a last
minute one at lower altitude.

CONSIDERATIONS ABOUT GO-AROUND

ALL

A go-around must be considered if:


. There is a loss or a doubt about situation awareness
. If there is a malfunction which jeopardizes the safe completion of the
approach e.g. major navigation problem
. ATC changes the final approach clearance resulting in rushed action from the
crew or potentially unstable approach
. The approach is unstable in speed, altitude, and flight path in such a way that
stability will not be obtained by 1000 ft IMC or 500 ft VMC.
. Any GPWS, TCAS or windshears alert occur
. Adequate visual cues are not obtained reaching the minima.

AP/FD GO-AROUND PHASE ACTIVATION

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060
0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114
0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164
0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213
0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273
0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329
0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376
0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432
0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470
0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525
0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564
0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607
0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641
0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686
0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720
0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754
0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802
0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843
0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888
0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939
0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986
0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037
1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117
1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230
1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479
1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662
1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812
1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002
2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474

The go-around phase is activated when the thrust levers are set to TOGA,
provided the flap lever is selected to Flap 1 or greater. The missed approach
becomes the active F-PLN and the previously flown approach is strung back into
the F-PLN.
For the go-around, the appropriate flying reference is the attitude, since it is
dynamic manoeuvre. So, if the "bird" is ON, the PF will ask the PNF to select
HDG/VS, in order to remove the "bird". This also permits to replace the FPD by
the FD bars, if the flight director is in use.
If the autopilot or the flight director is in use, SRS and GA TRK modes engage.
If the autopilot and both flight directors are off, the PF will maintain 15 of pitch.
If TOGA thrust is not required during a go-around for any reason, e.g. an early
go-around ordered by ATC, it is essential that thrust levers are set to TOGA
momentarily to sequence the F-PLN. If this is not done, the destination airfield
will be sequenced and the primary F-PLN will become PPOS - DISCONT- .

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073
0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134
0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184
0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224
0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274
0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333
0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404
0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466
0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527
0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562
0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608
0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656
0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695
0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736
0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779
0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810
0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845
0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892
0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938
0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979
0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021
1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075
1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148
1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226
1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413
1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482
1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765
1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823
1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958
1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046
2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473
2475-2702

The go-around phase is activated when the thrust levers are set to TOGA,
provided the flap lever is selected to Flap 1 or greater. The FDs bars are
displayed automatically and SRS and GA TRK modes engage. The missed
approach becomes the active F-PLN and the previously flown approach is strung
back into the F-PLN.
For the go-around, the appropriate flying reference is the attitude, since it is
dynamic manoeuvre. This is why, if the "bird" is ON, it is automatically removed,
and the FD bars automatically replace the FPD.
If TOGA thrust is not required during a go-around for any reason, e.g. an early
go-around ordered by ATC, it is essential that thrust levers are set to TOGA
momentarily to sequence the F-PLN. If this is not done, the destination airfield
will be sequenced and the primary F-PLN will become PPOS - DISCONT-

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

GO-AROUND PHASE

MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060
0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114
0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164
0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213
0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273
0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329
0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376
0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432
0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470
0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525
0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564
0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607
0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641
0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686
0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720
0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754
0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802
0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843
0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888
0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939
0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986
0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037
1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117
1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230
1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479
1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662
1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812
1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002
2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474

GO AROUND WITH FD ON

The SRS mode guides the aircraft with a maximum speed of VAPP or IAS at
time of TOGA selection (limited to maximum of VAPP + 25 with all engines
operative or VAPP + 15 with one engine inoperative with FMS2) until the
acceleration altitude where the target speed increases to green dot.
Some FMS misbehaviour may prevent this automatic target speed increase.
Should this occur, pulling the FCU ALT knob for OP CLB manually disengages
SRS mode and allows the target speed to increase to green dot. It should be
noted however, that the target speed increases to green dot speed as soon as
ALT* mode engages when approaching the FCU clearance altitude.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

The GA TRK mode guides the aircraft on the track memorised at the time of
TOGA selection. The missed approach route becomes the ACTIVE F-PLN
provided the waypoints have been correctly sequenced on the approach. Pushing
for NAV enables the missed approach F-PLN to be followed.
Above the go-around acceleration altitude, the target speed is green dot.

GO AROUND WITH FD OFF

The PF maintains 15 of pitch.


The crew will not select the FD ON before the acceleration altitude, since this
would not activate the SRS mode. (V/S mode would be activated, maintaining
the V/S at mode engagement).
At the thrust reduction/acceleration altitude, the crew will set the selected speed
to green dot before setting CLB thrust, since the autothrust will activate in
selected speed mode.
The crew will then set the FD ON , and select the appropriate modes.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073
0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134
0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184
0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224
0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274
0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333
0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404
0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466
0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527
0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562
0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608
0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656
0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695
0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736
0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779
0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810
0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845
0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892
0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938
0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979
0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021
1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075
1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148
1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226
1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413
1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482
1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765
1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823
1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958
1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046
2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473
2475-2702

The SRS mode guides the aircraft with a maximum speed of VAPP or IAS at
time of TOGA selection (limited to maximum of VAPP + 25 with all engines
operative or VAPP + 15 with one engine inoperative with FMS2) until the
acceleration altitude where the target speed increases to green dot.
Some FMS misbehaviour may prevent this automatic target speed increase.
Should this occur, pulling the FCU ALT knob for OP CLB manually disengages
SRS mode and allows the target speed to increase to green dot. It should be
noted however, that the target speed increases to green dot speed as soon as
ALT* mode engages when approaching the FCU clearance altitude.
The GA TRK mode guides the aircraft on the track memorised at the time of
TOGA selection. The missed approach route becomes the ACTIVE F-PLN
provided the waypoints have been correctly sequenced on the approach. Pushing
for NAV enables the missed approach F-PLN to be followed.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

Above the go-around acceleration altitude, the target speed is green dot.

ENGINES ACCELERATION

ALL

When the pilot sets TOGA thrust for go-around, it takes some time for the
engines to spool up due to the acceleration capability of the high by pass ratio
engines. Therefore, the pilot must be aware that the aircraft will initially loose
some altitude. This altitude loss will be greater if initial thrust is close to idle
and/or the aircraft speed is lower than VAPP.

ATTITUDE LOSS FOLLOWING A GO-AROUND

VAPP stabilized thrust


Altitude loss
0 VAPP idle thrust

20

40

1 2 3 4 5 6 Time (sec)

NOF 02170 04247 0001

ALL

LEAVING THE GO-AROUND PHASE

The purpose of leaving the go-around phase is to obtain the proper target speed
and proper predictions depending upon the strategy chosen by the crew. During
the missed approach, the crew will elect either of the following strategies:
. Fly a second approach

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

. Carry out a diversion

SECOND APPROACH

If a second approach is to be flown, the crew will activate the approach phase in
the MCDU PERF GO-AROUND page. The FMS switches to Approach phase and
the target speed moves according to the flaps lever setting, e.g. green dot for
Flaps 0.
The crew will ensure proper waypoint sequencing during the second approach in
order to have the missed approach route available, should a further go-around
be required.

DIVERSION

Once the aircraft path is established and clearance has been obtained, the crew
will modify the FMGS to allow the FMGS switching from go-around phase to
climb phase:
. If the crew has prepared the ALTN FPLN in the active F-PLN, a lateral
revision at the TO WPT is required to access the ENABLE ALTN prompt. On
selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if
previously in NAV. The aircraft will be flown towards the next waypoint using
HDG or NAV via a DIR TO entry.
. If the crew has prepared the ALTN FPLN in the SEC F-PLN, the SEC F-PLN
will be activated, and a DIR TO performed as required. AP/FD must be in
HDG mode for the ACTIVATE SEC F-PLN prompt to be displayed.
. If the crew has not prepared the ALTN FPLN, a selected climb will be
initiated. Once established in climb and clear of terrain, the crew will make a
lateral revision at any waypoint to insert a NEW DEST. The route and a CRZ
FL (on PROG page) can be updated as required.

REJECTED LANDING

ALL

A rejected landing is defined as a go-around manoeuvre initiated below the


minima.

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 9


NORMAL OPERATIONS 02.170

FLIGHT CREW TRAINING MANUAL GO AROUND JUL 28/05

Once the decision is made to reject the landing, the flight crew must be
committed to proceed with the go-around manoeuvre and not be tempted to
retard the thrust levers in a late decision to complete the landing.
TOGA thrust must be applied but a delayed flap retraction should be considered.
If the aircraft is on the runway when thrust is applied, a CONFIG warning will be
generated if the flaps are in conf full. The landing gear should be retracted when
a positive rate of climb is established with no risk of further touch down. Climb
out as for a standard go-around.
In any case, if reverse thrust has been applied, a full stop landing must be
completed.

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 9


NORMAL OPERATIONS 02.180

FLIGHT CREW TRAINING MANUAL TAXI IN JUL 28/05

BRAKE FANS (IF INSTALLED)

ALL

The use of brake fans could increase oxidation of the brake surface hot spots if
brakes are not thermally equalized, leading to the rapid degradation of the
brakes. For this reason, selection of brake fans should be delayed until
approximately five minutes after touchdown or just prior to stopping at the gate
(whichever occurs first).

BRAKE TEMPERATURE

MSN 0002-0042 0044-0112 0115-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467


0469-0472 0475-0476 0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504
0506-0508 0510-0512 0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543
0545-0549 0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571-0574
0577-0579 0582 0584-0585 0587-0590 0592 0594 0596 0598 0600-0603 0605 0607-0613
0615-0619 0621-0630 0632 0634-0641 0643-0651 0653-0658 0660-0662 0665 0669-0673
0676 0678-0679 0681-0683 0685-0686 0688-0691 0693-0698 0700-0714 0716-0724 0726-0730
0732-0745 0747-0760 0762-0764 0766-0770 0772-0774 0776 0778-0780 0782-0786 0788-0791
0793-0795 0797-0801 0803-0805 0807 0809 0812-0814 0816-0818 0820-0822 0824-0826
0828-0834 0836-0840 0842-0847 0849-0851 0853-0854 0856-0863 0865-0877 0879-0886
0888-0890 0892-0900 0902-0907 0909-0914 0916-0919 0921-0925 0927-0933 0936-0939
0942-0953 0955 0957-0958 0960 0962 0964-0967 0969 0971-0973 0975-0982 0984-0986
0988-0989 0992 0994 0996-1003 1005 1007 1009-1011 1013 1016 1018-1020 1022 1025-1026
1028-1041 1043-1044 1046-1059 1061-1079 1081-1093 1095-1131 1134-1143 1145-1152
1154-1160 1163-1173 1175-1176 1178-1182 1184 1187 1189-1194 1196-1198 1200-1201 1203
1205-1206 1208-1213 1215-1217 1221-1226 1228-1232 1234-1237 1239-1240 1242-1249
1251-1258 1261-1272 1274-1275 1277-1292 1294-1298 1300-1306 1309-1332 1334-1355
1357-1365 1367-1382 1384-1398 1400-1402 1404-1406 1409-1411 1413-1416 1419-1420
1422-1423 1426-1427 1429-1430 1432 1434-1435 1437 1439-1441 1443-1446 1448-1450
1452-1454 1456-1457 1460-1461 1463-1464 1466-1471 1473-1475 1477-1480 1482-1486
1488-1491 1493-1495 1497-1498 1500-1502 1504-1510 1512-1516 1518 1520 1522-1524
1526-1530 1532-1535 1537-1538 1540-1553 1555-1571 1573-1586 1588-1595 1597-1601
1603-1606 1608-1610 1612-1613 1615-1618 1620-1622 1624-1628 1630-1631 1633-1635
1637 1639-1641 1643-1650

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 5


NORMAL OPERATIONS 02.180

FLIGHT CREW TRAINING MANUAL TAXI IN JUL 28/05

MSN 1652-1657 1659-1665 1667-1669 1671-1674 1676-1680 1682-1689 1692-1694 1696


1698-1700 1702-1703 1705-1706 1708-1710 1712 1714-1715 1717-1719 1721-1723 1725
1727-1731 1733 1735-1747 1749-1762 1764-1771 1773-1775 1777-1782 1784-1787 1789-1793
1795-1797 1799-1806 1808-1810 1812-1816 1818-1835 1837-1842 1844-1847 1849 1851-1858
1860-1868 1870-1877 1879-1880 1882-1886 1888-1904 1906-1920 1922-1925 1927 1929-1931
1933-1940 1942-1945 1947-1949 1951-1952 1954-1955 1957-1959 1961-1965 1968-1969 1971
1973 1975-1976 1979-1983 1986 1989-1993 1996-2004 2006-2020 2022-2040 2042-2044
2046-2054 2056-2059 2061-2063 2065-2066 2068-2075 2077-2079 2081-2104 2106 2108-2109
2112-2114 2116 2118-2189 2191-2207 2209-2210 2212-2215 2217-2219 2221-2225 2227-2233
2235-2246 2248-2254 2256-2260 2262-2266 2268-2269 2271-2289 2291-2302 2304 2306-2308
2310-2314 2316-2319 2321-2322 2325-2329 2331-2336 2338-2341 2343-2350 2352-2356
2358-2362 2364-2380 2382-2409 2411-2461 2463-2471 2473-2475 2477-2479 2481-2487
2489-2520 2522-2529 2531-2535 2537-2542 2544-2548 2551-2552 2554-2562 2564-2589
2591-2598 2600-2609 2611-2652 2654-2681 2683-2684 2690-2702

When reaching the gate, if there is a significant difference in brake temperature


between the wheels of the same gear, this materializes a potential problem with
brake and a maintenance action is due e.g. if one wheel reaches the limit
temperature of 425C while all others wheels brakes indicate less than 325 C,
this indicates that there is a potential problem of brake binding or permanent
brake application on that wheel. Conversely, if one wheel brake is at or below
60C whereas the others are beyond 160C, this indicates that there is a
potential loss of braking on that wheel.
If brake temperature is above 500C with fans OFF (350C fans ON), use of
the parking brake, unless operationally necessary, should be avoided to prevent
brake damage.
If one brake temperature exceeds 500C, a maintenance action is due.
The MMEL provides information regarding brake ground cooling time, both with
and without brake fans.

MSN 0043 0113-0114 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0502
0505 0513-0518 0520 0522 0524 0526 0532 0535 0541 0552 0557 0560 0563-0564 0567
0570 0575-0576 0580-0581 0583 0586 0593 0595 0599 0620 0631 0642 0652 0659 0664
0667 0692 0699 0765 0771 0806 0810 0819 0827 0835 0848 0855 0864 0887 0891 0901
0908 0920 0934-0935 0940-0941 0954 0959 0961 0968 0974 0987 0990 1004 1014 1021
1027 1045 1060 1080 1144 1153 1161 1174 1177 1183 1185 1188 1195 1199 1207 1214
1218 1220 1241 1260 1273 1293 1356 1383 1407-1408 1418 1421 1424 1438 1458-1459
1487 1511 1554 1572 1636 1670 1681 1697 1716 1732 1734 1836 1850 1926 1978 1987
2041 2045 2110 2115 2208 2220 2226 2247 2270 2290 2357 2381 2472 2488 2563 2599

When reaching the gate, if there is a significant difference in brake temperature


between the wheels of the same gear, this materializes a potential problem with
brake and a maintenance action is due e.g. if one wheel reaches the limit
temperature of 600C while all others wheels brakes indicate less than 400C
to 450 C, this indicates that there is a potential problem of brake binding or

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 5


NORMAL OPERATIONS 02.180

FLIGHT CREW TRAINING MANUAL TAXI IN JUL 28/05

permanent brake application on that wheel. Conversely, if one wheel brake is at


or below 60C whereas the others are beyond 200C, this indicates that there
is a potential loss of braking on that wheel.
If brake temperature is above 500C with fans OFF (350C fans ON), use of
the parking brake, unless operationally necessary, should be avoided to prevent
brake damage.
If one brake temperature exceeds 900C, a maintenance action is due.
The MMEL provides information regarding brake ground cooling time, both with
and without brake fans.

MSN 0364 0385 0498 0509 0519 0521 0529 0538 0544 0550 0555 0591 0597 0604 0606
0614 0633 0663 0666 0668 0674-0675 0677 0680 0684 0687 0715 0725 0731 0746 0761
0775 0777 0781 0787 0792 0796 0802 0808 0811 0815 0823 0841 0852 0878 0915 0926
0956 0963 0970 0983 0991 0993 0995 1006 1008 1012 1015 1017 1023-1024 1042 1094
1133 1202 1204 1219 1227 1233 1238 1250 1276 1299 1307 1333 1366 1399 1403 1412
1417 1425 1428 1431 1433 1436 1442 1447 1451 1455 1462 1465 1472 1476 1481 1492
1496 1499 1503 1517 1519 1521 1525 1531 1536 1539 1587 1596 1602 1607 1611 1614
1619 1623 1629 1632 1638 1642 1651 1658 1666 1675 1690-1691 1695 1701 1704 1707
1711 1713 1720 1724 1726 1748 1763 1772 1776 1783 1788 1794 1798 1807 1811 1817
1843 1848 1859 1869 1878 1881 1887 1905 1921 1928 1932 1941 1946 1950 1953 1956
1960 1966-1967 1970 1972 1974 1977 1984 1988 1994-1995 2005 2021 2055 2060 2064
2067 2076 2080 2105 2107 2117 2190 2211 2216 2234 2255 2261 2267 2303 2305 2309
2315 2320 2323-2324 2330 2337 2342 2351 2363 2410 2462 2476 2480 2521 2530 2536
2543 2549 2553 2590 2610 2653 2682 2687

When reaching the gate, if there is a significant difference in brake temperature


between the wheels of the same gear, this materializes a potential problem with
brake and a maintenance action is due. e.g. if one wheel reaches the limit
temperature of 600C while all others wheels brakes indicate less than 400C
to 450 C, this indicates that there is a potential problem of brake binding or
permanent brake application on that wheel. Conversely, if one wheel brake is at
or below 60C whereas the others are beyond 200C, this indicates that there
is a potential loss of braking on that wheel.
If brake temperature is above 500C with fans OFF (350C fans ON), use of
the parking brake, unless operationally necessary, should be avoided to prevent
brake damage.
If one brake temperature exceeds 800C, a maintenance action is due.
The MMEL provides information regarding brake ground cooling time, both with
and without brake fans.

ENGINES COOLING PERIOD

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 5


NORMAL OPERATIONS 02.180

FLIGHT CREW TRAINING MANUAL TAXI IN JUL 28/05

ALL

To avoid engine thermal stress, it is required that the engine be operated at, or
near, idle for a cooling period as described in FCOM 3.03.25

TAXI WITH ONE ENGINE SHUTDOWN

ALL

Refer to FCTM 02.040

AFTER LANDING FLOW PATTERN

ALL

AFTER LANDING FLOW PATTERN

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 5


NORMAL OPERATIONS 02.180

FLIGHT CREW TRAINING MANUAL TAXI IN JUL 28/05

PF PNF
ANTIICE PROBE/WINDOW CABIN PRESS ENG
CALLS LDG ELEV MAN START N1 MODE
EMER HEAT AUTO DITCHING 1 2 1 2
MECH ALL FWD AFT WING ENG 1 ENG 2 MAN V/S CTL MODE SEL 2
14 0
A UP A
FAULT FAULT FAULT FAULT
U U 12

ANTI ICE
2
ON ON ON ON OFF T OVRD T ON ON ON ON ON
O O 10 4
DN
8 6
RAIN RPLNT WIPER WIPER RAIN RPLNT
OFF APU OVHD INTEG LT INIT LT OFF
NAV STBY COMPASS DOME ANN LT
SLOW ON ON ON 2 MASTER SW BRT TEST SLOW
A DIM BRT
U FAULT
1
FAST T OFF DIM FAST
ON
O OFF
OFF BRT
OFF OFF OFF OFF
NO SMOKING SIGNS
RWY TURN OFF
ON L R ON ON EMER EXIT LT
ON
AVAIL A
U
ON T OFF

6
O OFF
OFF OFF OFF
OFF

APU
1 GRND SPLRS 0 0 0 0

1 0

ENG
T.O.
CONFIG

BLEED PRESS EL/AC


EMER
CANC

EL/DC FUEL

0 ALL
APU COND DOOR WHEEL F/CTL

ALL
APU DOOR WHEEL

GND SPLRS ARMED

RET RET

SPEED
BRAKE 1/2 1/2

OVHD INTEG LT
MAN V/S MAN V/S MAN V/S
FULL FULL

2 5
OFF BRT

ATC
ENG ENG
1 0
2

4
GND ARMED

TCAS MODE SEL


3
0 0

RADAR S
B
P
R
E
A
E
K
D
E
RET

1/2
RET

1/2
1

2
1

3 3
0

PREDICTIVE WINDSHEAR
FULL FULL F
UL
L F
UL
L

FLAPS
OFF

ENG START SEL PARK BRK


ON

NOF 02180 04248 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 5


ABNORMAL OPERATIONS 03.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

03.010 GENERAL
-- PREFACE 1
-- LANDING DISTANCE PROCEDURE 1
-- VAPP DETERMINATION 1
-- LANDING DISTANCES CALCULATION 4

03.020 OPERATING TECHNIQUES


-- LOW SPEED ENGINE FAILURE 1
-- REJECTED TAKE-OFF 1
-- EMERGENCY EVACUATION 5
-- ENGINE FAILURE AFTER V1 8
-- ENGINE FAILURE DURING INITIAL CLIMB-OUT 11
-- ENGINE FAILURE DURING CRUISE 11
-- ENGINE-OUT LANDING 14
-- CIRCLING ONE ENGINE INOPERATIVE 15
-- ONE ENGINE INOPERATIVE GO-AROUND 15
-- LAND ASAP 16

03.022 AUTOFLIGHT
-- FMGC FAILURE 1

03.024 ELECTRICAL
-- INTRODUCTION TO EMERGENCY ELECTRICAL 1
CONFIGURATION
-- TECHNICAL BACKGROUND 1
-- GENERAL GUIDELINES 3
-- REMAINING SYSTEMS 5

03.026 FIRE PROTECTION


-- PREFACE 1
-- SMOKE 1
-- CARGO SMOKE 4

03.027 FLIGHT CONTROLS

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 2


ABNORMAL OPERATIONS 03.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

-- ABNORMAL FLAPS/SLATS CONFIGURATION 1

03.028 FUEL
-- FUEL LEAK 1

03.029 HYDRAULIC
-- HYDRAULIC GENERATION PARTICULARITIES 1
-- DUAL HYDRAULIC FAILURES 1
-- REMAINING SYSTEMS 3

03.032 LANDING GEAR


-- LDG WITH ABNORMAL L/G 1

03.034 NAVIGATION
-- ADR/IRS FAULT 1
-- UNRELIABLE AIRSPEED INDICATIONS 1
-- DUAL RADIO ALTIMETER FAILURE 5

03.070 POWER PLANT


-- ALL ENGINE FLAMEOUT 1

03.090 MISCELLANEOUS
-- EMERGENCY DESCENT 1
-- OVERWEIGHT LANDING 3
-- CREW INCAPACITATION 10

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 2


ABNORMAL OPERATIONS 03.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

PREFACE

ALL

The ABNORMAL OPERATIONS chapter highlights techniques that will be used in


some abnormal and emergency operations. Some of the procedures discussed in
this chapter are the result of double or triple failures. Whilst it is very unlikely
that any of these failures will be encountered, it is useful to have a background
understanding of the effect that they have on the handling and management of
the aircraft. In all cases, the ECAM should be handled as described in FCTM
OPERATIONAL PHILOSOPHY- ECAM 01.040.

LANDING DISTANCE PROCEDURE

ALL

Should a failure occur with "LANDING DISTANCE PROC....APPLY" message


displayed on the ECAM STATUS page, the crew will enter the LDG CONF/APP
SPD/LDG DIST/ CORRECTIONS FOLLOWING FAILURES table in QRH chapter
2 and read:
. The flap lever position for landing
. Delta VREF if required for VAPP determination
. The landing distance factor for landing distance calculation

VAPP DETERMINATION

ALL

BACKGROUND

Some failures affect the approach speed.


. Some failures (typically slat or flap failure) increase the VLS. In this case, the
VLS displayed on the PFD (if available) takes into account the actual
configuration.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 4


ABNORMAL OPERATIONS 03.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

. In some others failures, it is required to fly at speed higher than VLS to


improve the handling characteristics of the aircraft. This speed increment is to
be added to the VLS displayed on the PFD when the landing configuration is
reached.
In order to prepare the approach and landing, the crew needs to know VAPP in
advance. The appropriate VLS is not necessarily available at that time on the
PFD, because the landing configuration is not yet established. Hence, VAPP is
determined using VREF, which is the VLS of CONF FULL, and is available both
in MCDU PERF APPR page and QRH. Delta VREF, extracted from the QRH, is
then added.

Vapp = Vref + Vref + Wind correction

When required
NOF 03010 04277 0001

METHOD

If QRH shows a Delta Vref

VAPP COMPUTATION PRINCIPLE WITH DELTA VREF

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 4


ABNORMAL OPERATIONS 03.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

APPR
DEST
QNH FLP RETR FINAL
1018 F= 162 ILS14R
TEMP SLT RETR MDA
20 S= 186 688
MAG WIND
200 /005
CLEAN
O= 234
DH
[ ] Select CONF FULL
TRANS ALT
5000
VAPP
LDG CONF
CONF 3* Read VREF = VLS CONF FULL
VLS
140 135 FULL
PREV NEXT
PHASE PHASE

A318 REV 36
A319
A320
A321
ABNORMAL PROCEDURES
SEQ 001
2.32
LDG CONF APPR SPD
LDG DIST
CORRECTIONS FOR FAILURES

FLAPS/

25
SLATS

Add VREF to VERF


R
R
R HYD
R 25
R

R BRK

R NAV

R
ENG
R
* : Refer to 2.33 MULTIPLE FAILURES
R ** : Landing configuration as recommended by the ECAM
(1) If CONF Ils used when "NORM" is indicated in the table multiply the
resulting landing distance by an additional factor of 1.1.

WIND CORRECTION

VREF 20KT VREF 20KT

Add wind correction, if applicable


1/3 HEADWIND
NO WIND ( VREF + WIND CORR
CORRECTION LIMITED TO KT)

APPR
DEST
QNH FLP RETR FINAL
1018 F= 162 ILS14R
5000 TEMP SLT RETR MDA
20 S= 186 688
VAPP MAG WIND CLEAN DH
160 200 /005 O= 234 [ ] Enter VAPP manually
TRANS ALT LDG CONF Select CONF 3, if LDG IN CONF 3
PREV 5000
VAPP VLS
CONF 3*

160 135 FULL


PREV NEXT
PHASE PHASE

NOF 03010 04278 0001

When fully configured in final approach, the crew will check the reasonableness
of the final approach speed computed by the crew with regard to VLS on the
PFD speed scale.
If the QRH shows no Delta Vref:
Proceed as for normal operations (Use the MCDU VAPP, as computed by FMS).

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 4


ABNORMAL OPERATIONS 03.010

FLIGHT CREW TRAINING MANUAL GENERAL JUL 28/05

LANDING DISTANCES CALCULATION

ALL

The actual landing distance is measured from 50 ft above the runway surface
until the aircraft comes to the complete stop. This distance is measured during
flight testing and represents the maximum aircraft performance. It is called
LANDING DISTANCE WITHOUT AUTOBRAKE in the QRH.
Should a failure occur in flight which requires the actual landing distance to be
multiplied by a factor, then the factor should be applied to the "LANDING
DISTANCE WITHOUT AUTOBRAKE" configuration full.
Conversely, the AUTOLAND LANDING DISTANCE WITH AUTOBRAKE table
available in the QRH gives a realistic indication of the aircraft performance during
normal operations. Therefore, if an en-route diversion is required, and no landing
distance factor is to be applied, the crew should refer to this table.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 4


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

LOW SPEED ENGINE FAILURE

ALL

If an engine failure occurs at low speed, the resultant yaw may be significant,
leading to rapid displacement from the runway centreline. For this reason, it is
essential that the Captain keeps his hand on the thrust levers once take-off
thrust has been set. Directional control is achieved by immediately closing the
thrust levers and using maximum rudder and braking. If necessary, the
nosewheel tiller should be used to avoid runway departure.

REJECTED TAKE-OFF

ALL

FACTORS AFFECTING RTO

Experience has shown that a rejected take-off can be hazardous, even if correct
procedures are followed. Some factors that can detract from a successful
rejected take-off are as follows:
. Tire damage
. Brakes worn or not working correctly
. Error in gross weight determination
. Incorrect performance calculations
. Incorrect runway line-up technique
. Initial brake temperature
. Delay in initiating the stopping procedure
. Runway friction coefficient lower than expected
Thorough pre-flight preparation and a conscientious exterior inspection can
eliminate the effect of some of these factors.
During the taxi-out, a review of the take-off briefing is required. During this
briefing, the crew should confirm that the computed take-off data reflects the
actual take-off conditions e.g. wind and runway condition. Any changes to the
planned conditions require the crew to re-calculate the take-off data. In this case,
the crew should not be pressurised into accepting a take-off clearance before

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

being fully ready. Similarly, the crew should not accept an intersection take-off
until the take-off performance has been checked.
The line-up technique is very important. The pilot should use the over steer
technique to minimize field length loss and consequently, to maximize the
acceleration-stop distance available.

DECISION MAKING

A rejected take-off is a potentially hazardous manoeuvre and the time for


decision-making is limited. To minimize the risk of inappropriate decisions to
reject a take-off, many warnings and cautions are inhibited between 80 kts and
1500 ft. Therefore, any warnings received during this period must be considered
as significant.
To assist in the decision making process, the take-off is divided into low and
high speeds regimes, with 100 kts being chosen as the dividing line. The speed
of 100 kts is not critical but was chosen in order to help the Captain make the
decision and to avoid unnecessary stops from high speed:
. Below 100 kts, the Captain will seriously consider discontinuing the take-off if
any ECAM warning/caution is activated.
. Above 100 kts, and approaching V1, the Captain should be "go-minded" and
only reject the take-off in the event of a major failure, sudden loss of thrust,
any indication that the aircraft will not fly safely, or if one of the following
ECAM warning/caution occurs:
. ENG or APU FIRE
. ENG FAIL
. CONFIG
. ENG REV UNLOCK
. L+R ELEV FAULT
. SIDESTICK FAULT
If a tire fails within 20 kts of V1, unless debris from the tire has caused
noticeable engine parameter fluctuations, it is better to get airborne, reduce
the fuel load and land with a full runway length available.
The decision to reject the take-off is the responsibility of the Captain and must
be made prior to V1 speed:
. If a malfunction occurs before V1, for which the Captain does not intend to
reject the take-off, he will announce his intention by calling "GO".
. If a decision is made to reject the take-off, the Captain calls "STOP". This
call both confirms the decision to reject the take-off and also states that the
Captain now has control. It is the only time that hand-over of control is not
accompanied by the phrase "I have control".

RTO PROCEDURE

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

Should a RTO procedure is initiated, the following task sharing will be applied.

CAPT F/O
Calls .........................................."STOP"
Thrust levers ................................ IDLE
Reverse thrust ................... MAX AVAIL Calls ...................... "REVERSE GREEN"
"DECEL(*)"
"70 kt"

Cancels any audio warning

Aircraft stopped

Reverse ................................. STOWED Advises ATC


Parking brake ........................... APPLY Locates on ground EMER EVAC C/L
PA call ........... "ATTENTION CREW AT
STATION"
Calls for .................... "ECAM ACTION" Completes the ECAM ACTIONS

NOF 03020 04280 0001

(*): "DECEL" call means that the deceleration is felt by the crew, and confirmed
by the Vc trend on the PFD. It can also be confirmed by the DECEL light;
however, this light only indicates that the selected deceleration rate is or is not
achieved, irrespective of the functioning of the autobrake. DECEL light might not
come up on a contaminated runway, with the autobrake working properly,due to
the effect of the antiskid.
If the take-off is rejected prior to 72kts, the spoilers will not deploy and the
auto-brake will not function.
If a rejected take-off is initiated and MAX auto brake decelerates the aircraft, the
captain will avoid pressing the pedals (which might be a reflex action). Conversely,
if deceleration is not felt, the captain will press the brake pedals fully down.
If take-off has been rejected due to an engine fire, the ECAM actions will be
completed until shutting down the remaining engines.

REJECTED TAKE-OFF FLOW PATTERN

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

"STOP"

F/O
"REVERSE GREEN"

1 U
NLK
L
DGG
E
U
N
A
L
R
K

U
NLK
M
A
H
O
O
N
X
T
"DECEL"

"ECAM ACTIONS"
2
A
UTO
/BR
K
L
O M
ED M
AX

M
AX D
ECE
L D
ECE
L D
ECE
L

H
OT O
N O
N O
N

O
N DME L DME R

4
33 3 M
AX
30

M
AX
6

H
OT
U
P
H
OT O
N
V V
24

12

O
N O O
R 21 15 R

ADF ADF
A
CCU P
RES
S
0 4
3 3
0 1 1
D Y HR
G
M
T

DATE MO
MIN 0
SET B
RAK
ES
R
U
N

P
SI1000
D
OWN
50 h
CHR
min
10
0
GMT
40 h min 20
ET

"70 Kt"
RUN
ET

STOP
RST
CHR

0 0 0 0

T.O. EMER
0
CONFIG CANC

0
ENG

APU
BLEED

COND
PRESS

DOOR
EL/AC

WHEEL
EL/DC

F/CTL
FUEL

ALL THRUST LEVERS:


Idle
Reverse
1 When aircraft stopped
ATC notified
PA: ON GROUND EMER
"ATTENTION CREW
AT STATION" 3 MAN V/S
OVHD INTEG LT
MAN V/S MAN V/S
EVAC C/L located

CAPT
OFF BRT

ENG ENG
1 2

G
ND A
RME
D
0
0 0
R
ET R
ET
1 1

2 2
1
/2 1
/2

S
PEE
D 3 3
B
RAK
E

F
ULL F
ULL F
U
L
L F
U
L
L
PARK BRK

2
When aircraft stopped
PARKING BRAKE ON 0

NOF 03020 04281 0001

EMERGENCY EVACUATION

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

ALL

INTRODUCTION

The typical case, which may require an emergency evacuation, is an


uncontrollable on ground engine fire. This situation, which may occur following a
rejected take-off or after landing, requires good crew coordination to cope with a
high workload situation.

DECISION MAKING

As soon as aircraft is stopped, the parking brake set, the captain notifies the
cabin crew and calls for ECAM ACTIONS. At this stage, the task sharing is
defined as follow:
. The first officer carries out the ECAM actions until shutting down the
remaining engine.
. The captain builds up his decision to evacuate depending on the
circumstances. Considerations should be given to:
-- Possible passenger evacuation of the aircraft on the runway.
-- Vacating the runway as soon as possible.
-- Communicating intentions or requests to ATC.
If fire remains out of control after having discharged the fire agents, the captain
calls for the ON GROUND EMER EVAC C/L located on the back of the QRH.

THE ON GROUND EMER EVACUATION C/L

Some items need to be highlighted:


. It is essential that the differential pressure be zeroed.
In automatic pressurization mode, the crew can rely on the CPC, and the
Delta P check is therefore not applicable.
If MAN CAB PRESS is used in flight, the CAB PR SYS (1+2) FAULT procedure
requires selecting MAN V/S CTL to FULL UP position during final approach to
cancel any residual cabin pressure. However, since the residual pressure
sensor indicator, installed in the cabin door, is inhibited with slides armed, an
additional Delta P check is required by the EMER EVACUATION C/L.
Since MAN CAB PRESS is never used for take-off as at least one automatic
cabin pressure control must be operative for departure, the Delta P check does
not apply to the case of emergency evacuation following a rejected takeoff.
. CABIN CREW (PA)....NOTIFY reminds the captain for the "CABIN CREW AT
STATION" call out.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

. EVACUATION....INITIATE requires
-- The cabin crew to be notified to launch evacuation and
-- EVAC command activation.
This will be done preferably in this order for a clear understanding by cabin
crew.
On ground with engines stopped, the right dome light is available to allow the
ON GROUND EMER EVAC C/L completion.
When aircraft is on batteries power, the crew seats can only be operated
mechanically.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

PF
PARK BRK

PARK BRK
ON

CAPT F/O

(*) 6 10
NT 6 10

PA: Attention crew


At station EGT

N2
ECAM Actions FF
S

CAPTAIN
DECISION ENGINE 1 FIRE T.O INHIBIT
THR LEVERS ........................ IDLE
BUILT UP WHEN A/C IS STOPPED
PARKING BRK ............................ ON
ENG MASTER 1 ........................ OFF
ENG FIRE P/B ....................... PUSH
AGENT 1 .............................. DISCH
AGENT 2 .............................. DISCH

CAPTAIN DECISION ENG MASTER ..............................


2 OFF

IF EVAC RQRD

IF EVACUATION
ANNOUNCE: REQUIRED
Cabin crew, passengers REV 16
A320 7.01
Remain seated
NORMAL CHECK LIST
SEQ 100

Or CALL for
the ON GROUND EMER
EVACUATION C/L QRH
ON GROUND EMER / EVACUATION
AIRCRAFT PARKING BRK ....................................................... STOP ON
ATC WHEN ............................ ....................................................... NOTIF
AIRCRAFT PARKING BRK ............................................... CHECK ZERO
ENG MASTERS ALL ........................................................................ OFF
CABIN CREW ....... NOTIF
FIRE FOR ENG , and APU ........................................................... PUSH
AGENTS ENG, and APU ........................................................ AN RQRD
EVACUATION .. .......................................................................... INITIATE

NOF 03020 04282 0001

(*) In the rejected take-off case, the captain calls STOP. This confirms that the
captain has controls. Following landing and after the parking brake is set, the
captain calls "I HAVE CONTROLS" if required to state the control hand over

ENGINE FAILURE AFTER V1

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

ALL

AIRCRAFT HANDLING

If an engine fails after V1 the take-off must be continued. The essential and
primary tasks are linked to aircraft handling. The aircraft must be stabilized at
the correct pitch and airspeed, and established on the correct track prior to the
initiation of the ECAM procedure.
On the ground, rudder is used conventionally to maintain the aircraft on the
runway centreline. At VR, rotate the aircraft smoothly, at a slower rate than with
all engines operation, using a continuous pitch rate to an initial pitch attitude of
12.5. The combination of high FLEX temperature and low V speeds requires
precise handling during the rotation and lift off. The 12.5 pitch target will ensure
the aircraft becomes airborne. The SRS orders should then be followed which
may demand a lower pitch attitude to acquire or maintain V2.
When safely airborne with a positive rate of climb and when the Radio Altitude
has increased, the PNF will call "positive climb". This will suggest to the PF for
landing gear retraction.
Use rudder to prevent yaw. Shortly after lift-off the blue Beta target will replace
the normal sideslip indication on the PFD. Adjust rudder to zero the beta target.
When the beta target is centred, total drag is minimised even though there is a
small amount of sideslip. The calculation of the beta target is a compromise
between drag produced by deflection of control surfaces and airframe drag
produced by a slight sideslip. Centring the beta target produces less total drag
than centring a conventional ball, as rudder deflection, aileron deflection, spoiler
deployment and aircraft body angle are all taken into account.
The crew will keep in mind that the yaw damper reacts to a detected side slip.
This means that, with hands off the stick and no rudder input, the aircraft will
bank at about 5 maximum and then, will remain stabilized. Thus, laterally, the
aircraft is a stable platform and no rush is required to laterally trim the aircraft.
Control heading conventionally with bank, keeping the beta target at zero with
rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim the
rudder conventionally.
The use of the autopilot is STRONGLY recommended. Following an engine
failure, the rudder should be trimmed out prior to autopilot engagement. Once
AP is engaged, the rudder trim is managed through the AP and, hence, manual
rudder trim command, including reset, is inhibited.

THRUST CONSIDERATIONS
ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 16
ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

Consider the use of TOGA thrust, keeping in mind the following:


. For a FLEX take-off, selecting the operating engine to TOGA provides
additional performance margin but is not a requirement of the reduced thrust
take-off certification. The application of TOGA will very quickly supply a large
thrust increase but this comes with a significant increase in yawing moment
and an increased pitch rate. The selection of TOGA restores thrust margins
but it may be at the expense of increased workload in aircraft handling.
. TOGA thrust is limited to 10 minutes.

PROCEDURE

INITIATION OF THE PROCEDURE

Procedures are initiated on PF command. No action is taken (apart from


cancelling audio warnings through the MASTER WARNING light) until:
. The appropriate flight path is established and,
. The aircraft is at least 400 ft above the runway, if a failure occurs during
take-off approach or go-around.
A height of 400 ft is recommended because it is a good compromise between
the necessary time for stabilization and the excessive delay in procedure
initiation. In some emergency cases and provided the flight path is
established, the PF may initiate the ECAM actions before 400 ft.
The PNF will closely monitor the aircrafts flight path and cancel any Master
Warning/Caution. At 400 ft RA, the PNF should read the ECAM title displayed on
the top line of the E/WD. Once the PF has stabilised the flight path, he confirms
the failure. If it is necessary to delay the ECAM procedure, the PF should order
"Standby", otherwise he should announce "I have control, ECAM actions".
Normally, only those actions involving movement of the THRUST LEVER and/or
ENG MASTER and those actions required to clear RED warnings should be
carried out prior to level acceleration and flap retraction. However, in the event of
ENG FAILURE WITH DAMAGE or ENG FIRE, the ECAM procedure should be
continued until the engine is secured.

ACCELERATION SEGMENT

At the engine-out acceleration altitude, push ALT to level off and allow the speed
to increase. If the aircraft is being flown manually, the PF should remember
that, as airspeed increases, the rudder input needed to keep the beta target
centred will reduce. Retract the flaps as normal. When the flap lever is at zero,
the beta target reverts to the normal sideslip indication.

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

FINAL TAKE-OFF SEGMENT

As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set
THR MCT when the LVR MCT message flashes on the FMA (triggered as the
speed index reaches green dot) and resume climb using MCT. If the thrust lever
are already in the FLX/MCT detent, move lever to CL and then back to MCT.
When an engine failure occurs after take-off, noise abatement procedures are no
longer a requirement. Additionally, the acceleration altitude provides a
compromise between obstacle clearance and engine thrust limiting time. It allows
the aircraft to be configured to Flap 0 and green dot speed, which provides the
best climb gradient.
Once established on the final take-off flight path, continue the ECAM until the
STATUS is displayed. At this point, the AFTER T/O checklist should be
completed, computer reset considered and OEBs consulted (if applicable).
STATUS should then be reviewed.

ONE ENGINE OUT FLIGHT PATH

The one engine out flight path will be flown according to the take-off briefing
made at the gate:
. The EOSID (with attention to the decision point location)
. The SID
. Radar vectors...

ENGINE FAILURE AFTER V1

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

INTURN :
FOLLOW FD OR AP ORDER. WITH NO AP/FD, EO ACCEL HEIGHT
THE PILOT SHALL LIMIT THE BANK
ANGLE TO 15 UP TO ALT : HOLD
F,S, GREEN DOT.

ENGINE FAILURE
400 Ft MIN :
VR ECAM ACTIONS

ROTATE TO 12.5
THEN AFTER LIFT
OFF, FOLLOW SRS F S GREEN DOT
POS.CLB
FLAPS 1 FLAPS 0 ALT SEL : SELECT
L/G UP CLEARED ALT AND
PULL OR PUSH
TARGET
SET TO NEUTRAL
WITH RUDDER
WHEN CONVENIENT
SET RUDDER TRIM
THR LEVER : MCT
V1

NOF 03020 04283 0001

ENGINE FAILURE DURING INITIAL CLIMB-OUT

ALL

Proceed as above. If the failure occurs above V2 however, maintain the SRS
commanded attitude. In any event the minimum speed must be V2.
When an engine failure is detected, the FMGS produces predictions based on
the engine-out configuration and any pre-selected speeds entered in the MCDU
are deleted.

ENGINE FAILURE DURING CRUISE

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

GENERAL

There are three strategies available for dealing with an engine failure in the cruise:
. The standard strategy
. The obstacle strategy
. The fixed speed strategy
The fixed speed strategy refers to ETOPS. It is discussed in FCOM 2 "special
operations" and is taught as a separate course.
Unless a specific procedure has been established before dispatch (considering
ETOPS or mountainous areas), the standard strategy is used.

PROCEDURE

As soon as the engine failure is recognized, the PF will simultaneously:


. Set MCT on the remaining engine(s)
. Disconnect A/THR
Then, PF will
. Select the SPEED according to the strategy
. If appropriate, select a HDG to keep clear of the airway, preferably heading
towards an alternate. Consideration should be given to aircraft position relative
to any relevant critical point
. Select the appropriate engine inoperative altitude in the FCU ALT window and
pull for OPEN DES
Then, PF will
. Require the ECAM actions
At high flight levels close to limiting weights, crew actions should not be delayed,
as speed will decay quickly requiring prompt crew response. The crew will avoid
decelerating below green dot.

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

SPD HDG LAT ALT LVL/CH V/S

0.82 HDG V/S


25000
UP
HDG V/S 100 1000
TRK FPA PUSH
TO
SPD METRIC LEVEL
MACH ALT OFF
AP1 AP2

SPD ON

3 4 A/THR

5
APPR APPR

HDG ALT

ENG 1 FAIL
ENG START SEL ....................... IGN
THR LEVER 1 ........................... IDLE
LAND ASAP
*HYD
*ELEC
6
.IF NO RELIGHT AFTER 30 S : *
ENG MASTER 1 ........................ OFF ECAM ACTIONS
.IF DAMAGE :
ENG 1 FIRE P/B ..................... PUSH
L+R INR TK SPLIT ...................... ON
.IF NO DAMAGE :
ENG 1 RELIGHT ................. INITIATE

A/THR TO TO
disconnect
2
GA GA

FLX FLX
M M
C
T

THRUST LEVER 1 CL

From CL to MCT
H
R
O

NOF 03020 04284 0001

The A/THR is disconnected to avoid any engine thrust reduction when selecting
speed according to strategy or when pulling for OPEN DES to initiate the
descent. With the A/THR disconnected, the target speed is controlled by the
elevator when in OPEN DES.
Carrying out the ECAM actions should not be hurried, as it is important to
complete the drill correctly. Generally, there will be sufficient time to cross check
all actions.

STANDARD STRATEGY

Set speed target .78/300kt. The speed of .78/300kt is chosen to ensure the
aircraft is within the stabilised windmill engine relight in-flight envelope.

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

The REC MAX EO Cruise altitude, which equates to LRC with anti-icing off, is
displayed on the MCDU PROG page and should be set on the FCU. (One
engine out gross ceiling at long-range speed is also available in the QRH in
case of double FM failure).
If V/S becomes less than 500 fpm, select V/S 500 fpm and A/THR on. This is
likely to occur as level off altitude is approached.
Once established at level off altitude, long-range cruise performance with one
engine out may be extracted from QRH or FCOM 3.06.30.

OBSTACLE STRATEGY

To maintain the highest possible level due to terrain, the drift down procedure
must be adopted. The speed target in this case is green dot. The procedure is
similar to the standard strategy, but as the speed target is now green dot, the
rate and angle of descent will be lower.
The MCDU PERF CRZ page in EO condition will display the drift down ceiling,
assuming green dot speed and should be set on FCU. (One engine out gross
ceiling at green dot speed is also available in the QRH and FCOM).
If, having reached the drift down ceiling altitude, obstacle problems remain, the
drift down procedure must be maintained so as to fly an ascending cruise profile.
When clear of obstacles, set LRC ceiling on FCU, return to LRC speed and
engage A/THR.

ENGINE-OUT LANDING

ALL

Autoland is available with one engine inoperative, and maximum use of the AP
should be made to minimise crew workload. If required, a manual approach and
landing with one engine inoperative is conventional. The pilot should trim to keep
the slip indication centred. It remains yellow as long as the thrust on the
remaining engine(s) is below a certain value.
With flap selected and above this threshold value, the indicator becomes the
blue beta target. This is a visual cue that the aircraft is approaching its
maximum thrust capability.
Do not select the gear down too early, as large amounts of power will be
required to maintain level flight at high weights and/or high altitude airports.

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

To make the landing run easier, the rudder trim may be reset to zero in the later
stages of the approach. On pressing the rudder trim reset button, the trim is
removed and the pilot should anticipate the increased rudder force required. With
rudder trim at zero, the neutral rudder pedal position corresponds to zero rudder
and zero nose wheel deflection.

CIRCLING ONE ENGINE INOPERATIVE

ALL

Circling with one engine inoperative requires the down wind leg to be flown in
CONF 3, with landing gear extended. In hot and high conditions and at high
landing weight, the aircraft may not be able to maintain level flight in CONF 3
with landing gear down. In this case, the landing gear extension should be
delayed until established on final approach. Up until the gear is down and
locked, and depending on the circling altitude, it is possible to receive warnings
L/G GEAR NOT DOWN (below 750 ft RA) or GPWS "TOO LOW GEAR" (below
500 ft RA). Therefore, if weather conditions permit, it is recommended to fly a
higher circling pattern.

ALL

ONE ENGINE INOPERATIVE GO-AROUND

A one engine inoperative go-around is similar to that flown with all engines. On
the application of TOGA, rudder must be applied promptly to compensate for the
increase in thrust and consequently to keep the beta target centred. Provided the
flap lever is selected to Flap 1 or greater, SRS will engage and will be followed.
If SRS is not available, the initial target pitch attitude is 12.5. The lateral FD
mode will be GA TRK and this must be considered with respect to terrain
clearance. ALT should be selected at the engine inoperative acceleration altitude,
with the flap retraction and further climb carried out using the same technique as
described earlier in "ENGINE FAILURE AFTER V1" section.

LAND ASAP

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 16


ABNORMAL OPERATIONS 03.020

FLIGHT CREW TRAINING MANUAL OPERATING TECHNIQUES JUL 28/05

ALL

The Captain is responsible for the operation and the safety of the flight and must
make the decision to continue the flight as planned or divert. In an emergency,
this authority may include the necessity to deviate from normal rules to meet the
requirements of the emergency situation. In all cases the Captain is expected to
take the safe course of action.
The ECAM assists the crew in making this decision by indicating LAND ASAP
either in amber or red:
. If an abnormal procedure causes LAND ASAP to appear in amber on the
ECAM, the crew should consider the seriousness of the situation and the
selection of a suitable airport
. If an emergency procedure causes LAND ASAP to appear in red on the
ECAM, the crew should land at the nearest suitable airport.

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 16


ABNORMAL OPERATIONS 03.022

FLIGHT CREW TRAINING MANUAL AUTOFLIGHT JUL 28/05

FMGC FAILURE

ALL

SINGLE FMGC FAILURE

Should a single FMGC failure occur, the AP, if engaged on affected side, will
disconnect. The AP will be restored using the other FMGC. The A/THR remains
operative. Furthermore, flight plan information on the affected ND may be
recovered by using same range as the opposite ND. The crew should consider
a FMGC reset as detailed in QRH.

DUAL FMGC FAILURE

Should a dual FMGC failure occur, the AP/FD and A/THR will disconnect. The
crew will try to recover both AP and A/THR by selecting them back ON (The AP
and A/THR can be recovered if the FG parts of the FMGS are still available).
If both AP and A/THR cannot be recovered, the thrust levers will be moved to
recover manual thrust. The pilot will switch off the FDs and select TRK / FPA to
allow the blue track index and the bird to be displayed. The RMPs will be used
to tune the navaids.
The crew will refer to the QRH for computer reset considerations and then will
refer to FCOM 4.06.20 to reload both FMGC as required.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


ABNORMAL OPERATIONS 03.024

FLIGHT CREW TRAINING MANUAL ELECTRICAL JUL 28/05

INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION

ALL

The procedure discussed in this section is the EMERGENCY ELECTRICAL


CONFIGURATION. Whilst it is very unlikely that this failure will be encountered,
it is useful:
. To refresh on the technical background
. To recall the general guidelines that must be followed in such a case
. To outline the main available systems according to the electrical power source.

TECHNICAL BACKGROUND

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476


0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137 1141 1146 1163 1166 1187 1200 1208 1221 1229 1234 1237 1255 1262 1274 1288
1292 1296 1316 1318 1337 1345 1347 1365 1367 1379 1396 1430 1454 1461 1484 1516
1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1700 1736 1789 1793 1809 1812
2082 2092 2104 2143 2225 2242 2248 2347 2391

The emergency electrical configuration is due to the loss of AC BUS 1 and 2.


The RAT extends automatically. This powers the blue hydraulic circuit which
drives the emergency generator. The emergency generator supplies both AC and
DC ESS BUS.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 6


ABNORMAL OPERATIONS 03.024

FLIGHT CREW TRAINING MANUAL ELECTRICAL JUL 28/05

When landing gear is down, the emergency generator is no longer powered. The
emergency generation network is automatically transferred to the batteries and
AC SHED ESS and DC SHED ESS BUS are shed.
Below 100 kts, the DC BAT BUS is automatically connected and below 50 kts,
the AC ESS BUS is shed.

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0546 0550 0552 0555
0557 0560 0563-0564 0567 0570 0572 0576 0578 0581 0583 0586 0588 0591 0593 0595
0597-0600 0604 0606 0608-0610 0612 0614 0616 0618 0620-0621 0623 0625 0627 0629
0631 0633-0634 0636-0637 0639 0641-0642 0644 0646-0647 0649 0651-0652 0654 0656
0660 0663-0664 0666 0668 0670 0672 0674-0675 0677 0679-0680 0682 0684 0686-0695
0697 0699-0700 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734
0736 0738 0740 0742 0744 0746 0748 0750 0752 0755 0757 0759 0761 0763 0765 0767
0769 0771 0773 0775 0777 0779 0781 0783 0785 0787-0788 0790 0792 0794 0796 0798
0800 0802 0804 0806 0808 0810-0811 0813 0815 0817 0819 0821 0823 0825 0827 0829
0831 0833 0835 0837 0840-0841 0843 0845 0847-0848 0850 0852-0853 0855 0858 0860
0862 0864 0867 0869 0871 0873 0875 0878 0880 0882 0885 0887 0889-0891 0893 0896
0898 0901 0904 0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929 0931
0933 0935 0938 0940-0941 0944 0946 0948-0949 0952 0954 0956 0959 0961 0963 0965
0968 0970 0972 0974 0976 0979-0980 0983 0985 0987 0989 0991 0993 0995 0997-0998
1000 1002 1004 1006 1008 1010 1012 1015-1025 1027 1029 1031 1033-1034 1036
1038 1040 1042-1043 1045-1046 1048-1049 1051 1053 1055-1056 1058 1060 1062 1064
1066 1068-1069 1071 1073-1074 1077-1078 1080 1082 1084 1086 1088-1092 1094-1098
1100 1102-1103 1106-1107 1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127
1129 1131-1133 1135-1136 1138-1140 1142-1145 1147-1161 1164-1165 1167-1185 1188-1199
1201-1207 1209-1220 1222-1228 1230-1233 1235-1236 1238-1254 1256-1261 1263-1273
1275-1287 1289-1291 1293-1295 1297-1315 1317 1319-1336 1338-1344 1346 1348-1364
1366 1368-1378 1380-1395 1397-1429 1431-1453 1455-1460 1462-1483 1486-1515 1517-1529
1531-1534 1536-1539 1541-1549 1551-1632 1634-1640 1642-1645 1647-1654 1656-1673
1675-1693 1695-1699 1701-1735 1737-1788 1790-1792 1794-1808 1810-1811 1814-2081
2083-2091 2093-2103 2105-2142 2144-2224 2226-2241 2243-2247 2249-2346 2348-2390
2392-2702

The emergency electrical configuration is due to the loss of AC BUS 1 and 2.


The RAT extends automatically. This powers the blue hydraulic circuit which
drives the emergency generator. The emergency generator supplies both AC and
DC ESS BUS.
Below 125 kts, the RAT stalls and the emergency generator is no longer
powered. The emergency generation network is automatically transferred to the
batteries and AC SHED ESS and DC SHED ESS BUS are shed.
Below 100 kts, the DC BAT BUS is automatically connected and below 50 kts,
the AC ESS BUS is shed.

GENERAL GUIDELINES

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 6


ABNORMAL OPERATIONS 03.024

FLIGHT CREW TRAINING MANUAL ELECTRICAL JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476


0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137 1141 1146 1163 1166 1187 1200 1208 1221 1229 1234 1237 1255 1262 1274 1288
1292 1296 1316 1318 1337 1345 1347 1365 1367 1379 1396 1430 1454 1461 1484 1516
1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1700 1736 1789 1793 1809 1812
2082 2092 2104 2143 2225 2242 2248 2347 2391

As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe
flight path is established, and the aircraft is under control, ECAM actions will be
carried out.
This is a serious emergency and ATC should be notified using appropriate
phraseology ("MAYDAY"). Although the ECAM displays LAND ASAP in red, it
would be unwise to attempt an approach at a poorly equipped airfield in marginal
weather. However, prolonged flight in this configuration is not recommended.
AP/FD and ATHR are lost. The flight is to be completed manually in alternate
and then, when gear down, in direct law. Crews should be aware that workload
is immediately greatly increased.
As only the EWD is available, disciplined use of the ECAM Control Panel (ECP)
is essential, (see FCTM Chapter 1- ECAM).
In case of simultaneous engine generator, the probability of a successful APU
gen coupling is low. Therefore, APU start attempts should be avoided as this will
significantly reduce the flight time on batteries (about 3.5 minutes for one start
attempt).
A clear reading of STATUS is essential to assess the aircraft status and properly
sequence actions during the approach.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 6


ABNORMAL OPERATIONS 03.024

FLIGHT CREW TRAINING MANUAL ELECTRICAL JUL 28/05

The handling of this failure is referred to as a "complex procedure". A summary


for handling the procedure is included in the QRH, which will be referred to upon
completion of the ECAM procedure.
The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
When landing gear is down, flight time is limited to 22 mn as batteries are the
only remaining electrical source and flight control law reverts to direct law.
Additionally, some convenient loads are lost e.g. FAC for characteristic speed or
FMGC1 for ILS tuning. It is the reason why:
. Landing gear extension will be delayed until reaching 1000 ft
. Navaids tuning on RMP1 will be anticipated.
The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate
braking with yellow hydraulic pressure modulation up to 1000 PSI will be used.
Additionally, reversers are not available.
RA 1+2 are lost with their associated call out. Call out will be made by PNF.
Approaching 50 kts during the landing roll, all CRTs will be lost.

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0546 0550 0552 0555
0557 0560 0563-0564 0567 0570 0572 0576 0578 0581 0583 0586 0588 0591 0593 0595
0597-0600 0604 0606 0608-0610 0612 0614 0616 0618 0620-0621 0623 0625 0627 0629
0631 0633-0634 0636-0637 0639 0641-0642 0644 0646-0647 0649 0651-0652 0654 0656
0660 0663-0664 0666 0668 0670 0672 0674-0675 0677 0679-0680 0682 0684 0686-0695
0697 0699-0700 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734
0736 0738 0740 0742 0744 0746 0748 0750 0752 0755 0757 0759 0761 0763 0765 0767
0769 0771 0773 0775 0777 0779 0781 0783 0785 0787-0788 0790 0792 0794 0796 0798
0800 0802 0804 0806 0808 0810-0811 0813 0815 0817 0819 0821 0823 0825 0827 0829
0831 0833 0835 0837 0840-0841 0843 0845 0847-0848 0850 0852-0853 0855 0858 0860
0862 0864 0867 0869 0871 0873 0875 0878 0880 0882 0885 0887 0889-0891 0893 0896
0898 0901 0904 0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929 0931
0933 0935 0938 0940-0941 0944 0946 0948-0949 0952 0954 0956 0959 0961 0963 0965
0968 0970 0972 0974 0976 0979-0980 0983 0985 0987 0989 0991 0993 0995 0997-0998
1000 1002 1004 1006 1008 1010 1012 1015-1025 1027 1029 1031 1033-1034 1036
1038 1040 1042-1043 1045-1046 1048-1049 1051 1053 1055-1056 1058 1060 1062 1064
1066 1068-1069 1071 1073-1074 1077-1078 1080 1082 1084 1086 1088-1092 1094-1098
1100 1102-1103 1106-1107 1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127
1129 1131-1133 1135-1136 1138-1140 1142-1145 1147-1161 1164-1165 1167-1185 1188-1199
1201-1207 1209-1220 1222-1228 1230-1233 1235-1236 1238-1254 1256-1261 1263-1273
1275-1287 1289-1291 1293-1295 1297-1315 1317 1319-1336 1338-1344 1346 1348-1364
1366 1368-1378 1380-1395 1397-1429 1431-1453 1455-1460 1462-1483 1486-1515 1517-1529
1531-1534 1536-1539 1541-1549 1551-1632 1634-1640 1642-1645 1647-1654 1656-1673
1675-1693 1695-1699 1701-1735 1737-1788 1790-1792 1794-1808 1810-1811 1814-2081
2083-2091 2093-2103 2105-2142 2144-2224 2226-2241 2243-2247 2249-2346 2348-2390
2392-2702

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 6


ABNORMAL OPERATIONS 03.024

FLIGHT CREW TRAINING MANUAL ELECTRICAL JUL 28/05

As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe
flight path is established, and the aircraft is under control, ECAM actions will be
carried out.
This is a serious emergency and ATC should be notified using appropriate
phraseology ("MAYDAY"). Although the ECAM displays LAND ASAP in red, it
would be unwise to attempt an approach at a poorly equipped airfield in marginal
weather. However, prolonged flight in this configuration is not recommended.
AP/FD and ATHR are lost. The flight is to be completed manually in alternate
and then, when gear down, in direct law. Crews should be aware that workload
is immediately greatly increased.
As only the EWD is available, disciplined use of the ECAM Control Panel (ECP)
is essential, (see FCTM Chapter 1- ECAM).
Consideration should be given to starting the APU as indicated by the ECAM
and taking into account the probability to restore using APU generator.
A clear reading of STATUS is essential to assess the aircraft status and properly
sequence actions during the approach.
The handling of this failure is referred to as a "complex procedure". A summary
for handling the procedure is included in the QRH, which will be referred to upon
completion of the ECAM procedure.
The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
When landing gear is down, flight control law reverts to direct law.
The approach speed must be at least min RAT speed (140 knots) to keep the
emergency generator supplying the electrical network.
The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate
braking with yellow hydraulic pressure modulation up to 1000 PSI will be used.
Additionally, reversers are not available.
RA 1+2 are lost with their associated call out. Call out will be made by PNF.
Approaching 50 kts during the landing roll, all CRTs will be lost.

REMAINING SYSTEMS

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 6


ABNORMAL OPERATIONS 03.024

FLIGHT CREW TRAINING MANUAL ELECTRICAL JUL 28/05

The electrical distribution has been designed to fly, navigate, communicate and
ensure passengers comfort. The ELEC EMER CONFIG SYS REMAINING list is
available in QRH. The significant remaining systems are:

Significant remaining systems in ELEC EMER CONFIG


FLY PFD1, alternate law
NAVIGATE ND1, FMGC1,, RMP1, VOR1/ILS1
COMMUNICATE VHF1, HF1, ATC1

On BAT, some additional loads are lost such as FAC1 and FMGC1.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 6


ABNORMAL OPERATIONS 03.026

FLIGHT CREW TRAINING MANUAL FIRE PROTECTION JUL 28/05

PREFACE

ALL

Fire and/or smoke in the fuselage present the crew with potentially difficult
situations. Not only will they have to deal with the emergency itself but also the
passengers are likely to panic should they become aware of the situation. It is
essential therefore, that action to control the source of combustion is not
delayed. An immediate diversion should be considered.

SMOKE

ALL

GENERAL

The smoke will be identified either


. By a local warning with associated ECAM actions, e.g. LAVATORY SMOKE,
. Or by the crew without any ECAM warning.
This will determine the crew actions.
In any case, it is essential that the cabin crew estimate and inform the cockpit
concerning the density of smoke and the severity of the situation.

SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE

The SMOKE/FUMES/AVNCS SMOKE procedure implements a global philosophy


that is applicable to both cabin and cockpit smoke cases. This philosophy
includes the following two main steps:
. Common actions
. Smoke origin research and isolation
Furthermore, at any time during the procedure application, if smoke/fumes
becomes the greatest threat, or after the smoke source has been eliminated, the
boxed items below the common actions will be completed for smoke removal.

COMMON ACTIONS

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 5


ABNORMAL OPERATIONS 03.026

FLIGHT CREW TRAINING MANUAL FIRE PROTECTION JUL 28/05

The following actions should be applied immediately by the flight crew, when
smoke is perceptible, whatever the origin of the smoke may be, and before
trying to identify this origin.
. Extract smoke overboard
. Stop smoke recirculation
. Isolate potential smoke sources
The objective of these actions is to avoid any further contamination of the
cabin/cockpit.

SMOKE REMOVAL

In case of dense smoke, and at any time during the procedure, the flight crew
can consider applying the boxed items for smoke removal. Once the first step of
the smoke removal procedure have been applied, the crew can come back to
the SMOKE/FUMES/AVNCS smoke procedure.

SMOKE ORIGIN RESEARCH AND ISOLATION

The crew tries to identify the smoke source by isolating systems. Some
guidelines may help the crew to identify the origin of smoke:
. If smoke initially comes out of the cockpits ventilation outlets, or if smoke is
detected in the cabin, the crew may suspect an AIR COND SMOKE. In
addition, very shortly thereafter, several SMOKE warnings (cargo, lavatory,
avionics) will be triggered. The displayed ECAM procedures must therefore be
applied.
. Following an identified ENG or APU failure, smoke may emanate from the
faulty item through the bleed system and be perceptible in the cockpit or the
cabin. In that case, it will be re-circulated throughout the aircraft, until it
completely disappears from the air conditioning system.
. If only the AVIONICS SMOKE warning is triggered, the crew may suspect an
AVIONICS SMOKE.
. If the AVIONICS SMOKE warning is triggered, while an equipment is declared
faulty, the crew may suspect that smoke is coming from this equipment.
. Avionics or forward galley smoke may be smelt, or may enter in the cockpit
before ECAM warning activation.

SMOKE/FUMES/AVNCS SMOKE PROCEDURE PRESENTATION IN QRH

The main steps of this global philosophy may be visualized in the


SMOKE/FUMES QRH procedure.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 5


ABNORMAL OPERATIONS 03.026

FLIGHT CREW TRAINING MANUAL FIRE PROTECTION JUL 28/05

SMOKE/FUMES PROCEDURE ARCHITECTURE

SMOKE / FUMES
LAND ASAP
OXY MASK (if RQRD) ......... N/100%/EMERG
CKPT/CABIN COMM ................. ESTABLISH
VENT EXTRACT .................................. OVRD
"Common actions" CAB FANS ............................................. OFF
GALLEYS ................................................ OFF
CAB SIGNS ............................................. ON
IF FAULTY EQUIPMENT IDENTIFIED
FAULTY EQUIPMENT .............. ISOLATE

IF DENSE SMOKE, at any time of the procedure :


DESCENT for smoke removal .................... INITIATE
Smoke removal in
SMOKE/TOXIC FUMES REMOVAL proc ...... APPLY
ELEC EMER IG ....................................... CONSIDER
case of dense smoke
IF AIR COND SMOKE SUSPECTED :
APU LEED ............................................. ........................................................................... OFF
PACK ..................................................... ........................................................................... OFF
If smoke persists :
PACK 1 ..................................................... ........................................................................... ON
PACK 2 .................................................. ........................................................................... OFF
SMOKE/TOXIC FUMES REMOVAL .............................. ................................................... CONSIDER

IF CAB EQUIPMENT SMOKE SUSPECTED


COMMERCIAL ....................................... ........................................................................... OFF
SMOKE/TOXIC FUMES REMOVAL ...................................................................... CONSIDER

IF AVIONICS/COCKPIT SMOKE SUSPECTED:


AC BUS 1 1 + 1 2 can be shed as follows :

Smoke origin research AC BUS 2 3 + 3 4 can be shed as follows :

TO SET ELEC EMER CONFIG


and isolation EMER ELEC PWR ...................................... .............................................................. MAIN ON
WHEN EMER GEN AVAIL :
GEN 1 + 4 .............................................. ........................................................................... OFF
GEN 2 + 3 .............................................. ........................................................................... OFF
APU GEN .............................................. ........................................................................... OFF
EMER
APPLY ECAM PROCEDURE WITHOUT PERFORMING THE GEN RESET.

NOF 03026 04288 0001

CREW ACTIONS IN CASE OF SMOKE

1. In case of ECAM AVNCS SMOKE warning, the crew will:


. Complete the ECAM actions until count down, and
. Apply the SMOKE/FUMES/AVNCS SMOKE QRH procedure without the
common actions as it has previously been completed on ECAM.
2. In case of crew perception without ECAM warning, the crew will refer to The
SMOKE/FUMES/AVNCS SMOKE QRH procedure
3. In case of any other smoke ECAM warning, the crew will:
. Complete the ECAM actions
. Apply the SMOKE/FUMES/AVNCS SMOKE QRH procedure if any doubt
exists about the smoke origin.
It is vital to maintain a good crew communication between cockpit and cabin
during the smoke procedure application.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 5


ABNORMAL OPERATIONS 03.026

FLIGHT CREW TRAINING MANUAL FIRE PROTECTION JUL 28/05

(1) (2) (3)


ECAM Crew (cockpit or Other ECAM smoke
"AVIONICS VENT SMOKE" warning cabin) perception warning
without ECAM
warning

C SMOKE AVNCS VENT SMOKE


if perceptible smoke
LAND ASAP SMOKE LAVATORY SMOKE
CKPT/CABIN COM ESTABLISH
C
R OXY MASK
CKPT/CABIN COM
ON
ESTABLISH
R
VENT EXTRACT OVRD
E CABIN FANS OFF E
GALLEYS OFF
W W

C C
O O
O M
R M
D U
I N
N I
A C
T A
I A320 EMERGENCY PROCEDURES 1. 04 A320 EMERGENCY PROCEDURES 1. 05 A320 EMERGENCY PROCEDURES 1. 05
Y
O SMOKE/ COMMON I
FUMES ACTIONS
N REMOVAL
O
N
RECOMMENDATIONS
IF DENSE SMOKE

SMOKE
ORIGIN
RESEARCH
AND
ISOLATION

SMOKE/FUMES SMOKE/FUMES/AVNCS SMOKE


REMOVAL PROCEDURE
PROCEDURE

NOF 03026 04289 0001

CARGO SMOKE

ALL

The crew should be aware that, even after successful operation of the cargo fire
bottle, the CARGO SMOKE warning might persist due to the smoke detectors
being sensitive to the extinguishing agent.
On the ground, the crew should instruct the ground crew not to open the cargo
door until the passengers have disembarked and fire services are present.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 5


ABNORMAL OPERATIONS 03.026

FLIGHT CREW TRAINING MANUAL FIRE PROTECTION JUL 28/05

If SMOKE warning is displayed on ground with the cargo compartment door


open, do not initiate an AGENT DISCHARGE. Request the ground crew to
investigate and eliminate the smoke source. On ground, the warning may be
triggered due to a high level of humidity.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 5


ABNORMAL OPERATIONS 03.027

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

ABNORMAL FLAPS/SLATS CONFIGURATION

ALL

CAUSES

Abnormal operation of the flaps and/or slats may be due to one of the following
problems:
. Double SFCC failure
. Double hydraulic failure (B+G or Y+G)
. Flaps/Slats jammed (operation of the WTB)

CONSEQUENCES

Abnormal operation of the flaps and slats has significant consequences since:
. The control laws may change
. The selected speed must be used
. A stabilized approach should be preferred
. The approach attitudes change
. Approach speeds and landing distances increase
. The go-around procedure may have to be modified.

FAILURE AT TAKE-OFF

Should a flap/slat retraction problem occur at take-off, the crew will PULL the
speed knob for selected speed to stop the acceleration and avoid exceeding VFE.
The over speed warning is computed according to the actual slats/flaps position.
The landing distance available at the departure airport and the aircraft gross
weight will determine the crews next course of action.

FAILURE DURING THE APPROACH

The detection of a slat or flap failure occurs with the selection of flap lever
during the approach. With A/THR operative, the managed speed target will
become the next manoeuvring characteristic speed e.g. S speed when selecting
flap lever to 1. At this stage, if a slat or flap failure occurs, the crew will:
. Pull the speed knob for selected speed to avoid further deceleration

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 2


ABNORMAL OPERATIONS 03.027

FLIGHT CREW TRAINING MANUAL FLIGHT CONTROLS JUL 28/05

. Delay the approach to complete the ECAM procedure


. Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list.
. Update the approach briefing
In the QRH, the line, "SPEED SEL............VFE PLACARD SPD - 5kt" is designed
to allow the crew to configure the aircraft for landing whilst controlling the speed
in a safe manner. This procedure may involve reducing speed below the
manoeuvring speed for the current configuration which is acceptable provided the
speed is kept above VLS. The speed reduction and configuration changes should
preferably be carried out wings level.
The landing distance factors and approach speed increments are available in the
QRH. (See FCTM 03.010)
Assuming VLS is displayed on the PFD, VAPP should be close to VLS+wind
correction, since this speed is computed on the actual slat/flap position.
The AP may be used down to 500 ft AGL. As the AP is not tuned for the
abnormal configurations, its behaviour can be less than optimum and must be
monitored.
During the approach briefing, emphasis should be made of:
. Tail strike awareness
. The go-around configuration
. Any deviation from standard call out
. The speeds to be flown, following a missed approach
. At the acceleration altitude, selected speed must be used to control the
acceleration to the required speed for the configuration.
Consider the fuel available and the increased consumption associated with a
diversion when flying with flaps and/or slats jammed. Additionally, when diverting
with flaps/slats extended, cruise altitude is limited to 20,000 ft.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 2


ABNORMAL OPERATIONS 03.028

FLIGHT CREW TRAINING MANUAL FUEL JUL 28/05

FUEL LEAK

ALL

Significant fuel leaks although rare, are sometimes difficult to detect. Fuel check
will be carried out by
. Checking that the remaining fuel added to the burnt fuel corresponds to the
fuel on board at the gate.
. Maintaining the fuel log and comparing fuel on board to expected flight plan
fuel would alert the crew to any discrepancy.
Fuel checks should be carried out when sequencing a waypoint and at least
every 30 minutes. Any discrepancy should alert the crew and investigation should
be carried out without delay.
Should an engine failure occur, the ECAM requires the opening of the fuel X
feed to avoid fuel imbalance. In case of supposed or obvious engine damages,
the opening of the fuel X feed will be performed only after being certain that
there is no fuel leak.
Any time an unexpected fuel quantity indication, ECAM fuel message or
imbalance is noted, a fuel leak should be considered as a possible cause. Initial
indications should be carefully cross-checked by reference to other means,
including if possible, a visual inspection.
If a leak is suspected, the crew should action the "FUEL LEAK" abnormal
checklist available in QRH:
. If leak is positively identified as coming from engine, the affected engine is
shut down to isolate the fuel leak and fuel cross-feed valve may be used as
required.
. If the leak is not from the engine or cannot be located, it is imperative that
the cross-feed valve is not opened.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

HYDRAULIC GENERATION PARTICULARITIES

ALL

PREFACE

The aircraft has three continuously operating hydraulic systems: green, blue and
yellow. A bidirectional Power Transfer Unit (PTU) enables the yellow system to
pressurize the green system and vice versa. Hydraulic fluid cannot be transferred
from one system to another.

PTU PRINCIPLE

In flight, the PTU operates automatically if differential pressure between green


and yellow systems exceeds 500 PSI. This allows to cover the loss of one
engine or one engine driven pump cases.

USE OF PTU IN CASE OF FAILURE

In case of reservoir low level, reservoir overheat, reservoir low air pressure, the
PTU must be switched OFF as required by ECAM to avoid a PTU overheat
which may occur two minutes later. Indeed, a PTU overheat may lead to the
loss of the second hydraulic circuit.

RECOMMENDATIONS

When required by the ECAM, the PTU should switched off without significant
delay in case of:
. HYD G(Y) RSVR LO LVL
. HYD G(Y) RSVR LO PR
. HYD G(Y) RSVR OVHT
However, if PTU has been switched off because of HYD G(Y) RSVR OVHT and
the alert disappears, affected pump may be restored and PTU switched back to
AUTO.

DUAL HYDRAULIC FAILURES

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 7


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

PREFACE

Single hydraulic failures have very little effect on the handling of the aircraft but
will cause a degradation of the landing capability to Cat 3 Single.
Dual hydraulic failures however, although unlikely, are significant due to the
following consequences:
. Loss of AP
. Flight control law degradation (ALTN)
. Landing in abnormal configuration
. Extensive ECAM procedures with associated workload and task-sharing
considerations
. Significant considerations for approach and landing.

GENERAL GUIDELINES

It is important to note that the AP will not be available to the crew but both FD
and A/THR still remain. Additionally, depending on the affected hydraulic circuits,
aircraft handling characteristics may be different due to the loss of some control
surfaces. The PF will maneuver with care to avoid high hydraulic demand on the
remaining systems.
The PF will be very busy flying the aircraft and handling the communications
with the flight controls in Alternate Law.
A double hydraulic failure is an emergency situation, with red LAND ASAP
displayed, and a MAYDAY should be declared to ATC. A landing must be carried
out as soon as possible bearing in mind, however, that the ECAM actions should
be completed prior the approach.
PF will then require the ECAM actions. A clear reading of STATUS is essential
to assess the aircraft status and properly sequence actions during the approach.
This failure is called a "complex procedure" and the QRH summary should be
referred to upon completion of the ECAM procedure. See FCTM 01.040 USE OF
SUMMARIES.
While there is no need to remember the following details, an understanding of
the structure of the hydraulic and flight control systems would be an advantage.
The F/CTL SD page and the OPS DATA section of the QRH provide an
overview of the flight controls affected by the loss of hydraulic systems.
The briefing will concentrate on safety issues since this will be a hand-flown
approach with certain handling restrictions:
. Use of the selected speeds on the FCU.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 7


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

. Landing gear gravity extension


. Approach configuration and flap lever position
. Approach speed VAPP
. Tail strike awareness
. Braking and steering considerations
. Go around call out, aircraft configuration and speed
The STATUS page requires, in each case, a landing gear gravity extension. The
LANDING GEAR GRAVITY EXTENSION procedure will be completed with
reference to the QRH.
A stabilized approach will be preferred.

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049


2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128
2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217
2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267
2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307
2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345
2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386
2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432
2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480
2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521
2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570
2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635
2639-2643 2652 2667 2669 2682 2690

REMAINING SYSTEMS

Remaining systems
Flight Systems HYD G+B SYS HYD G+Y SYS HYD B+Y SYS
phase LO PR LO PR LO PR

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 7


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

Cruise Auto pilot Inop Inop Inop


Yaw damper YD2 only Inop YD1 only
Control law ALTN LAW and ALTN LAW and NORM LAW
DIRECT LAW DIRECT LAW
when L/G DN when L/G DN
Stabilizer Avail Inop (1) Avail
Spoilers 2 SPLRS/wing 1 SPLR/wing 2 SPLRS/wing
Elevator R ELEV only Avail L ELEV only
Aileron Inop Avail Avail
Landing Slats/Flaps FLAPS slow SLATS slow SLATS/FLAPS
only Only (2) slow only
L/G Gravity Gravity Gravity
extension
Braking ALTN BRK only Y ACCU NORM BRK only
PRESS only
Anti skid Avail Inop Avail
Nose wheel Inop Inop Inop
steering
Reverse REV 2 only Inop REV 1 only
Go/around L/G Inop Inop Inop
retraction

SYSTEMS PARTICULARITIES
(1) The stabilizer is lost. In alternate law, the auto trim function is provided
through the elevators. At landing gear extension, switching to direct law, the auto
trim function is lost. However, the mean elevator position at that time is
memorized, and becomes the reference for centered sidestick position. This is
why, in order to ensure proper centered sidestick position for approach and
landing, the procedure requires to wait for stabilization at VAPP, before landing
gear extension.
If this procedure is missed, the flare and pitch control in case of go-around may
be difficult.
The PFD message USE MAN PITCH TRIM after landing gear extension should
thus be disregarded.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 7


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

CONF 3 and
VAPP
Deceleration and auto trim function through elevators
L/G DOWN

DIRECT LAW:

The centered side stick


position becomes the mean
value of the elevators

NOF 03029 04291 0001

(2) High pitch during approach should be expected. Approach briefing should
outline it for tail strike awareness and pitch attitude will be monitored during flare.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702

REMAINING SYSTEMS

Remaining systems
Flight Systems HYD G+B SYS HYD G+Y SYS HYD B+Y SYS
phase LO PR LO PR LO PR

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 7


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

Cruise Auto pilot Inop Inop Inop


Yaw damper YD2 only Inop YD1 only
Control law ALTN LAW and ALTN LAW and NORM LAW
DIRECT LAW DIRECT LAW
when L/G DN when L/G DN
Stabilizer Avail Inop (1) Avail
Spoilers 2 SPLRS/wing 1 SPLR/wing 2 SPLRS/wing
Elevator R ELEV only Avail L ELEV only
Aileron Inop Avail Avail
Landing Slats/Flaps FLAPS slow SLATS slow SLATS/FLAPS
only Only (2) slow only
L/G Gravity Gravity Gravity
extension
Braking ALTN BRK only Y ACCU NORM BRK only
PRESS only
Anti skid Avail Inop Avail
Nose wheel Avail Inop Inop
steering
Reverse REV 2 only Inop REV 1 only
Go/around L/G Inop Inop Inop
retraction

SYSTEMS PARTICULARITIES
(1) The stabilizer is lost. In alternate law, the auto trim function is provided
through the elevators. At landing gear extension, switching to direct law, the auto
trim function is lost. However, the mean elevator position at that time is
memorized, and becomes the reference for centered sidestick position. This is
why, in order to ensure proper centered sidestick position for approach and
landing, the procedure requires to wait for stabilization at VAPP, before landing
gear extension.
If this procedure is missed, the flare and pitch control in case of go-around may
be difficult.
The PFD message USE MAN PITCH TRIM after landing gear extension should
thus be disregarded.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 7


ABNORMAL OPERATIONS 03.029

FLIGHT CREW TRAINING MANUAL HYDRAULIC JUL 28/05

CONF 3 and
VAPP
Deceleration and auto trim function through elevators
L/G DOWN

DIRECT LAW:

The centered side stick


position becomes the mean
value of the elevators

NOF 03029 04292 0001

(2) High pitch during approach should be expected. Approach briefing should
outline it for tail strike awareness and pitch attitude will be monitored during flare.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 7


ABNORMAL OPERATIONS 03.032

FLIGHT CREW TRAINING MANUAL LANDING GEAR JUL 28/05

LDG WITH ABNORMAL L/G

ALL

This situation might occur following completion of a L/G GEAR NOT


DOWNLOCKED procedure. It is always better to land with any available gear
rather than carry out a landing without any gear.
In all cases, weight should be reduced as much as possible to provide the
slowest possible touchdown speed. Although foaming of the runway is not a
requirement, full advantage should be taken of any ATC offer to do so.
The passengers and cabin crew should be informed of the situation in good
time. This will allow the cabin crew to prepare the cabin and perform their
emergency landing and evacuation procedures.
If one or both main landing gears in abnormal position, the ground spoilers will
not be armed to keep as much roll authority as possible for maintaining the wings
level. Ground spoiler extension would prevent spoilers from acting as roll surfaces.
The crew will not arm the autobrake as manual braking will enable better pitch
and roll control. Furthermore, with at least one main landing gear in the abnormal
position, the autobrake cannot be activated (ground spoilers not armed).
With one main landing gear not extended, the reference speed used by the
anti-skid system is not correctly initialized. Consequently, the anti-skid must be
switched off to prevent permanent brake release.
In all cases, a normal approach should be flown and control surfaces used as
required to maintain the aircraft in a normal attitude for as long as possible after
touchdown. The engines should be shut down early enough to ensure that fuel is
cut off prior to nacelle touchdown, but late enough to keep sufficient authority on
control surfaces in order to:
. Maintain runway axis
. Prevent nacelle contact on first touch down
. Maintain wing level and pitch attitude as long as possible.
Considering a realistic hydraulic demand, the hydraulic power remains available up
to approximately 30 seconds after the shut down of the related engine. It is the
reason why the recommendations to switch the ENG masters OFF are as follow:
. If NOSE L/G abnormal
Before nose impact
. If one MAIN L/G abnormal
At touch down.
. If both MAIN L/G abnormal
In the flare, before touch down

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 2


ABNORMAL OPERATIONS 03.032

FLIGHT CREW TRAINING MANUAL LANDING GEAR JUL 28/05

The reversers will not be used to prevent the ground spoilers extension and
because the engine will touch the ground during roll out.
The engines and APU fire pbs are pushed when the use of flight controls is no
longer required i.e. when aircraft has stopped.
The ON GROUND EMER EVACUATION checklist will be carried out as required.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 2


ABNORMAL OPERATIONS 03.034

FLIGHT CREW TRAINING MANUAL NAVIGATION JUL 28/05

ADR/IRS FAULT

ALL

Each ADIRS has two parts (ADR and IRS), that may fail independently of each
other. Additionally the IRS part may fail totally or may be available in ATT mode.
Single NAV ADR FAULT or NAV IRS FAULT are simple procedures, and only
require action on the switching panel as indicated by the ECAM.
Dual NAV ADR or NAV IRS failures will cause the loss of AP, A/THR and flight
controls revert to ALTN LAW.
Due to the low probability of a triple ADR failure, the associated procedure will
not be displayed on the ECAM. In this case, the crew will refer to QRH
procedure for ADR 1 + 2 + 3 failure.
There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will
give approach procedure and inoperative systems. In this unlikely event, the
standby instruments are the only attitude, altitude, speed and heading references.

UNRELIABLE AIRSPEED INDICATIONS

ALL

PREFACE

Most failures modes of the airspeed/altitude system are detected by the ADIRS.
These failures modes lead to the loss of corresponding cockpit indications and
the triggering of associated ECAM drills.
However, there may be some cases where the airspeed or altitude output is
erroneous without being recognized as such by the ADIRS. In these cases, the
cockpit indications appear normal but are actually false and pilots must rely on
their basic flying skills to identify the faulty source and take the required corrective
actions. When only one source provides erroneous data, a straightforward
crosscheck of the parameters provided by the three ADRs allows the faulty ADR
to be identified. This identification becomes more difficult in extreme situation
when two, or even all of three, sources provide erroneous information.

MAIN REASONS FOR ERRONEOUS AIRSPEED/ALTITUDE DATA

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 6


ABNORMAL OPERATIONS 03.034

FLIGHT CREW TRAINING MANUAL NAVIGATION JUL 28/05

The most probable reason for erroneous airspeed and altitude information is
obstructed pitot tubes or static sources. Depending on the level of obstruction, the
symptoms visible to the flight crew will be different. However, in all cases, the
data provided by the obstructed probe will be false. Since it is highly unlikely that
the aircraft probes will be obstructed at the same time, to the same degree and
in the same way, the first indication of erroneous airspeed/altitude data available
to flight crews, will most probably be a discrepancy between the various sources.

CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS

All aircraft systems, using anemometric data, have been built-in fault
accommodation logics. The fault accommodation logics are not the same for
various systems but, all rely on voting principle whereby when one source
diverges from the average value, it is automatically rejected and the system
continues to operate normally with the remaining two sources. This principle
applies to flight controls and flight guidance systems.

NORMAL SITUATION

Each ELAC receives speed information from all ADIRUs and compares the 3
values. Pressure altitude information is not used by the ELAC.
Each FAC (Flight Augmentation Computer) receives speed information from all
ADIRUs and compares the 3 values.

ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT

The ELAC and the FAC and/or FMGC eliminate it without any cockpit effect (no
caution, normal operation is continued), except that one display is wrong and
CATIII DUAL is displayed as INOP SYS on STATUS page.

TWO ADR OUTPUTS ARE ERRONEOUS, BUT DIFFERENT, AND THE


REMAINING ADR IS CORRECT, OR IF ALL THREE ARE ERRONEOUS, BUT
DIFFERENT :

The autopilot and the auto thrust are disconnected (whichever autopilot is
engaged). The ELAC triggers the F/CTL ADR DISAGREE ECAM caution. Flight
controls revert to Alternate law (without high and low speed protection). On both
PFDs, the "SPD LIM" flag is shown; no VLS, no VSW and no VMAX is displayed.
This situation is latched, until an ELAC reset is performed on ground, without
any hydraulic pressure.
However, if the anomaly was only transient, the autopilot and the autothrust can
be re-engaged when the disagree has disappeared.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 6


ABNORMAL OPERATIONS 03.034

FLIGHT CREW TRAINING MANUAL NAVIGATION JUL 28/05

ONE ADR IS CORRECT, BUT THE OTHER TWO ADRS PROVIDE THE SAME
ERRONEOUS OUTPUT, OR IF ALL THREE ADRS PROVIDE CONSISTENT AND
ERRONEOUS DATA :

The systems will reject the "good" ADR and will continue to operate normally
using the two "bad" ADRs. This condition can be met when, for example, two or
all three pitot tubes are obstructed at the same time, to the same degree, and in
the same way. (Flight through a cloud of volcanic ash, takeoff with two pitots
obstructed by foreign matter (mud, insects)).
Human beings (the pilot) tend to use the same type of "fault accommodation"
principles to detect an erroneous IAS/altitude indication. Flight crews will tend to
reject the outlier information, if the other two outputs are consistent. This choice
is, in the great majority of cases, correct ; but, all flight crews should be aware
of very extreme and unlikely situations where two (or even three) speed/altitude
indications can be consistent and wrong.
BEWARE OF INSTINCTIVELY REJECTING AN OUTLIER
ADR

The following chart provides a non-exhaustive list of the consequences of various


cases of partially or totally obstructed pitot tubes and static ports on airspeed
and altitude indications. It should be noted that the cases described below cover
extreme situations (e.g. totally obstructed or unobstructed drain holes), and that
there could be multiple intermediate configurations with similar, but not identical,
consequences.

FAILURE CASE CONSEQUENCES


Water accumulated due to heavy Transient speed drop until water
rain.Drain holes unobstructed. drains.IAS fluctuations.IAS step drop
and gradual return to normal.
Water accumulated due to heavy Permanent speed drop.
rain.Drain holes obstructed.
Ice accretion due to pitot heat failure, Total pressure leaks towards static
ortransient pitot blocked due to severe pressure.IAS drop until obstruction
icing.Unobstructed drain holes. cleared/fluctuation, if transient erratic
A/THR istransient.
Ice accretion due to pitot heat failure, Total pressure blocked.Constant IAS in
orpitot obstruction due to foreign level flight, until obstruction is cleared.
objects.Obstructed drain holes. In climb, IAS increases.In descent, IAS
decreases.
Abnormal AP/FD/ATHR behavior :a)
AP/FD pitch up in OPN CLB to hold
target IAS.b) AP/FD pitch down in
OPN DES to hold target IAS

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 6


ABNORMAL OPERATIONS 03.034

FLIGHT CREW TRAINING MANUAL NAVIGATION JUL 28/05

Total obstruction of static ports on Static pressure blocked at airfield


ground. level.Normal indications during T/O
roll.After lift-off altitude remains
constant.IAS decreases, after lift-off.IAS
decreases, when aircraft climbs.IAS
increases, when aircraft descends.

The above table clearly illustrates that no single rule can be given to
conclusively identify all possible erroneous airspeed/altitude indications cases.
However, any erroneous speed/altitude indication case will always be associated
with one (or more) of the following cues:
1. Fluctuations in Airspeed indications.
2. Abnormal correlation of basic flight parameters (IAS, pitch, attitude, thrust,
climb rate) :
-- IAS increasing, with large nose-up pitch attitude
-- IAS decreasing, with large nose down pitch attitude
-- IAS decreasing, with nose down pitch attitude and aircraft descending
3. Abnormal AP/FD/ATHR behavior
4. Undue stall or overspeed warnings
5. Reduction in aerodynamic noise, with increasing IAS
6. Increase in aerodynamic noise, with decreasing IAS

RECOMMENDED PROCEDURES

The procedures described below are intended to provide flight crews with general
guidelines to be applied, in case of suspected erroneous airspeed/altitude
indications:
FOLLOW ECAM ACTIONS.If failure undetected
:CROSSCHECK ALL IAS/ALTITUDE SOURCES :ADR1,
ADR2, ADR3, AND STANDBY INSTRUMENTS.

If it is obvious that the outlier is wrong, select the corresponding ADR OFF and
reconfigure the PFD indications accordingly, by applying the ECAM drill which will
be automatically displayed.
Flight crews should, however, be aware that in very extreme circumstances, it
may happen that two, or even all three ADRs may provide identical and

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 6


ABNORMAL OPERATIONS 03.034

FLIGHT CREW TRAINING MANUAL NAVIGATION JUL 28/05

erroneous data. Therefore, the suspect ADR should only be switched OFF, if it is
positively confirmed that the two other ADRs are correct. If in doubt :

DISCONNECT THE AP, FD, AND ATHR.FLY TARGET


PITCH ATTITUDE AND THRUST SETTING.

The initial pitch attitude and thrust values given in the QRH should be
considered as "Memory Items", since they allow "safe flight conditions" to be
rapidly established in all flight phases (takeoff, climb, cruise) and aircraft
configurations (weight and slats/flaps).
Because the displayed information may be erroneous, the flying accuracy cannot
be assumed. Incorrect transponder altitude reporting could cause confusion.
Therefore, a MAYDAY should be declared to advise ATC and other aircraft of the
situation.
Once the target pitch attitude and thrust values have been stabilized, the
expanded data of the QRH (Flight with Unreliable Speed Indication) should be
followed to determine the precise pitch attitude and power setting required,
depending on the aircrafts weight, configuration, and desired speed.
After applying the QRH procedure, and when the aircraft is stable, the flight crew
should try to identify the faulty ADR (one or more). Once the faulty ADR has (or
have) been positively identified, it (they) should be switched OFF. This will trigger
the corresponding ECAM warnings and associated drills, which should be
followed to address all the consequences on the various aircraft systems.
Depending of the cause of the failure, the altitude indication may also be
unreliable. There are however, a number of correct indications available to the
crew. GPS altitude and ground speed are available on MCDU GPS monitor page
and RA may be used at low level.
When flying the aircraft with unreliable speed and/or altitude indications, it is
recommended to change only one flying parameter at a time i.e. speed, altitude
or configuration. For this reason, a wide pattern and a stabilized approach are
recommended.

DUAL RADIO ALTIMETER FAILURE

ALL

The Radio Altimeters (RAs) provide inputs to a number of systems, including the
GPWS and FWC for auto-callouts. They also supply information to the AP and
A/THR modes, plus inputs to switch flight control laws at various stages.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 6


ABNORMAL OPERATIONS 03.034

FLIGHT CREW TRAINING MANUAL NAVIGATION JUL 28/05

Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward, the


consequences of the failure on the aircraft operation require consideration.
Instead of using RA information, the flight control system uses inputs from the
LGCIU to determine mode switching. Consequently, mode switching is as follows:
. On approach, flare law becomes active when the L/G is selected down and
provided AP is disconnected. At this point, "USE MAN PITCH TRIM" is
displayed on the PFD.
. After landing, ground law becomes active when the MLG is compressed and
the pitch attitude becomes less than 2.5
It is not possible to capture the ILS using the APPR pb and the approach must
be flown to CAT 1 limits only. However, it is possible to capture the localiser
using the LOC pb.
Furthermore, the final stages of the approach should be flown using raw data in
order to avoid possible excessive roll rates if LOC is still engaged. Indeed, as
the autopilot gains are no longer updated with the radio altitude signal, the
AP/FD behaviour may be unsatisfactory when approaching the ground.
There will be no auto-callouts on approach, and no "RETARD" call in the flare
The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes
very important. Similarly, the "SPEED, SPEED, SPEED" low energy warning is
also inoperative, again requiring increased awareness.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 6


ABNORMAL OPERATIONS 03.070

FLIGHT CREW TRAINING MANUAL POWER PLANT JUL 28/05

ALL ENGINE FLAMEOUT

ALL

Following an all engine flame out, the flight deck indications change dramatically
as the generators drop off line. The RAT is deployed to supply the emergency
generator and pressurize the blue hydraulic circuit.
Control of the aircraft must be taken immediately by the left hand seat pilot, and
a safe flight path established.
When convenient, an emergency will be declared to ATC using VHF1. Depending
on the exact situation, assistance may be available from ATC regarding position
of other aircraft, safe direction etc.
Significant remaining systems in ALL ENGINES FLAME OUT
FLY PFD1, Alternate law
NAVIGATE RMP1, VOR1
COMMUNICATE VHF1/HF1/ATC1

Note: The AP and pitch trim are not available. Rudder trim is recoverable.

If engine wind milling is sufficient, additional hydraulic power may be recovered.


The ECAM actions are displayed and allow coping with this situation. However,
as the ECAM cannot distinguish whether fuel is available or not, they provide a
dimensioning procedure which cover all cases. Furthermore, The ECAM
procedure refers to paper QRH for OPERATING SPEEDS, L/G GRAVITY
EXTENSION and DITCHING or FORCED LANDING.
It is the reason why the ENG DUAL FAILURE FUEL REMAINING or ENG DUAL
FAILURE - NO FUEL REMAINING are available in the QRH. As they distinguish
whether fuel is available or not, these single paper procedures are optimized for
each case and include the required paper procedure until landing, including
FORCED LANDING and DITCHING. Consequently, the crew should apply the
QRH procedure and then, if time permits, clear ECAM warning to read status.
In the fuel remaining case,
. The actions should be commenced, with attention to the optimum relight
speed without starter assist (with wind milling). If there is no relight within 30
seconds, the ECAM will order engine masters off for 30 seconds. This is to
permit ventilation of the combustion chamber. Then, the engine masters may
be set ON again. Without starter assist (wind milling), this can be done at the
same time.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 3


ABNORMAL OPERATIONS 03.070

FLIGHT CREW TRAINING MANUAL POWER PLANT JUL 28/05

. If the crew wants to take credit of the APU bleed air, the APU should be
started below FL 250. Below FL 200, an engine relight should be attempted
with starter assist (using the APU bleed).
. Green dot, which corresponds to the optimum relight speed with starter assist,
is displayed on the left PFD. With starter assist (APU bleed), only one engine
must be started at a time.

ALL ENGINE FLAME OUT PROCEDURE

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 3


ABNORMAL OPERATIONS 03.070

FLIGHT CREW TRAINING MANUAL POWER PLANT JUL 28/05

ENG DUAL FAILURE LAND ASAP


ENG MODE SEL..........................ON AUTO FLT
THRUST LEVER.........................IDLE AUTO FLT
OPTIMUM RELIGHT SPD F/CTL
EMER ELEC........................MAN ON FUEL
VHF.............................................USE

ENG DUAL FAILUREFUEL REMAINING

LAND ASAP

Engine relight attempts


ENG DUAL FAILUREFUEL REMAINING

LAND ASAP

OPTIMUM SPEED...................................................GREEN DOT OPTIMUM SPEED ............................................................................ .........................GREEN DOT

Secure cockpit and cabin Secure cockpit and cabin

APPROACH PREPARATION APPROACH PREPARATION

APPROACH APPROACH

IF FORCED LANDING PREDICADED IF FORCED LANDING PREDICADED

Forced landing procedure Forced landing procedure

IF DITCHING predicaded IF DITCHING predicaded

Ditching procedure Ditching procedure

NOF 03070 04293 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 3


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

EMERGENCY DESCENT

ALL

The emergency descent should only be initiated upon positive confirmation that
cabin altitude and rate of climb is excessive and uncontrollable. This procedure
should be carried out by the crew from memory. The use of AP and auto thrust
is strongly recommended for an emergency descent. The FCU selections for an
emergency descent progress from right to left, i.e. ALT, HDG, SPD.
At high flight levels, the speed brake should be extended slowly while monitoring
VLS to avoid the activation of angle of attack protection This would cause the
speed brakes to retract and may also result in AP disconnection. If structural
damage is suspected, caution must be used when using speed brakes to avoid
further airframe stress. When the aircraft is established in the descent, the PF
should request the ECAM actions if any or QRH.
The passenger oxygen MASK MAN ON pb should be pressed only when it is
clear that cabin altitude will exceed 14,000 ft.
When in idle thrust, high speed and speed brake extended, the rate of descent
is approximately 6000 ft/mn. To descend from FL410 to FL100, it takes
approximately 5 mn and 40 NM. The crew will be aware that MORA displayed
on ND is the highest MORA within a 80NM circle round the aircraft.
After taking off the emergency mask following an emergency descent, the crew
should close the mask box and reset the control slide in order to activate the
regular microphone again.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

Masks

Communication established
CALL CALL CALL CALL CALL CALL CALL
VHF1 VHF2 VHF3 HF1 HF2 IND CAB

PA
VOICE RESET

VOR1 VOR2 MKR ILS ADF1 ADF2

PF PNF
1 st loop PAX OXY MASKS ON OFF

To initiate the descent 4 OVRD

ON
ON ON ON ON

ON
A
U
T
O ON
A
U
T
O ON

LDG ELEV

2
1 1 1 1 1 AUTO DITCHING
2
1 1 1 1
ENG 2 MAN V/S MODE SEL
14 0
UP A
A
LT L
VL/
CH V
/SF
PA A

SPD
S
PDM
ACH H
DGT
RK L
AT

3 HDG 1
FAULT FAULT FAULT U FAULT FAULT U 12 2 2
H
DGV
/S ON T T ON ON ON ON ON
ON ON ON O ON DN ON O 10 4
T
RKF
PA
8 6

1
00 1
000 U
P
XXXX XXXX
ON OFF ON OFF
OVHD INTEG LT
ANN LT ANN LT

ALT
AP1 A
P2 BRT TEST
ON ON ANN LT ON
D
N A
BRT BRT
FAULT
U1 1 1 OFF DIM
T ON
LOC A
/TH
R A
LT A
PPR O
OFF BRT

OFF OFF OFF

ON ENG 2

1
1 1 ON TEST

SIGNS
TEST TEST FAULT FAULT BRT
BRT

T
HRI
DLE OPDE
S HD AP1 DIM DIM
ON
OFF ON DIM

If abnormal ALT CAB


A
LT 1F D
2 and/or CAB V/S
FMA 4 A
/ THR indication on
0 0 0 0
ECAM
0 0 0 0

ENG
T.O.
CONFIG

BLEED PRESS EL/AC


EMER
CANC

EL/DC FUEL
system
OFF BRT
ENG
T.O.
CONFIG

BLEED PRESS EL/AC


EMER
CANC

EL/DC FUEL
OFF BRT

APU

CLR
COND DOOR

STS
WHEEL

RCL
F/CTL
ALL
display
ALL OFF BRT
APU COND DOOR WHEEL F/CTL

RCL
CLR STS
OFF BRT

" MAYDAY
MAYDAY
MAYDAY "
ATC
MAN V/S
OVHD INTEG LT
MAN V/S MAN V/S

ENG MODE MAN V/S

2 OVHD INTEG LT
MAN V/S MAN V/S

3
OFF BRT
OFF BRT

ENG ENG ENG ENG


1 2 1 0
2
0

GND ARMED

5
G
ND A
RME
D
0 0
0 0
RET RET
1 1 R
ET R
ET
1 1

SPEED 2 2
1/2 1/2 2 2
BRAKE S
PEE
D 1
/2 1
/2
3 3 B
RAK
E
0 3 3
FULL FULL F
U
LL F
U
LL 0
F
ULL F
ULL F
U
LL F
U
LL

SPD BRK OFF

OFF

ON

PARK BRK
ON

PARK BRK

2 nd loop
To refine the settings
S
PDM
ACH H
DGT
RK L
AT
H
DGV
/S
A
LT L
VL/
CH V
/SF
PA
ALT and HDG according to ATC/MORA
T
RKF
PA

1
00 1
000 U
P
SPD according to structural damages
SPD HDG AP1 A
P2 ALT D
N

3 2 L
OC A
/TH
R

1
A
LT A
PPR

NOF 03090 04294 0001

OVERWEIGHT LANDING

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

Automatic landing is certified up to MLW, but has been demonstrated in flight up


to MTOW. In determining the best course of action, the flight crew may consider
the option to perform an automatic landing, provided the runway is approved for
automatic landing.
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases except in
high/hot conditions. In those cases, the hot/high procedure (also available in
the QRH) is to be applied. This procedure enables to increase the go around
speed, in order to increase the climb gradient.
The crew may briefly recall the main point of the go-around procedure
(Configuration, call-out and any speed increase) once established in final
approach.
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow FD bars orders which will accelerate the aircraft up to the
go-around speed. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1G whereas the minimum go-around speed required by regulations is
1.13 VS1G. This requirement is always satisfied.
The crew should be aware that the transition from -3 flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810
1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855
1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912
1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976
1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019
2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066
2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113
2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186
2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232
2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271
2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306
2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355
2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396
2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429
2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458
2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499
2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534
2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581
2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628
2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667
2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

Automatic landing is certified up to MLW, but has been demonstrated in flight up


to MTOW. In determining the best course of action, the flight crew may consider
the option to perform an automatic landing, provided the runway is approved for
automatic landing.
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases (high weights,
high altitude and temperature).
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3 flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

MSN 0002-0021 0024 0026-0027 0029 0043 0045-0051 0056-0058 0068 0073-0075 0080
0084-0085 0089-0090 0095-0097 0113-0114 0119 0122-0124 0126-0127 0142 0150 0154
0165-0166 0175 0178 0181-0183 0191 0194-0195 0198 0205 0229 0231-0234 0242 0247
0251 0253-0254 0257 0279 0283 0288 0291-0292 0302 0308 0311 0314 0322 0324
0326-0327 0330-0331 0333 0336 0341-0342 0344 0350-0351 0359 0366 0370-0371 0373
0376 0379 0386 0389-0390 0392-0394 0396-0398 0402-0403 0411 0416 0422-0423 0425
0431-0432 0440 0443 0446-0447 0451 0460-0461 0469 0478 0480 0486 0490 0492 0499
0511 0528 0542 0562 0566 0575 0580 0624 0626 0628 0630 0640 0659 0667 0676 0707
0724 0764 0844 0857 0861 0863 0868 0934 0936-0937 0958 0978 0990 1014 1044 1052
1061 1065 1112 1114 1134 1141 1148 1171 1177 1181 1183 1194 1210 1213 1224 1264
1268 1286 1294 1298 1310 1314 1383 1390 1407 1413 1418 1424 1459 1568 1621 1626
1644 1697 1710 1732 1747 1751 1764 1792 1854 1858 1877 1903 1922 1987 2048 2193

Should an overweight landing be required, a long straight in approach, or a wide


visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will refer to the corresponding RTOW chart, or to FCOM to find the
approach and landing configuration given as a function of the approach climb
limiting weight.
If a go around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3 flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

MSN 0022-0023 0025 0028 0030-0042 0044 0052-0055 0059-0067 0069-0072 0076-0078
0081-0083 0086-0088 0091-0094 0098-0112 0115-0118 0120-0121 0125 0128-0141 0143-0149
0151-0153 0155-0164 0167-0174 0176-0177 0179-0180 0184-0190 0192-0193 0196-0197
0199-0204 0206-0228 0230 0235-0241 0243-0246 0248-0250 0252 0255-0256 0258-0278
0280-0282 0284-0287 0289-0290 0293-0301 0303-0307 0309-0310 0312-0313 0315-0321 0323
0325 0328-0329 0332 0334-0335 0337-0340 0343 0345-0349 0352-0358 0360-0363 0365
0367-0369 0372 0375 0377-0378 0380-0384 0387-0388 0391 0395 0399-0401 0404-0410
0413-0415 0417-0421 0424 0426-0430 0435-0439 0441-0442 0444-0445 0448-0450 0452-0457
0459 0462-0467 0470-0472 0475-0476 0479 0482-0483 0485 0487 0489 0491 0496-0497
0500-0501 0503-0504 0506-0508 0510 0512 0523 0525 0527 0530-0531 0533-0534 0537
0539-0540 0543 0545 0547-0549 0551 0553-0554 0556 0558-0559 0561 0565 0568-0569
0571 0573-0574 0577 0579 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603
0605 0607 0611 0613 0615 0617 0619 0622 0632 0635 0638 0643 0645 0648 0650
0653 0655 0657-0658 0661-0662 0665 0669 0671 0673 0678 0681 0683 0685 0696 0698
0701-0706 0709-0710 0712 0714 0716 0718 0720 0722 0726 0730 0733 0735 0737 0739
0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762 0766 0768 0770
0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793 0795 0797 0799 0801
0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824 0826 0828 0830 0832
0834 0836 0838-0839 0842 0846 0849 0851 0854 0856 0859 0865-0866 0870 0872 0874
0876-0877 0879 0881 0883-0884 0886 0888 0892 0894-0895 0897 0899-0900 0902-0903
0905 0907 0909 0911-0912 0914 0916 0918-0919 0921 0923 0925 0927-0928 0930 0932
0939 0942-0943 0945 0947 0950-0951 0953 0955 0957 0960 0962 0964 0966-0967 0969
0971 0973 0975 0977 0981-0982 0984 0986 0988 0992 0994 0996 0999 1001 1003 1005
1007 1009 1011 1013 1026 1028 1030 1032 1035 1037 1039 1041 1047 1050 1054
1057 1059 1063 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087 1093 1099 1101
1104-1105 1108 1110 1117 1119 1121 1123 1125 1128 1130 1137-1138 1143 1146 1150 1152
1156 1158 1163 1166 1168 1173 1175 1187 1189 1192 1196 1198 1200 1206 1208 1215
1217 1221 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257
1262 1266 1270 1272 1274 1280 1282 1284 1288 1290 1292 1296 1300 1302 1304 1306
1312 1316 1318 1320 1327 1330 1332 1334 1337 1339 1341 1343 1345 1347 1349 1351
1353 1355 1357 1359 1361 1363 1365 1367-1368 1370 1372 1374 1376 1379 1381 1385
1387 1394 1396 1398 1400 1402 1405 1409 1411 1416 1419 1422 1427 1430 1432 1435
1437 1439 1441 1443 1446 1448 1450 1452 1454 1457 1461

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

MSN 1464 1467 1469-1470 1473 1475 1478 1480 1482 1484-1486 1489 1491 1493 1495
1497 1500 1502 1504 1506 1508-1509 1512 1514 1516 1518 1523 1526 1528 1530
1532-1533 1535 1538 1540 1542 1544 1546 1548 1550 1553 1555-1557 1559 1561 1564
1566 1571 1578 1580 1584 1586 1588 1591 1593 1595 1597 1605 1609-1610 1613 1615
1617 1620 1624 1628 1631 1633 1635 1637 1639 1641 1646 1648 1650 1652 1655
1657 1661 1663 1665 1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692
1694 1696 1700 1702 1705 1708 1712 1715 1717 1719 1721 1723 1725 1728 1730
1735-1736 1739 1741 1744 1749 1754-1755 1757 1760 1762 1767 1769 1771 1773 1775
1777 1780 1782 1784-1785 1787 1789 1793 1797 1799 1802 1804 1806 1809 1812-1814
1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845 1847
1849 1852 1856-1857 1860-1862 1864-1865 1867-1868 1871 1873-1874 1879 1883 1885
1888-1889 1891-1892 1894-1896 1898-1900 1902 1904 1906-1907 1909-1911 1913-1915
1917-1920 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945 1948-1949 1951
1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983 1989 1992-1993
1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022 2024 2027 2029 2031
2034 2036 2038 2040 2042 2044 2046 2049 2054 2056 2058 2061 2063 2065 2068
2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094 2097 2099 2102 2104
2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169 2171 2173 2175
2177-2178 2180 2182-2183 2185 2187 2189 2191 2195 2197 2199 2201 2204 2206-2207
2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233 2235 2238-2239 2242
2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275 2278 2280 2282 2284
2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314 2316 2322 2325 2327
2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354 2356 2359 2361 2364
2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395 2397 2399 2401 2403
2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428 2430 2432 2434 2437
2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461 2475 2478-2479 2482
2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509 2511 2513 2515
2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542 2562 2564 2566
2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596 2598 2600 2604
2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633 2635 2637 2640
2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692

Should an overweight landing be required, a long straight in approach, or a wide


visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases (high weights,
high altitude and temperature).

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

If a go-around CONF 1+F is carried out following an approach CONF3, VLS


CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3 flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

Should an overweight landing be required, a long straight in approach, or a wide


visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
At very high weights, VFE CONF1 is close to VLS clean. To select CONF1,
deselect A/THR, decelerate to (or slightly below) VLS and select CONF1 when
below VFE. When established at CONF1, the crew can reengage A/THR and
use managed speed again.

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases (high weights,
high altitude and temperature).
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3 flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.

CREW INCAPACITATION

ALL

GENERAL

Crew incapacitation is a real safety hazard which occurs most frequently than
many of the other emergencies. Incapacitation can occur in many form varying

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 11


ABNORMAL OPERATIONS 03.090

FLIGHT CREW TRAINING MANUAL MISCELLANEOUS JUL 28/05

from obvious sudden death to subtle, partial loss of function. It may not be
preceded by any warning.

RECOGNITION

The keys to early recognition of the incapacitation are


. Routine monitoring and cross checking of flight instruments
. Crew members should have a very high index of suspicion of a subtle
incapacitation
. If one crew member do not feel well, the other crew must be advised
. Others symptoms e.g. incoherent speech, pale fixed facial expression or
irregular breathing could indicate the beginning of an incapacitation.

ACTION

The recovery from a detected incapacitation of the fit pilot shall follow the
sequence below:
First phase
. Assume control, return the aircraft to a safe flight path, announce "I have
control", use the take-over pb and engage the on side AP as required.
. Declare an emergency to ATC
. Take whatever steps are possible to ensure the incapacitated pilot cannot
interfere with the handling of the aircraft. This may include involving cabin
crew to restrain the incapacitated pilot
. Request assistance from any medically qualified passenger
. Check is a type qualified company pilot is on board to replace the
incapacitated crew member
. Land as soon as practicable after considering all pertinent factors
. Arrange medical assistance after landing giving many details about the
condition of the affected crewmember
Second phase
. Prepare the approach and read the checklist earlier than usual
. Request radar vectoring and prefer a long approach to reduce workload
. Perform the landing from the fit pilot usual place

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 11


SUPPLEMENTARY INFORMATION 04.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

04.010 ADVERSE WEATHER


-- GENERAL 1
-- COLD WEATHER OPERATIONS AND ICING CONDITIONS 1
-- TURBULENCE 9
-- WINDSHEAR 11
-- VOLCANIC ASHES 15

04.020 FLYING REFERENCE


-- GENERAL 1
-- THE ATTITUDE 1
-- THE FLIGHT PATH VECTOR 1
-- GO-AROUND 6

04.030 NAVIGATION ACCURACY


-- GENERAL 1
-- AIRCRAFT POSITION COMPUTATION 1
-- USE OF FMS 4
-- AIRCRAFT POSITION AWARENESS AND OPERATIONAL 5
CONSEQUENCES

04.040 ZFW - ZFCG ENTRY ERRORS


-- GENERAL 1
-- TECHNICAL BACKGROUND 2
-- ZFW ENTRY ERROR AND OPERATIONAL 6
CONSEQUENCES
-- OPERATIONAL RECOMMENDATIONS 7

04.050 CENTRE OF GRAVITY

04.060 TCAS
-- TECHNICAL BACKGROUND 1
-- OPERATIONAL RECOMMENDATIONS 2

04.070 USE OF RADAR


-- TECHNICAL BACKGROUND 1

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 2


SUPPLEMENTARY INFORMATION 04.000

FLIGHT CREW TRAINING MANUAL TABLE OF CONTENTS JUL 28/05

-- OPERATIONAL RECOMMENDATIONS FOR WEATHER 3


DETECTION
-- OTHER OPERATIONAL RECOMMENDATIONS 5

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 2


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

GENERAL

ALL

The adverse weather operation take into account the following topics:
. Cold weather operations and icing conditions
. Turbulence
. Windshear
. Volcanic ashes

COLD WEATHER OPERATIONS AND ICING CONDITIONS

ALL

PREFACE

Aircraft performance is certified on the basis of a clean wing. Ice accretion


affects wing performance. When the wing is clean, the airflow smoothly follows
the shape of the wing. When the wing is covered with ice, the airflow separates
from the wing when the Angle-Of-Attack (AOA) increases. Therefore, the
maximum lift-coefficient is reduced. As a result, the engine may stall at a lower
AOA, and the drag may increase.
The flight crew must keep in mind that the wing temperature of the aircraft may
be significantly lower than 0C, after a flight at high altitude and low temperature,
even if the Outside Air Temperature (OAT) is higher than 0C. In such cases,
humidity or rain will cause ice accretion on the upper wing, and light frost under
the wing. (Only 3mm of frost on the under-surface of the wing is acceptable.)

EXTERIOR INSPECTION

When ground-icing conditions are encountered, and/or when ice accretion is


suspected, the Captain should determine, on the basis of the exterior inspection,
whether the aircraft requires ground deicing/anti-icing treatment. This visual
inspection must take into account all vital parts of the aircraft, and must be
performed from locations that offer a clear view of these parts.

COCKPIT PREPARATION

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

The following systems may be affected in very cold weather:


. The EFIS/ECAM (when the cockpit temperature is very low)
. The IRS alignment (may take longer than usual, up to 15 minutes)
The probe and window heating may be used on ground. Heating automatically
operates at low power.

AIRCRAFT GROUND DE-ICING/ANTI-ICING

DE-ICING/ANTI-ICING FLUID

Deicing/anti-icing fluids must be able to remove ice and to prevent its


accumulation on aircraft surfaces until the beginning of the takeoff. In addition,
the fluids must flow off the surfaces of the aircraft during takeoff, in order not to
degrade takeoff performance.
Several types of fluids can be used. These fluids have different characteristics:
type 1 type 2, 3, 4
Low viscosity High viscosity
Limited hold-over time Longer hold-over time
Used mainly for de-icing Used for de-icing and anti-icing

The holdover time starts from the beginning of the application of the fluid, and
depends on the type of fluid, and on the nature and severity of precipitation. The
flight crew should refer to applicable tables as guidelines. These tables must be
used in conjunction with the pre-takeoff check.
Depending upon the severity of the weather, de-icing/anti-icing procedure must
be applied either:
. In one step, via the single application of heated and diluted deicing/anti-icing
fluid: This procedure provides a short holdover time, and should be used in
low moisture conditions only. The holdover time starts from the beginning of
the application of the fluid.
. In two steps, by first applying the heated deicing fluid, then by applying a
protective anti-icing fluid: These two sprays must be applied consecutively. The
holdover time starts from the beginning of the application of the second fluid.

PROCEDURES

The following outlines the various procedures to be applied before and after
spraying:

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

. All ENG and APU BLEED pushbutton must be set to OFF and the DITCHING
pushbutton must be set to ON, to prevent any engine ingestion of
deicing/anti-icing fluid.
. The aircraft can be deiced/anti-iced, with the engine and/or the APU running or
off. However, the APU or the engine should not be started during spraying.
. The aircraft must be deiced/anti-iced symmetrically on both sides.
. Keep bleeds off after spraying for a few minutes.
. After spraying, keep bleeds off for a few minutes, and perform a visual
inspection of the aircraft surfaces.
. A deicing/anti-icing report must be filled out to indicate the type of fluid and
when the spraying began.

AFTER START
. Keep the engine bleeds off, with the engines running at higher N1.
. Keep the APU running with the bleed off for a few minutes after spraying.
. The slats/flaps and flight controls can be moved, because they no longer have
ice.

TAXI OUT

On contaminated runways, the taxiing speed should be limited to 10 knots, and


any action that could distract the flight crew during taxiing should be delayed
until the aircraft is stopped.
The following factors should be taken into account:
. At speeds below 10 kts, anti-skid de-activates.
. Engine anti-ice increases ground idle thrust.
. To minimize the risk of skidding during turns: Avoid large tiller inputs.
. On slippery taxiways: It may be more effective to use differential braking
and/or thrust, instead of nosewheel steering.
. On slush-covered, or snow-covered, taxiways: Flap selection should be
delayed until reaching the holding point, in order to avoid contaminating the
flap/slat actuation mechanism.
. When reaching the holding point: The "Before Takeoff down to the line"
checklist must be performed.
. The flight crew must maintain the aircraft at an appropriate distance from the
aircraft in front.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

. In icing conditions: When holding on ground for extended periods of time, or if


engine vibration occurs, thrust should be increased periodically, and
immediately before takeoff, to shed any ice from the fan blades.
For more details about this procedure, refer to the FCOM 3.03. 09.

TAKE-OFF

TAKE-OFF PERFORMANCES

The use of FLEX thrust for take-off on contaminated runways is prohibited.


If anti-ice is used at take-off, the crew will apply the related performance penalty.
Slush, standing water, or deep snow reduces the aircraft take-off performance
because of increased rolling resistance and the reduction in tire-to-ground friction.
A higher flap setting will increase the runway limited take-off weight, but will
reduce second segment limited take-off weight.

TAKE-OFF ROLL

Before the aircraft lines up on the runway for takeoff, the flight crew must ensure
that the airframe has no ice or snow.
Then, before applying thrust, the Captain should ensure that the nosewheel is
straight. If there is a tendency to deviate from the runway centerline, this tendency
must be neutralized immediately, via rudder pedal steering, not via the tiller.
On contaminated runways, the flight crew should ensure that engine thrust
advances symmetrically to help minimize potential problems with directional
control.

MAXIMUM CROSS WIND

The following table provides the maximum crosswind that corresponds to the
reported runway-friction coefficient:
Reported Braking Reported Equivalent Maximum
Action Runway-Friction Runway Crosswind
Coefficient Condition (knots)
Good/Medium 0.39 to 0.36 1 29
Medium 0.35 to 0.3 2/3 25
Medium/Poor 0.29 to 0.26 2/3 20
Poor 0.25 3/4 15
Unreliable - 4/5 5

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

The runway condition numbers, in the above table, correspond to the runway
conditions:
1. Dry, damp, or wet runway (less than 3 MM depth of water )
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water with risk of aquaplaning or wet snow
5. Icy runway or high risk of aquaplaning

CLIMB/ DESCENT

Whenever icing conditions are encountered or expected, the engine anti-ice


should be turned on. Although the TAT before entering clouds may not require
engine anti-ice, flight crews should be aware that the TAT often decreases
significantly, when entering clouds.
When the SAT decreases to lower than -40C, engine anti-ice should be turned
off, unless flying near CBs. If the recommended anti-ice procedures are not
performed, engine stall, over-temperature, or engine damage may occur,
If it is necessary to turn on the engine anti-ice, and if ice accretion is visible
because engine anti-ice was turned on late, then apply the following procedure:
. Set the ENGINE START selector to IGN
. Retard one engine, and set the ENG ANTI-ICE pushbutton to ON
. Smoothly adjust thrust, and wait for stabilization
. Set the ENGINE START selector to NORM
. Repeat this procedure for the other engine
Wing anti-ice should be turned on, if either severe ice accretion is expected, or if
there is any indication of icing on the airframe.

HOLDING

If holding is performed in icing conditions, the flight crew should maintain clean
configuration. This is because prolonged flight in icing conditions with the slats
extended should be avoided.

APPROACH

If significant ice accretion develops on parts of the wing that have not been
deiced, the aircraft speed must be increased (Ref. FCOM 3.04.30).

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

When the temperature is lower than ISA-10, the target altitudes (provided by the
ATC) must be corrected, by adding the values that are indicated in the table
below:
Corrections to be Added
Height ISA - 10 ISA - 20 ISA 30
500 20 40 60
1000 40 80 120
2000 80 160 240
3000 140 260 380
4000 180 340 500
5000 220 420 620

These corrections corresponds approximately to 4 x Delta ISA x Height (ft)/1000

LANDING

Obviously, landings should be avoided on very slippery runways. However, if it is


not possible to avoid such landings, the following factors (linked to operations on
contaminated runways) should be considered:
. Braking action
. Directional control

BRAKING ACTION

The presence of fluid contaminants on the runway has an adverse effect on


braking performance, because it reduces the friction between the tires and the
surface of the runway. It also creates a layer of fluid between the tires and the
runway surface, and reduces the contact area. The landing distances, indicated
in the QRH, provide a good assessment of the real landing distances for specific
levels of contamination.
A firm touchdown should be made and MAX reverse should be selected, as
soon as the main landing gear is on ground. Using reversers on a runway that
is contaminated with dry snow may reduce visibility, particularly at low speeds. In
such cases, reverse thrust should be reduced to idle, if necessary.
The use of MED auto-brake is recommended, when landing on an evenly
contaminated runway. It is possible that the DECEL light on the AUTO BRK
panel will not come on, as the predetermined deceleration may not be achieved.
This does not mean that the auto-brake is not working.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

In the case of uneven contamination on a wet or contaminated runway, the


autobrake may laterally destabilize the aircraft. If this occurs, consider deselecting
the autobrake.

TYPICAL LANDING DISTANCE FACTORS VERSUS RUNWAY CONDITION


Required landing distance wet
Reference 1.92
50 ft
Dry runway

Wet runway

Compacted snow

Water and slush

Icy runway

1.0 1.4 1.6 2.0 3.5


Landing distance factors
NOF 04010 04295 0001

DIRECTIONAL CONTROL

During rollout, the sidestick must be centered. This prevents asymmetric wheel
loading, that results in asymmetric braking and increases the weathercock
tendency of the aircraft.
The rudder should be used for directional control after touchdown, in the same
way as for a normal landing. Use of the tiller must be avoided above taxi speed,
because it may result in nosewheel skidding, and lead to a loss of directional
control.
When required, differential braking must be applied by completely releasing the
pedal on the side that is opposite to the expected direction of the turn. This is
because, on a slippery runway, the same braking effect may be produced by a
full or half-deflection of the pedal.
Landing on a contaminated runway in crosswind requires careful consideration. In
such a case, directional control problems are caused by two different factors:

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

. If the aircraft touches down with some crab and the reverse thrust is selected,
the side force component of reverse adds to the crosswind component and
causes the aircraft to drift to the downwind side of the runway.
. As the braking efficiency increases, the cornering force of the main wheels
decreases. This adds to any problems there may be with directional control.
If there is a problem with directional control:
-- Reverse thrust should be set to idle, in order to reduce the reverse thrust
side-force component.
-- The brakes should be released, in order to increase the cornering force.
-- The pilot should return to the runway centerline, reselect reverse thrust, and
resume braking (Ref. FCTM 02.015).
The concept of equivalent runway condition is used to determine the maximum
crosswind limitation. The following table indicates the maximum recommended
crosswinds related to the reported braking actions:
Reported Braking Reported Runway Equivalent Maximum
Action Friction Coefficient Runway Crosswind
Condition (knots)
Good/Medium 0.39 to 0.36 1 29
Medium 0.35 to 0.3 2/3 25
Medium/Poor 0.29 to 0.26 2/3 20
Poor 0.25 3/4 15
Unreliable - 4/5 5

TAXI IN

During taxi-in, after landing, the flaps/slats should not be retracted. This is
because retraction could cause damage, by crushing any ice that is in the slots
of the slats. When the aircraft arrives at the gate, and the engines are stopped,
a visual inspection should be performed to check that the slats/flaps areas are
free of contamination. They may then be retracted, with the electric pumps.

PARKING

At the end of the flight, in extreme cold conditions, cold soak protection is
requested when a longer stop over is expected. In addition, prolonged flight in
icing conditions must be reported to maintenance personnel for engine inspection.

TURBULENCE

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

ALL

PREFACE

The flight crew must use weather reports and charts to determine the location
and altitude of possible CBS, storms, and Clear Air Turbulence (CAT). If
turbulence is expected, the flight crew must turn on the seatbelt signs, in order
to prepare passengers and prevent injury.

TAKE-OFF

For takeoff in high turbulence, the flight crew must wait for the target speed + 20
knots (limited to VFE-5) before retracting the slats/flaps (e.g. the flight crew must
wait for F+20 knots before setting Flaps 1).

IN FLIGHT

USE OF RADAR

Areas of known turbulence, associated with CBS, must be avoided. Good


management of the radar tilt is essential, in order to accurately assess and
evaluate the vertical development of CBS. Usually, the gain should be left in
AUTO. However, selective use of manual gain may help to assess the general
weather conditions. Manual gain is particularly useful, when operating in heavy
rain, if the radar picture is saturated. In this case, reduced gain will help the
flight crew to identify the areas of heaviest rainfall, that are usually associated
with active CB cells. After using manual gain, it should be reset to AUTO, in
order to recover optimum radar sensitivity. A weak echo should not be a reason
for the flight crew to underestimate a CB, because only the wet parts of the CB
are detected. The decision to avoid a CB must be taken as early as possible,
and lateral avoidance should, ideally, be at 20 nautical miles upwind.

USE OF AP AND A/THR

If moderate turbulence is encountered, the flight crew should set the AP and
A/THR to ON with managed speed.
If severe turbulence is encountered, the flight crew should keep the AP engaged.
Thrust levers should be set to turbulence N1 (Refer to QRH), and the A/THR
should then be disconnected. Use of the A/THR is, however, recommended
during approach, in order to benefit from the GS mini.

ENV A318/A319/A320/A321 FLEET FCTM Page 9 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

If the aircraft is flown manually, the flight crew should be aware of the fact that
flight control laws are designed to cope with turbulence. Therefore, they should
avoid the temptation to fight turbulence, and should not over-control the sidestick.

VMO/MMO EXCEEDANCE

In turbulence, during climb, cruise or descent, the aircraft may slightly exceed
VMO/MMO with the autopilot (AP) engaged.
To prevent such an exceedance, adapt speed or Mach target.
If severe turbulence is known or forecasted, consider the use of turbulence speed.
If the current speed is close to the VMO (maximum operating speed), monitor
the speed trend symbol on the PFD.
If the speed trend reaches, or slightly exceeds, the VMO limit:
. Use the FCU immediately to select a lower speed target.
If the speed trend significantly exceeds the VMO red band, without high speed
protection activation:
. Select a lower target speed on the FCU and, if the aircraft continues to
accelerate, consider disconnecting the AP.
. Before re-engaging the AP, smoothly establish a shallower pitch attitude.
If the aircraft accelerates above VMO with the AP engaged, the AP will disengage
on reaching the high speed protection. The high speed protection will apply a
nose-up order up to 1.75 g, in addition to pilot input during VMO recovery.
Therefore, make a smooth pitch correction in order to recover proper speed.
Speedbrakes may be used in case of high speed exceedance, but the flight crew
should be aware of pitch influence. In addition, speedbrakes will be used with
caution, close to the ceiling.
High Speed Protection may also result in activation of the angle of attack
protection. Depending on the ELAC standard, the crew may have to push on the
stick to get out of this protection law.
In all events, check the AP engagement status, and re-engage it when
appropriate. It may have tripped and the associated aural warning may have
been superseded by the overspeed aural warning.

CONSIDERATIONS ON CAT

Clear Air Turbulence (CAT) can be expected by referring to weather charts and
pilot reports. However, the radar cannot detect CAT, because it is "dry turbulence".

ENV A318/A319/A320/A321 FLEET FCTM Page 10 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

If CAT is encountered, the flight crew may consider avoiding it vertically, keeping
in mind that the buffet margin reduces as the altitude increases.

MISCELLANEOUS
. The flight crew must set the harness to on, check that the seat belts signs
are on and use all white lights in thunderstorms.
. Turbulence speeds are indicated in the QRH.
. It is not necessary to set the ENG START selector to IGN. In the case of an
engine flameout, the igniters will trigger automatically.

WINDSHEAR

ALL

BACKGROUND INFORMATION

WINSHEAR PHENOMENON

The windshear is mostly due to cool shaft of air, like a cylinder between 0.5 NM
and 1.5 NM width that is moving downward. When the air encounters the ground:
. Mushrooms horizontally, causing horizontal wind gradient
. Curls inward at the edges, causing vertical air mass movement.
Flight safety is affected, because:
. Horizontal wind gradient significantly affects lift, causing the aircraft to descend
or to reach very high AOA.
. Vertical air mass movement severely affect the aircraft flight path.

WINDSHEAR PHENOMENON

ENV A318/A319/A320/A321 FLEET FCTM Page 11 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

AIRSHAFT
Aircraft 1nm width
Downward velocity up to 40kts

Headwind 40kts Tailwind 40kts


NOF 04010 04298 0001

AWARENESS AND AVOIDANCE

Awareness of the weather conditions that causewindshear will reduce the risk of
an encounter. Studying meteorological reports and listening to tower reports will
help the flight crew to assess the weather conditions that are to be expected
during takeoff or landing.
If a windshear encounter is likely, the takeoff or landing should be delayed until
the conditions improve, e.g. until a thunderstorm has cleared the airport.

STRATEGY TO COPE WITH WINDSHEAR

The windshear and microburst are hazardous phenomena for an aircraft at


take-off or landing. The strategy to cope with windshear is:
. Increasing flight crew awareness through the Predictive Windshear System
(if available)
. Informing the flight crew of unexpected air mass variations through FPV and
approach speed variations
. Warning the flight crew of significant loss of energy through "SPEED,
SPEED" and "WINDSHEAR" aural warnings (if available).
. Providing effective tools to escape the shear through ALPHA FLOOR
protection, SRS pitch order, high AOA protection and Ground Speed mini
protection.
Increasing flight crew awareness (if available)
When the airshaft of a microburst reaches the ground, it mushrooms outward
carrying with it a large number of falling rain droplets. The radar can measure
speed variations of the droplets, and as a result, assess wind variations. This
redictive capability to assess wind variations is performed by the Predictive
Windshear System (PWS). The PWS operates automatically below 2300 ft AGL,
regardless of whether the radar is turned on or off. OFF.

ENV A318/A319/A320/A321 FLEET FCTM Page 12 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

Informing flight crew


The FPV associated with the approach speed variations (GS mini protection) is
an effective means for informing the flight crew of unexpected air mass variations:
Approach speed variations and lateral FPV displacement reflect horizontal wind
gradient. Vertical FPV displacement reflects the vertical air mass movement.

BIRD AND TARGET SPEED - WIND INTERPRETATION

140

DRIFT

NOF 04010 04299 0001

Warning the flight crew


The "SPEED, SPEED" low energy warning (if available) is based on the aircraft
speed, acceleration and flight path angle. This warning attracts the PF eyes to
the speed scale, and request rapid thrust adjustment. In windshear conditions, it
is the first warning to appear, before the activation of the alpha floor. The
following table provides some typical values of the speed at which the warning
could occur in two different circumstances.
Deceleration Rate Flight Path Angle Warning
-1 knots/second -3 VLS - 7 knots
-1 knots/second -4 VLS - 1 knots

In addition, the aircraft has a reactive windshear warning system. This system
triggers if the aircraft encounters windshear. In such a case, there is a
"WINDSHEAR WINDSHEAR WINDSHEAR" aural warning.
Providing effictive tools
There are three efficient tools to assist the flight crew to escape:
. The alpha floor protection
. THE SRS AP/FD pitch law
. The high angle of attack protection

ENV A318/A319/A320/A321 FLEET FCTM Page 13 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

When the alpha floor protection is triggered, the A/THR triggers TOGA on all
engines. The FMA displays A.FLOOR, that changes to TOGA LK, when the
aircraft angle-of-attack has decreased. TOGA/LK can only be deselected by
turning the A/THR off.
The SRS pitch mode ensures the best aircraft climb performance. Therefore, the
procedure requests following the SRS pitch bar and possibly full aft stick, in
order to follow the SRS orders and minimize the loss of height.
The high angle-of-attack protection enables the PF to safely pull full aft stick, if
needed, in order to follow the SRS pitch order, or to rapidly counteract a down
movement. This provides maximum lift and minimum drag, by automatically
retracting the speed brakes, if they are extended.

OPERATIONAL RECOMMENDATIONS

TAKE-OFF

Predictive windshear ("WINDSHEAR AHEAD" aural warning), if available


If predictive windshear aural warning is generated on the runway before take-off,
take-off must be delayed.
If a predictive windshear aural warning is generated during the takeoff roll, the
Captain must reject the takeoff (the aural warning is inhibited at speeds greater
than 100 knots).
If the predictive windshear aural warning is generated during initial climb, the
flight crew must:
. Set TOGA
. Closely monitor the speed and the speed trend
. Ensure that the flight path does not include areas with suspected shear
. Change the aircraft configuration, provided that the aircraft does not enter
windshear.
Reactive windshear (WINSHEAR, WINSHEAR, WINSHEAR aural warning) if
available, or windshear detected by pilot observation
If the reactive windshear starts before V1 with significant speed and speed trend
variations and the captain decides that there is sufficient runway to stop the
airplane, the captain must initiate a rejected take-off.
If the reactive windshear starts after V1, the crew will set TOGA and will apply
the QRH checklist actions from memory. The following points should be stressed:
. The configuration should not be changed until definitely out of the shear,
because operating the landing gear doors causes additional drag.

ENV A318/A319/A320/A321 FLEET FCTM Page 14 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

. The PF must fly SRS pitch orders rapidly and smoothly, but not aggressively,
and must consider the use of full backstick, if necessary, to minimize height
loss.
. The PNF should call wind variation from the ND and V/S and, when clear of
the shear, report the encounter to ATC.

APPROACH

Predictive windshear (if available)


In case the "MONITOR RADAR DISPLAY" is displayed or the ADVISORY ICON
appears, the flight crew should either delay the approach or divert to another
airport. However, if the approach is continued, the flight crew should consider the
following:
. The weather severity must be assessed with the radar display.
. A more appropriate runway must be considered.
. A Conf 3 landing should be considered.
. The flight crew should increase VAPP displayed on MCDU PERF APP page
up to a maximum VLS +15 kts.
. Using the TRK/FPA or ILS, for an earlier detection of vertical path deviation
should be considered.
. In very difficult weather conditions, the A/THR response time may not be
sufficient to manage the instantaneous loss of airspeed. The applicable
technique is described in FCTM 02.100 - USE OF A/THR.
. In case the "GO AROUND WINDSHEAR AHEAD" message is triggered, the
PF must set TOGA for go-around. The aircraft configuration can be changed,
provided that the windshear is not entered. Full back stick should be applied,
if required, to follow the SRS or minimize loss of height.
Reactive windshear (if available)
In case of the "WINDSHEAR WINDSHEAR WINDSHEAR" aural warning, the PF
must set TOGA for go-around. However, the configuration (slats/flaps, gear) must
not be changed until out of the shear. The flight crew must closely monitor the
flight path and speed.

VOLCANIC ASHES

ALL

ENV A318/A319/A320/A321 FLEET FCTM Page 15 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

PREFACE

Volcanic ashes or dust consists of very abrasive particles, that may cause engine
surge and severe damage to aircraft surfaces that are exposed to the airflow.
For this reason, operations in volcanic ashes must be avoided. However, if such
operations cannot be avoided, the operators should apply the following
recommendations.

GROUND OPERATIONS

PRELIMINARY COCKPIT PREPARATION

The use of APU should be avoided whenever possible and the use of the
Ground Power Unit (GPU) should be preferred.
The wipers will not be used for any reason.

EXTERIOR INSPECTION

Maintenance personnel must remove ash that has settled on exposed lubricated
surfaces that can penetrate seals or enter the engine gas path, air conditioning
system, air data probes and other orifices on the aircraft. They must clean the
engines air inlet of any volcanic ashes. In addition, they must clean the 25-feet
area around the engine inlet.

ENGINE START

The use of an external pneumatic supply should be preferred when possible. If


not possible, the APU may be used to start the engines.
Before starting the engines, the crew must use dry cranking. This will blow out
any ash that may have entered the booster area.

TAXI

The flight crew must move forward the thrust levers smoothly to the minimum
required thrust to taxi, and must avoid any sharp or high-speed turns. The
bleeds must be kept OFF.

TAKE-OFF

It is advisable to use the rolling takeoff technique, and apply smooth thrust.

ENV A318/A319/A320/A321 FLEET FCTM Page 16 of 17


SUPPLEMENTARY INFORMATION 04.010

FLIGHT CREW TRAINING MANUAL ADVERSE WEATHER JUL 28/05

IN FLIGHT

CRUISE

The flight crew must avoid flying into areas of known volcanic ashes. If a
volcanic eruption is reported, while the aircraft is in flight, the flight must be
rerouted to remain clear of the affected area. The volcanic dust may spread over
several hundred miles. Whenever possible, the flight crew should stay on the
upwind side of the volcano.
Depending on outside conditions (night flight, clouds), volcanic dust might not be
visible. However, several phenomena can indicate that the aircraft is flying
through ash cloud, for example:
. Smoke or dust in the cockpit
. Acrid odour similar to electrical smoke
. Engine malfunction, e.g. a rising EGT
. At night, the appearance of St Elmo fire, bright white or orange glow
appearing in engine inlets or sharp and distinct beams from the landing lights.
If an ash cloud is encountered, the applicable procedure is described in the
QRH. The essential actions to be taken are:
. 180 turn if possible. This is the quickest way to escape, because the ash
cloud lateral dimension is not known
. Protecting the engines:
-- Set A/THR to OFF
-- Decrease engines thrust if possible and maximize engine bleed to increase
the engine surge margin
-- Set ENG START SEL to IGN
-- Start the APU for further engine restart, if required
. Protecting the flight crew and passengers:
-- Don the oxygen mask
-- Consider oxygen for the passengers.
. Monitoring the flight parameters:
-- Monitor the EGT and fuel flow, because an engine part may be eroded
-- Monitor and cross-check the IAS because an IAS indication may be
corrupted
A diversion to the nearest appropriate airport should be considered.

LANDING

The use of reverse should be avoided, unless necessary.

ENV A318/A319/A320/A321 FLEET FCTM Page 17 of 17


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

GENERAL

ALL

Two flying references may be used on the PFD:


. The attitude
. The Flight Path Vector (FPV), called the "bird".
The pilot selects the flight reference with the HDG/VS TRK/FPA p/b on the FCU.

THE ATTITUDE

ALL

When HDG/VS is selected on the FCU, "bird" is off, and the attitude is the flight
reference with HDG and VS as basic guidance parameters.
The attitude flight reference should be used for dynamic manoeuvres, for
example, take-off or go-around. An action on the sidestick has an immediate
effect on the aircraft attitude. The flight crew can monitor this flight reference
directly and accurately during these maneuvers.

THE FLIGHT PATH VECTOR

ALL

When TRK/FPA is selected on the FCU, the "bird" (the FPV) is the flight
reference with the TRK and FPA as basic guidance parameters.
In dynamic manoeuvres, the "bird" is directly affected by the aircraft inertia and
had a delayed reaction. As a result, the "bird" should not be used as a flight
reference in dynamic manoeuvres.
The "bird" is the flying reference that should be used when flying a stabilized
segment of trajectory, e.g. a non Precision Approach or visual circuit.

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 7


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

INFORMATION PRESENTATION

The FPV appears on the PFD as a symbol, known as "the bird". The bird
indicates the track and flight path angle in relation to the ground.
The track is indicated on the PFD by a green diamond on the compass, in
addition to the lateral movement of the bird in relation to the fixed aircraft
symbol. On the ND, the track is indicated by a green diamond on the compass
scale. The difference in angle between track and heading indicates the drift.
The flight path angle is indicated on the PFD by the vertical movement of the
bird in relation to the pitch scale.

USE OF FPV

2 2

1 1
AXIS
ITUDINAL
A/C LONG PITCH
ATTITUDE
FPA FLIGHT
PATH ANGLE
1

IFT

3 35 1 2
H G T K

IFT

WIND

NOF 04020 04300 0001

With the flight directors (FDs) selected ON, the Flight Path Director (FPD)
replaces the HDG-VS Flight Director (FD). With both FDs pb set to off, the blue
track index appears on the PFD horizon.

PRACTICAL USES OF THE FPV

As a general rule, when using the bird, the pilot should first change attitude, and
then check the result with reference to the bird.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 7


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

NON-PRECISION APPROACH

The FPV is particularly useful for non-precision approaches. The pilot can select
values for the inbound track and final descent path angle on the FCU. Once
established inbound, only minor corrections should be required to maintain an
accurate approach path. The pilot can monitor the tracking and descent flight
path, with reference to the track indicator and the bird.
However, pilots should understand that the bird only indicates a flight path angle
and track, and does not provide guidance to a ground-based radio facility.
Therefore, even if the bird indicates that the aircraft is flying with the correct
flight path angle and track, this does not necessarily mean that the aircraft is on
the correct final approach path.

VISUAL CIRCUITS

The FPV can be used as a cross-reference, when flying visual circuits. On the
downwind leg, the pilot should position the wings of the bird on the horizon, in
order to maintain level flight. The downwind track should be set on the FCU.
The pilot should position the tail of the bird on the blue track index on the PFD ,
in order to maintain the desired track downwind.
On the final inbound approach, the track index should be set to the final
approach course of the runway. A standard 3 approach path is indicated, when
the top of the birds tail is immediately below the horizon, and the bottom of the
bird is immediately above the 5 nose down marker.

USE OF FPV IN FINAL APPROACH

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 7


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

TRK index selected to FINAL CRS


and corrected as per IRS TRK drift

FPA =

10 10

31 32 33 34

NOF 04020 04301 0001

FINAL APPROACH

The bird is a very useful flight reference, because it provides the trajectory
parameters, and quickly warns the pilot of downburst. In addition, together with
the GS MINI protection, it is an excellent indicator of shears or wind variations. If
nothing else, the position of the "bird" in relation to the fixed aircraft symbol
provides an immediate indication of the wind direction. Therefore, when
approaching the minima, the pilot knows in which direction to search for the
runway.
The target approach speed symbol moves upward, indicating that there is
headwind gust. The bird drifts to the right, indicating that there is wind from the
left.

BIRD AND TARGET SPEED- WIND INTERPRETATION

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 7


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

140

DRIFT

NOF 04020 04302 0001

RELIABILITY

The FPV is computed from IRS data, therefore, it is affected by ADIRS errors.
An error may be indicated by a small track error, usually of up to 2. This
can be easily determined during the approach.
The FPV is also computed from static pressure information. Therefore, the bird
must be considered as not reliable, if altitude information is not reliable.

GO-AROUND

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 7


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060
0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114
0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164
0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213
0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273
0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329
0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376
0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432
0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470
0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525
0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564
0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607
0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641
0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686
0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720
0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754
0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802
0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843
0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888
0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939
0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986
0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037
1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117
1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230
1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479
1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662
1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812
1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002
2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474

For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver. Therefore, if the "bird" is on, the PF will ask
the PNF to select HDG/VS, in order to recover the FD bars.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 7


SUPPLEMENTARY INFORMATION 04.020

FLIGHT CREW TRAINING MANUAL FLYING REFERENCE JUL 28/05

MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073
0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134
0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184
0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224
0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274
0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333
0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404
0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466
0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527
0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562
0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608
0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656
0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695
0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736
0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779
0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810
0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845
0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892
0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938
0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979
0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021
1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075
1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148
1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226
1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413
1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482
1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765
1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823
1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958
1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046
2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473
2475-2702

For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver. Therefore, when performing a go-around,
regardless of the previously-selected flight reference, upon selection of TOGA,
the FD bars are automatically restored in SRS/GA TRK modes, and the "bird" is
automatically removed.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 7


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

GENERAL

ALL

The primary function of the FMS is navigation i.e. to compute the aircrafts
position as accurately as possible. The validity of all the others functions
depends upon the accuracy of the FMS position.
The accuracy of the FMS navigation determines the flight crews strategy for
using the AP/FD modes, in addition to the ND display.

AIRCRAFT POSITION COMPUTATION

ALL

WITHOUT GPS PRIMARY

PRINCIPLE

The FMS position is computed from the three IRS positions, that are combined
to provide a MIX IRS position. The radio position is also combined, if two
DMEs, a VOR/DME or a GPS supplemental are available. The GPS
supplemental is considered to be an additional form of NAVAID, and can be
accepted, if it falls within the radio position or the MIX IRS position.

INITIALISATION

See FCTM 02.010

TAKE-OFF

Each FMGC uses the MIX IRS position as its position, until the thrust levers are
pushed forward to TOGA. The FMS position is then updated to the runway
threshold coordinates. The difference between the MIX IRS position and the FMS
position is referred to as the TO BIAS. The TO BIAS is added to the MIX IRS
position, for the subsequent FMS position.

FMS POSITION UPDATING AT TAKE OFF

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

IRS1

MIX IRS

TO BIAS

IRS3
IRS2 RWY

NOF 04030 04303 0001

IN FLIGHT

The original TO BIAS is continuously updated with the current radio aid.

UPDATING BIAS PRINCIPLE

radio position

Updated FMS
position
Updated BIAS
MIX IRS
position
FMS position
tends to radio
position
TO BIAS
FMS position
NOF 04030 04304 0001

If the radio position is lost, the system uses the updated BIAS to determine the
FMS position from the MIX IRS position.

NAVIGATION ACCURACY

The FMS computes the Estimated Position Error (EPE). The EPE is an estimate.
To compute the EPE, the FMS considers the immediately available navigation
means in the FMS position computation and applies defined tolerances for each
of them. These tolerances assume that the navigation means are working
properly. They ignore any possible excessive IRS drift or erroneous locations of
navaids. The MCDU PROG page displays the HIGH/LOW indications, according
to the EPE. These indications reflect the probable accuracy of the FMS
navigation compared to the determined accuracy criteria.

WITH GPS PRIMARY

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

PRINCIPLE

The GPS interfaces directly with the IRS that outputs a GPIRS position. When a
GPIRS position is available, it overrides the RADIO position, if available.
Therefore, the FMS position tends toward the GPIRS position.

INITIALISATION

See FCTM 02.010

TAKE-OFF

The FM position is automatically updated at the runway threshold. With FMS2,


this automatic position update is inhibited.

IN FLIGHT

The FM position tends to the GPIRS position as long as the GPS satellites are
available.

NAVIGATION ACCURACY

The GPS position is characterized by two parameters:


. integrity
. accuracy
The integrity is a direct function of the number of satellites in view of the aircraft.
If five or more satellites are in view, several combinations of the satellite signal
may be used to process "several positions" and to carry out reasonableness
tests on the satellite signals themselves.
Accuracy functions in direct connection with the satellite constellation in view of
the aircraft. If the satellites are low on horizon, or not in appropriate positions,
accuracy will be poor. It is provided as a "figure of merit".
If the GPS position fulfils both the integrity and the accuracy criteria, GPS
PRIMARY is displayed on the MCDU PROG page and the GPS position is the
best raw data position available.

SUMMARY

FM POSITION
Flight phase WITHOUT GPS WITH GPS PRIMARY
PRIMARY

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

On groundbefore Takeoff MIX IRS GP IRS


Takeoff Updated at runway threshold (shift) (*)
In With RADIO Tends to RADIO GP IRS
flight WithoutRADIO MIX IRS + BIAS GP IRS

(*) The FMS position update at take-off is inhibited with FMS2 when GPS
PRIMARY is active.

USE OF FMS

ALL

The navigation accuracy is managed through several MCDU pages:

PROG PAGE

This page indicates GPS PRIMARY.


The PROG displays the estimated navigation accuracy in green. This provides
the EPE, if GPS PRIMARY LOST, or is computed by the GPS, if GPS PRIMARY
is displayed
The PROG page displays the required navigation accuracy in blue (this can be
changed). The required navigation accuracy thresholds are determined,
depending on the flight phase, or can be manually entered. These thresholds are
used to change from HIGH to LOW accuracy, or vice versa. These indications
are used when flying within RNP airspace.

SELECTED NAVAIDS PAGE

The SELECTED NAVAID page is accessible from DATA/POSITION MONITOR/


FREEZE/SEL NAVAIDS. It has a DESELECT prompt, that enables the flight crew
to prevent the FMS from using the GPS data to compute the position, in the
case of a major problem. GPS PRIMARY lost is then displayed on MCDU and
ND. The GPS can be reselected using the same page.

PREDICTIVE GPS PAGE (IRS HONEYWELL ONLY)

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

The PREDICTIVE GPS page is accessible from PROG page. The GPS
PRIMARY criteria depend upon the satellite constellation status (position and
number) and this is predictable. The crew can assess the GPS PRIMARY status
at destination or alternate.

ND/MCDU

A GPS PRIMARY message is displayed when GPS PRIMARY is again available.


This message is clearable.
A GPS PRIMARY LOST message is displayed when GPS PRIMARY is lost. This
message is clearable on MCDU but not on ND.
When the class of navigation accuracy is downgraded from HIGH to LOW
(LOW to HIGH), a NAV ACCUR DOWNGRADE (UPGRADE) is displayed on ND
and MCDU.

AIRCRAFT POSITION AWARENESS AND OPERATIONAL CONSEQUENCES

ALL

NAVIGATION ACCURACY INDICATIONS

The navigation accuracy indications are available on the MCDU PROG page.
The following guidelines apply:
. If GPS PRIMARY is displayed, no navigation cross-check is required
. If GPS PRIMARY LOST, navigation cross-check is required in climb, in cruise,
about every 45 mn, before Top Of Descent, reaching TMA and IAF and
whenever a navigation doubt occurs.
. The crew will use, IRS only, LOW and NAV ACCY DNGRADED messages as
indications to trigger a navigation accuracy check.

NAVIGATION ACCURACY CROSSCHECK TECHNIQUE

The principle consists in comparing the FMS position with the RADIO position
(aircraft real position).

NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 1

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

FMS BRG
DIST RAW BRG
DIST

e
FMS
POS

AIRCRAFT REAL
POS
NOF 04030 04305 0001

Two different techniques may be used:


. Either the crew will insert a radio ident in MCDU PROG page (which provides
a bearing/distance relative to FMS position) and will compare with raw data
received from the navaid which materializes the aircraft real position. This
allows the error Epsilon to be quantified.
. On the ND, the flight crew compares: The position of the needle and its
associated DME distance (the real position of the aircraft) with the position of
the navaid symbol and its associated distance, indicated by the range markers
(these markers provide a bearing/distance, in relation to the FMS position).

NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 2

ABC

80 80

ABC
78 nm NOF 04030 04306 0001

OPERATIONAL CONSEQUENCES

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

The result of the navigation accuracy crosscheck dictates the strategy the pilot
will apply for the use of the ND display, the AP/FD modes, and EGPWS.

ND AP/FD mode EGPWS


PF PNF
GPS - Arc or Rose NAV with Lateral and ON
PRIMARY raw data when vertical
required managed
modes
GPS Cruise Navigation Arc or Rose NAV with Lateral and ON
PRI- accuracy check raw data when vertical
MARY positive( 3 nm) required managed
LOSTOr modes
No Navigation ARC or ROSE NAV Lateral and OFF
GPS accuracy check may be used with vertical
negative(>3 nm) care and with raw managed
data modes with
care with raw
data
Ap- Navigation Arc or Rose NAV with Lateral and ON
proach accuracy check raw data vertical
positive( 1 nm) managed
modes
Navigation ROSE VOR or ILS as Lateral and OFF
accuracy check required vertical
negative(>1 nm) selected
modes

(1) A GPS defined Non Precision Approach must be interrupted if GPS


PRIMARY LOST message is displayed.

POSITION UPDATE

In case of an obvious and major map shift noticed by specific messages such as
"CHECK A/C POSITION, FM1/FM2 POS MISMATCH", the aircraft position may
be updated on the MCDU PROG page. Two techniques are available:
The recommended technique is to carry out a FMS update over a beacon by
pressing the UPDATE prompt once estimating that the aircraft overflies the
beacon using the associated needle. The potential error induced is approximately
4 to 5 NM. When the position update is achieved, the EPE is automatically set
to a higher value and the navigation accuracy is low.
The second technique consists in updating the FM position when flying over a
Point/Bearing/Distance (P/B/D) with reference to beacon raw data (Needle +
Distance) rather than the beacon itself. The potential for error is far less when

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 8


SUPPLEMENTARY INFORMATION 04.030

FLIGHT CREW TRAINING MANUAL NAVIGATION ACCURACY JUL 28/05

the distance is greater than 60 nm. The flight crew will keep in mind the
potential 180 degree error on bearing.

FM POSITION UPDATE IN FLIGHT


TOU

BEARING 210

60NM

TOU/210/60

NOF 04030 04307 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

GENERAL
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed
independently by the FM and FAC:
GW and CG values FM computed are used for:
. FM predictions and speeds
. ECAM (GW)
. MCDU (GW and CG)
GW and CG values FAC computed are used for:
. Flight control laws
. Computation of characteristic speeds (VLS, F, S, GD) for display on PFD
A ZFW or ZFWCG entry error in MCDU INIT B page induces calculation errors
that are to be highlighted.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed
independently by the FM and FAC:
GW and CG values FM computed are used for:
. FM predictions and speeds
. ECAM (GW)
. MCDU (GW and CG)
. Computation of characteristic speeds (VLS, F, S, GD) for display on PFD
GW and CG values FAC computed are used for:
. Flight control laws
A ZFW or ZFWCG entry error in MCDU INIT B page induces calculation errors
that are to be highlighted.

TECHNICAL BACKGROUND

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070


2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

The GW and CG computation is as follows:


1. The pilot enters the ZFW and ZFWCG in the MCDU INIT B page
2. The FMGC computes the GW and CG from:
. The ZFW, ZFWCG inserted in the MCDU INIT B page
. The fuel quantities from the Fuel Quantity Indicator (FQI)
. The Fuel Flow from the FADEC.
3. This current GW and/or CG is used for:
. FM predictions and speeds
. ECAM (GW only)
. MCDU (GW and CG)
4. The FAC computes its own GW and CG from aerodynamic data.
5. GW and CG FAC computed are used for:
. Minor adjustments on the flight control laws
. Characteristic speeds (VLS, F, S, Green dot) display on PFD.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

FQI FADEC
2
ZFW
ZFWCG
Predictions
D/R

FPLN
PROG

RAD
NAV
PERF

FUEL
PRED
1 INIT

SEC
FPLN
DATA

MCDC
MENU
FM Speeds
AIR
PORT
A B C D E

F G H I J

K L M N O
1 2 3
4 5 6 P Q R S T

7
.
8
0
9
/
U V W X Y GW and CG
MCDU
Z / SP OVHT CLR

display 3

CG

GW

GW display
ECAM

Characteristic
PFD speeds on PFD

5
Aero Flight control laws
data FAC FG
4

Flight control laws


ELAC

NOF 04040 04308 0001

Note:
1. On ground, FAC uses the GW FM computed.
2. In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and
flight parameters stabilized, GW FAC computed comes from
aerodynamic data. If these conditions are not met, GW FAC computed
equates to the last memorized GW - fuel used.
3. If the GW FM computed and FAC computed differs from a given
threshold, a "CHECK GW" message appears on the MCDU scratchpad.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

The GW and CG computation is as follows:


1. The pilot enters the ZFW and ZFWCG in the MCDU INIT B page
2. The FMGC computes the GW and CG from:
. The ZFW, ZFWCG inserted in the MCDU INIT B page
. The fuel quantities from the Fuel Quantity Indicator (FQI)
. The Fuel Flow from the FADEC.
3. This current GW and/or CG is used:
. For FM predictions and speeds
. For ECAM display (GW only)
. For MCDU (GW and CG)
. By FAC for characteristic speed computation for PFD
4. The FAC computes its own GW and CG from aerodynamic data.
5. GW and CG FAC computed are used for:
. Minor adjustments on the flight control laws

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

FQI FADEC
2
ZFW
ZFWCG
Predictions
D/R

FPLN
PROG

RAD
NAV
PERF

FUEL
PRED
1 INIT

SEC
FPLN
DATA

MCDC
MENU
FM Speeds
AIR
PORT
A B C D E

F G H I J

K L M N O
1 2 3
4 5 6 P Q R S T

7
.
8
0
9
/
U V W X Y GW and CG
MCDU
Z / SP OVHT CLR

GW CG display 3

GW display
ECAM

GW and CG Characteristic
FM computed
PFD speeds on PFD

FAC 5
Aero Flight control laws
data 4
FG

Flight control laws


ELAC

NOF 04040 04309 0001

Note:
1. On ground, FAC takes the GW FM computed
2. In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and
flight parameters stabilized, GW FAC computed comes from
aerodynamic data. If these conditions are not met, GW FAC computed
equates to the last memorized GW - fuel used.
3. If the GW FM computed and FAC computed differs from a given
threshold, a "CHECK GW" message appears on the MCDU scratchpad.

ZFW ENTRY ERROR AND OPERATIONAL CONSEQUENCES

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070


2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

If the pilot enters erroneous ZFW on MCDU INIT B page, this will affect as
follows:
GW and, to a lesser degree, CG, computed by FM are erroneous. This induces
the following consequences:
. The FM predictions and speeds are erroneous
. Incorrect GW and CG on MCDU FUEL PRED page
. Incorrect GW displayed on ECAM
FAC GW, which is based on FM GW on ground, will be updated only once
airborne through a specific slow calculation using AOA information. Consequently,
. Characteristic speeds on PFD at take-off are erroneous, but they are correct
in flight
. SRS mode guidance is affected if computed VLS is above V2 as inserted in
the MCDU PERF TAKE-OFF page.
Note:
1. In flight, if the FM and FAC GW differ from more than several tons, a
"CHECK GROSS WEIGHT" message is triggered on the MCDU.
2. Valpha prot, Valpha max, Vsw are not affected since based on
aerodynamic data.

ERRONEOUS FUEL ON BOARD ENTRY

As long as the engines are not started, the FM GW is erroneous and


above-mentioned consequences apply. Once the engines are started, the fuel
figures are updated and downstream data update accordingly.
It should be noted however, that the FOB on ECAM is correct since it is
provided from FQI data.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

If the pilot enters erroneous ZFW on MCDU INIT B page, this will affect as
follows:
GW and, to a lesser degree, CG, computed by FM are erroneous. This induces
the following consequences:

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

. The FM predictions and speeds are erroneous


. Incorrect GW and CG on MCDU FUEL PRED page
. Incorrect GW displayed on ECAM
. Characteristic speeds on PFD are erroneous
. SRS mode guidance is affected if computed VLS is above V2 as inserted in
the MCDU PERF TAKE-OFF page.
GW FAC computed, which is based on GW FM computed on ground, will be
updated only once airborne through a specific slow calculation using AOA
information.
Note:
1. In flight, if the FM and FAC GW differ from more than several tons, a
"CHECK GROSS WEIGHT" message is triggered on the MCDU.
2. Valpha prot, Vaalpha max, Vsw are not affected since based on
aerodynamic data.

ERRONEOUS FUEL ON BOARD ENTRY

As long as the engines are not started, the FM GW is erroneous and


above-mentioned consequences apply. Once the engines are started, the fuel
figures are updated and downstream data update accordingly.
It should be noted however, that the FOB on ECAM is correct since it is
provided from FQI data.

OPERATIONAL RECOMMENDATIONS

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070


2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
ZFW entries should be cross-checked by both crew members to avoid entry error.
If the "CHECK GW" amber warning is displayed on the MCDU, a significant
discrepancy exists between the FM computed GW and the FAC computed GW.
The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW
and fuel used:
. If an obvious entry error is detected, FM GW will be updated on the MCDU
FUEL PRED page.

ENV A318/A319/A320/A321 FLEET FCTM Page 7 of 8


SUPPLEMENTARY INFORMATION 04.040

FLIGHT CREW TRAINING MANUAL ZFW - ZFCG ENTRY ERRORS JUL 28/05

. If FM and LTS GW are in accordance and appear to be correct, the FAC


computed GW should be suspected. (AOA sensor problem). Consequently,
characteristic speeds on PFD are erroneous and should be disregarded.
Characteristic speeds should be extracted from QRH.
. If FM and LTS GW are in accordance but LTS GW is suspected, FAC and
QRH characteristic speeds should be compared (to validate FAC outputs) and
the most appropriate applied.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
ZFW entries should be cross-checked by both crew members to avoid entry error.
If the "CHECK GW" amber warning is displayed on the MCDU, a discrepancy
exists between the FM computed GW and the FAC computed GW.
The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW
and fuel used:
. If an obvious entry error is detected, FM GW will be updated on the MCDU
FUEL PRED page.
. If FM and LTS GW are in accordance and appear to be correct, the FAC
computed GW should be suspected. (AOA sensor problem).
. If FM and LTS GW are in accordance but LTS GW is suspected, characteristic
speeds should be extracted from QRH.

ENV A318/A319/A320/A321 FLEET FCTM Page 8 of 8


SUPPLEMENTARY INFORMATION 04.050

FLIGHT CREW TRAINING MANUAL CENTRE OF GRAVITY JUL 28/05

NOT APPLICABLE

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


SUPPLEMENTARY INFORMATION 04.060

FLIGHT CREW TRAINING MANUAL TCAS JUL 28/05

TECHNICAL BACKGROUND

ALL

GENERAL

A Traffic Alert and Collision Avoidance System (TCAS) provides the flight crew
with traffic information and warnings of potential conflicts with vertical avoidance
instructions. The TCAS can only detect and indicate other traffic, that is equipped
with a transponder.
The ND displays the traffic information, together with:
. The bearing and range to the intruder
. The intruder closure rate
. The relative altitude difference.
If the TCAS considers the intruder to be a potential collision threat, it generates
a visual and aural Traffic Advisory (TA). If it considers the intruder to be real
collision threat, it generates a visual and aural Resolution Advisory (RA).

INTRUDER CLASSIFICATION

Intruder Display Type of Aural warning Crew action


collision
threat
No threat No threat - -
traffic or
others
-17(w)
Proximate Consider as - -
No threat

-10(w)
Traffic Potential "TRAFFIC" Establish visual
Advisory threat contactNo evasive
(TA) maneuver
-09(a)

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 3


SUPPLEMENTARY INFORMATION 04.060

FLIGHT CREW TRAINING MANUAL TCAS JUL 28/05

Resolution Collision Preventive, Do not alter your flight


Advisory threat e.g."MONITORV/S" path and keep VS out
(RA) of red sector
-06(r) Corrective, Smoothly and firmly
e.g."CLIMB" (0.25g) follow VSI green
sector within 5s.
Corrective, Smoothly and firmly
e.g."CLIMB (0.35g) follow VSI green
NOW" or sector within 2.5s
"INCREASE
CLIMB"

OPERATIONAL RECOMMENDATIONS

ALL

GENERAL

The flight crew must select


. ABV in climb (+ 9 900 feet/ - 2 700 feet)
. ALL in cruise (+ 2 700 feet/ - 2 700 feet)
. BELOW, if the cruise altitude is within 2 000 feet of FL 410, or in descent (+
2 700feet/ - 9 900 feet)
. THRT in heavy traffic terminal area
. TA, in the case of:
-- Engine failure
-- Flight with landing gear down
-- Known nearby traffic, that is in visual contact
-- Operations at specific airports, and during specific procedures that an
operator identifies as having a significant potential for not wanted and not
appropriate RAs, e.g. closely spaced parallel runways, converging runways.
If a TA is generated:
. It is a good practice for the PF to announce to the PNF: "I have controls, you
watch outside".
. The PF flies and announces the bearing and distance displayed on his ND.

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 3


SUPPLEMENTARY INFORMATION 04.060

FLIGHT CREW TRAINING MANUAL TCAS JUL 28/05

. The PNF looks outside to get visual contact.


. No evasive maneuver should be initiated, only on the basis of a TA.
If a RA is generated:
. The flight crew must always follow the TCAS RA orders in the correct
direction, even:
-- If they contradict the ATC instructions
-- At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB,
INCREASE CLIMB TCAS RA orders
-- If it results in crossing the altitude of the intruder.
. The PF disconnects the AP, and smoothly and firmly follows the Vertical
Speed Indicator (VSI) green sector within 5 seconds, and requests that both
FDs be disconnected.
. The PNF disconnects both FDs, but will not try to see intruders.
. The PF will avoid excessive maneuvers, and keep the Vertical Speed outside
the red area of the VSI and within the green area. If necessary, the PF must
use the full speed range between Valpha max and Vmax.
. The PNF must notify ATC.
. The flight crew should never maneuver in the opposite direction of the RA,
because TCAS maneuvers are coordinated.
. In final approach, i.e. "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the flight
crew will initiate a go-around.
When clear of conflict:
. The flight crew must resume normal navigation, in accordance with ATC
clearance, and using the AP, as required.

FAA OPERATIONAL RECOMMENDATIONS

The pilots should follow RAs unless they believe it is unsafe to do so or they have
definitive visual acquisition of the intruding aircraft. If a pilot makes the decision
not to follow a RA, he should be aware that the intruder may be TCAS equipped
and may be manoeuvring toward his aircraft in response to a coordinated RA.
Pilots should comply with the vertical speed limitations prescribed in the Airmans
information manual during the last 2000 ft of climb or descent. In particular, pilots
should limit vertical speeds to 1500 ft/mn during the last 2000 ft of a climb or
descent, especially when they are aware of traffic that is converging in altitude
and intending to level off 1000 ft above or below the pilots assigned altitude.

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 3


SUPPLEMENTARY INFORMATION 04.070

FLIGHT CREW TRAINING MANUAL USE OF RADAR JUL 28/05

ALL

TECHNICAL BACKGROUND

GENERAL

The weather radar has two main functions:


. Weather detection
. Mapping.
Weather detection is the primary function. For weather detection, the radar
detects precipitation droplets. The strength of the echo is in proportion to the
droplet size, composition and quantity (e.g. the reflection of water particles is five
times greater than ice particles of the same size). Therefore, the weather radar
does not detect weather that has small droplets (e.g. clouds or fog), or that does
not have droplets (e.g. clear air turbulence).
Mapping is the secondary function. For mapping, the echo takes into account the
difference between incoming and outgoing signals. Any significant difference in
the signal is easily mapped (e.g. mountains or cities), but a small difference in
the signal is not mapped (e.g. calm sea or even ground).

FUNCTIONS

The flight crew uses the following controls to operate the radar:

TILT

"Tilt" is the angle between the antenna radar and the horizon, irrespective of the
aircrafts pitch and bank angles. The antenna stabilizes by using IRS data.

A/C pitch

Tilt

NOF 04070 04317 0001

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 6


SUPPLEMENTARY INFORMATION 04.070

FLIGHT CREW TRAINING MANUAL USE OF RADAR JUL 28/05

To help avoid weather, it is important to effectively manage the tilt, taking into
account the flight phase and the ND range,
Usually, it is the appropriate tilt value that provides ground returns on the top of
the ND.
In case of overscanning, a cell may not be detected or may be underestimated,
when the radar beam scans the upper part of the cell. This occurs because, at
high altitude, this cell may have ice particles, and therefore the reflection of
these particles is weak.
If AUTO TILT or MULTISCAN function is installed, selecting AUTO ensures a
proper tilt management along the flight.

GAIN

Gain control is mostly used in AUTO/CAL mode. The detection or evaluation of


cells will always start in AUTO/CAL gain mode.
However, the gain may be manually tuned to detect the strongest part of a cell
displayed in red on the ND. If the gain is slowly reduced, the red areas (level 3
return) will slowly become yellow areas (level 2 return), and the yellow areas will
become green areas (level 1). The last part of the cell to turn yellow is the
strongest area.
The gain must then be reset to AUTO/CAL mode.

MODE

The operation modes are WX, WX+T, TURB, MAP.


WX+T or TURB modes are used to locate the wet turbulence area. TURB mode
detects wet turbulence within 40 nm, and is not affected by the gain. TURB
mode should be used to isolate turbulence from precipitation.

GCS (IF INSTALLED)

The Ground Clutter Suppression (GCS) operates in WX mode, and inhibits the
ground echoes on the ND.
It is sometimes difficult to differentiate between weather and ground returns. A
change in tilt rapidly changes the shape and color of ground returns and
eventually makes them disappear. This is not the case for weather.

RCT (IF INSTALLED)

ENV A318/A319/A320/A321 FLEET FCTM Page 2 of 6


SUPPLEMENTARY INFORMATION 04.070

FLIGHT CREW TRAINING MANUAL USE OF RADAR JUL 28/05

The React (RCT) function is used temporarily to help detect weather or buildups
beyond of the weather already detected.

PWS (REFER TO THE FCTM 04.010 ON ADVERSE WEATHER).

OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070


2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

ENV A318/A319/A320/A321 FLEET FCTM Page 3 of 6


SUPPLEMENTARY INFORMATION 04.070

FLIGHT CREW TRAINING MANUAL USE OF RADAR JUL 28/05

FLIGHT
DETECTION AND MONITORING PROCEDURES COMMENTS
PHASE

clear on parking area, set ND to lowest range,


Radar check
TILT DOWN then UP;
TAXI (away from
Chek appearance/disappearance of ground
people).
returns.

Scanning
If weather is suspected, SLOWLY SCAN up to + along
TAKEOFF
15, then TILT + 4. departure
path.

TILT angle
To avoid OVERSCANNING, TILT DOWNWARD as
function of
CLIMB the A/C climbs, and maintain GND RETURNS ON
altitude and ND
TOP OF ND.
RANGE.

Use TILT slightly NEGATIVE to maintain ground No ground


returns on top of ND: returns beyond
line of view.
Range 320 TILT= 1 DN In higher altitudes, Dnm = 1,23 ALT
Range 160 TILT = 1,5 DN closing weather: ft
CRUISE
Range 80 TILT= 3,5 DN Decrease ND FL 370 D 240nm
Range 40 TILT= 6 DN TILT down
Poor ground
returns over calm
Use TURB to ISOLATE Turbulence GAIN to sea / even
AUTO. ground.

During DES, TILT UPWARD approximately + 1 /


DESCENT 10000 ft in higher altitudes, then + 1/5000 ft
below 15000 ft.

To avoid ground
APPROACH TILT + 4.
returns.

NOF 04070 04318 0001

Note: It is difficult to differentiate between weather returns and ground returns: A


change in TILT causes the shape and color of ground returns to change
rapidly. These ground returns eventually disappear. This is not the case
for weather returns.

ENV A318/A319/A320/A321 FLEET FCTM Page 4 of 6


SUPPLEMENTARY INFORMATION 04.070

FLIGHT CREW TRAINING MANUAL USE OF RADAR JUL 28/05

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

21mm
DETECTION AND MONITORING COMMENTS
21mm PROCEDURES

FLIGHT
PHASE
Clear on parking area, set ND to lowest range, Radar check
21mm TILT DOWN then UP; (away from
Check appearance/disappearance of ground people)
TAXI returns.
Reselect AUTO after scanning.
If weather is suspected, SLOWLY SCAN up to Scanning
21mm + 15, then reselect AUTO. along
departure
TAKE path
OFF
Use TURB to ISOLATE Turbulence GAIN to Poor ground
21mm AUTO return over
calm sea /
IN even ground
FLIGHT
21mm

Note: Weather and ground returns are difficult to differentiate: a change in TILT
rapidly changes the shape and color of ground returns and eventually
cause them to disappear which is not the case for weather.

OTHER OPERATIONAL RECOMMENDATIONS

ALL

WEATHER AVOIDANCE
. When weather is suspected, scan for it by varying the radar tilt. If AUTOTILT
or MULTISCAN function is available, reselect AUTO after scanning.
. Do not underestimate a thunderstorm, even if echo is weak (only wet parts
are detected)

ENV A318/A319/A320/A321 FLEET FCTM Page 5 of 6


SUPPLEMENTARY INFORMATION 04.070

FLIGHT CREW TRAINING MANUAL USE OF RADAR JUL 28/05

. Avoid all red + magenta cells by at least 20 nm


. Deviate upwind instead of downwind (less probability of turbulence or hail)
. Do not attempt to fly below a storm even visual (turbulence, shear, altimetry)
. Use TURB detection to isolate turbulence from precipitation
. There may be severe turbulence, up to 5 000 ft above a cell
. Storms with tops above 35 000 ft are hazardous
. Frequent and vivid lightning indicates a high probability of severe turbulence.

WEATHER PENETRATION

In the case of storm penetration, the flight crew must take full advantage of the
radar. For flight crew guidelines, in the case of turbulence, refer to the FCTM
section on ADVERSE WEATHER.

MAPPING

TILT and GAIN have to be adjusted harmoniously, because the ground returns
vary greatly with the angle of the radar beam which illuminates them.
. Use MAP to detect PROMINENT TERRAIN (mountain, city, and coastline)
. Adjust TILT and GAIN - Mapping coverage varies with tilt and aircraft altitude.

TILT ANGLE AREA SCANNED AT FL 330


3 DN 72 nm to 190 nm
5 DN 47 nm to 190 nm
7 DN 36 nm to 70 nm
10 DN 26 nm to 41 nm

However, flight crew should NOT USE the weather radar as a terrain
avoidance system.

ENV A318/A319/A320/A321 FLEET FCTM Page 6 of 6

S-ar putea să vă placă și