A319/A320/A321 FLIGHT CREW CRERATING f BANAL FLIGHT PRE PARATION , 2 & AIRBUS.ccmg 8 GENERAL INFORMATION 2.00.20 aa LIST OF CODES FLIGHT CREW OPERATING MANUAL 2m DONNA WANNA AVN A DANA P3 CODE DESIGNATION Oe Mod: (2103+22013+ 20099) = (21103+2a013+ 20901 +25 710+ 28999) = (21103-+22013-+ 24981 +257 10 + 78653478999) 0085 STD = Mod : (20080+20065) = (21109+25710) = (200%0+20065+20106) = (20090+20065+20106+20107) = (20080-+20065+20106+20107+21103) = (20040 +-20065-+ 20106420107 +21103422013) (20040 +-20065-+ 20103) = (20106-+ 20107 +21103-+-21897 +2198) (20107421103) 0066 Mod : 20164 = (20164+22013) = (20164+ 30961) = (201644-24373+30961) 0067 Mod : (20268-+24044+28721+31607) = (20268-+24044+28060+31607) 0068 Mod : (20268 +25647) = (20268+ACA+CMM } 0069 Mod : (20268+25647) = (ACA = CMM = MXA} = (20268+ACA = CMM = MXA) = (20268+25647+ ACA = CMM = MXA} 0075 Mod i (20268 + 24044+ 25647) = (20268+24044+ ACA) = (20268-+24044+ 25647 +ACA) 0076 Mod : (20268+28721) = (20268 + 28960) 0077 Mod : (20268 +24044+ 26721) = (20268+ 24044+ 28960} 0078 Mod : (20268 +2238) = (20268+25800+ 28238) ‘0079 Mod : 20268 = (20268+ 25647} ‘0080 Mod : (20268+25647) = (ACA = CMM) = (20268+25647+ACA = CMM) 0081 STD = Mod : 24105 = 27773 = (24106-27773) = (24105+27773-+ 28471) 0082 Mod: _(20288.4-24004-+25647) (202684+-24044+ACA} (20268 -+24044+ 25607 +-ACA) = (70268+-24044 +-25607 +-28960-+ ACA) 0083 Mod : (20024+20187+22013-+ 30822) = {20024420167 4+-22013+ 25453430422) n084 Mod : (20024+25453) = (20024+20164+ 25453) — (20024+20586+25453) 0085 Mod: (2002%+30822) = (20024-+20164--30822) = 20024-20586 430822) = (20024+25453-+30422) (20024+20164+25453+30422) = tenets 20586425953 430422) ‘0086 Mod : (20024+22013 + 25453) = {20024+22013+30422) = (20024 + 22013+ 25453 +30422) 0087 Mod =: (200244 22013+25453+31286) = (20024+22013+30422+31286) (20024+22013-+ 25453 + 30422 +31286) 0090 Mod : (20268 + 24946+ 26965) = (20268+ 249464 27773) (20268+26965+32150} = (20268+26965+32238| (20268+27773-+32239) = (20268+27773+32a11) oot Mod (20268+25615+-29946 + 26965) (20268 +25615+ 24946427773) (20268 +25615+ 25951426965) (20268 +25615+25951+27773) (20268 + 25615+ 26760 + 26965) (20268 + 25615 +26760+27773) (20268 +25615-+ 26965 +32150) (20268 +25615+ 26965 +32239) (20268 + 25615+ 27773432150) (20268+25615+ 27773432239) = (20268+25615+27773+32311) 0092 Mod : (24946+ 26965) = (24946427773) = (25951+26965) = (25951 +27773) = (26760+26965) = (26780+27773) = (28965+32150) (26965+32738) = (26985 +32239) (26985+32311) = (27773+32150) (27773432738) = (27773+32239) = (27773432311) 0093 Mod : 25530 = (25530+25800} = (25800+ 27727) = {25530+25800+27727) oogd Mod : (24996 +25615+26965) = (24946+25615+27773) = (25615+25951+26965) (25615+25951+27773) = (25615+26760+26965) (25815+26965+32150) = (25615+76965+37738) (25815+26965+32311) = (256154277734 32739) = (25615+27773437311) 20040-+ 20085 +20106 +21 103) 0040+ 20065421 103-+22013) = (20106 + 20107 +21103) 2 (21103-4+21897+-21898} = (21103-+71897-+21898+ 22013) = (21109422013) (21103+22019-+24981) = (21103+22013+24981+25710) = (21103+22013+28569) (20288-+-25951 +2665) (20288+25951+27773) = (20268+26760+26965} = (20268+28780+27773) = (20268 +26985+32239) (20268 + 26965432311) = (20268+27773+32150) = (20268+277734 32238) (20268+25615+26985 + 32238) (20268-+25615+26965+32311) (20268 + 25615+27773+32238) (25615+26760+ 27773) (25815 + 28965432739} (25615+27773+32150) = (25815 +27773+ 32238) wd CCM ALLTAKEOFF 2.02.18 Pd MTOW CALCULATION (WEIGHT ENTRY) | SEQ 100 | REV 25 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS | GENERAL The takeoff chart is computed for a given runway under a set of conditions, which are ; — OAT Wind — Configuration — QNH, air conditioning, anti ice... Two configurations are produced on the chart. This enables the crew to select that giving the highest permissible takeoff weight. In case of equivalent performance, retain the configuration giving the lower takeoff speeds. MTOW DETERMINATION Enter the chart with the first configuration and actual wind column reading the temperature value, This temperature value stands for the OAT. Read the maximum takeoff weight corresponding to the actual OAT. Note that it is allowed to interpolate between two consecutive lines to obtain the maximum takeoff weight. Itis reminded that the takeoff weight is the sum of the weight entry and the delta weight. Similarly determine the takeoff speeds associated with the maximum takeoff weight. R_ In some cases, it may happen that the first temperature value (displayed for the highest weight entry) is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid unnecessary penalty. Use the Grad 1/Grad 2 gradients provided at the battom of the corresponding column. Correction to weight Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF). Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF. Read the lowest temperature of the column (correponding to the highest weight entry). ME C5~02-0218-007-A 70044 TREF TEMPERATURE + If the lowest temperature and OAT are above TREF. Obtain weight increment by multiplying Grad 2 by the difference in temperature between OAT and lowest temperature. Add this weight increment to the maximum takeoff weight calculated for the lowest temperature. CCM ALLTAKEOFF 2.02.18 P2 MTOW CALCULATION (WEIGHT ENTRY) - If the lowest temperature and OAT are below TREF. Obtain weight increment by multiplying Grad 1 by the difference in temperature between OAT and lowest temperature. Add this weight increment to the maximum takeoff weight calculated for the lowest temperature. If OAT is below TREF and lowest temperature is above TREF. The weight increment is calculated in two steps. Step one is multiplying Grad 2 by temperature difference between lowest temperature and TREF. Step two is multiplying Grad 1 by temperature difference between TREF and OAT. Add results from step one and two to maximum takeoff weight calculated for lowest temperature. Note: Use the weight gradients only to extrapolate above the maximum weight shown in the RTOW chart. They are not valid for interpolation between two boxes, between filled boxes or between one filled and one blank box. — Repeat the above process for the other available configuration and retain the configuration giving the highest takeoff weight. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Retain the maximum takeoff weight, associated configuration and speeds from above. For conditions different from those of the chart, apply relevant corrections. CONSERVATIVE CORRECTIONS FOR ONH AND BLEEDS FROM FCOM 2.02.24 p 1 Corrections are given for QNH = 1013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each Correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and weight value. Example A DATA : OAT = aC Head Wind = 10 kt Air conditioning ON QNH = 1013 hPa R Use the chart from 2.02.16 p 6, Enter the 10 kt head wind column CONF 1+F. to read for 25°C The lowest temperature of the column is 38°C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. Max TO weight (1000 kg) air conditioning GFF = 76.2 + 04x24 0.04x11 = 774 Enter the 10 kt head wind column CONF 2, to read for 25°C ‘The lowest temperature of the column is 37°C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. COM ALLTAKEOFF 2.02.18 P3 MTOW CALCULATION (WEIGHT ENTRY) | SEQ 045 | REV 25 Max TO weight (1000 kg) air conditioning OFF = 76.0 + 0.41 x 1 + 0.03 x 11 = 76.7 Retain CONF 1+F as takeoff configuration. Maximum TO weight (1000 kg) air conditioning OFF... .... 0.00002 eee dT Air conditioning correction (FCOM 2.02.24 pil haeciace 2s Maximum permissible TO weight (1000 kg) air conditioning ON . 75.2 Determine takeoff speeds for 75.2 (1000kg) in the 10 kt head wind ‘column (CONF1+F) Vi = 154 kt, VR = 157 kt, V2 = 160 kt CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS FROM FCOM 2.04.10 (Refer to FCOM 2.04.10) R CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.16 P 6) A description of this correction is given on 2.02.16 p 3, The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of three corrections can be produced on one chart. To apply the corrections, proceed as follows : . Determine the maximum takeoff weight before correction for the given OAT and wind condition. . Apply the first correction : If OAT is less than or equal to TYMC (line 3), apply AW correction from line 1 and ANI/AVR/AV2 corrections from line 2. Else, (for OAT greater than TYMC)}, apply AW correction from line 3 and AVI/AVR/AVZ corrections from line 4, . Ta combine a second (and third, as applicable) correction : If OAT is less than or equal to TVMC {line 3), apply AW correction from line 1 and AVIJAVR/AV2 corrections from line 2. Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW chart and that V2 is higher than the VMU limited speed (FCOM 2.02.25). IF OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply AW correction from line 3 and AVI/AVR/AV2 corections from line 4. No speed check is required, n wo Note: — QNH correction is given for + 10 hPa. It is allowed to extrapolate linearly for ” greater QNH deviation, — When using a takeoff chart with failure cases, it is not allowed to combine two failure cases. Corrections from the chart must be applied from top to bottom, i.e. in the RTOW R on 2.02.16 p 6, apply the wet correction first. — If asterisk or dotted lines appear in the correction boxes, refer ta more conservative corrections provided in the FCOM. No speed check is required for the first correction. However, if the first influence correction follows a conservative FCOM correction, a speed check is required. CoM ALLTAKEOFF 20218 P 4 MTOW CALCULATION (WEIGHT ENTRY) Example B DATA : OAT = 40°C Head wind == 10 kt QNH = 998 hPa WET runway R Use the chart from 2.02.16 p 6. + Enter the 10 kt head wind column CONF 1+F, to read for 40°C max TO weight (1000 kg) . CORK eae Pha es 75.2 - Enter the 10 kt head wind column CONF 2, to read for 40°C | max TO weight (1000 Kg)... ieee etree etree eens TAA Retain CONF 1+F for takeoff : Read associated speeds as V1 = 154 kt, VR = 157 kt, V2 = 160 kt » Apply WET correction For OAT < TVMC (58°), AW = 2... eee see 09 Intermediate weight (1000 kg) setae aS ee oe AD Associated speeds, VI = 154 kKt- 6 = 148 kt VR = 157 kt - 0 = 157 kt V2 = 160 kt - 0 = 160 kt (No speed check required for first correction) - Apply QNH correction For OAT < TVMC (58°), AW = —O.5x% 15/10 =... 0. eee eee - 0.8 Maximum permissible takeoff weight (1000 kg) ........ ip bharanecpracuce rasa abel Associated speeds, V1 = 148 kt— 1x 15/10 = 146 kt VR = 157 kt - 1 15/10 = 156 kt V2 = 160 kt - 1x 15/10 = 159 kt - Check that the speeds are higher than minimum speeds from the chart and from VMU table. Takeoff Configuration | 1+F | TOW (RTOW) FCOM corrections) Intermediate value WET Correction — 0.3 Intermediate value QNH Correction Final value 74.1 COM ALLce Me 48 TAKEOFF 202.18 PS na a ces an | MTOW CALCULATION (WEIGHT ENTRY) COMBINING CORRECTIONS FROM FCOM AND CHART Proceed as follows : 1. Determine the maximum takeoff weight by entering the chart with selected configuration, OAT and wind. . Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds for intermediate weight in the same column (same wind and configuration). N 3. Apply corrections fram RTOW chart as explained above. Example C DATA : OAT = 25°C Head wind = 10 kt Air conditioning ON QNH = 998 hPa WET runway 1, Use the chart from 2.02.16 p 6. Enter the 10 kt head wind column CONF 1+F, to read for 25°C Max TO weight (1000 kg) air conditioning OFF = 76.2 + 0.4% 2+ 0.04% 11 = 77.4 Enter the 10 kt head wind column CONF 2, to read for 25°C Max 10 weight (1000 kg) air conditioning OFF = 76.0 + 0.41 1 + 0.03 11 = 76.7 Retain CONF 1+-F for takeoff configuration. 2. First, apply the correction from FCOM page 2 02.24 p 1. Max TO weight (1000 kg} air conditioning OFF Air conditioning correction ...... : Intermediate weight . Pa Interpolate takeoff speads ‘for 75, 2 (1000 kg) in the 10 kt head wind column, V1 = 154 kt, VA = 157 kt, V2 = 160 kt 3. Apply WET correction For OAT < TVMC (58°), AW =. . Sigreanianeee Sarpace cere ES Intermediate weight 6.0... cc eee eee ee eet eee ee 74,9 Associated speeds, V1 = 184 kt- 6 = 148 kt VR = 157 kt—-O = 157 kt V2 = 160 kt—- 0 = 160 kt Apply QNH correction For OAT = TVMC (54°), AW = - 0.5 x 15/10 5 Maximum permissible takeoff weight ..... . ea Associated speed, VI = 148 kt— 1 15/10 = 146 kt VR = 157 kt— 1 15/10 = 156 kt V2 = 160 kt- 1x 15/10 = 159 kt CCM ALLTAKEOFF 2.02.18 P6 MTOW CALCULATION (WEIGHT ENTRY) | SEQ 045 | REV 22 Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled : Max permissible takeoff weight = 74.1 (1000 kg) Vi = 146 kt, VA = 156 kt, V2 = 159 kt. Tal Configuration 4 VR TOW (RTOW) Ti4_| [ FCOM correctionis| i Intermediate value 75.2 WET Correction 03 Intermediate value QNH Correction Final value 74.1 EXTRAPOLATION | For OAT lower than the lowest temperature value of a wind column, it is possible to obtain a higher maximum permissible takeoff weight by using Grad 1/Grad 2 values, See page 1 for more details. MAXIMUM STRUCTURAL TAKEOFF WEIGHT The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation is provided in the Flight Manual and in the chapter limitation af the FCOMS3. Compare the maximum structural takeoff weight to the maximum permissible takeoff weight computed for given conditions and retain the lower of the two values, COM ALLTAKEOFF 2.02.18 P7 MTOW CALCULATION (WEIGHT ENTRY) SUMMARY | The following flow diagram gives the different steps to follow, and oat. | TON, VI/WRIV2 | FROM RTO CHART Takeoff configuration ‘AIR COND AND/OR ANTI ICE YES ee ? er APPLY WEIGHT CORRECTIONS FROM 2.02.24 P1 READ SPEEDS | ASSOCIATED WITH INTERMEDIATE WEIGHT, ps WET No ves ? —— Lo APPLY AW FROM LINE 1 AND |, YES | AVOVRAAV2 FROM LINE 2 | ar cr a ‘YES ~~ SPEEDS > MINIMUM ~~__NO “aes VNC VAUD to al APPLY FROM LINE 3 AND AVIZA VRAD V2 FROM LINE 4 aN. No “NH MINIFLM NO. SPEEDS ae & Vu = APPLY W FROM LINE 3 AND VIZ WRIA We FROM LINE 4 J MAXIMUM PERMISSIBLE TAKEOFF WEIGHT = FINAL WEIGHT VA/WR/V2_AS CALCULATED NFeS-02-0218-007-A 10048 CCM ALLTAKEOFF 2.02.20 Pd FLEXIBLE TAKEOFF (WEIGHT ENTRY) DEFINITION OF FLEXIBLE TAKEOFF In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff weight. When this happens, it can meet the required performance (runway, second segment, obstacle,...) with a decreased thrust that is adapted to the weight ; this is called FLEXIBLE TAKEOFF and the thrust is called FLEXIBLE TAKEOFF THRUST. The use of flexible takeoff thrust saves engine life. USE OF FLEXIBLE TAKEOFF The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum. permissible takeoff weight for the actual temperature. The maximum permissible takeoff weight decreases when temperature increases, so it is possible to assume a temperature at which the actual takeoff weight would be the limiting one, This temperature is called FLEXIBLE TEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TO page in order to get the adapted thrust. REQUIREMENTS — Thrust must not be reduced by more than 25 % of the full rated takeoff thrust. — The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions, The FADEC takes the above two constraints into account to determine flexible N1. — The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff flight path computation (at ISA + 40), This constraint limits the maximum flexible temperature at ISA + 53 (68° C at sea level). The flexible temperature cannot be lower than the flat rating temperature, TREF (ISA + 30), or the actual temperature (OAT). Thrust ry (MAK. TAKEOFF (ax. CONT. ¥----5 ' Il J TSA + 40 ISA + 53 7 Temperature TMAX = TMAXFLEX NFCS-02-0220-0n1-A0504K CCM ALLTAKEOFF FLEXIBLE TAKEOFF (WEIGHT ENTRY) R — Flexible takeoff is not permitted on contaminated runways. — The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any engine deterioration, or maintain an adequate engine performance monitoring program to follow up the engine parameters. RECOMMENDATION + In order to extend engine life, it is recommended to use the greatest thrust reduction level. - However, to improve the takeoff performance, the thrust can be increased by selecting a lower flexible temperature. Using the same takeoff chart, for a given weight it is possible to ; — Select a temperature lower than the maximum determined one and keep the speeds defined at maximum temperature or, — Move towards the left side of the takeoff chart (tailwind) while remaining with the same configuration and looking for the same actual takeoff weight. This produces a lower flexible temperature and, in general, lower takeoff speeds (VIVRAV2). Using one of the two above possibilities, check that the selected temperature is greater than the actual temperature (OAT) and greater than the flat rating temperature (TREF}, TAKEOFF PROCEDURE Depending on environmental takeoff conditions, the following procedure is recommended. CONDITIONS PROCEDURE REASON Diy or wet well paved Extend engine life runway if equivalent flex ig obtained choose the configuration giving the lowest spee altitude takeoff Use CONFZ/CONFS Improve comfort Badly paved runway or Accelerate stop distance limited runway — Use CONF2/CONFS or Move towards left side of the takeoff chart Improve comfort Improve stopping distance ‘Windshear expected along takeoff path — Use maximum thrust Maintain acceleration capability Contaminated runway — Use maximum thrust (flex forbidden) Improve stopping distance @ time on runway. Required by regulations. COM ALLTAKEOFF 2.02.20 P3 FLEXIBLE TAKEOFF (WEIGHT ENTRY) | SEQ 100 | REV 25 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see previous section) and ensure that the actual takeoff weight is lower than the determined maximum takeoff weight, + For a given configuration and wind value, enter the RTOW chart with the actual takeoff weight to read the flexible temperature and associated speeds. It is reminded that the takeoff weight is the sum of the weight entry and the delta weight displayed in each box It is allowed to interpolate between two consecutive rows and/or columns for weight and for wind values not displayed on the chart. + Repeat this process for the other configuration available. Select that configuration giving the highest flexible temperature. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS When the takeoff conditions are different from those provided on the chart, apply the associated corrections. CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS FROM FCOM 2.02.24 P 1 Corrections are given for QNH = 1013 hPa, air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, read the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required). Example D DATA : Actual takeoff weight = 68 000 kg Head wind = kt Air conditioning ON QNH = 1013 hPa Use the chart from 2.02.16 p &. Determine the maximum permissible takeoff weight (see example A). The actual weight being lower than the maximum one, flexible takeoff is possible, Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+. Fipible temperate scs.crstoenacrnan eres eeeaciers cinere atate meen cist 53° C Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature CCM ALLGENERAL INFORMATION 2.00.20 LIST OF CODES P4 COM ALL CODE DESIGNATION R 0095 Mod : (20268-+ 24046 + 76965) = (20260-+ 24086-27773) = (20260-25051 + 26085) = R (2026B+25951427773) = (20268+26760+26905) = (20268+26760-+27773) R (20268 +26965+32150) = (70768+26965+37738) = (20268 -+26965-+32739) R (20268 + 26965432311) = (20268427773+32150) = (20268+27773-+ 32238) R (20268 + 21773432730) = (20268+27173-+32311) = (20768-+ 24086 +-76965 + US} R (20268 +24946 + 27773+US) (20266 + 25951 +26965+US) = R (20268 +259514-27773-+US) (20268 +26760+26365-+US} = R (20268+26760+27773-+US) (20268+26965+37150-+US} = R (20268 +26965 +32238+US) (onze ‘26965+32239+US) = R (20268-+ 26965 +32311+US) (20268 +27773+32150+US} i R (20268 +2773 +32738-+US) (20268 +27773-+32739-+US} = R (20268+27773+32311+US} R av03 Mod : (20268-+25647+CFM 56-5-BB} = (ACA = MXA+CFM 5E-5-B6)TAKEOFF 2.02.20 P4 FLEXIBLE TAKEOFF (WEIGHT ENTRY) | SEQ 050 | REV 30 Retain CONF 1+F for takeoff configuration. Takeoff speeds are V1 = 153 kt, VA = 153 kt, V2 = 155 kt Flexible temperature with air conditioning OFF... 6... eee eee dl 53°C Air conditioning correction (FCOM 2.02.24 p 1). . Maximum flexible temperature . CORRECTIONS FOR WET RUNWAY FROM FCOM 2.04.10 (Refer to FCOM 2.04.10) CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.16 P 6) A description of this correction is given on 2.02.16 p 3. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, ONH, air conditioning and/or anti-icing. A maximum of three corrections can be produced on one chart. To apply the correction, proceed as follows : 1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible temperature associated with this weight. . Apply the first correction : If the flexible temperature is less than or equal to TVMC (line 3}, apply ATflex correction from line 1 and apply speed corrections (AV1/AVR/AV2) from line 2. Else, (flexible temperature greater than TVMC), apply ATMlex from line 3 and AVI) AVR AV2 corrections from line 4. Check V2 against VMU limitation (FCOM 2.02.25). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the speeds read in the chart for the actual weight if they are all lower. No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff weight determination). 3. To combine a second and/or a third correction, proceed as per point 2. 4, Check that the final flexible temperature is ; — higher than OAT and TREF — limited to TMAXFLEX If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU. If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible takeoff is possible. Use TOGA thrust and retain speeds that have been calculated for the maximum permissible takeoff weight. (See 2.02.20 p 7) N Note: — QNH correction is given for + 10 hPa. It is allowed to extrapolate linearly for greater QNH deviation. Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on 2.02.16 p 6, apply the wet influence first. CoM ALLTAKEOFF 2.02.20 PS FLEXIBLE TAKEOFF (WEIGHT ENTRY) | SEQ 100 | REV 25 Note: — When the flexible temperature is higher than TVMC, it is allowed to limit the flexible temperature to TVMC and apply only corrections from lines 1 and 2. — If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM. Example E DATA : Actual takeoff weight = 68 000 kg Head wind = Wkt QNH = 998 hPa WET runway Air conditioning OFF R Use the chart from 2.02.16 p 6. Determine the maximum permissible takeoff weight (see example B). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and Mappa for 68 000 kg, CONF 1-+F. Flexible temperature oo. cee ceca eee aetna eneene ic 53°C Enter the 10 kt head wind column and. interpol jate for 68 000 kg, CONF 2, Flexible temperature 2. eee eee eee » 50 Retain CONF 1+-F as the flexible temperature is higher. Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 155 kt Apply WET correction For flexible temperature < TVMC (58° C), ATflex = Intermediate flex temperature Associated speeds, V1 = 153 kt-6 = 147 kt VR = 153 kt -0 = 153 kt V2 = 155 kt- 0 = 153 kt R Since speed correction on V2 is 0, no V2 check against VMU limitation is necessary. Apply ONH correction For flex temperature < TVMC (54° C), ATflex =..... Maximum flexible temperature ©. 0... ee Check that OAT/TREF < flex temperature < TMAXFLEX No speed correction. Takeolf speeds are VI = 147 kt, VR = 153 kt, V2 = 153 kt Chart temperature FCOM correctian(s) Intermediate _value WET Correction 53 153 153 155 -1 6 o 0 Intermediate value 52 147 153 153 QNH Correction -2 0 o 0 Final value 50 147 153 153 CCM ALLTAKEOFF 2.02.20 P6 FLEXIBLE TAKEOFF (WEIGHT ENTRY) COMBINING CORRECTIONS FROM FCOM AND CHART 1. Apply corrections from FCOM (see 2.02.24 p 1). 2. Apply corrections from the RTOW chart. Apply speed corrections except for QNH and bleed influences, ample F DATA : Actual takeoff weight = 68 000 kg Head wind = kt Air conditioning ON QNH = 998 hPa WET runway Use the chart from 2.02.16 p 6. Determine the maximum permissible takeoff weight (see example C). The actual weight being lower than the maximum one, flexible takeoff is possible, » Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F Flexible temperature . - Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature oc. ee ee en eden ee eee src Retain CONF 1+F for takeoff configuration. Takeoff speeds are V1 = 153 kt, VA = 153 kt, V2 = 155 kt First, apply the correction from FCOM page 2.02.24 p 1. Flexible temperature with air conditioning OFF .. . . Air conditioning correction ...... . eRe Intermediate flexible temperature No speed correction. Apply WET correction For flexible temperature < TVMC (58°C), ATflex =. 00... 0. ee ee R Intermediate flex temperature 22... 6. ee ee ee een eee eee arc Associated speeds, V1 = 153 kt- 6 = 147 kt VR = 153 kt - 0 = 153 kt V2 = 155 kt - 0 = 155 kt Since speed correction on V2 is 0, no V2 check against VIMU limitation is necessary. - Apply QNH correction For flexible temperature < TVMC (54° C), ATflex R Maximum flexible temperature . . Check that OAT/TREF < flex temperature < TMAXFL No speed correction. Takeoff speeds are VI = 147 kt, VR = 153 kt, V2 = 155 kt 53° ¢ COM ALLce MS 8 TAKEOFF 202.20 PT nate chen, | FLEXIBLE TAKEOFF (WEIGHT ENTRY) Takeoff Configuration : 1+ F Tilex a Chart temperature 53 153 153 155 [_FCOM corraction(s) —5 0 a 0 | Intermediate value 48 153 153 155 | WET Correction —1 —6 0 0 | Intermediate value QNH Correction Final value 45 147 153 155 FLEXIBLE TAKEOFF NOT POSSIBLE In some cases when the actual takeoff weight is lower than the maximum permissible one but no flexible takeoff possible (that is flexible temperature lower than TREF or OAT) : It is mandatory to use TOGA thrust You can retain the speeds that have been calculated for the maximum permissible takeoff weight; R OR R You can retain the speeds associated with the actual takeoff weight provided they are R all lower than the speeds calculated for the maximum permissible takeoff weight. CCM ALLTAKEOFF 2.02.20 P83 FLEXIBLE TAKEOFF (WEIGHT ENTRY) | SUMMARY | The flow diagram gives the different steps to follow TFLEX, W1/VR/V2 | Le _ actual wind and LP ROM <7 CHART |" Takeoff configuration actual TO weight is “a/R ves | PLY THPERATIRE commecriCNs | > FROM 2.02.24 PT I=1 al |__ no spexp connection | j No ee ‘cm YES “CORRECT: os>—*=5 __ ae 8S Fitex crime ' a APPLY ATFLEX FROM LINE 1 AND) APPLY ATFLEX FROM LINE 3 AND) AVIT/AVRESN2 FROM LINE 2 | AWIZAVRAAN2 FROM LINE 4 v2.2 MINIMUM V2 ~~ NO. | <@ [sa | se %*[*]*|@|4|#|a@ |» ey ve (kt TAS) wr | oo | ae aor fame [mt fs [we [we [mo | oe ile WR (kt TAS) we [we [20 ee 2 Vi kt TAS) ve [ue [ozo we [on [os [os [er [re [re [oe MTOW = 56500 kg VI = 129 kt, VR = 135 kt, V2 = 138 kt CCM ALLcome 1% SPECIAL OPERATIONS 204.15 9 PA nate chenn, | FERRY FLIGHT WITH NO SLATS | SEQ go1 | REV 20 FERRY FLIGHT WITH NO SLATS TO BE ISSUED LATER CCM ALL318/319/320/321 FoOM VOL. 2 FLIGHT PREPARATION HIGHLIGHTS = REVOIT VCH SEC =-:PAGE:: SEQ --REV:= ++=-YQLIDATION CRITERIA REASONS OF CKANGE- 1]Feel quantities units are added 2\Table values are updated 20110 O18 001 REVOIS COME 0029 ~ TECHNICAL AMENDMENT i]Foel quantities units are added 2|Table walues are updated 20110 O18 001 REVOII CODE 0029 ~ TECHNICAL AMENDMENT A|Feel quantities units are added 2\Table values are updated 2010 O17 001 REVOII COME 0029 = TECHNICAL AMENDMENT V]Feel quantities u 2)Table values a its are added updated 2o1 a0 O18 001 REVOII CODE 0029 TECHNICAL AMENDMENT V[Feel quantities units are added 2)Table values are updated. 20130 O18 001 REVoI3 COME 0029 < TECHNICAL AMENDMENT 1]Foel quantities units are added 2\Table values are updated. 20130 020 100 REVO33 CODE cozt ~ TECHNICAL AMENDMENT i|Peel quantitier uaite are added 201 30 O21 10 REVOIT CODE oamt ~ INCORPORATION OF MoD 200z4 ~ TECHNICAL AMENDMENT 1|Feel quantities units are added 202 18 008 10 REVOID 22010-24105 » TECHNICAL AMENDMENT V|Update of minimum speeds check 202 20 008 too REVe33 7201 os * TECHNICAL AMENDMENT 1]To replace the check of V2 enly, by the check ef all speeds verses minimum speeds (VME and VMU/ To replace the check of all speeds versus minimum speeds (VME and WMU) by the check ef V2 only versus ¥MU 202 19 001 001 REVO26 CODE coat - INCORPORATION OF MOD 27773 203.20 001 001 REVOIa + TECHNICAL AMENDMENT @1 MAR 2003 ccm 2.00.75 PACE aSPECIAL OPERATIONS 2.04.20 Pd FLIGHT WITHOUT CAB PRESSURIZATION| SEQ 001 | REV 21 GENERAL The aircraft may fly without cabin pressurization because of an aircraft system deficiency (see MEL) or after a decompression in flight. The pilot's choice of flight level and airspeed depends on the cause of the depressurization, the distance to fly, the topographic conditions and the meteorological conditions. OXYGEN REQUIREMENTS CREW MEMBERS See FAR 121.329 or JAR-OPS 1.770 PASSENGERS For flight at cabin pressure altitudes above 10000 feet, up to and including 14000 feet, there must be enough oxygen to supply 10% of the passengers for the flight at those altitudes that lasts more than 30 minutes. For flight at cabin pressure altitudes above 14000 feet, up to and including 15000 feet, there must be enough oxygen for 30 % of the passengers. For flight at cabin pressure altitudes above 15000 feet, there must be enough oxygen for all passengers. CCM ALLcome 1% SPECIAL OPERATIONS 2.04.20 P2 roc nee A clueen [FLIGHT WITHOUT CAB PRESSURIZATION LEFT INTENTIONALLY BLANK COM ALLceMa SPECIAL OPERATIONS 204.20 -P3 mente, AZZ |eLiGHT WITHOUT CAB PRESSURIZATION FLIGHT PLANNING AND EXECUTION ALTITUDE Flight route planning should consider the above-stated restriction in cabin altitude, |f cabin altitude exceeds 9550 + 350 feet, the EXCESS CAB ALT warning on the ECAM will be activated. When above 14000 feet, the passenger oxygen masks will drop automatically. Therefore, the recommended maximum altitude for prolonged flight is FL100. The minimum. altitude should be selected by respecting : — The Minimum Safe Altitude (MSA), Turbulence, which is uncomfortable for passengers and, Low Outside Air Temperature (OAT), which can be uncomfortable for passengers when the cabin is ventilated by ram air only. AIRSPEED If decompression is due to structural damage, consider airspeed reduction. Use slats and flaps, as necessary, to establish low speed conditions. In addition, turbulent conditions are uncomfortable for passengers, and gust response should be minimized by reducing airspeed. CLIMB AND DESCENT RATE Takeoff must be performed normally, and the rate of climb must be limited to about 500 feet/minute, to ease the pressure change felt by passengers and crew. R Likewise, the rate of descent must be limited to about 1000 feet/minute, except for the final approach which must be performed normally. Notify the ATC of any performance deficiency by a remark in the flight plan. CCM ALLSPECIAL OPERATIONS 2.04.20 P4 FLIGHT WITHOUT CAB PRESSURIZATION| SEQ 001 | REV 24 EMERGENCY DESCENT IN CASE OF RAPID DEPRESSURIZATION In case of depressunzation, oxygen is supplied to passengers through individual modules, the capacity of which is so that the aircraft must descend and remain below the follawing profile. FL, 390 oe=A00 1A8 2 180 * 140 ! = 400 | 2 80 \ 4 | $ ha 5 fou — F + MINUTES. S TIME OF DEPRESSURIZATION SYSTEMS FAILURE OCCURRING IN FLIGHT Apply abnormal and emergency procedure required by ECAM. FAILURE PRESENT AT DISPATCH ® if flight with both packs inoperative — PACK T amd 2 cece ccc cece eee eens nena eneeeeenins OFF RAMAN, SSA ea ET ee ea ee ON Note ; If the «AVIONICS SMOKE» procedure has to be applied the following flight time limitations have to be considered to protect the avionie equipment : AtISA + 40 : 0.5 hour AUISA + 30: 1.5 hour At ISA + 20: 4 hours At ISA + 10 and below : No limitation, (*) Between FL 80 and FL 100, oxygen must be provided for 2 % of the passengers. This is achieved by portable oxygen. When, this is no longer achievable, descend ‘to FL 80. For performance at FL 80/250 kt, use data for FL 100/LRC given in 3.05.15 and increase fuel consumption by 6 %. COM ALLceMa SPECIAL OPERATIONS 204.20 PS mente, AZZ |eLiGHT WITHOUT CAB PRESSURIZATION ®@ |f both CAB PRESS systems are inoperative, or if there is structural damage : mOPRGKDand?2 scsusce use a ao ON —MODESEL ......... Deena ve eeeeeereaeeeeeane seeecees MAN R SOT, cece nwse mee seamen cesarean AS RORD R Use V/S CTL to set the outflow valve apening to 50 %. — OUTFLOW VALVE HALF OPEN ..... 0. cece cece cree eeueee CHECK The outflow valve opening is limited to 50 %, to avoid the cabin air suction effect. SMG GoW e AS Pea SEE Te Eee Oe 100 or MSA TAKEOFF Limit the aircraft's rate of climb to about 500 feet/minute. CLIMB Note: The EXCESS CAB ALT warning may occur. Use the ECAM CLR pushbutton to clear the warning. DESCENT Limit the aircraft's rate of descent to about 1000 feet/minute. Perform the final approach normally. CCM ALLMg is SPECIAL OPERATIONS 20420 PB rent ABET |e cuit witHOUT CAB PRESSURIZATION PERFORMANCE DATA| The following table enables the fuel consumption and the time needed from takeoff to landing to be determined in case of flight without cabin pressurization. The table is established for : — Takeoff Climb from 1500 ft at 250 kt — Long range cruise speed at FL100 — Descent to 1500 ft at 250 kt — Approach and landing : IMC procedure 110 kg or 240 Ib (6 min} ISA temperature CG = 25 % — Normal air conditioning Anti ice OFF The table on page 8 gives the conversion from ground distance to air distance Ne 2: For each degree Celcius above ISA temperature apply a correction of 0.01 (kgC/NM} or 0.022 (IbC/NM). COM ALLccmg SPECIAL OPERATIONS 2.04.20 PT nate chtaan, |FLIGHT WITHOUT CAB PRESSURIZATION| SEQ 220 | REV 27 FLIGHT PLANNING FROM BRAKE RELEASE TO LANDING CLIMB : 250 KT - CRUISE LONG RANGE - DESCENT : 250KT iC PI DURE; 110 (GMI NORMAL AIR CONDITIONING ISA FUEL CONSUMED (KG) ANTLICING OFF CG = 25.0% TIME {H.MIN) INITIAL WEIGHT (1000KG) 60 65 10 2151 218 7231 O52 B31 O51 78 7390 7687 O55 55 Ded 2455 2562 Boas as6 58 ose Fay] gg ae 108 102 LO Tus 2008 706 106 1.05 1.05 705 3078 B16 110 1.09 1 3152 946 Tie 1g 38 3a16 1G 116 sae 3587 1A 5.20 30) 337 12 4.23 3028 ed ‘0a 4d 4268 at ‘4a 1.38 ‘4e07 1a Wie 145 485 14g B15 5? 5286 1.56, 5ag3 2.00 Bez! 2.03 5730 207 5a58 Bil 6126 21k era ig ‘AIR CONDITIONING ENGINE OFF ANTI ICE ON ANT ICE On AFUE =—3% AFUB = + 2% APUEL = + 85% CCM ALLSPECIAL OPERATIONS 2.04.20 Ps FLIGHT WITHOUT CAB PRESSURIZATION| SEQ 110 | REV 23 GROUND DISTANCE/AIR DISTANCE CONVERSION GROUND AIR DISTANCE (NM) DIST. TAIL WIND WIND COMPONENTS (KT) HEAD WIND (NM) +150 | +100 | +50 0 50 100 -150 40 29 32 36 40 46 53 64 60 44 48 53 60 68 80 95 80 58 64 1 80 a1 106 127 100 73 80. 89 100 114 133 159 120 88 96 107 120 137 159 191 140 102 112 125 140 160 186 223 160 117 128 142 160 183 213 255 180 131 144 160 180 205 239 286 200 146 160 178 200 228 266 318 220 160 176 196 220 251 292 350 240 175 192 214 240 24 319 382 260 190 208 231 260 297 346 414 280 204 224 249 280 320 372 445 300 219 240 267 300 342 399 477 320 233 256 285 320 365 425 509 340 248 273 303 340 388 452 541 360 263 289 320 360 an 478 673 380 271 305 338 380 434 505 604 400 292 321 356 400 457 532 636 420 306 337 374 420 479 558 668 440 321 353 392 440 502 585 700 460 335 369 409 460 525 611 732 480 350 385 427 480 548 638 764 500 365 401 445 500 S71 665 795 520 379 ay 463 520 593 691 827 540 394 433 481 540 616 718 859 560 408 449 498 560 639 744 891 580 423 465 516 580 662 mM 923 600 438 481 534 600 685 797 954 FLPERD AMV 118 CAMGE-SAG 3aV0 OURO OOTY BIS0I00 FONT OOOH] OOGOGISD OO FY GF aT BT TES oe Ro-oe oe 20-008 110 COM ALLSPECIAL OPERATIONS 2.04.25 Pd FLIGHT WITH GEAR DOWN SEQ 100 | REV 30 GENERAL This Chapter applies to dispatch with landing gear down. However, the limitations and inflight performance also apply in case of an inflight landing gear retraction failure Revenue flight is permitted, with the landing gear down and the gear doors closed, in the conditions stated below. LIMITATIONS | Do not fly into expected icing conditions. — Ditching with the landing gear down has not been demonstrated. R — Disregard FM fuel predictions. Other predictions should also be disregarded (altitude, R speed and time), except time predictions al waypoints when in cruise. R — Do not use managed speed (except in approach) and CLB and DES autopilot modes. — ALTITUDE ALERT is not available. PROCEDURES PREFLIGHT VMO/MMO with the landing gear down is 235 knots/M.60, In the avionics compartment, on 188 VU, the VMO-MIMO switch must be set to the «L/G DOWN» position. CCM ALLSPECIAL OPERATIONS Ea FLIGHT WITH GEAR DOWN LEFT INTENTIONALLY BLANK COM ALL318/319/320/321 FoOM WOL. 2 FLIGHT PREPARATION HIGHLIGHTS = REVOII VCH SEC == "PAGE: SEQ ssssVALEDATION CRITERIA® === = REASONS OF CHANGE- i)Removal of the recommendations for the see of the aulebrake eyeten Refer to FCOM 3,03 5.0.F 204 10 007 too REVoas 2201 ~ TECHKICAL AMENDMENT 1]To clarify the conditions af use of the performance corrections in the EAUTION note. 205 70 001 135 REVOIT CODE 0093/56-5-05/H5 ~ INCORPORATION OF MOD 25530 ~ INCORPORATION OF MOD 25200 ~ INCORPORATION OF MOD 27727 ~ VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANGE ~ TECHNICAL AMENDMENT ViTo provide fuel tankering data for ADSM /-042 203 70 oor 135 REVOIT CODE 0093/56-5-05/05 INCORPORATION GF MOD 25536 ~ INCORPORATION OF MOD 25800 NCGRPORATION OF MOD 27727 VERSION AND/OR ENGINE INCORPORATION, DELETION OR Cc! ~ TECHNICAL AMENDMENT UiTo provide fuel tankering data fer agit /-0i2 MoE 205 70 007 135 REVOIT CODE 0093/56-5-85/H5 ~ INCORPORATION OF MOD 25530 ~ INCORPORATION OF MOD 25400 NCGRPORATION OF MOO 27727 ~ VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANCE ~ TECHNICAL AMENDMENT 1ITo provide fuel tankering data for agigs-0t4/-142 205 70 a04 135 REVOIT CODE 0093/56-5-05/H5 ~ INCORPORATION OF MOD 25520 INCORPORATION OF MOD 25400 ~ INCORPORATION OF MOD 27727 ~ VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANCE ~ TECHNICAL AMENDMENT 1)To provide fuel tankering data for agipeain/-ni2 205 70 aos 135 REVOIT CODE 0093/56-5-85/H5 ~ INCORPORATION OF MOD 25530 ~ INCORPORATION OF MOD 25800 INCORPORATION GF MoD 27727 ~ VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANGE ~ TECHNICAL AMENDMENT 1]To provide fuel tankering data for ADE Un/-112. 205 10 G08 135 REVOIT CODE 0093/Se-S-m5/a5 ~ INCORPORATION OF MoD 25530 ~ INCORPORATION OF MOD 25800 = INCORPORATION OF MOD 27727 a1 MAR 2003 com 2.00.75 PALE acema SPECIAL OPERATIONS 204.25 P3 nani ninco am | __FLGHT WITH GEAR DOWN ABN AND EMER PROCEDURES FLIGHT CONTROLS Failure cases which would normally lead to ALTN law will, with L/G extended, degrade F/CTL laws down to DIRECT law. FAILURE OF BOTH ENGINES Follow ECAM procedures (even if some actions seem useless) unless modified by procedures below : — If APU available ; perform an assisted relight when below FL 200, — If APU not available - Do not attempt an APU start (APU start inhibited in this configuration) R + Windmilling relight can be performed as long as speed is above 300 knots (corresponding N2 above 12%). In this case, increase aircraft speed and disregard VIMO waming. Flight controls are in direct laws. Use manual pitch trim as necessary (not indicated on PFO if APU GEN not available). — In approach, set CONF 1 at or above 200 knots. Do not select flaps/slats below 200 knots. CCM ALLSPECIAL OPERATIONS 2.04.25 P4 FLIGHT WITH GEAR DOWN PERFORMANCE Consider the increase in drag to determine the takeoff weight and fuel consumption. CONF 1 + F is the recommended takeoff configuration, Note: Takeoff with tail wind is not recommended. Penalties on takeoff performance affect second segment gradient condition, final takeoff condition and en-route conditions. The takeoff weight to be retained is the most limiting of these three conditions, SECOND SEGMENT GRADIENT CONDITION The RTOW charts or the quick reference tables give the basic information for normal takeoff. To simplify, a constant weight reduction is applied whatever the limitation. This weight reduction covers the most critical case presented for flying over an obstacle. 1+F 3 20% METHOD Use the RTOW chart or the quick-reference tables to define the maximum takeoff weight for the conditions on the airport (temperature, pressure, wind, runway...), then apply the above weight reduction. FINAL TAKEOFF CONDITION The final takeoff speed is VLS. COM ALLSPECIAL OPERATIONS 2.04.25 PS FLIGHT WITH GEAR DOWN Use the graph below to determine the maximum takeoff weight associated with the final takeoff condition, T1000 SSC Ie cONDrTroning on} | io 1 ANTI. ICING OFF | 1000) + 7 | 1 | ts. AIRPORT PRESSURE ALTITUDE (FT) 5 “70 60-50-40 “30-20-10 0 10 20 30 40 50 (1000 KG) 4 C1000 Le) OUTSIDE AIR TEMPERATURE (DG.C) MECS-2-e25-005-K1S0K8 CCM ALLSPECIAL OPERATIONS 2.04.25 P6 FLIGHT WITH GEAR DOWN EN ROUTE CONDITION Retain the lowest weight according to the most limiting condition (second segment or final takeoff}, Use the en route net flight path on page 11 to check that in case of engine failure the aircraft can clear the terrain on the route by 1000 feet (climbing) or 2000 feet {descending}. If necessary, reduce the takeoff weight. Read the speeds corresponding to this weight in the RTOW chart or in the quick reference tables. GO AROUND PERFORMANCE See 3.05.35 for go-around requirements. Further decrease the basic limiting weight by 14 %. FLIGHT PLANNING CLIMB Climb at 230 kt/M.50 with both engines at maximum climb thrust. The table on page 7 gives the time, distance and fuel consumption according to takeoff weight. CRUISE/DESCENT The recommended cruise/descent speed is 230 kt/M.50. The ceiling on one engine may be a limiting factor, and the choice of the route should reflect this concem., ENGINE FAILURE In case of engine failure, the airplane will drift down ta the ceiling shown on page 12. The thrust for drift down will be Maximum Continuous. The drift down speed is equal to green dot speed. HOLDING Page 10 gives the holding parameters with slats out, this configuration being the least penalizing for holding. COM ALLSPECIAL OPERATIONS 2.04.25 FLIGHT WITH GEAR DOWN REV 29 FLIGHT CREW OPERATING MANUAL CLIMB - 230KT/M.50 - ALL ENGINES - L/G DOWN MAX. CLIMB THRUST LIMITS. ISA FROM BRAKE RELEASE NORMAL AIR CONDITIONING CG=25.0% TIME (MIN) FUEL (KG) ANTLICING OFF DISTANCE (NM) TAS (KT) WEIGHT AT BRAKE RELEASE (1000KG) 4a 48 52 56 60 17 1337] 19 1829] 22 1762] 26 2055] 32 2450] 7a_avt|_ 90 278] 105 280] 124 gaz] 151_2e4 18 tae, 17 1397) 207 Ta) 27 2045] ag 275] 79 a 27a) 128281 13 tea] 15 TT 143 1639] 2 1BB8| 60_27i| 68 7a 27a] 105 _ 278 121 14-12 16 1585] 21 1768| 30 2447 56. 64, 72 274] 98276] 11 138__ 280 7 12 14 721 1363] 18 1542| ‘28 2060) 43 54 a MQ 26g] 79270) 109275 9 9 24 Tai] 15 1 19 1707 40 sg) 50 G7 262| 64 ae 767] a 722 ay agi] 12 13 15 1972 32 3 a9 gai] 49 62 _ 285) 6 Bt a ear] 8 1 121 a ei] 3a 4h a Toa] @ 3 g Ed 232] 30 30 5 baa] 8 8 19221 aa] ae a9 4 498) 6 is 210) 2 z 22 2 27a) a 3 7_1i72 173 8 10 1 128 739 tea] 2 2 103] 110 CCM ALLSPECIAL OPERATIONS FLIGHT WITH GEAR DOWN MAX. CRUISE THRUST LIMITS A NORMAL AIR CONDITIONING CG=25.0% ANTLICING OFF ‘WEIGHT (000K) 2.04.25 Ps SEQ 220 | REV 29 CRUISE - 230KT/M.50 - ALL ENGINES - L/G DOWN Ni (%) KG/H/ENG NM/1000KG MACH IAS (KT) TAS 44 COM ALLcome 1% SPECIAL OPERATIONS 204.25 PY needs, | FLUCHT WITH GEAR DOWN DESCENT - M.50/230KT - ALL ENGINES - L/G DOWN IDLE THRUST ISA NORMAL AIR CONDITIONING CG=25.0% MAXIMUM CABIN RATE OF DESCENT 350FT/MIN ANTLICING OFF WEIGHT (1000KG) 45 65 FUEL | DIST. FL (KG) | (NM) 290 ; f a7 | 42 270 i . a3 | 39 250 ' : 78 | 36 240 ; 5 76 | 35 220 : é 72_| 32 200 . 67 | 29 180 : I . 60 | 26 160 : 53 140 . 43 120 j E 34 100 i ; 26 50 i : "1 15 ‘ 0 CCM ALLSPECIAL OPERATIONS 2.0425 P10 FLIGHT WITH GEAR DOWN MAX. CRUISE THRUST LIMITS NI (%) CONFIGURATION 1 CG=25.0% FF (KG/H/ENG) NORMAL AIR CONDITIONING ANTLICING OFF WEIGHT FL15 | FLSO | FLIOO | FLIZ0 | FL140 | FLI60 | FLI8O | FL200 (lon0KG) 44 TE bao at? wae BG ero wag 70 1279 1263 1236 1230 1223 1209 a7, 1166. 56.4 52 beg a7 86 08.4 70.1 720 46 1336. 1318 1293 1285 1275 1255 1230 1212 COM ALLSPECIAL OPERATIONS 2.04.25 Pil PRAT i cea EN ROUTE NET FLIGHT PATH - L/G DOWN - ONE ENGINE OUT MAX. CONTINUOUS THRUST 1SA HIGH AIR CONDITIONING MINIMUM ENGINE ANTLICE OFF CG = 25% R 5 | He] Set 7 Spee raat {| 37.0} | thet4 pallet Tf te gi = Fh 39.0 NC LE WEIGHT (X 1000 KG)! Liy | E : ° PRESSURE ALTITUDE (FT) NECS-027-0425-01t-A15008 CCM ALLSPECIAL OPERATIONS FLIGHT WITH GEAR DOWN 2.04.25 P 12 & 8 68 MFES42=De2s-H12-A145AA y 5 MAX CONTINUGUS THRUST HIGH AIR CONDITIONING MINIMUM ENGINE CG 33% : 7 = ISA ISA ISAO LRC GROSS CEILINGS y SISAH10 | [mrt 100 105) 110" 115: 120 \125—> : t+ r++ 4h 46 48 50 Se 54 56 58 WELGHT BLEED CORRECTIONS ISA. 2 ISA + 10 LONG ENGINE ANTI ICE ON = 1200 FT = 9200 FT RANGE TOTAL ANTI ICE ON ~ 6400 FT GREEN ENGINE ANTI ICE ON — 2000 FT ooT TOTAL ANTI ICE ON — 800 FT = 4300 FT COM ALL318/319/320/321 FoOM VOL. 2 FLIGHT PREPARATION HIGHLIGHTS = REVOIT sss:¥QLIDATION ERITERIA® “REASONS OF CRANEE~ VCH SEC =-"PAGE*: SEQ --REV 205 10 006 135 REVOIT CODE CoS3/su-5-m5/m ~ VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHAKCE ~ TEEKNICAL AMENDMENT ViTe provide fuel tankering data fer AMS TLL/ 112 205 10 007 195 REVOIT CODE 0093/56-5-B5/01 INCORPORATION OF MOD 25530 INCORPORATION OF MOD 25800 ~ INCORPORATION GF MOO 27727 ~ VERSION AMD/OR ENGINE INCORPORATION, DELETION OR CHANGE * TECHNICAL AMENDMENT 1|Te provide fuel bankering data fer aangennn/-11z 205 10 O08 135 REVOIT CODE CO93/5a-5-05/0 ~ INCORPORATION OF MOD 25530 - INCORPORATION GF MOO 25400 - INCORPORATION GF MOO 27727 VERSION QND/OR ENGINE INCORPORATION, DELETION OR CHANGE ~ TECHNICAL AMENDMENT 1)Ts provide fuel tankering data for amiss fue @1 MAR 2003 ccm 2.00.75 PACESPECIAL OPERATIONS 2.04.35 Pd FLIGHT OVER MOUNTAINOUS AREA INTRODUCTION Two failures must be taken into consideration for en route obstacle clearance over mountainous area : — Engine failure that forces a descent to a lower cruise level — Depressurization which, due to the passenger oxygen system, requires a descent to 10000 feet before supplementary oxygen is exhausted. ENGINE FAILURE If the standard strategy does not allow the aircraft to clear obstacles, the pilot must use a drift down procedure. If an engine failure occurs at any point on the route, the net flight path must clear the obstacles on the drift-down part by 2000 feet and on the climb part by 1000 feet. If the aircraft cannot clear the en route obstacles, a point of no return (PNR} must be determined. CRUISING LEVEL (aR) oS os WreS-02-0435-001-A001AA, If an engine failure occurs after the PNR, the aircraft must drift down on course. If the failure occurs before the PNA, the aircraft must tum back. For en route net flight paths, refer to the Aircraft Flight Manual. CCM ALLSPECIAL OPERATIONS 2.04.35 P2 FLIGHT OVER MOUNTAINOUS AREA DEPRESSURIZATION In case of depressurization, the passengers receive oxygen through individual modules. An emergency descent in accordance with a certain profile has to be performed (Refer to 2.04.20) FLIGHT WITHOUT CABIN PRESSURIZATION CONCLUSION A detailed study of each route over mountainous area must show that single-engine net flight path and passenger oxygen system performance allow the aircraft to clear the obstacles by 1000 feet in climb and by 2000 feet in cruise or descent. If the aircraft in these circumstances cannot clear the obstacles on the route, a PNR must be determined and diversion procedures must be established. COM ALLSPECIAL OPERATIONS 2.04.40 Pd EXTENDED RANGE OPERATIONS SEQ 001 | REV 25 GENERAL The system design and the reliability of the engine installation of this airplane comply with the criteria for Extended Twin Operations (ETOPS) flights set forth in IL N° 20 (JAA) or AC 120-42 A (FAA) or CTC 20 (DGAC) or CAP513 (CAA UK) when the aircraft is configured, maintained and operated in accordance with the provisions of the appropriate Airbus Industrie document « Standard for Extended Range Operations » in the latest approved revision which is the Airbus CMP (Configuration, Maintenance and Procedure) document, This statement of ability does not constitute an approval to conduct Extended-Range Operations. The section 6 of the Flight Manual refers to the approved Standard for Extended-Range Operations and the applicable limitations, procedures and performance references. The operator is responsible for showing that he is complying with the regulation of his nation and for obtaining operational approval from his national authorities. The airplane must be configured in accordance with the Airbus Industrie Standard for Extended-Range Operations. However, the authorities may under certain conditions allow the operator ta conduct ETOPS flights with limited maximum diversion time (for example, 75 minute diversion time in a benign area of operation) without showing full compliance with these standards, = OPERATIONAL LIMITATIONS DEFINITIONS R For the purpose of AC 120-42A and IL N° 20 (or CAA CAP 513), Extended Range Operations are those intended to be conducted over a route that contains a paint more than 60 minutes from an adequate airport at the selected one-engine-inoperative speed in still air and ISA (or prevailing delta ISA) conditions. An adequate airport is an airport which satisfies the aircraft performance requirements applicable at the expected landing weight, and sufficiently equipped to be safely used. In particular, at the anticipated time of use, it should be available and equipped with the necessary services, including ATC, weather information and at least one let down aid for an instrument approach, A suitable airport is a confirmed adequate airport which satisfies the dispatch weather mini requirements for ceiling and visibility within the required validity period, Airport conditions should also ensure that a safe landing with one engine and/or airframe system inoperative is possible. CCM ALLSPECIAL OPERATIONS 2.04.40 P2 EXTENDED RANGE OPERATIONS SEQ 001 | REV 20 AREA OF OPERATION The maximum distance from an adequate airport must be determined for ISA (or prevailing delta ISA) and no-wind conditions, taking into account aircraft performance with one engine inoperative and the remaining engine operating at not more than MCT. To determine the maximum distance from an adequate airport, the operator must define a diversion speed strategy as well as an aircraft reference weight for performance computation. The same diversion speed strategy (Refer to FCOM 3.06) must be considered for : — establishing the area of operation ; calculating the single-engine fuel planning, — conducting the diversion in case of engine failure {conditions permitting). The operator establishes the ETOPS reference gross weight for each route or area of operation. This must be a representative but conservative value of the aircraft gross weight at the critical point of the route or at the various critical points of all the routes included in the area of operation. The-one-engine-inoperative descent and cruise speed law must be chosen so that the associated net flight path clears the enroute obstacles with the regulatory margin. FCOM section 3.06 gives data for three speed schedules, The associated appraved net flight paths are published in the section 6 of the Flight Manual. ‘When the diversion strategy is chosen, the maximum distance from a diversion airport, can be directly determined for different maximum diversion times, with the help of the tables provided in this section, The area of possible ETOPS operation can then be drawn on plotting charts, Another way to determine the maximum distance to a diversion airport is to read the one-engine-inoperative cruise TAS (for the reference gross weight and at the FL for best TAS) in the cruise tables in section 3.06 taking into consideration the appropriate speed ‘strategy and the minimum altitude for clearing possible obstacles. The maximum distance the aircraft can travel to a diversion airport is this one-engine-inoperative-TAS multiplied by the maximum allowed diversion time granted to the operator. Operators whose authorities require that an approved one-engine-inoperative speed be published in the Flight Manual must use this approved speed. COM ALLR R SPECIAL OPERATIONS 2.04.40 P3 EXTENDED RANGE OPERATIONS SEQ 001 | REV 21 DISPATCH CONSIDERATION MMEL The MMEL has been approved taking inte consideration the duration of the average ETOPS flight and the maximum diversion time granted to the airframe/engine combination. The MMEL published by Airbus Industrie and approved by the French DGAC can be used to establish the airline MEL, which must be approved by the operator's national authorities. This MEL will probably be adapted to the airline network, environment and organization Other determining parameters will be : + The maximum and the average diversion times on the route. + The equipment of the enroute alternate - The navigation and communication facilities. + The average meteorological conditions. COMMUNICATION AND NAVIGATION FACILITIES The aircraft communication system has provision to install three VHF transceivers and two. HF radios ensuring full compliance with ETOPS requirements on any kind of route. The aircraft navigation system meets the ETOPS requirements for en route navigation. The aircraft has three inertial reference systems which, in conjunction with 2 FMS comply with MNPS criteria and this combination of systems is approved as the sole means of navigation for flight up to the maximum aircraft range. See the MEL for a definition of the authorized dispatch configuration. Note: For operation within the MNPS area, airlines must obtain approval from their national authorities. FUEL AND OIL SUPPLY The aircraft fuel and oil supply must be adequate to allow the aircraft to reach its destination or a planned alternate after the combined failures of an engine and pressurization or the failure of pressurization alone at the critical point on the route. Planners must consider forecast wind and temperature conditions, as well as forecast icing conditions. ‘The operator must establish a routine for ETOPS critical fuel planning and compare it with the standard (non-ETOPS) fuel planning. ELECTRICAL GENERATORS Three generators are required for dispatch. CCM ALLSPECIAL OPERATIONS 2.04.40 P4 EXTENDED RANGE OPERATIONS SEQ 001 | REV 20 ETOPS FUEL SCENARIOS For establishing the ETOPS critical fuel reserves, the planner must consider two diversion scenarios. Pressurization fai ONE_ENG CRUISE 2) |g 2 zl Z g 8 3 g 2 : eet 8 FL100 (2) < wo |#) 2/2) eg 1500 Ft | a WL CRITICAL POINT (1) SELECTED SPEED IN DETERMINING ETOPS AREA OF OPERATION, (2) OR ABOVE IF REQUIRED BY OBSTACLE CLEARANCE AND IF SUPPLEMENTARY OXYGEN IS AVAILABLE. WF CS=02~0440-006-a001AK Pressurization failure Same flight profile, but with 2 engines operating and diversion cruise set at LRC. For each scenario, the required block fuel must be computed in accordance with the operator's ETOPS fuel policy and using the regulatory ETOPS critical fuel reserves described below. Depending on the strategy and the one-engine-inoperative speed selected for the single-engine diversion scenario, either of these two scenarios may result in the higher fuel requirement, The scenario resulting in the higher fuel requirement is the ETOPS critical fuel scenario, and the associated minimum block fuel requirement is the ETOPS critical fuel plan. COM ALLSPECIAL OPERATIONS 2.04.40 PS EXTENDED RANGE OPERATIONS SEQ 001 | REV 21 ETOPS CRITICAL FUEL RESERVES For the computation of ETOPS critical fuel reserves and of the complete ETOPS critical fuel planning, the diversion fuel must include the following fuel provisions : - fuel bum-off from the critical point to the end of descent (for example 1500 feet) at the diversion airport, + % of the above fuel bum-off as contingency fuel, + fuel for 15 minutes of holding at 1500 feet and green dot speed, + fuel for first (IFR) approach, a go-around and a second (VFR) approach, +5 % fuel mileage penalty or a demonstrated performance factor, - effect of any Configuration Deviation List (CDL) or MEL item, - if icing conditions are forecast : » effect of Nacelle Anti Icing (NAI) and Wing Anti Icing (WAI) systems, + effect of ice accretion on the unheated surfaces of the aircraft : The fuel provisions associated with the effects of NAI and WAI systems and of ice accretion on the unheated surfaces are adjusted to take into account the horizontal extent of the forecast icing areas (exposure time). The fuel provision factor for ice accretion on the unheated surfaces is a percentage equal to five times the forecast exposure time in hours. For example, assuming a one-hour exposure en route to and (e.g. the 15 minute holding) at the diversion airport, the fuel provision is 5 % of the fuel burned during the considered exposure time, If moderate icing is forecast, the above fuel provision is divided by two. + Ifthe APU is needed as a power source (MEL), its fuel consumption must be considered: R80 kg/h (APU GEN ON, APU BLEED OFF). In view of our experience, Airbus Industrie recommends that the operator considers the following non mandatory fuel practices : + Include the effect of a demonstrated performance factor, in all standard and ETOPS fuel requirement computations, + Include a contingency fuel provision fram departure to the Critical Point (CP), when computing the ETOPS critical fuel planning. CCM ALLSPECIAL OPERATIONS 2.04.40 P6 EXTENDED RANGE OPERATIONS SEQ 001 | REV 25. The complete ETOPS critical fuel planning for the ETOPS critical fuel scenario (from the departure to the Critical Point and then from the Critical Point to the diversion airport) must be compared with the standard fuel planning (for example, from the departure to the destination and alternate) computed in accordance with the company fuel policy and applicable operational requirements. The higher of the two fuel requirements must be considered as the minimum required block fuel for the flight. DISPATCH FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING ETOPS diversion fuel requirements for dispatch are provided at the end of this section. Data for the engine failure case alone are not provided as this scenario is never critical. WEATHER MINIMA Weather forecasts for en route alternates must meet the operator's applicable weather R minimum requirements. If the applicable requirement is AC 120-42A or IL 20 the following applies : An airplane cannot be dispatched unless the meteorological forecasts at en route alternate airports meet the weather minimums listed here for a period starting one hour before the earliest expected time of landing and ending one hour after the latest expected time of landing. A. AC 120-424 dispatch weather minima {FAA} AIRPORT EQUIPMENT Ceiling (ft Greater of (3200, published minima 1 ILSMLS DH + 400 + 1800} 2 ILS/MLS on separate DH + 200 Greater of (1600, published minima runways * + 800) Non precision approach Greater of (800, MDH + 400) poset of 20): lees minimal CAT IVCAT I capability with Tower than above minima, approved on a case-by-case hasis engine failure considering aircratt performance under failure conditions * separate runways are runways that do not touch each other. DH: decision height MDH : minimum descent height COM ALLR R SPECIAL OPERATIONS 2.04.40 EXTENDED RANGE OPERATIONS SEQ 001 B. IL 20 dispatch weather minima (JAA) The operator must use either table 1 or table 2, but not a combination of both. Table 1 P7 ‘Agproach Facility Alternate Airfield Weather Minima Configuration Ceiling Visibility For aerodromes with at least| A ceiling derived by adding 400) A visibility derved by adding one operational navigation | feet to the authorised DH, MDH} 1500 meters to the authorised facility, providing @ precision ar | {DA/MDA) or circling minima — | landing minima non-precision runway approach procedure or a circling manoeuvre from an instrument apgroach procedure The weather minima below apply at aiporls which are equipped with precision or nan-precision approaches on at least two separate runways (two separate landing surtaces) For aiports with at least two] A ceiling derived by adding 200[A visibility dered by adding operational navigation facilities |feet to the higher of the two] 800 meters to the higher of the providing a precision ar | authorised DH/MOH (DA/MDA)| two authorised landing minima on-precision runway approach | for the approaches procedure to separate suitable runways: Table 2 Type oF Planning Minima Approach AVR visibility required and ceiling ‘Aerodrome with at least at least 2 separale at least 2 separate approach approach procedures 1 approach procedures based on based on 2 separate | or | procedure based on 2 separate aids serving aids serving 1 runway 1 aid serving 2 separate runways Lrunway Precision Precision Approach Non-Pracision Approach Minima Approach Cat | Minima Cat Il, til (ils, MLS) Pracision Non-Precision Approach Circling minima or, # not available Approach Minima non-precision approach minima plus Cat 1 200 f/1000 m (ILS, MLS) The lower of non-precision approach minima plus 200 f'1000 m or circling minima Non-Precision The higher of circling minima or non-precision Approach 10 approach minima plus 200 #t/1000 m Circling Approach Circling minima CCM ALLSPECIAL OPERATIONS 2.04.40 P83 EXTENDED RANGE OPERATIONS DIVERSION DURING EXTENDED RANGE OPERATIONS DIVERSION DECISION MAKING The technical criteria governing a re-routing or diversion decision can be classified into four categories, as follows : Loss of MNPS capability, before entering the MNPS area (as applicable). — Weather minima at diversion airport(s) going below the company/crew en-route minima, before reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for ‘any reason, Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP message on the ECAM and/or in the QRH). — Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves. Comments and recommendations + Electrical generation If one IDG fails, diversion is required in case of : — blue hydraulic low level or — APU no start or — APU or APU generator inoperative or second IDG failure + Fuel system Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to some fuel being unusable. The flight crew's evaluation of the actual situation and the fuel remaining may lead to the decision that a diversion is required. DIVERSION PERFORMANCE DATA FCOM section 3.06 gives three single engine descent and cruise procedures : 1, The standard strategy. 2. The obstacle strategy. 3. Fixed speed strategies (ETOPS). For ETOPS operations, any one of the above diversion strategies can be used provided that the selected strategy and speed schedule are used in: + establishing the area of operation (maximum diversion distance}, calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario, - demonstrating the applicable obstacle clearance requirements {net flight path and net ceiling). During the diversion, the flight crew is expected to use the planned speed schedule. However, based on the evaluation of the actual situation, the pilot in command has the authority to deviate from this planned one-engine-inoperative speed. COM ALLcome 1% GENERAL INFORMATION 2.00.00 Pd FLIGHT CREW CMERATING MAKUAL CONTENTS SEQ 001 | REV 21 00.00 CONTENTS 00.10 ORGANIZATION OF THE MANUAL —FOREWORD . — COMMENTS — QUESTIO — CONTENT USE j.isee —PAGINATION . —REVISIONS .. —HOW TO INSERT A REVISION .... BEST WAY TO GET UPDATED DOCUMENTATION . 00.20 LIST OF CODES 00.30 LIST OF NORMAL REVISIONS 00.35 RECORD OF TEMPORARY REVISIONS 00.36 LIST OF EFFECTIVE TEMPORARY REVISIONS 00.70 CROSS REFERENCE TABLE 00.75 HIGHLIGHTS 00.80 LIST OF EFFECTIVE PAGES 00.85 LIST OF MODIFICATIONS CCM ALL3iB/3ig/320/321 cH SEC -- cH 1 oo oo oo oo oo oo oo oo oo cr oo oo oo oo oo oo 00 oo on on on on on an an on an an an on SEC ---PAGE-- 90 10 10 10 10 20 20 20 20 30 30 35 10 1s a0 as 90 20 20 20 20 20 30 30 30 30 30 30 001 001 oz oom os 008 001 002 003 oom 001 oo2 001 001 001 001 001 001 001 001 001 002 901 002 ooza 03 008 cos, 008 001 002 03 008 cos 008 SEQ SEO oor oor oor oor oor oor oor oor oor oot 001 oor oor oor oor oor oor oor oor oor 100 230 100 303 oor 109 100 109 100 200 200 200 100 199 oor WoL. Reve?! REVOI! REVO?! REVOR2 REVaR? REVO?! REVoIa REVOIT REVO REVOIT REVo2e REVOIE REVvo2? REVO REVO REVORa REVOIS REVO REVoaa REVON! REVOT! REVORE REVOT! REVaRS REVoIS REVa20 REVOIE REVa2e REVOIE REVo2a REVO20 REVOIa REVOIE Reva2o REVOI! (FLIGHT PREPARATION =| ST OF EFFECTIVE PAGES (LEP) ss ssVALIDATION CRITERIA ssssWALIDATEON CRITERIA: ~ CONTENTS ORGANIZATION OF THE MANUAL ORGANIZATION OF THE MANUML ORGANIZATION OF TRE MANUAL ORGANIZATION OF THE MANUBL ORGANIZATION OF THE MANUAL LIST oF CODES LIST OF CODES LIST OF CODES LIST OF CODES LUST OF NORMAL REVISIONS LIST OF NORMAL REVISIONS RECORD OF TEMPORARY REVISION LIST OF EFFECTIVE TEMPO.REVI CROSS REFERENCE TABLE HIGHLIGHTS LIST OF EFFECTIVE PACES LIST OF MODIFICATIONS 21103 COME Oost 2110 COME oas3 COME oo6s Mog: 21329 M: 23220 M:z3324 M2320 M: 2028420167 Mon: 20024420168 cone oa33 M:20164 Moa: 20028 com aL ALL ALL ALL ALL ALL ALL ALL ALL ALL ALL ALL ALL ALL ALL 4s, oy ALL ALL ALL rite aL aL “REV O33 2.00.80 PACE EFFECTIVITY: “EFFECTIVITY:come SPECIAL OPERATIONS 204.40 = PS an ene chen, | EXTENDED RANGE OPERATIONS | SEQ 110 | REV 31 GUIDELINES FOR DIVERSION PROCEDURE Complete the related failure procedure. — Inform ATC — Initiate the descent, — Determine which enroute alternate is the most suitable (per company procedure). Divert to the chosen enroute alternate. — Comply with the pre-planned diversion strategy and speed schedule, or adjust the speed schedule, as dictated by the evaluation of the actual situation. Note: For detailed guidelines and procedures in conducting the diversion (lateral and vertical navigation|, see the FMGS Pilet's Guide (FCOM Volume 4). PROCEDURES The SOP (FCOM 3.03) and ABN and EMER procedures (FCOM 3.02) apply. For ETOPS flights, the flight crew must complete them using the procedures given below : COCKPIT PREPARATION R Fuel Before each flight, the flight crew must check that the fuel crossfeed valve is operating correctly : = FUEL X FEED 2.2.1... cece te teeters ON On the ECAM FUEL page ‘check that the fuel crossfeed valve is open (indication is inline green). = FUEL MREED ccc cresusyareniaihae ane OFF Check that the fuel crossfeed valve is closed. CCM ALLSPECIAL OPERATIONS 2.0440 P10 EXTENDED RANGE OPERATIONS ABN AND EMER PROCEDURES ELECTRICAL EMERGENCY CONFIGURATION : In case of electrical emergency configuration, it may be better to study the STATUS on the paper checklist, after having applied ECAM actions, The flight crew must complete the ECAM procedure using the following : Air condi As cockpit and cabin temperature control is lost, it is recommended to open the cockpit R door. Fuel : As all fuel pumps are lost, the engines are fed by gravity. Refer to 3.02.28 (Fuel gravity feed procedure). Engine anti-ice : Engine anti-ice valves are permanently open, although the ECAM memo ENG A. ICE is not displayed on the ECAM (except if the ENG A. ICE pushbutton is at ON). ‘Wing ani 3 If only one ENG BLEED is available, PACK 1 must be switched OFF, to avoid having both packs and wing anti-ice supplied by a single bleed source. AVIONIC VENTILATION Disregard the message : “MAX FLT TIME 2 HOURS", which is displayed on the ECAM in some failure cases. BLUE HYDRAULIC LOW LEVEL Start the APU to ensure availability of the APU generator. COM ALLcema SPECIAL OPERATIONS 2.04.40 P 10a nani ats ceMs anos | __ EXTENDED RANGE OPERATIONS ENGINE OR IDG FAILURE Start the APU and use the APU electrical channel. PERFORMANCE The two following cases result in a fuel consumption increase : — RAT extended (Refer to ELEC EMER proc. 3.02.24). in electrical emergency configuration, the engine anti-ice valves are permanently open. MAXIMUM DISTANCE (Still air) TO DIVERSION AIRPORT IN NAUTICAL MILES CRUISE FL \ \, "Ses. sh poe enna | MAXIMUM DISTANCE a FOR CHOSEN SPEED SCHEDULE UFeS-n2-0440-p1CAAOIDAA CCM ALLSPECIAL OPERATIONS 2.04.40 P 10b EXTENDED RANGE OPERATIONS SEQ 100 | REV 31 Determination of 60 minutes maximum diversion distance (JAR-OPS 1.245) Use the distance given within the table below to decide if a route is an ETOPS one according to JAR-OPS 1.245, The following computation conditions have been used in accordance with the interpretation of the JAR-OPS 1.245 : Reference weight : the aircraft gross weight after one hour of flight having taken off at sea level at the maximum structural takeoff weight given by the flight manual — ISA conditions — No wind Diversion level after engine failure : FL170 — Single engine diversion speed schedule : VMO/MMO Note: using the JAR-OPS 1.245 method, obstacles have not to be considered to determine if a route is or is not an ETOPS route. Aircraft a MTOW a Distance (NM) AQSINZ 64000 to 70000 141094 to 154322 394 CFMS6-585/B6 SAC 75500 TeGaa7 387 a fiers Seaman aoa = 75500 166407 338 64000 T1094 a02 ANoTIg/I4 68000 149913 397 CFMB6-5AQ/A5 ood 15AG22 394 75500 Te6447 388 AS19-115 64000 to 70000 141094 to 158102 a0 CFME6-5B7 75500 166447 a07 B40 to 68000 TAI094 to 14093 a0 4319-131 70000 154322 308 neva 75500 166447 305 64000 to 68000 141094 to 140913 a0 Pie 7000 T5a322 a0 75600 160447 805 4319-133 64000 to 70000 141094 to 158122 a0 INE V2527N-AS 75800 TEG447 307 CCM ALLSPECIAL OPERATIONS EXTENDED RANGE OPERATIONS MAXIMUM DISTANCE (Still air) TO DIVERSION AIRPORT IN NAUTICAL MILES (cont'd) ISA SPEED ‘A/G WEIGHT | _ FL FOR DIVERSION TIME (MIN) SCHEDULE AT CRITICAL | DIVERSION POINT (KG) 90 120 150 180 MCTVMO: 50 000 160 607 806. 1005 | 1.205 55 000 407 G04 1198 60 000 406 601 1190 65 000 405 598 1182 70 000 1175 75 000 1167 MICT/320 KT 50 000 1205 55 000 1198 60 000 1190 65 000 1173 70 000 110 400 587 713 960 1146 75 000 $0 396 577 759 940 1121 ISA + 10 SPEED A/C WEIGHT FL FOR DIVERSION TIME (MIN) SCHEDULE AT CRITICAL | DIVERSION POINT (KG} 90 120 150 180 McTVMO 50000 7160 619 a21_| 1024 | i227 55000 160 G16 817 1018 1220 60000 1211 65000 1205 70000 1196 75000 1189 MCT/320KT 50000 1228 55000 1221 60000 1212 65000 1203 70000 1193 75000 120 408 601 794 987 1180 CCM ALLSPECIAL OPERATIONS. EXTENDED RANGE OPERATIONS ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING ALL ENGINES-LONG RANGE CRUISE Including: emergency descent-Long range cruise at FL100 final descent 250kt-holding 15 min at FL15 IFR procedure-Go Around-2nd VFR procedure 5% allowance for wind errors (NAI + WAI + effect of ice accretion + performance factor not included) 10 FEL zs UPES-H2-p4un-092-A1KOKAcema SPECIAL OPERATIONS 204.40 P13 nani ats ceMs anos | __ EXTENDED RANGE OPERATIONS ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING ONE ENGINE OUT-CRUISE AT 350KT Including: emergency descent-cruise 350kt at FL100 final descent 250kt-holding 15 min at FL1S IFR procedure-Go Arounc-2nd VFR procedure 5% allowance for wind errors-APU fuel burn (VEL sti (NAI + WAL + effect of ice accretion + performance factor not included) 15 2.5 ‘GROSS WEIGHT “+AT CRITICAL POINTE 5 r T T T (1000K6) 10 ttt tt L 7.5 5 + 2.5 “A0aKE -}-p = Head wind | z O44 f } 2 tail wind A ane 3 +100kt + i t o 250 500 7s 1000 1250 1500 = DISTANCE (NM) CCM ALLceMe SPECIAL OPERATIONS. 2.04.40 P14 nd Mctenn | EXTENDED RANGE OPERATIONS R ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING ONE ENGINE OUT-CRUISE AT 320KT Including: emergency descent-cruise 320kt at FL100 final descent 250kt-holding 15 min at FL15 IFR procedure-Go Arounc-2nd VFR procedure 5% allowance for wind errors-APU fuel burn (NAL + WAL + effect of ice accretion + performance factor not included) {GROSS WEIGHT TAT CRITICAL POINT: (1000KG) =100kt 4— Head wind Oo Tail wind 4p +100kt 4 - on 250 soa 1250 1500 NFCS=02-0660-016=A 16080 750 1000 DISTANCE (NM) COM ALLSPECIAL OPERATIONS 2.04.45 Pd ENGINE INTERMIX OPERATIONS GENERAL This following information are issued to permit the CFM 56-5-B SAC (Single Annular Combustor) and CFM 56-5-B DAC (Double Annular Combustor} engines to be intermixed. ENGINE PARAMETERS The engine parameters differ significantly when the engines are at idle : EGT : up to 250° C higher on the DAC FUEL FLOW : up to 25 % higher on the DAC Ni; higher on the DAC N2_: lower on ground on the DAC, higher in flight on the DAC CROSS BLEED ENG START The DAC engine has an insufficient acceleration capability to sustain idle speed with a large bleed off take, when it operates with 20 injectors only. It is therefore necessary to preset a 30 % N1 on the supplying engine before lauching the start sequence. | TAKEOFF PROCEDURE R The PF has to adjust engine thrust progressively in two steps : + step 1: Idle to 50% N1 brakes released when the 50% N1 is stabilized on both engines. «step 2: both engines N1 to takeoff thrust. This procedure allows for a significantly slower acceleration from ground idle to N1 = 50 % for the double annular combustor, — Other standard operating procedures for takeoff apply. ENGINE RELIGHT DAC engine relight envelop is more restrictive than SAC engine relight envelop. Consequently, DAC engine relight procedure with the corresponding chart must be used in case of engine intermix (see chart below). CCM ALLSPECIAL OPERATIONS ENGINE inTERMIx OPERATIONS — | sea 025 | H ETP i E A PRESSURE ALTITUDE CFE) 002-0258 ISTARTER ASSIST| é SE eee O 2 40 62 8D 100 120 140 160 180 200 220 240 260 28D 300 320 30 340 ve okt? NE eS-o2-n645. COM ALL318/319/320/321 Mv CK SEC Mv CK on an an an an an an an oz oz oz oz oa oz oz oz oa oz 02 oz SEC 30 30 30 30 30 30 30 20 40 40 40 40 40 40 90 90 as 1 1 1 1 1 1 1 1 1 1 1 1 cs BAGE:- 907 oon gos 10 10a ona az aia ag ont aot 002 aoa 04 90s 008 ao oz aot ao 02 aoa oom 08, 08 oot oz aoa 08 aos 908 Man 2003 SEQ SE 190 190 190 200 oot 190 oot 190 oat oor oat oat oat oat oar 160 190 oot 270 210 130 230 oot 190 oot oat 160 190 190 190 110 110 ono 110 ono 40 190 WoL? LIST OF EFFECTIVE “REV REVORS REVORT REvOR! REVORS REVORS REVORT REvouS REVORS REVO. REVORS REVORI REVORS REVORI REVORS REVORS REVORS REVO. REVORs REVORS REvORs REVOIO REvoso REVOIO REVORS REVORZ REVoR? REVOR2 REVORS REVORS REVORS REVORS REVOE REVORS REVORS REVORS REVORS REVO? REVORZ (FLIGHT PREPARATION =} s+ seVALIDATION CRITERIA: + [110 kg| or| 240 Ib] RESERVE FUEL This quantity includes : "En Route” reserve fuel (contingency fuel) + According to national regulations and company policy (generally based on a percentage of trip fuel). Altemate fuel : Fuel required to fly from destination to altemate airport. It includes go-around | 80 kg or/ 180 Ib|. climb to cruising level, cruise at long range eed, descent and approach procedure. 3 60 kg or 140 Ib for 4 minute VFR Holding Fuel Calculation of holding fuel should take into account the altitude of the alternate and the landing weight at the alternate, using holding charts of chapter 3.05.25. A conservative quantity corresponding to a 30 minute holding at 1500 feet above alternate airport elevation and “green dot" speed in the clean configuration is 1150 kg] or| 2600 Ib). APU FUEL During ground operations, APU fuel consumption is about! 130 K/h | or | 290 Ib/h | (Packs on, 90 KVA load on APU GEN). COM ALLFLIGHT PLANNING Ei CCM GENERAL sea oot | REV 20 [FLIGHT PLAN | PLAN When no precalculated flight plan is available, flight planning can be determined by using the tables given in this chapter, Fuel policy will be the same as for precalculated flight plan. The graph on the following page defines the different terms used in this chapter. CCM ALLPa REV 21 2.05.10 SEQ 001 FLIGHT PLANNING GENERAL | AHSI3M Tand O4az | CALYNGSLTY Lv) 4HOTSM SNTONWT ii OOSL Iv \SNTQTOH “ULM OF} S _ wundg00ud 4A aNNOYY—09 \ SNIGNTONT Tad SuWNYaLW. Et We AWN TW OL Fae iW LHST34 = NOTLWNILS3@ iW LHST3M ONTONYT ‘3un0gd0ud Bit 4j OOS) Lv 1N33S30 40 ONS 1¥ JHOT3M a¥\00¥~700-0450-20-534" COM ALLFLIGHT PLANNING 2.05.15 Pd CALCULATION TABLES. SEQ O01 | REV 20 GENERAL Wax TO weight a BRAKE RELEASE = Integrated cruise tables ~ Wind correction tables - Temperature correction - Low air conditioning correction CLIMB corrections of fuel and time values STEP CLIMB corrections of fuel and time values 1 DESCENT correct ions Weight at of fuel and time values END OF DESCENT CineLuding IFR procedure) . 1 Max Landing weight | ~[Final Landing weight @] -lTrip fuel = D-@ HOLDING] 1 Max zero fuel weigh’ | =| Zero fuel weight (3) Ramp fuel =(1)-(3)+TAXL [sor epreing wie} [fx atte nod] MPeS-02-0515-007-AgDtAA CCM ALLFLIGHT PLANNING CALCULATION TABLES REV The following tables can be used for the flight planning. The first table allows the planner to calculate fuel and time during cruise, with a pessible step climb (see p 3). The second table shows the fuel and time planning for the whole flight plan (see p 4). At the end of the section an example shows how to use both tables for a given mission, Note ; — Differences in fuel consumption during step climb sections will be taken into account in the calculation table of page 4. — To find optimum aircraft weight to proceed to next flight level (4000 feet step) (Refer to 2.05.20 p 2). Integrated cruise tables are established for ISA conditions only. Corrections due to differences from ISA temperature are included in the calculation table of page 4 Overhead departure weight is assumed to be equal to weight at brake release. — Overhead destination weight must be entered in the calculation table of page 4. COM ALLFLIGHT PLANNING a at, CALCULATION TABLES sea ool | REV 20 CALCULATION TABLE PACHILPBER FLIGHT PROFILE INITIAL FLIGHT LEVEL: J @ : @ GROUND DISTANCE: @ WIND C=" HEAD/"+" TAIL): —- | AIR DISTANCE: FL: 1 OVERHEAD DEPARTURE. START OF STEP CLINB | WEIGHT: [te] WEIGHT: DISTANCE: DISTANCE: DISTANCE TIME: (ue: TIME: | REMAINING DISTANCE: FL: 2 BEGIN OF FINAL CRUISE SEGEMT | OVERHEAD DESTINATION WEIGHT: WEIGHT: DISTANCES: DISTANCE: TIME: | TIME: REMAINING DISTANCE: | RENAINING DISTANCE: MPeS-2-0515-DOS-AgDIAA CCM ALLFLIGHT PLANNING 2.05.15 P4 CALCULATION TABLES 1_| (1) Max TO Weight at BRAKE RELEASE ¥ » * 2 WEIGHT Overhead Destination » : 3 Temperature Correction for CRUISE ? 4 + Correction for Low Air Conditioning t = 5 — CLIMB correction = * 6 + TO Altitude correction + * i — STEP CLIMB correction = e 8 = Corrected Weight Overhead Destination = . 5 [DESCENT correction {including 6 min IFR) + . 10 [{2) Landing Weight at Destination = . it — ALTERNATE Fuel = * 12 = ALTERNATE Landing Weight = ° 13 HOLDING * 14 = Weight at END OF HOLDING * 15] _TRIP FUEL (1) — (2) . PELEEE ALLA 16 *En Route” Reserve * 17_](3) ZERO FUEL WEIGHT = 2 18 — OPERATING WEIGHT EMPTY 2 i9 = Max Allowable Payload + BLOCK FUEL CALCULATION Raquired Fuel (1) — (8) - . 21 + Taxi + . 22 = Block Fuel x FLIGHT TIME CALCULATION (H. MIN) Time from integrated Cruise Tables * + CLIMB Correction a + DESCENT Correction (including & min IFR) . 26| = Flight Time = * Note: Line 3 COM ALL Line 6 Line 10 + Line 17: Line 22 : ! temperature correction 0.015 (kgC/NM) « AISA (°C) x air distance (NM) or 0.033 (lby°C/NM) x AISA (°C) x air distance (NM) : TO altitude correction : 0.5 (kg/1000 kg/T900 ft) x TOW (1000 kg) x airport elevation (1000 ft) or 0.5 (ih/1000 h/1000 ft) x TOW (1000 ib) x airport elevation (1000 ft) Cheek that landing weight at destination is lower than maximunt landing weight. Check that the zero fuel weight is lower than maximum zero fuel weight. Check that the bieck fuel value is lower than maximum tank capacity.ce Me 48 FLIGHT PLANNING J 20.15 PS | na ac CALCULATION TABLES Example DATA — TO weight : 72000 kg — Ground distance to destination : 2000 NM — Wind : — 50 kt (head wind) Selected initial FL : 350 — Mach number : M.78 — Temperature : ISA + 10 DETERMINATION OF CRUISE FUEL AND TIME : Enter the chosen flight Mach number, flight level, ground distance to be covered and forecast windspeed in the calculation table of page 7. Calculate the air distance (see 2.05.60 P 2) here : M.78, 50 kt head wind, 2000 NM ground distance — air distance : 2248 NM CRUISE TABLE FL350 B : Read from integrated cruise table (M.78, FL350) the values for time and distance for a weight of 72000 kg (see 2.05.30 P 5) : — distance : 6518 NM — time : 870 min RC _— : Read from 2.05.20 P 1 the value for the optimum aircraft weight to proceed to R FL390 > 62000 kg D —: Enter integrated cruise table (M.78, FL350) and read the values for a weight of R 62000 kg (begin of first step climb) R = distance : 4667 NM —> time : 623 min E _: Calculate the values for the first cruise segment : R Fuel : 72000 — 62000 = 10000 kg R Distance : 6518 — 4667 = 1851 NM R Time : 870 — 623 = 247 min R Remaining distance : 2248 — 1851 = 397 NM CCM ALLCoM Me 1 FLIGHT PLANNING | 20515 Pp 6 | ana ae CALCULATION TABLES CRUISE TABLE FL390 F R R RG H R R | a R R J R K R R COM ALL : Read from integrated cruise table (M.78, FL390) the values for time and distance for the weight of 62000 kg (2.05.30 P 7) —> distance : 5088 NM -» time : 682 mi : Subtract remaining distance : 5088 — 397 = 4691 NM : Interpolate in integrated cruise table (M.78, FL390) the weight and time values corresponding to the distance of 4691 NM — weight ; 60000 kg > time : 629 min : Calculate values for the second cruise segment : Fuel : 62000 — 60000 = 2000 kg Distance : 5088 — 4691 = 397 NM Time ; 682 - 629 = 53 min Crosscheck that remaining air distance equals zero. : Fill in the final table with weight overhead departure (72000 kg) and weight overhead destination (60000 kg). : Calculate total values + Fuel : 72000 - 60000 = 12000 kg Time : 247 + 53 = 300 min = 5h 00 minFLIGHT PLANNING 2.05.15 FLIGHT CREW GPERATING MANUAL CALCULATION TABLES CALCULATION TABLE FLIGHT PROFILE INITIAL FLIGHT LEVEL: GROUND OISTANCE: @ ® WIND C=" HEAD/*+* TALL): se AIR DISTANCES [+] CVERHEAD DEPARTURE STAAT OF STEP LIM fu 10000 Kg WelGuT: \Werest: “ono kg| | DISTANCE: 7851 | DISTANCE: DISTANCE: asst in| | Tame: 247 Nin W TIME: ezawin| | REMAINING DISTANCE: 397 I FL: 0 2 BEGIN OF FINAL CRUISE SEGMENT [overvian DESTINATION FEL: 2000 Kg WEIGHT 62000 Ka) WEIGHT: ‘oocco Kg] | DISTANCE: 37 DISTANCE: 5088 we DISTANCE = seat wn] [TINE 53 Nin Tke: 622 Min TIME: 629 Win| [REMAINING DISTANCE + 0 NM REMAINING DISTANCE: 397 NN | TOTAL VALUES WEIGHT OVERHEAD DEPARTLRE: EIGHT OVERHEAD DESTINATION: | FLL: hFeS-02-0515-007-A22048 ‘CCM ALL318/319/320/321 Mv CK Mv CK 202 202 202 202 2 02 202 202 202 202 202 202 202 202 202 202 203 203 201 203 201 203 203 204 204 204 204 2 04 204 2 04 204 2 04 SEC SEC 40 40 40 40 40 40 40 40 40 40 30 50 50 30 50 50 50 90 1 1 1 1 1 1 20 20 90 90 1 1 1 1 1 1 1 1 1 1 1 gos 008 907 oon goa aro au an aia av got 02 aoa aoe aos. 08 007 01 aot 002 aoa 04 90s 008 ao oz aot oz aot oz ooze aoa ao 008 08 907 aos ao aio o1 MaR 2003 FeoM AGE = « cs BAGE:- SEQ SE 18s 185 185 185 185 oot 185 oot oor 195 195 195 oot oor oat 150 150 150 oot oor 155 oot oor oor 190 190 190 130 190 130 190 130 190 oor WoL? LIST OF EFFECTIVE “REV REvo2s REVORS Revo2s REVORS Revo2s REVORO REvORS REVORS REvo2s REVORO Revo3Z REVOR? REVOR2 REVO? REVO? REVOR? REVO? REVORL REVORS REVORE Reves! REVOR! REveR! REVORZ Revoss REVOR! REVORS REVORS Revos2 REVORI REvoRO REVORS REVORS REVORE REVORE REVORE REVORE REVORE REVORZ (FLIGHT PREPARATION M: 2021 M: 2021 M: 20268 /C8M : 2021 + PAGES (LEP) VALIDATION CRITERIA-« 20288 2026 20268 20268 2026 20288 KODE cost 20268 CFM 20268 CPM M:2O268/CFM 56-5 2O2GA/CEM 56-5~ (CFM (CH (CRM a/cM a/cem (CFM (CM CFM CFM CFM CFM CFM CFM S6-s- 56-5 22013724105 22013:24105 20264/CFM 20268/cPM Moo: Moo: MoD M:20268/CFM 56-5 MOD:20268 CFM S8-5- 2026 20288 2026 com 553+ 56-5: CFM crm CFM 56-5 5a-8~ 56-5 56-5~ 56-5- 56-3~ 56-5~ 56-S~ sa-5- 1000 kg : Add TO altitude correction 0.5 x 72 x 1.5 = 54 kg (enter 0.1 into table) : Subtract value for step climb correction : 70 kg {enter 0.1 into table} : Calculate corrected weight overhead destination 4 58600 kg : Enter weight overhead destination and find descent correction {including 6min IFR) (see 2.05.30 P 24) > 100 kg 10: Calculate landing weight at destination — 58700 kg 11: Subtract alternate fuel, e.g. : 100 NM at FL100 (see 7.05.50 P 2) — 961 kg Landing weight at alternate > 58700 - 961 = 57739 kg Correction due to deviation from reference landing weight at alternate (see 2.05.50 p 2) 3 6 x (57.7 — 50) = 46.2 kg Corrected altemate fuel > 1008 kg 12: Calculate alternate landing weight + 57600 kg 13 : Subtract holding fuel (Refer to 3.05.25) — 1140 kg 14: Calculate weight at end of holding + 56400 kg 15 —: Calculate trip fuel > 13300 kg 16: Subtract "En Route” reserve (standard amount is 5 % of trip fuel) 665 kg W : Calculate zero fuel weight + 55700 kg 18-19 : Subtract dry operating weight to obtain maximum allowable payload. 20-22 : Calculate ramp fuel (see 2.05.10 P 2 for taxi fuel). 23-26 : Calculate flight time (see 2.05.15 P 7, 2.05.30 P 23, 2.05.30 P 24), ead] 8.s COM ALLFLIGHT PLANNING 2.05.15 Pg CALCULATION TABLES (i) Max TO Weight at BRAKE RELEASE ¥ WEIGHT Overhead Destination Temperature Correction for CRUISE a + Correction for Low Air Conditioning — CLIMB correction 1 + TO Altitude correction o — STEP CLIMB correction 0 = Corrected Weight Overhead Destination 8 + DESCENT correction {including & min IFR) 0 (2) Landing Weight at Destination a — ALTERNATE Fuel 1 = ALTERNATE Landing Weight 7 1 6 i 0 5 i 4 HOLDING = Weight at END OF HOLDING TRIP FUEL (1) — (2) 16 “En Route” Reserve 17 [(@) ZERO FUEL WEIGHT = 5 18] _— OPERATING WEIGHT EMPTY = 4 19| = Max Allowable Payload = H ples] alo] eof] —|al—[o]-]—lolelalolo BLOCK FUEL CALCULATION 20 | _ Required Fuel (1) — 6) r T]8\-]) 21 + Taxi + O |+] 2 22 = Block Fuel = 1] 6 [+] 3 FLIGHT TIME CALCULATION (H. MIN) Time from integrated Cruise Tables + CLIMB Correction + DESCENT Correction (including 6 min IFR) = Flight Time = 24 2 28 Note: Line 3: temperature correction : 0.015(kg/°C/NM) x AISA (°C) x air distance (NM) Line 6: TO altitude correction : 0.5 (kg/1000 kg/1000 ft) x TOW (1000 kg) x airport elevation (1000 ft). line 10: Check that landing weight at destination is lower than maximum landing weight. line 17: Check that the zero fuel weight is lower than maximum zero fuel weight, Line 22 : Check that the block fuel value is lower than maximum tank capacity. CCM ALLFLIGHT PLANNING 2.05.20 Pd CAUSE LEVEL OPTIMUM AND MAXIMUM ALTITUDES DEFINITIONS - Optimum altitude : The altitude at which the airplane covers the maximum distance per kilogram (pound) of fuel (best specific range). It depends on the actual weight and deviation from ISA. + Maximum altitude is defined as the lower of : — maximum altitude at maximum cruise thrust in level flight and — maximum altitude at maximum climb thrust with 300 feev/minute vertical speed. Note ; Definition of the maximum altitude in the FMGC is different (Refer to FCOM 4). CRUISE LEVEL CHARTS These charts have been established for a center of gravity at 33 % MAC. Maximum and optimum altitudes are given for different temperatures at long range speed and M.78. Note: Then = 1.3 9 (1.4 g) curve indicates the buffet margin. R OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB R STEP. WEIGHT (1000 kg/1000 Ib} CLIMB = ISA + 10 ISA + 15 ISA + 20 FROM/TO TR Me Tk Ma ik M78 310/350 T6167 T6167 TAG T4163 TOTS TY 54 330/370 T0154 TO/154 7/47 auiar 63/138 63/138 350/390 62/136 62/136 59/130 sa/130 56/123 S6/123 BLEED CORRECTIONS CORRECTIONS [ ENGINE ANTI ICE TOTAL ANTI ICE ISA Max Alt, — 200 f Max Alt. : — 400 ft Opt Al = 300 tt Opt Ait: — 300 ft ISA + 10 Max Alt, =: — 1200 ft Max Alt. =: — 2300 ft Dpt Alt — 200 ft Cpt Al: — 300 ft ISA 415 Max Alt 1400 fe Max alt. : — 3200 f Opt Alt. 400 ft Opt Alt. 1600 ft SA + 20 Max Alt, — 3000 ft Max Alt. : — S500 ft Opt Al = 3000 ft Opt Ait: — 5000 ft CCM ALLFLIGHT PLANNING CRUISE LEVEL 74 WEIGHT (1000 KG) 4 135. 140) 145 150- 155: 160. (1000 LB) 58 60 62 64 66 68 70 v2 74 WEIGHT (1000 KG} WFtS-02-0520-002-A220AK COM ALLFLIGHT PLANNING CAUSE LEVEL OPTIMUM ALTITUDE ON SHORT STAGE According to the air distance (from brake release point to landing), the cruise flight level is limited by the distance required to perform climb and descent. The graph determines the optimum altitude, It includes the following profiles: — Takeoff — Climb: 250KT/300KT/M.78 — Long range cruise (during at least 5 minutes) — Descent: M.78/300KT/250kt Approach and landing and it is established for: — ISA — CG = 33% — Normal air conditioning Anti ice OFF LANDING WEIGHT (1000 KG) FL 390 370 350 330 310 290 270 250 ao 210 190 170 150 30 auyasa o 50 100 150 200 250 300 350 DISTANCE (NM) NFCS-D2-0520-b03-A12048 CCM ALLFLIGHT PLANNING 2.05.30 Pd INTEGRATED CRUISE SEQ 120 | REV 24 GENERAL Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time required to cover a given air distance. In the tables, the difference between two gross weights represents the fuel consumption. The difference between the corresponding distances and times respectively represents the cruise distance covered and the cruise time for this fuel consumption. Integrated cruise tables are established for M.78 at fixed levels from FL290 to FL390 and for long range speed at fixed levels from FL100 to FL390. Corrections are given on separate tables to allow for step climbs and to take into account the climb and the descent phases. CCM ALLMAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONING ANTHCING OFF FLIGHT PLANNING INTEGRATED CRUISE ISA CG=33.0% TAS= 462KT DISTANCE (NM) TIME {MIN} 2.05.30 P2 WEIGHT (1O00KG) LOW AIR CONDITIONING AFUBL =~ 06% COM ALL ENGINE ANTI ICE ON ORIEL = + 28% TOTAL ANTIICE ON APUEL = + 45%MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONING ANTHICING OFF FLIGHT PLANNING INTEGRATED CRUISE ISA CG=33.0% TAS= 458KT DISTANCE (NM) TIME (MIN) 2.05.30 P3 WEIGHT (OD0KG) LOW AIR CONDITI AFUEL = CCM ALL i: ENGINE ANTI ICE ON ‘AFUE =+ib% TOTAL ANTI ICE ON AFUEL = + 45%MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONING ANTHCING OFF FLIGHT PLANNING INTEGRATED CRUISE ISA CG=33.0% TAS= 454KT DISTANCE (NM) TIME {MIN} 2.05.30 Pa WEIGHT (1O00KG) LOW AIR CONDITIONING AFUBL =~ 06% COM ALL ENGINE ANTI ICE ON ORIEL = + 28% TOTAL ANTI ICE ON APUEL = + 45%MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONING ANTHICING OFF FLIGHT PLANNING INTEGRATED CRUISE ISA CG=33.0% TAS= 450KT DISTANCE (NM) TIME (MIN) 2.05.30 PS SEQ 220 | REV 27 WEIGHT (OD0KG) Low AIR CONDITI AFUEL = CCM ALL ENGINE ANTI ICE ON ‘AFUE =+78% TOTAL ANTI ICE ON AFUEL = + 45%{320/321 FoOM WOL.2 [FLIGHT PREPARATION =| “REV 033 LUST OF EFFECTIVE PAGES (LEP| - MV CH SEC +--PAGE-- SEQ) --REV++ -+-+WALIMATION CRITERIA: = EFFECTIVITY: MV CH SEC ---PAGE~- SEQ --REV+- -+--WALIDATION CRITERIA: « “EFFECTIVITY: 2008 19 O11 ool evar) aL 204 10 O12 ool REVoIS 204 10 a13 ool evar! aL 20419 O18 140 REVO2G M:2O268/CFM 56-5 208 10 15 140 REVOZE M:20268 CFM 56-5 rire 204 15 001 ool REVORO ALL 204 20 001 001 Revo! ALL 204 20 002 ool REVORO 204 20 903 001 REVo2T ALL 204 20 008 ool REVORS 204 20 905 001 REVa2s ALL 204 20 008 TUS REVOLT M:24105+25800/56-5-05/06/ 204 20 007 220 REVOIT COME 0023/CFM Su-5-mS/86 ALL 204 20 008 110 -REVOZ MOD: 24105 208 25 001 100 REVOIG M:22013:24105:28160 ALL 204 25 oor 100 REVORG M:22013+24105=28180 204 25 903 03S REVOZ3 CODE 0015 ALL 204 25 008 O50 REVOZ! CFM 56-5-85/86 204 25 G05 130 REVO2T M:20268 CFM 56-5-B5/B6 ORL ALL. 204 25 008 175 REVO2T M:25000/56-5-B5/E6 2004 25 007 220 REVO29 COME 0023/CFN SH-5-m5/6 ALL 204 15 008 220 -REVOZY CODE 0023/CFM S8-5-85/6 204 25 G08 220 REVO29 COME 0O23/CFN SH-S-m5/6 ALL 20425 O10 220 -REVOZ9 COME 0023/CFM S6-5-BS/6 20425 O11 150 REVO23 M:20268 CFM 56-5-BS/86 ALL 20425 o1Z 145 REVOI! 20260 CFM 56-53-05 /06 2 001 oo. Revazo ALL 2 02 ool REVOZ! 204 40 001 001 REva2s ALL 204 40 G0z ool REVo20 204 40 003 oo. REvo2! ALL 204 40 008 ool REVo20 204 40 G05 ool Revoz! rite 204 40 008 ool REVOIS 204 40 G07 ool Revars aL 204 40 008 ool REVoIS 204 40 Gos 119 REVOs! 26249 aL 20440 O10 1190 REVOIG 26017/CFM ALL 208 40 clon O10 REVOR] CFM MLL rire 1 mag 2003 com 2.00.80 PACE 0S.MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONING ANTHCING OFF FLIGHT PLANNING INTEGRATED CRUISE ISA CG=33.0% TAS= 447KT DISTANCE (NM) TIME {MIN} 2.05.30 PS WEIGHT (1O00KG) LOW AIR CONDITIONING AFUBL =~ 06% COM ALL ENGINE ANTI ICE ON ORIEL = + 28% TOTAL ANTI ICE ON APUEL = + 45%MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONING ANTHICING OFF FLIGHT PLANNING INTEGRATED CRUISE ISA CG=33.0% TAS= 447KT DISTANCE (NM) TIME (MIN) 2.05.30 PT SEQ 220 | REV 27 WEIGHT (OD0KG) LOW AIR CONDITI AFUEL = CCM ALL ENGINE ANTI ICE ON ‘AFUE =+78% TOTAL ANTI ICE ON AFUEL = + 45%MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI| ANTLICING OFF WEIGHT {i000KG) FLIGHT PLANNING INTEGRATED CRUISE INTEGRATED CRUISE ISA DISTANCE CG=33.0% 2.05.30 Ps 4378 85 TOW AIR CONDITIONING AFL 16% COM ALL ENGINE ANTI ICE ON OFUEL = +25% ~ TOTAL ANTT ICE OW ARE = +45 %FLIGHT PLANNING 2.05.30 Po INTEGRATED CRUISE SEQ 220 | REV 27 MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI ANTIICING OFF TOTAL ANTI ICE ON OFUEL = +45 % CCM ALLANTLICING OFF WEIGHT {i000KG) MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI| FLIGHT PLANNING INTEGRATED CRUISE INTEGRATED CRUISE ISA CG=33.0% DISTANCE 2.05.30 P10 COM ALL TOW AIR CONDITIONING 16% By ENGINE ANTI ICE ON ‘OFUEL = 475% CE ON OPE = +45 %FLIGHT PLANNING 2.05.30 Pil INTEGRATED CRUISE SEQ 220 | REV 27 MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI ANTIICING OFF TOTAL ANTI ICE ON OFUEL = +45 % CCM ALLANTLICING OFF WEIGHT {i000KG) MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI| FLIGHT PLANNING INTEGRATED CRUISE INTEGRATED CRUISE ISA DISTANCE CG=33.0% 2.05.30 P 12 COM ALL 16% OFUEL = +25% TOTAL ANTI ICE OW OPE = +45 %FLIGHT PLANNING 2.05.30 P 13 INTEGRATED CRUISE SEQ 220 | REV 27 MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI ANTIICING OFF TOW AIR CONDITIONING TOTAL ANTI ICE ON 6% OFUEL = +45 % CCM ALLANTLICING OFF WEIGHT {i000KG) MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI| FLIGHT PLANNING INTEGRATED CRUISE INTEGRATED CRUISE ISA DISTANCE CG=33.0% 2.05.30 P14 COM ALL TOW AIR CONDITIONING 16% ENGINE ANTI ICE ON OFUEL = +25% TOTAL ANTT ICE ON ARE = +45 %FLIGHT PLANNING 2.05.30 P15 INTEGRATED CRUISE SEQ 220 | REV 27 MAX. CRUISE THRUST LIMITS NORMAL AIR CONDITIONI ANTIICING OFF TOW AIR CONDITIONING TOTAL ANTI ICE ON 6% OFUEL = +45 % CCM ALL318/319/320/321 on Ch SEC + ck on oa oa oa oa oa oa og on og on os om oa os os os 05 os os os os os os os SEC <--PACE-~ 40 40 40 40 40 a5 45 50 50 30 sa 31 31 31 60 90 20 20 20 30 30 10 30 30 30 an az ou ag aot oz aot oz aoa aot 002 aoa 004 01 aot 01 002 aoa ao 04 002 903 aoe 08 008 907 08 oo ao oz aoa oot oz aoa 08 aos 908 Man 2003 SEQ SE 190 140 140 140 140 02s 025 oat 195 oot 190 190 100 190 oot oat 120 103 oat oat oat oat oor oat 220 220 220 220 220 220 220 120 120 220 220 220 220 220 WoL? LIST OF EFFECTIVE “REV (FLIGHT PREPARATION =} REVOR! REVOR! REVORT REVORT REVORT REVo2a REVO2a REVORS REVORO REVORT REVoRS REVORS REvoRT REVORS REvoIO REVORI REVORS REVORI REVORO REVORI REVORO REVOR| REVORO REVOR? REVOR! REVORI REVOR! REVORI REVOR! REVeR! REVOR! REVORI REVORS REVO2T REVORT REVORT REVORT REVORT os cone coe CODE cone CFM $6-5-81/82/B3/84/85/8) CRM 56-5-81/82/03/86/65/B) 23073 cone CODE cone cone M:25800/56-5-8 prety cone CODE cone CODE cone CODE M:25400/56-5-8 cone cone cooe CODE cone VALIDATION CRITERIA. optimum quantity of extra fuel is 9500 kg. Check : a} new TOW less than or equal to MTOW from departure airport ; b) total fuel to be loaded less than or equal to maximum fuel capacity ; c) MLW at destination 3. Fuel price ratio = 0.902 Cruising Altitude = FL390 Planned TOW = 60 000 kg (mission weight without fuel tankering) Air Distance = 1375 NM Enter graph on page 2.05.70 P8. Interpolate for the air distance of 1375 NM between 1250 NM and 1 500 NM For the given air distance, the optimum fuel tankering weight is 63 500 kg, which is 3500 kg higher than the planned takeoff weight — optimum quantity of extra fuel is 3500 kg. Check : a} new TOW less than or equal to MTOW from departure airport ; b} total fuel to be loaded less than or equal to maximum fuel capacity ; c) MLW at destination COM ALL318/319/320/321 FoOM VOLUME : 2 FLIGHT PREPARATION LIST OF MOD/MP/SH AFFECTING THE MANUAL REVISION : O33 vREY MOD MP TITLE T sa VALIDITY OF2N 20024) ....,, FUEL: INSTALL @ CENTRE TANK SYSTEM- Big au O32A 2014 ...... FUEL REFUEL/DEFUEL SYSTEM - . INSTALL @ FUEL QUANTITY PRE-SELECTOR IN FLIGHT COMPARTMENT - ALL o3zn 20167 STRUCTURE - REINFORCE STRUCTURE TO Beni ALLOW MTOW T2T-MLW BIT-MZFW SOT DESIGN WEIGHTS. ALL _ 9uzM 20268 WINGS-WING TIP FEMCES-INTROMUCE WING 2 THOS INCLUDING FENCES: ALL _ 03a 21107 EQUIPMENT/FURNISHINGS - caRcO Padua COMPARTMENT - REARRANGE COMPARTMENT 4 INTO TWO ZONES ~ ALL . 032A 21928 DOORS-CHRGO COMPT DOORS-NODIFY LOCKING z INDICATION ALL _ 0am 21897 EQUIPMENT/FURNISHINGS- FMD CARGO COMPT~ icsmne INSTALL CLS AND FULL BULK COMPONENTS F-GTFM - O22 21O9 ...... EQUIPMENT/FURNISHINGS-AFT CARGO COMPT- 3 INSTALL CLS AND FULL BULK COMPONENTS F-GTFM _ O4RA 23124 AIR COMDITIONING = PRESSURIZATION : CONTROL - IMPROVE CONTROLLER Td EMABLE USE OF EXTERNAL MODE ALL O1Z0 22920 ...... DOORS-CARGO COMPARTMENT DOOR KYDRAULIC . SYSTEM- INTRODUCE MODIFIED SOOR SELECTOR VALVE ALL com 2.00 O1 MAR 2003 Pate 1FLIGHT PLANNING 2.05.70 P 3 FueL TANKERING FL290 FUEL PRICE RATIO AIR DISTANCE 0.99 7 0.97 + 0.96 0.95 0.94 = 0.93 o.91 4 | +40 120. 1130. 140. 150_| 160.1 170 (100015) 50 a 70 1000KG) OPTIMUM ALRCRAFT WELGHT NEeS-02-0570-008-013588 CCM ALLFLIGHT PLANNING FUEL TANKERING FL310 FUEL PRICE RATIO AIR DISTANCE 0.99 250) any om pees ea 0.97 = 0.96 + 1 0 I 1 0.95 4 e Se ty —| 1 . £ 0.94 a 4 2 0.93 | Soy +t = 0.92 =, + do i 0.91 4 S| — Ln Ay —| 2 0.90 + 5 a t i iF : 3° Trio i20_ 130 me 150_| 160 _]170) 1000.8) 60 70 (1000KG) OPTIMUM AIRCRAFT WEIGHT COM ALLFLIGHT PLANNING 2.05.70 PS FueL TANKERING FUEL PRICE RATIO AIR DISTANCE FL330 0.99 SSS Zo 0.98 0.96 0.95 0.9% 0.93 0.92 50 60 70 (1000KG) OPTIMUM AIRCRAFT WEIGHT WS C5=02-0570-005-A155AK CCM ALLceMe 4B FLIGHT PLANNING safer FUEL TANKERING fev 39 FL350 FUEL PRICE RATIO AIR DISTANCE 0.99: 1 250. 0.98 0.97: 0.96 0.95. 0.94, 0.93) 0.92 0.91 0.90: 0.89 0.88: 0.87: 0.86: 0.85) T 0.84. 120; 130) 140 150° 160° 170) (1000L8) (100K) UFC S-02-0570-006-h155AK 60 70 OPTIMUM AIRCRAFT WEIGHT COM ALLccm Me 48 FLIGHT PLANNING ee EE Me FUEL TANKERING FL370 NFES-02-0570-DO7-A135AK ‘CCM ALL FUEL PRICE RATIO AIR DISTANCE 0.99 0.98. 0.97: 0.96. 0.92: 0.91-5 0.90. 250 2500 fey 120: 130 140. 60. 170 (1000LB) CHODOKG) ‘OPTIMUM AIRCRAFT WEIGHTFLIGHT PLANNING FUEL TANKERING FUEL PRICE RATIO AIR DISTANCE 0.99 0.98 0.97 0.96 0.95, 0.94 0.93 0.92 0.91 0.90 0.89 0.88 0.87 0.86 0.85 0.84 0.83. 30 MFCS=02-D570-008-A4 350A COM ALL318/319/320/321 FCOM VOLUME : 2 FLIGHT PREPARATION LIST OF MOD/MP/SB AFFECTING THE MANUAL REVISION : 03 REV MOD MP 8 ou2a 23778 32a 28105 uaa 24373 on2a 24821. _ 092K 24545 ona 25141 32k 252 oa2a 25530 oa2a 2sac0 032A 26017... O1 MAR 2002 TITLE vaLIDuTy MINOR IMPROVEMENTS INTRODUCED FROM a/c soa (sT2) To afc 521 (STZ) ALL FUSELAGE - REAR FUSELAGE - ADAPT SECTION 17/18 STRUCTURE TO AXIS DEFINITION aL FUEL - TANK LEVEL SENSING - INTRODUCE MODIFIED LOW FUEL PRESSURE WARNING CONTROL, ALL EQUIPMENT/FURNISHINGS : AFT CARGO COMPARTMENT PROVIDE ADDITIONAL CONTAINER CAPABILITY F-CTFM LANDING GEAR - MLG + MESSTER ~ INTRODUCE BRAKES P/N £202253 ALL WACELLES/PYLONS-PYLON STRUCTURE~ ADAPT PRIMARY STRUCTURE TO A3Z1-200 VERSION ALL POWERPLANT - CENERAL - INSTALL ON A319 EMGINE RATED VERSION OF CFM S6-SB6 23500 LBS ALL ENGINE - COMBUSTION SECTION ~ INTRODUCE DOUBLE ANAULAR COMBUSTOR OM CFMSS-SBG (CFMSS-SH6/2) ALL POWER PLANT-GENERAL- INTRODUCE CPMSO-SE/P ALL INDICATING/RECORDING S$YSTEMS-FLIGHT WARNING COMPUTER (FWC)- INTRODUCE FAC ST2 2 ALL ccm 2.90.85 PACE | 2GENERAL INFORMATION 2.00.10 Pd ORGANIZATION OF THE MANUAL SEQ 001 | REV 31 FOREWORD R This manual complements the approved Flight Manual. Airbus has attempted to ensure that the data contained in this manual agrees with the data in the Flight Manual. If there is any disagreement, the Flight Manual is the final authority, COMMENTS — QUESTIONS — SUGGESTIONS All manual holders and users are encouraged to submit any Flight Crew Operating Manual questions and suggestions to : AIRBUS - BP N°33 1 ROND POINT MAURICE BELLONTE 31707 BLAGNAC CEDEX - FRANCE TELEX TLSBI7X or 530526F FAX 33.5.61.93.44.65 ATTN. Flight Operations Support > STL FOR TECHNICAL OR PROCEDURAL CONTENT AIRBUS - BP N°33 1 ROND POINT MAURICE BELLONTE 31707 BLAGNAC CEDEX - FRANCE TELEX TLSBP?X or S30526F FAX 33.5.61.93.28.06 ATTN. Technical Documentation Services ~ SDC FOR PRINTING AND DISTRIBUTION 02-pa10-001-AontAA CONTENT | This manual provides operating crewmembers with information on the technical, procedural, and performance characteristics of the aircraft. It is suitable for training purposes and may be used as a flight crew operating manual, The content is divided into four volumes : Vol 1 = Systems’ description (description of the aircraft systems). Vol 2 = Flight preparation (performance information, plus loading data). Vol 3 = Flight operations {operating procedures, techniques, and performance formation). Vol 4 = FMGS pilot's guide (procedures for FMGS use). CCM ALL318/319/320/321 FoOM VOLUME : 2 FLIGHT PREPARATION LIST OF MOD/MP/SH AFFECTING THE MANUAL REVISION : O33 vREY MOD MP o32n 26018 _ oma 26288 _ ouzM 26685 _ oma 26.96% o3zm 27276 azn 29727 oz BHL6d N03 31355 2Ve1i3s 02) O1 MAR 2003 TITLE VALIDITY INDICATING/RECORDING $YSTEMS-DISPLAY MANAGEMENT COMPUTER (DMCJ-INTRODCUE OMC ¥32 STO ALL AIR COMDITIONING-FLOW CONTROL AND INDICATING INTRODUCE MODIFIED AIR CONDITIONING FLOW CONTROL ALL AUTO-FLUGHT- FHC INTRODUCE FAC STD BAM 0513 aL AUTO FLUCKT-FMGC-INTRODUCE FMGC CHMO1O2 FOR ATi$ AUTOLAND AND GPS/ACARS FOR CFM ENGINES. ALL FLIGHT CONTROLS-ELAC SYSTEM- INTRODUCE ELAC SOFTWARE "LEO" ALL ENGINE «COMBUSTION SECTION INTRODUCE CFMS6-58 DAC IT PIP ENGINES. ALL LANDING GEAR - WHEELS AXD BRAKES = INSTALL CARBON BRAKES TYPE SEPCA PLUS - MESSTER BUGATTI ALL FLIGHT CONTROLS - ELAC SYSTEM - INTRODUCE ELAC STO L8i ALL com 2.00.85 PACE OEcome 1% LOADING 2.01.00 Pd FLIGHT CREW CMERATING MAKUAL CONTENTS SEQ 001 | REV 33 01.00 CONTENTS 01.10 GENERAL 01.20 CARGO LOADING — GENERAL — DESCRIPTION .... — RESTRAINT SYSTEM .. CARGO LOADING SYSTEM . —CARGO CAPABILITY .. . — CARGO DOOR OPERATION . Normal operation ... . Auxiliary operation , , — LOCATION OF SERVICE PANELS 01.30 FUEL — GENERAL INFORMATION REFUELLING . . . ‘ GROUND FUEL TRANSFER . — DEFUELING z —OVERWING GRAVITY REFUELING .. . — REFUELING WITH ONE ENGINE RUNNING .... . Z APU START/SHUTDOWN DURING REFUELING/DEFUELING . 10a —USE OF MANUAL MAGNETIC INDICATORS ............ W er - 01.40 WEIGHT AND BALANCE CCM ALLLOADING 2.01.10 Pd GENERAL SEQ 001 | REV 31 DEFINITIONS R MANUFACTURER'S EMPTY WEIGHT (MEW) The weight of the structure, power plant, furnishings, systems and other items of equipment that are considered an integral part of the aircraft. It is essentially a “dry” weight, including only those fluids contained in closed systems (e.g. hydraulic fluid). R — OPERATIONAL EMPTY WEIGHT OEW) The manufacturer's weight empty plus the operator's items i.e. the flight and cabin crew and their baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galley structure, catering equipment, seats, documents etc. — DRY OPERATING WEIGHT (DOW) The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and traffic load, Operational Empty Weight plus items specific to the type of flight i.e. catering, newspapers, pantry equipment etc. Ee) TAKEOFF FUEL The weight of the fuel onboard at takeoff, OPERATING WEIGHT R The weight obtained by addition of the operational empty weight and the takeoff fuel TOTAL TRAFFIC LOAD The weight of the payload including cargo loads, passengers and passengers bags. ZERO FUEL WEIGHT (ZFW) R The weight obtained by addition of the total traffic load and the dry operating weight. TAKEOFF WEIGHT (TOW) The weight at takeoff. It is equal to the addition of the zero fuel weight and takeoff fuel. — TRIP FUEL The weight of the fuel necessary to cover the normal leg without reserves. LANDING WEIGHT The weight at landing. It is equal to takeoff weight minus trip fuel. CCM ALLLOADING 2.01.20 Pd CARGO LOADING SEQ 100 | REV 21 GENERAL The aircraft has two lower deck cargo compartments : — Forward cargo compartment, compartment 1. — Aft cargo compartment, subdivided into compartments 3, 4 and 5. The main access doors to forward and aft compartments are hydraulically operated. A bulk cargo door & + + i al. T J iL rt $$ 2 0.77 0.78 0.79 0.80 0.81 0.82 0.83 (Kg/L) : SPECIFIC GRAVITY REFUELING During automatic refueling, fuel goes to the center tank and outer cell of wing tanks simultaneously, When the outer cell of wing tank is full, fuel overflows into the inner cell. The wing tanks fill first, then the center tank. During manual refueling, fill the wing tanks first, then the center tank. — With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a 2 % thermal expansion of the fuel without its spilling through the vent system, During refuel, the flight crew should avoid any electrical transients (switching between APU, external and engine electrical supply) Electrical transients may cause the refuel to stop. i] CCM ALLNFCS-o2-0150-o02-A20004 LOADING 20130 P2 Fue, : 3 ) LEFT C Ge RIGHT —, REFUEL VALVES: ~ OPEN 7 ~S OPEN 2) OPEN =| Norn —_}NORM ‘| NORM L SHUT |, SsHUT |, 2 SHUT /~ MODE SELECT—. TEST REFUEL Hi Li ~ BATT POWER ‘ ON —| OFF FONE eS a é ( oO 7] iia LS"OO) @ Pa DEFUEL XFR OPEN LI NORM PRESELECTED REFUEL ACTUAL a KG x 1 3 COCKPIT PANEL PRESELECTED REFUEL KG X 1000 VALVE [=] © COM ALLcome LOADING 2.01.30 P3 maid rc UAL FUEL SEQ 200 | REV 33 REFUELING PREPARATION — ACCESS PLATFORM ... cc cess cee cece eee ereweeennee IN POSITION — SAFETY PRECAUTIONS ...... 0... 0c cece ew eee n eee ences APPLY Make certain that no HF transmission is performed during refueling, and that the tanker and the aircraft are properly grounded. Connect a tanker grounding cable to the aircraft's grounding point on the main landing gear. R Note: For APU start/shutdown during refueling, refer to FCOM 2.01.30 p 10a. — MAX REFUELING PRESSURE ..... 0... cece een eee 50 PSI (3.5 bars) On refueling contral panel : — TEST cite cect tase teaeees ao seeeveees LTS Lights on the panel come on. FUEL OTY and the PRESELECTED ‘and ACTUAL displays show 8's, SETEBT: acercecacw mene aunpvecnanstca: wranegaterie iene ecnd an sich woman HIGH The HI LVL lights change state, if the high level sensors and their circuits are serviceable. AUTOMATIC REFUELING From cockpit refueling control panel — REFUEL PWR pb oo. c cece e ete neste eect ene seaeeeeneens ON Cockpit panel takes priority, The CKPT light comes on and REFUELG is displayed on the ECAM MEMO. SPRESELECTOR 20 once: nip ce ep epsgee merce ngs myer woe econ ine SET — REFUEL CTL pb ...... ‘ as Refueling starts. When refueling i is finished, the ‘END. light ¢ comes on. = REFUEL: PWR PD seicciec canner eae TEN OFF On cockpit overhead FUEL panel : — MODE SEL pb To delatch the center tank pumps. . MAN FOR 10 SEC THEN AUTO CCM ALLFrom external refueling control panel — REFUEL VALVES ................ . .. CHECK NORM and GUARDED — PRESELECTOR ... . SET MODE SELECT oo ec ccssreee aoc ew ae ep aries ewe eet rere REFUEL — START REFUELING When the refueling is finished the END light comes on. = ACTUAL QUANTITY ... The actual quantity must be within 100 kg (220 Ib) CHECK 2 preselected quantity. = MODE SELECT ois cece sine eerie OFF and GUARDED MANUAL REFUELING SRE RUE VALVES soca -eresiscagecs scereinyetecn aecnsaresnacere ore muacagi eI aca SHUT = MODE SELECT www ee ee em ne REFUEL — REFUEL VALVES (tanks to be filled) 2. ....-0¢00 esc e ee ee ee eee OPEN — START REFUELING TRUELY eccrine einen MONITOR @ When the contents of the tanks reach the required level : — Corresponding REFUEL VALVES . 0.0... 00. e cece cette renee SHUT — MODE SELECT «0.0... cee eet eee eee eee OFF and GUARDED — REFUEL VALVES ...........2..08 see... NORM and GUARDED COM ALLcome 1% LOADING 2.01.30 PS maid rc UAL FUEL SEQ 100 | REV 20 GROUND FUEL TRANSFER On cockpit overhead FUEL panel — PUMPS (of the tanks not to be defueled) ... 2... 0.6. c cee eee OFF MODE SEL cocci ser cena ere pee iere yee eeu eT Aa MAN — PUMPS (of the tanks to be defueled) «0... 0.6.0.0 eee eee eee ON © if left wing and/or center tanks is (are) to be defueled : — K FEED OPEN light comes on. On refueling control panel : — REFUEL VALVES (of tanks not to be filled) ........0...000000e SHUT — REFUEL VALVES (of tanks to be filled) ...................... OPEN = MODE SELECT ...... eee e eee atin ... DEFUEL/KFR OPEN light comes on. se FUER QTY scapstver arenes noemenmapane ere ane al ecetateyeaaccieiea MONITOR @ When the tank contents reach the required level : = Corresponding REFUEL VALVES ©. 0.2... 00sec eee teen eeee SHUT — MODE SELECT ... . oo cas OFF and GUARDED OPEN light goes out. — REFUEL VALVES . 0. ccc sce ce cece seeseunee NORM and GUARDED = Set cockpit FUEL panel to normal configuration. CCM ALLLOADING FUEL LEFT INTENTIONALLY BLANK COM ALLcome 1% LOADING 2.01.30 P7 maid rc UAL FUEL SEQ 100 | REV 33 DEFUELING Note: Defueling by suction is not possible. = ACCESS PLATFORM... ests cert eset reece eee erenee IN POSITION — SAFETY PRECAUTIONS ........... 0. c cece eee cence APPLY Make certain that no HF transmission is performed during detueling and that the tanker and the aircraft are properly grounded. Connect a tanker grounding cable to the aircraft's grounding point on the main landing gear. R Note: For APU start/shutdown during defueling, refer to FCOM 2.01.30 p 10a. — MAX DEFUELING PRESSURE ....... 0-0 eee e ene 11 PSI (0.75 bar) On cockpit overhead FUEL panel : — PUMPS wo. .ccseeeceeee Seed essences eeeteweee sees OFF On refueling control panel : — REFUEL VALVES: 2. tee eee eee n nee nene SHUT — MODE SELECT (OPEN light comes on} .........0.e 0000s DEFUEL/KFR On cockpit overhead FUEL panel : (MODE SEL, seccyecncietnen sia oom ee MAN — PUMPS (of the tank(s) to be defueled) 2... 6.66. ce eee ees ON — X FEED (OPEN light comes on) .. 1... 60. cece ee eee eee eee ON SS BUEC OT, on cme smenicoice ayeirymysceneseymverectcecemyn ayy igyecnym, sue necemm nym MONITOR @ When the tank contents reach the required level — Corresponding PUMPS * On refueling control panel : — MODE SELECT (OPEN light goes out) «0... 6. eee ee OFF and GUARDED — REFUEL VALVES ........... 00. c cece eee eee NORM and GUARDED — Set cockpit FUEL panel to normal configuration. CCM ALLccm LOADING 2.01.30 P38 FLIGHT GREW OPERATING MANUAL FUEL REV 33 OVERWING GRAVITY REFUELING Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing tank}, = SAFETY PRECAUTIONS ...... eee eceeeetreeeeerueeene » APPLY Make certain that no HF transmission i: is performed during refueling and that the tanker and the aircraft are properly grounded. Connect a tanker grounding cable to the aircraft's grounding point on the main landing gear. R Note: For APU siari/shutdown during refueling, refer to FCOM 2.01.30 p 10a, — TRANSFER VALVES (on ECAM FUEL page) ..........--- CHECK POSITION ‘@ If transfer valves closed : — MODE SELECT (on refueling control panel) Check OFF — FUEL/XFR VALVE 1/WING/L and R C/B's 10P and 20P and FUEL/XFR VALVE 2MWING/L and R C/B’s 30P and 40P ......... PULL for 5 sec then PUSH Intercell transfer valves will stay open until the next refuel selection. RH WING REFUELING PROCEDURE — OVERWING REFUEL CAP ....... sg seca scujeostnieuammer isn ++. REMOVE — REFUELING «2.0... cece ccc cnet START @ If the center tank is required : — RH REPUEL VALVE 2... cece nent ene eens SHUT — CTA REFUEL VALVE ..... 0... cece cece tte eee eee OPEN — MODE SELECT ........ eae seek eee . DEFUEL/XFR OPEN light comes ON. — RH WING TK PUMPS .. 0.0... cece cece cee entree eee ON Fuel is transfered to the center tank, @ When the center tank reaches the required level : — WING TK PUMPS — REFUEL VALVES COM ALLGENERAL INFORMATION 2.00.10 P3 ORGANIZATION OF THE MANUAL SEQ 001 | REV 22 PAGINATION ©) fax Ww . Y. @AS19/320/321 GENERAL INFORMATION 2.2110 P2 PLM CHEW CHING MAHAL RGANEATONDF THE MANUAL =m REV 00 oe ® @ ® Gis saeaemnae NFeS-02-0010-008-Ao01AC () Chapter title @) Subchapter title @ FCOM volume number, chapter number, section number, page number ©) Sequence number is used for Airbus Industrie management of different aircraft configurations and allows to enter into list of effective pages @ Revision number of the manual at which the page has been revised (6) Aircraft MSN 0004 0008 means that the page is applicable to aircraft MSN 0004 and MSN 0008 — 0010-0014 means that the page is applicable from aircraft MSN 0010 to MSN 0014 — ALL means that the page is applicable to all aircraft covered by the manual. Correspondance between MSN and registration may be found in the cross reference table a An R in front of a line indicates that the line has been revised. CCM ALLcome LOADING 2.01.30 Pg FLgHT GREW OPERATING MANUAL FUEL SEQ 100 | REV 21 @ When the wing tank reaches the required level : PevAEPUELING: sssctute coke aise oe ee STOP *— OVERWING REFUEL CAP . 0.00... ccc sce sees ee eneaue INSTALL LH WING REFUELING Perform the steps for RH wing refueling procedure marked * then : — MODE SELECT ....... 0... cece cece eee eee eee REFUEL then OFF Check on FUEL page that the intercell transfer valves close. Note: The overwing refuel point is not at the highest point of the wing and therefore the wing tanks cannot be filled to full, CCM ALLLOADING 2.01,30 P10 Fue, REFUELING WITH ONE ENGINE RUNNING Refuel with one engine running only at airports where no external ground pneumatic power is available and only when APU is unserviceable. — Only the RH fuel couplings can be used. — Qverwing gravity filling is not permitted. Disembark all passengers. — Obtain airport authorization, The Airport Fire Department should standby at the aircraft during the entire refueling procedure. Point the aircraft into the wind at a location where the slope is negligible. Set the parking brake and check its pressure. Run engine n° 1 at ground idle with its generator connected. Do not start engine n° 2, shut down engine n° 1 or attempt to start the APU before all fueling operations have been completed. — Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 psi. Follow manual refueling procedure. OPERATION MONITORING During the entire refueling procedure : — Monitor the fuel truck shut off valve. — Be sure that the fueling company is keeping permanent control of the emergency fuel shut off device. Have a flight crew member in the cockpit monitoring all systems and the running engine. — Have a qualified ground crew member at the fueling station to operate the refuel valve switches. Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed the following fuel quantities : DENSITY {g/l} OT 0.78 0.79 08 0.81 0.82 0.83 LR) WING {ko} 5710 5780 5860 5930 6005 6080 6160 CENTER (kg) 6030 6110 6190 6270 6350 6430 6500 COM ALLcome 1% LOADING 2.01.30 =P 10a FLgHT GREW OPERATING MANUAL FUEL SEQ 001 | REV 33 After second engine start : @ Reset the 3DMCs in order to reinitialize the fuel used values : — DMC 1 SPLY C/B (E11 on 49VU) ... 0.0.0 — DMC 2 SPLY C/B (08 on 121 VU)... eee ee eee PULL — DMC 3 SPLY C/B (09 on 121 VU)... eee ee eee PULL — DMC 3 SPLY STBY (E10 on 49 VU)... ee eee ee eee PULL ®@ After 5 seconds : Note: The TQ MEMO does not appear automatically since one engine is kept running. = APU START/SHUTDOWN DURING REFUELING/DEFUELING APU starts or shutdowns are permitted during refuel/defuel procedures. If it is necessary to operate the APU, the limits that follow apply : a) An APU start is not permitted during a refuel/defuel procedure if the APU has failed to start or an automatic shutdown has occured b) A normal APU shutdown must be completed if a fuel spill has occured during the refuel defuel procedure. Ce) CCM ALLccmg io LOADING 2.01.30 Pil BPS, april FUEL USE OF MANUAL MAGNETIC INDICATORS (MMI) Indicators are disposed as follows : + five in each wing tank, four in inner tank and one in outer tank - one in the center tank =A 004K a if 5 | z \ z gs \ : INNER TANG MS A & S re : ATTITUDE “SX 2 ‘ATTITUDE MONITOR MATTOR Sash) = CENTER TANK SAC ATTITUDE 21. NOTE Note the grid square letter and grid square number shown by the bubble on the attitude monitor. = ACCESS PLATFORM .... 06.000 eee ee eee eee eee ee ee IN POSITION CCM ALLLOADING 2.01.30 P ila Fue. TO DETERMINE FUEL QUANTITY IN THE OUTER TANK Le UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. — ROD GRADUATION (which aligns with bottom wing surface) — MMI ow. cee eens IN PLACE and LOCKED — Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number), and the MMI stick number 5, to find the volume of fuel in the outer tank (See the following pages). — Multiply the result by the specific gravity to find the fuel weight. CCM ALLcome LOADING 2.0130 P12 maid rc UAL FUEL SEQ 100 | REV 33 TO DETERMINE FUEL QUANTITY IN THE INNER TANK — MMI (from number 4 to number 1) ..........-.- UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. — ROD GRADUATION (which aligns with bottom wing surface) — MMI ow. cee eee IN PLACE and LOCKED MMs shall be withdrawn from number 4 to number 1 until one MMI measures fuel — Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number), and the applicable MMI stick number to find the volume af fuel in the inner tank (See the following pages). — Multiply the result by the specific gravity to find the fuel weight. TO DETERMINE FUEL QUANTITY IN THE CENTER TANK — CENTER TANK MMI ...................4.. UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. — ROD GRADUATION (which aligns with battam wing surface) — MMI .................-.....+..--..-.-..- IN PLACE and LOCKED — Use the table for the center tank, and for the applicable aircraft attitude (grid square latter and number) to find the volume of fuel in the center tank (See the following pages). — Multiply the result by the specific gravity to find the fuel weight. CCM ALLr) CMS LOADING P 13 FLgHT GREW OPERATING MANUAL FUEL SEQ 901 WING TANKS (LITERS) LITERS R UTERS: ‘a ATTITUDE MONITOR READING ii 5 ATTITUDE MONITOR READING # A* LEFT WING GAGHT WNG| | DO] A RIGHT WING G LEFT WING we 1 s]al7 i 1[z[3[a]s5 [6 le 6 50 50 so] [2 [sol so[ sa] oo 0 100 100) 4 50 5d 50 50 50 100 100) 6 Woo] 100] 100] 100) 100 150 150) a WSO] 150] 150] 150) 150 200 200) io 200] 200] 200] 200 180 250, 20 12 250] 250] 750] 250, 20 300, 300 i4 300] 300) 300] 300, FE) 350 350, 16 350] 350] 380] 350 00, 450, 400 8 400] 400] 490] 400) 350 500) ‘500 a 450{ 450] 450] 450 400 550) 550 Rn S00] 500] sao] 500 450 650 ‘B00, Ey sso] 550[ S50] 550 550 750 Too 26 a50/ 650] bS0] 650) 600 200 B00 26 Tob] 700] 700] 700) 700 900 900, 30 aon] 800] B00] 200 750 1050. 1000 32 300] 300) 500 550 1 1150. 1100 M 950] 950] e560] 950 950 1250) 1250 36_] 1050] 1050] 1050] 1050, 1050, 1350 1350 38] 150] 1150] 1150] 1150 1150 1500, 1500 40 | 1250] 1250) 1750] 1250 1250, 1600 {600 42 4350] 1350) 1350] 1350 1350, 1750 Ty50] [aa | vaso | rae0 | vasa 1280 a0 1900, {900 46 | 1550] 1550] 1550] 1550 1550, 7000, 2050) 4a yoo] 1700] 17907 1700 1700 2200 2200 50 1900] 1800] edo] 1200 1200 250 2400 52 W950] 1950] 1880] 1950 1950, 2500 2550 ‘54 [| 2000] 2000] 2osa] 2050. 2050 2650 2700 56 | 2200] 2200] 2200] 2200 2200 700) Zas0) [36 | za00| 2500 | 200) 7300 750) 2850 3050 GO| 2450] 2500) 2500) 2500 2500 3100 3280) 62_| 2600] 2600) 2650] 2650 7650 350 sas) [es | aas0| 2660] evan] 2700) 700 3450 3600) JMAX | 2950] 2950) 2950) 2950) 3000 * GRID SQUARE LETTER ** GRID SQUARE NUMBER CCM ALLLOADING FUEL 2.01,30 P14 R LITERS a UTERS Mla E ATTITUDE READING wt ATTITUDE READING ¥ q 5 A__LEFT WING G__RIGHT WING no A RIGHT wing G Le wine wl! apa [27aye][s fe ]z nL_L2 [2 [47s [Te]? & G 2 2300] 2250] 2200] 2200) 2200 2200 2 2850 | 2650) 2650) 2850] 2650] 2650 | 2800 4 500] 2450] 2400] 2400] 7350 2350 4 3050] 3050] 3050) 3050] 3050] 3000 | 3000 6 2650] 2600] 2600] 2600] 2550 2500 6 3200] 3200) 3200} 3200] 3200] 3200 | 3150 a 2750] 2750] 2750] 2700] 2700 2650 a 3300) 3300] 3300] 2400] 3300] 3300 | 3250, 1 200] 2900] 2900] 2900] 2850 2850) 10 | 3500) J5d0] 3500] TOD] 3450] 9450 | 3400 42_| 3100] 3100] 310p] 3100] 3100 3000) 12_| 3850] 3660] 3800) 2800] 3600] 3800 | 3800 4 | 3250] 3250] 250] 3250] 9250 3200) 14_| 3800] sepa] 3750] 3750] 3750] 3750] 9750 6 | 3450] 3450] Sap] 34b0] 3450 3400) 18 | 3950] 3900] 3900] 2900] 3900] 3900 | 2900 2 Ge 3660] 3850] 3660] 3650 3600) [78] nso] avec] soso] aasn] <0so] 4050 | 4050. 20 | 3900] 3900] sgop] 3900] 3850 3850) 20 | 4200) 4200] 4200) 4200] 4200] 4200] 4200 zz_[ avon] #100 050] 4050] 4050 4080) [22 | 4z50| 26a] 4250] a0n| 300] 4300 [4300 24_| 4300] 4300] 4300] 4300] 4300 4300 24 | 4400] aaa] aaa0] aaob] 4450] 4450] 4450. 26_| 4500] 2500] son] a5n0) 4500 2550) [26 | #500] 4500] 4550] assn| asso] 4600 | 4600 2a_| amo] 4700 4750] 4760] 4750 4750] [26 | #600] 4650] 4650] a7a0| 47a] 4750] 4000 | 4950] 4950] 4950] 4950] 5000 5000) 30] 4750] 4750] 4600] aon] 4e50] 4850] 4900 32_| 5100] 5100] S150] $150] 5150 5200 32_| 4850] 4850] 4900] 4900] 4950] 5000 | 5000 MAX MAK 350 | Gaon | eee0| aan] aieo| 2080) (| sao S100] F100] Sod) S100] S100 4100] 4850] 4600] 4500] 4400] 4300) 4 5150 5200 S200] 5200 | 5200 4980] 4900] 4850] 4800) 4700] 4550 & 5250 5300] $300] S300] 5300 | 5300 S1o0 | S100] soso] $000) aus0| 4800) (Ta | sao S000] S400] S400) $400] 5400 i 5250] 5250] 5250] 5200] £150] 5050 10 | 5450 5500] S800] S500] 5500 | 5500 5400] S400] S400] 5350) 300] 5250 i2_ | 5500 5850) S800] S600] 5600 | 5650 5600] S550] $550] 5500] ss00] $450) [14 _| 5800 5650 £700] S700) 6700] 8750 5750] 5700] 5700] 5700 5600 16_| 5850 5700 | 5750] 5750] 5800 | 5800 5900] S850] $890] 5850) S850] 5800) 18 | 5800 SBD] S850] S900] 590D| 5950 Gd EE En 20 | 5800 5950 | 5950] 4000] 6000| 6050 S600] S550] a500] 5450] s40b] S300 z S000] GO50] 6100] B00] Giod] 6100) 100 5750] 5700] 5650] 5600) S550] 5500 4 S100] GIDO] 6150) B15] G15d] 6200) 6200 5900] 5850) $800] 5750] S700] S650 5 5200 5200) 6250] 6250] 6250 | 6300 S100] eus0] aOo0] S950] S900] 5350) 8 6250 5300] BIS0] G30] 6350] 6400 4 500] ez6b] a200] 6150) 6150] 6100] [10 | aisd| aa0a] 6000] e400] aad] 6950 | 6950 6400] 6600] 400] 6350) 900) 6250) iz_| 5450] s45a] 5450] e500] e500] 6550 | 6550 6500] 6500] 6500] 6500) G450] 6450 14 | 6500) G550] 6550] 6550] G600] 6600] 6650 S600] 6800] G600) S600) Boon] asp 16 | S800) G6p0] 6600] paSD] a650] 6700] 6750 6650] 6850] 4650] 6650] 8650] 650) 18 | 6850] a7ba] 6700] 6750] 750] 6750] 6800 MX 2 650] 600] sso] 550] 550] soo] 500 2 700] Moa] 700] oo} 700] 700] 700 a Woo] 650] 850] 600] 600) 550] 550 4 750| 750] 750] 750] 750] 750| 750 a 750] 700] 700) 60] 850) a50) 600) § 800] 800) 800) aon} Fs0] 750) 750 5 a W50] 750] 750] 750] 700) 700} 700) a CE a i goo] 800] soo] rsa] 750] rsa] 750 19 a50| ssa] 850) #50] ssa] 850] 850 jz ano] B00] woo} B00] B00] sod] 800) z CE EE 4 O50] 850] gob] 250) 850) goo] 950 Lis $50] 850] G50) gob] 250] 850) a0 MAX} G50] 850) 85D) 850] 650) S50] 850) [MAX] 850) S850) 650] B50] 850) 650) 850 COM ALLFLIGHT CREW OPERATING MANUAL LOADING FUEL R LITERS R LITERS miy & ANTITUDE MONITOR READING wk ATTITUDE MONITOR READING 7 M oO} B* Lert wing F nicht wing} JMO] BRIGHT wing F Lert wing wt ita a[s]a|7 A i ee G G 2 50, 50, 50) 50 2 50 50 50 50, 4 50. 50 50 50) 4 Ey 50 50 50, 6 100 ioo] 100] too a 100} 100 100 a 150 {50} 150, 50) a is0] 150 {50 10 200 zoo] 200] 200) 1 200] 200 Zu 12 250 250] 250] 250] 250 12 280] 250 250 14 300) 300] 300] 300] 300 14 300] 300 00 16 350 od] 30] 350] 360 18 380] 380 90 Te [aan 0] aan 200] ann) ie [ e000 a0 20 450) 450] 450] 450] 450 2a 450] 450 450 22 550 550] 550) 550] 550 22 500 | 500 Ba 24 600) En i a a 550] 550 55D 26 700 Tod] 700) 700) 7o0, 26 50] 650 650 28 800 B00] e00] 800] 800 a 700] 700 700 30 900 goo] 900} 900] 350 El} soo] 800 cy 3z_| 1000 1000] iooo] 1000] 950 32 300] 300 S00 1 34 | 100 ViOd | HOF 100] 100 34] soo] 1000 ‘950 38 | 1200 1200] 1200] 1200] 1200 EG a 1050 36 [1300 1300] 1300] 1300 | 1300) [| r200 1200 ist 40 | 1450 1450] 1450] 1450] 1450 40] 1300] 1300 1300 42 | 1550 1550] 1850] 1550] 1550 420] 1400] 1400 400 | 1700 Too] 1700} 1700] i700) |ea_| rs00 | 1500 TED 46 | 1800 1800] 1a00] 1800] 1800 46 W400] 1600 1600 48 | 1950 1950] 1950] 1950] 1950 4] i700] 1700 1700 50] 2700) poo] rao] 200] 2x00) [s0_| vaso [1950 Tz 52_| 2250 2760 | 2250] 2250] 2250 52 1950] 1950 1850. 54 | 2400 2400] 2ano] 2600] 2450 5a] 2100] 2100 zoo 56 | 2550 2600 | 2600] 2600] 2600 56 | 2250] 2250 2250 me 2750] 2750] 2750] 2750 se | 2400] 2400 2900 60_| 250 2950] 2900] 2900] 2950 60 | 2550] 2550 2550, 52 | 3000 3080] 3050] 3050] 3100) 62_| 2700] 2700 2700 53] 3050 3100 | 3150] 3150] 3200 63] 2750] 2750 2750. Max | 3350 3350] S400} 3450] 3500) JMAX | S000] 3000 ‘00D * GRID SQUARE LETTER ** GRID SQUARE NUMBER CCM ALLLOADING FUEL 2.01,30 P 16 R LITERS a UTERS Mla E ATTITUGE MONITOR READING we ATTITUDE MONITOR READING ¥ q 5 B LEFT wing F_RiGHT WING no B AigHt wing FLerT Wine wll ata [27aye],s[e]z nLL_L 273 [4s Te 7 & G 2 2350] 2350] 2300] 2300] 2250 2200 2 7000) 2750) 2750) 2750] 2700] 2700 | 2650 4 250] 2500] 7500] 2450] 2450 2400 4 50) 2950] 2900] 2a0n] 2900] 2900 | 2850 6 750] 2700] 2700] 2650] 2650 2600 6 3100] 3100] 3100} JOD] 3100] 3050 | 3050 a 2850] 2800] 2800] 2800 2750 a 3200) 3200] 3200] 2200] 3200] 3200 | 3150, 1 3000] Moo] 3000] 3000 2900 10 | 400) 34b0] 3350 340 | 300 42_| 3150] 3150] 3200] 3150] 3150 3100) 12_| 3550] 3560] 3850] 250] 3500] 3500 | 3450 4 3350] S950] 3350) 3390. 3300) 14] 3750] SO] 3700] 3700] 3650] 9650 | 3650) iB 3580] 250] 3650] 3600 EE 18 | 3900] 3260] 3250) 2850 G0] 3800 | 3800 2 Ge ‘3750 | 3750] 3760] 3700 3650) [78 | aso] eoea] s000 | soon 4000 [3950 20 | 4000] 3950] sasp] 3950] 3950 3900) 20 | 4200) 4150] 4150) 4150 4150] 4150 z [aso] #100] s1on| 100] 4100 100] |22_[ 250 | a2e0 | 4250 | 4260 ‘250 | 4250 24_| 4300] 2300] coo] 4300] 4300 300] [2¢_[-ea00 | aaa | 4400] a0 a0 | 4400 26_| asn0] 4500) e500] 500] 4500 3500] [26 [e500 | asa #500 | 4550 4550 | 4550 2_[a7oo] 4700] 4700] 4700 4700 2750] [26 _| #650 | aesa| 4550] 4550 700 | 4750 | 4050] 4900] 4900] 4900) 4950 4950 30] 4750] 4760] 4800] ago0 4850 | 4900 32_| $050] 5:00] si00| Sioa) 5100 5150) [32 | as50| aaoa] #900] 4950 5000 | 5050 MAX MAK 4550 #500] son [eas | sano [agen [2300] [7 s000 [sons | S000 | saon | so0a | S000 | 4350 4200] 4800] 4900] 4750] 4650] 400] 4500) 4 S100] S100] 5100] S10] S100] 5100 | S100 BOSE] S000] S000] S000] 4900) 4850] 4750 & 5200] S200] 5200) $250] S200] 5200 | 5200 Eis 5150] 150] 3150) $100] S000 S000] | a | S100] sana] S350 | S250] 3350 5350 | 5350 3 S300] 5300] S300] S300] 5250] S200] 5150 10 | 5400] Sapa] 5450] 5450] S450] 5450 | 5450 E450] 5450] S450] S450] 5400) Sao] S350 12 | 5500] sspa] 5550] 5550] S550] 5550] 5550 3600 sa00| $550] 6550| sa60] 5500) [1a | S800] soma] 5650 650) 5650 | 5700, 5700] 5700] 5700] 5700 Ob} 5700 16] 5700] s7oa] 5700 5750] 5750 | 5800 beso] 5650] sa50] S850] 5650] sa50] 5850 8 | 5800] sea] 5800] Sa50] s8sq] 5850 | 5900 GT I EE ei 20 | 5900] sepa] S950] sa50] good] 6000] 6000 MAX z 5950] So50] 6100) BMOD] GO50] 6050 | 6050 5750] 5700] S650] 5600) S600] 3600 4 5050 | 6050] 6100) 6100] S100) 6100) 6150 S000] 5950] S900] 5650) Sa0b] 5800) & 5150 6200) B200} G20] 6200] 6200 6150] 6100] 4100] 6050) soon] 6000 a 5250 6250) 6300] 4300] 6300) 6300 4 §300] 6250] G250] 6250) E200) 6150) iD | 6350 5350) BOD] S400] 6400 | 6400 6400] 640d] 4400] 6350) £350] 4300) iz _| 6400 0] 6450] 6450] 4500] 6500| 6500 6500] e500] 6500] 6500] ba50] 6450 4 | 6500] e500] 6550) B50] ae00] 6600 | 6600 EE ET 16 | 6600) Ged0] 6600] B85D] Ges] 6700] 6700 GE 0 EE a 16 | 6750] ara] 6600] beso] asso] 6670] 6880 MAX MAK 2 sso] 650] son] 600] 00] ssn] 550 2 150] 700] 700] Ton] FOG] 700 | 700 4 #0] 700] 700 0] B50] Gob] 600 4 750] 750] 750] 750] FSG] 750] 750 6 750] 750] 750] 700) 700) s50] 650 6 800] s00] B00] soo] 750] 750) 750 5 a B00] 800] 750) 750] 750) 750] 700) a TE i er i goo] 800] soo] soa] Boo] reo] 750 19 a50| s80] 850) #50] soo] 800) 800 jz aso] 850] woo} soo] B00] soo] 800) z CE EE 4 O50] 850] gob] 250) 850) goo] 950 Lis $50] 850] G50) gob] 250] 850) a0 MAX} G50] 850] 85D] 850] 650) 850 850] MAX | 850) 880] 850) S50] 850) 650) 850 COM ALLGENERAL INFORMATION 2.00.10 P4 ORGANIZATION OF THE MANUAL SEQ 001 | REV 22 REVISIONS NORMAL REVISIONS These are issued periodically to caver non-urgent corrections and changes and to add new data. They are accompanied by filing instructions and an updated List of Effective Pages that includes customized pages, A normal revision record sheet is at the front of each volume. In addition, each volume has a list of modifications affecting the manual that gives a simple explanation of the technical content of each incorporated modification and its validity per aircraft. INTERMEDIATE REVISIONS They are issued between normal revisions to cover changes in the definition of the aircraft or changes in the composition of the fleet of an airline. They are numbered in ascending sequence e.g. 20A, 20B, 20C... for intermediate revisions issued between normal revisions 20 and 21, They are accompanied by filing instructions and an updated list of effective pages. TEMPORARY REVISIONS Printed on yellow paper, the Temporary Revisions (TR) are issued to cover urgent matters arising between normal revisions. They are accompanied by filing instructions and an updated customized list of effective TR. ‘A yellow temporary revision record sheet is at the front of each volume. It is to be filled by the FCOM's owner. INCORPORATION OF SERVICE BULLETINS IN THE MANUAL ‘When @ service bulletin has been accomplished on one or more aircraft of the operator fleet, and notified to Airbus Industrie, all affected manuals will reflect the new aircraft configuration at next revision. If judged necessary by Airbus Industrie or requested by the operator, a temporary revision or an intermediate revision is issued between normal revisions. OPERATIONS ENGINEERING BULLETINS The Operations Engineering Bulletins (QEB) are issued as the need arises to give operators revised or new, but significant, technical and procedural information. OEBs come with an OEB record sheet. This record sheet is to be filled by the FCOM’s owner. They are accompanied by filing instructions and an updated customized list of effective OEBs. COM ALLccmMe LOADING FLgHT GREW OPERATING MANUAL FUEL R LITERS R LITERS E ANTITUDE MONITOR READING E ATTITUDE MONITOR READING Miwa MA 7 Moo. C* Lert wing E nisht wing} | o] C RIGHT wing E__Lert wing wy ita a[s]a|7 ie [2 T= G G 2 50, 50, 50) 50 2 50 50 50, 4 50 50 50 50) 4 Ey 50 50, 6 100 ioo] 100] too a 100} 100 190 a 150 {50} 150, 50) a is0] 150 150 10 200 zoo] 200] 200) 1 200] 200 150 12 250 250] 250] 250] 250 12 280] 250 200 14 300) 300] 300] 300] 300 14 300] 300 16 350 Sod] 350] 350] 360 18 380] 380 Te [aan 0] aan 200] ann) He [ ann a0 20 450) 450] 450] 450] 450 2a 450] 450 22 550 550] 50] 500] 500, 22 500 | 500 24 600) En i a a i 26 700 70d] 650) 650] G50, 26 50] 650 28 750 750] 750] 750] 750 a 750] 750 30 850 Bod] BO] 950] 350 El} soo] 800 32 550 960] 950] 950] 950) 32 300 1 34 | 1050 1050] TUS) 1050] 1050 Ey 1000 38 | 1200 1150] 1750] 1150] 1150 EG 100 36 [1300 vaso] vaso] 1250] 1250) [36 1200 40 | 1400 1400] 1400] 1400] 1400 40 1300 42 | 1500 1500] 1800] 1500] 1500 4a 1400 | 100 ve00| i600) 100] i600] [4a 1550 46 | 1750 1750] 1750] 1750] 1750 46 1650 a 1850] i900] 1900] 1900 48 1750 50_| 2400) 700 | zo00| 7000] 2080] [so 1300 52_| 2150 2n50| 2150] 2150] 2200, 52 2000 5a] 2300 2300] 2300] 2300] 2350 5a 2150 56 | 2450 2500] 2500] 2500] 2500 56 2300 58 | 2800 2660] zeso] 2650] 2700 St 2450 60 | 2900 2800] zeso] 7950] 2950 60 2600 52 | 2900 2950] zeso] 2950] 3000 B52 2750 53] 2950 3000 | 3050] 3050] 3100 63 2800 ‘Max | 5250 3350) S350} 3350] 3400) IMAX | 3100] 3100 * GRID SQUARE LETTER ** GRID SQUARE NUMBER CCM ALLLOADING 2.01.30 P 18 FUEL SEQ 001 R LITERS a UTERS Mla E ATTITUDE READING wt ATTITUDE MONITOR READING ¥ q 5 C__LeFT wing E__RiGiT WING no C Aight wing E__ Ler wine wl! ata [27aye][s fe ]z nL_L2 [2 [4 Ts Te]? & G 2 2450] 2400] 2400] 2400] 2350 2350 2 2700 | 2650 2600] 2600] 2550 | 2550 4 2650] 2600] 2600 2550 2500 4 7050) 2800 eoo] 2800] 2750 | 2750 6 7a00] 2800] 2800 2750 2700 6 3000] 3000 3000] 3000] 2950 | 2900 a 2900 | 2900 2900 2850 a 3100) 3100 Boo] 3100] 3100 | 3050 wo ET EE 3100 3000 10 | 00) 3300 S250] 3290] 3250 | 3200 1 F250] 3250] 3250 b0| 3250 3200) 12_| 3450] 3480 2450] 3450] 3400 | 3350 4 | 3450] 3450] 3450] 3450] 9400 3350 14] 3650 | 3650 2600] 3600] 3550 | 3550 6 | 3850] 3650] 2850] 3600] 3800 3550 18 | 2800] 3200 S790] 3780] 3750 | 3700 2 iB | 3850] 3850] saOp| 3800] 3800 3750) 18 | ago0 | 3980 3950] 3900] 3900 | 3900 20 _| 4050] 4050] 40o0p] 4000] 4000 3950) 20 | 4150] 4100 4100] 4900] 4100] 4100 22 | 4200] 4200] 4150] 4150) 4150 4100) 22_| 4250 | 4250 4200] 4200] 4200] 4200 24_| 4350] 4350] 4300] 4300] 4300 4300 24 | 4550] 4350 4950] 4350] 4350 | 4350 26_| ason] 4500] son] a5n0) 4500 2500) [26 | #500] 4500 4500] 45nd) 4500 | 4550 2a_| eso] 4550) 4550] 4700] 4700 #700) (26 _| #650] 4650 4e50) a7oa) 4700 4700 OU | 4050] 4850] 4950] 4850] 4900 4900) 30_| 4750) 4800 4g00] 4850] 4850 | 4850 =2_| sano] 5000] soon] soso] 6050 soo] | 32_| #900] aa00 vaso] Saba) 6000 5050 MAX MAK 4650] 2650] sob] 4e00| 4600] as0n| 500) [| aann| sepa] seo] aon] wana] aaso [aaa 4900] 4900] 4900] 4900] 4800] 4750] 4650 4 S050] S100] 5100 S100] 5050 | S000 BOG] S100] S100] S080] 5060) aoe] 4900 & 5150] S200] 5200 S200] 5150] 5150 5200] 5200] s20n| s200| S200] sis0| 5100) [a | 750] sana] 5300] $400] sa00| S300] S00) 3 S300] 5350] S350] 5350] 5300 5250) 10 | 5350] Sapa] 5400] S400] S400] 5400 | 5400 E450] 5450] S450] 5450] 5450) 5450] 5400) 12 | 5500] s8ba] 5500] S500] S550] 5550] 5550 3600] sa00| S600] 5600] saoo| 5550) [1a | S800] soma] 5600 3650) 5650 | 5650 5700] 570b] 5700] S700] S700] 5700 16] 5700] s7oa] 5750 5750] 5750 | 5800 S900] 5650] S850] S850] 5850] sa50] 5850 16 | 5800/ sepa] 5e50| sa50] s9p0] 5900 | 5900 Sas] 5950] e00p] eodd] 6000] BOND] e000 20 | 5900] ses0] S950] soon] sod] 6000] 6000 SOOO] 9750] S75p] s700] 5700] S7on] S700 Zz 5800] S9D0] 5900] Saub] S950] 5950 | 5950 S950] 5900] S900] S880] 5850] R00] S300) 4 S000] SODN] S000] BOSD] G50] 6050 | 6050 8050] 6050] 6000] 4000] 6000) S95p] 3950 6 S100] S100] 6150) 6150] Gisd] 6150) 6150 B200] 6150] 6150 6150) 6100] 6100) 6 5200 6250] B25D] G250] 6250 | 6250 4 6300] 6300] 6300 6200) 6250] 6250 10 _| 6300 6350 | 6350] 4350] 6350 | 6350 E400] 6400] B400] a400] 6400) E400] 6400) z | 5400 5450) B45D] S450] 6450) 6450 e500] 6500] e600] 4500) 6500) esn0| 500] [14 | e800] asa] e500] e560] asso) 0550/6550 600] 6600] e600] a600] 6600] sane] 6600 SE Ee Ed ee Te 6730 6780] rsn| 70] 760] ereo] G70] [16 | ev50| area) ovo) eran] aB0| e610] BBa0 MAX MX 2 Woo] 700] aso] 650] B00] son] 600 2 EE 4 aso] 750] 700] 700] 650] eso] 650 4 750] rsa] 750] 750] 7007 700] 700. 5 a Wo] 750] 750] rsa] 700] roo} roo 6 #00] soa] P50) 750] rsa] 750] 750 a_|_aoo{ s00| aon] 750] 750] reo] 750] [a | a00{ soa] cao] son| a0] c00| 800 io 200] 800] sob} 800] 800] soo] 800) ip 850] 850] 850] a00] 800] 800) 800 12 O50] 850] a5b] 800] B00) aon} 800 Wz $50] 850] 850) a50} 850] 850) 850 ia 850] 850] B50) 850] 850) 880) 850) 14 $00) S00) 850) B5b] S850] 850] aso COM ALLFLIGHT CREW OPERATING MANUAL LOADING FUEL 2.01.30 P19 R LITERS R LITERS E ATTITUDE MONITOR READING E ATTITUDE MONITOR READING Miu nk WA qt 7 Moo, D* BOTH WINGS hoLD BOTH WINGS | w]' ita Te Taye Tefets |) ia 4][s]e[ri[w G G 2 50 50 50] 50 Ba 50] 50 18_ | 3950 ISO | 385d | 3850] 3800 4 joo] 100] 190] 100] iba] 100] 100 Ee 4950 | 4059 | 4000] 4000 6 100] 100] 100] 10] 1a] 100] 100 22 | 4200) 4150 | 4150 | 4150] 4150 | 150] 15a{ 10] 150] isa] 150] 150) | 24 | 22501 4300 | «300 | 4300 4200, 10 zoo] 200] 200] 200] 20a] 200] 200 26_| 4500) 4500 | 4500 | 4500] 4500] 2 12 250| 250] 250] 250| 250] 250] 250 23 | 4850 4450 | 4650 | 4700] 4700 14 300] 300] 300] 300] goa] 300] 300 0_| 4900) 4950 | 4950 | 4850] 4900 16 350] 250 380] 350 a2 | 4950 2000 | S000 | S050] 6100 18 200] 400 400] ago} [MAX 20 450] 450 450| 450 22 500] 500 500] 500 2 | 4800) 4900 | 4750 | 4750] 4600, 2a_| «00 | 600 600] e006} [7a [5000 S000 | 4950 | 4900 | 4060 26 ‘S5b] 650 650) 650 6 | 5100) 5100 | 5100] 5100] 5050 28 750] 750 750| 750 8 | 5250 5260 | 5259 | 5200] 5200 30 a50] 850 B50] B50 10_| 5350 400 400 | 5900) 5950 32 550] 950 350] 950 12 | 5450) ‘500 | 5500 | 5500] 5500 3 1 34 [1050] 1050 4000 | 1000 14 | 5600) ‘5600 | 5600 | 5600] 5600. 38 11S0] 1180 a 1@_| $700 8750 | $750 | $750] 6750 3e_[ 1250] 1250 1250) 1250) [713 [ 5500) 5950 | 5650 | 5900) 5900 40 | 1350] 1350 1350 | 1350 2a_| 5900 ‘S950 | 5950 | 6000] 6000 a2_[ tas | 1480 vaso 1450) [vax _| 1560] 1580 1550 | 1550 46 | 1700] 1700 1700 | 1700 2 | 5300) BA00 | 5800 | 5800] 5800 48 | 1800] 1800 1800 | 1800 4 | 6000 B950 | 5950 | 5950] 5950 50_[ 1950] 1950 1950/1850) [76 _[ 6100) ESO 6050] 6050 52] 2100] 2100 2100] 2100 8 | 6200 6200 6200} 6200 54 | 2250] 2750 2250 | 2250 10_| 6300) 6300 | 6300 [e300] e300] 4 56 | 2400 | 2400 2400 | 2400 12 | 6400 400 | 6400 | 6400] 6400 58 | 2550] 2550 2600 | 7600 14_ | 6500 Bs00 | 6500 | 6500] 6500 60 | 2700] 2700 2750 | 2750 16] 6600) 8600 | 6600 | 6b00) 600 52_| 2850] 2850 2900 | 200 18 | 6750) EE Ed 53} 2900 | 2900 2950 | 2950) [MAX Max | 3050 | 3050 3150] 3150 2 | 2550] 2550 | 2500) 2500 2450 | 2450 2 700 EE 4 [2750] 2700] 2700] 2700 2650 | 7600 4 750 6_| 2900] 2900 | 2b50| 7850 2800 | 2800 6 800 50] 750] 750] 700 2 a 300 | 3000 | 2950] 2950 2950 | 200 8 400 aon] soo] roy 750] 5 10 [3200] 3150] 3150] 9150 3100 | 3050 10 850) a 12] 3350 | 3350] 3350, 0 3300 | 3250 12 850, 0 14] 3550] 3550 | 3550] 7900 3450 | 34500 14 850 ET Be 16 | 3750] 3780] 3700} 3700 3660 | 3E00] |MAX] 850 ES Eo * GRID SQUARE LETTER + CCM ALL GRID SQUARE NUMBERFLIGHT CREW OPERATING MANUAL CENTER TANK (LITERS) LOADING FUEL 2.01,30 P 20 a UTERS a LITERS E ATTITUDE MONITOR READING E ATTITUDE MONITOR READING Ven LINES A AND G* Ler LINES B AND F i rt 7 iT 2zT3 if a[s[el[7 G c | sa0 [son | 350 30030 [300] sea 4 ago] 45d] 450 45a] 500] soa] 500 5 poo] S00] 850 0 a § FQ] Td] 750 eS Se 10 goo | 860 i a 12 _| oso | Tooo | 7ao0 Toa | 100 | Tons f 14 250 | 1250] 1200 1200] 1200 | i200 16 1450 | 1450] 1400 1450] 1400 | 1400 18 ie50 | 1650] 1600 1650] 1600 | 1600 20 ipgo | 1850] 1350 1850] 1850 | 1850 22 Ee 2050] 2050 | 2000 a4 ‘2300 | 2250 | 2250 7250] 2200 | 2200 26 2450 | 2450] 2450 2450] 2400 | 2350 28 2700 | 2650 | 2650 2650] 2600 | 2550 30 2000 | 2860] 2850 2250] 2200 | 2800 32 3050 | 3050 | 3050 3050} 3050 | 3000 a4 3250 | 3250] 7250 3250] 3250 | 3200 36. 3500 | 3500] 3450 3450] 3450 | 3400 38 3700 | 3700 | 3700 700] 3650 | 3650 40 Sa00 | 3900] 3900 3900] 3900 | 3850 a2 _[ sion [ aio] 4100 #100 aico | ang za_| eon | 2360 | 4360 e500 | 4500 [e750 as _| 4550 | ass0| 4560 4550 | as00 | as0a Cy 4750 | 4750] 4750 4750] 4700 | 4700 50 4g50 | 4950] 4950 4950] 4900] 4900 52 5150 | 5150] 5150 5150] 5750 | 5100 54 5400 | 5400] 5400 5400] 5350 | 5300 56. ‘5600 | 5600] 5600 S550 | S500. 57 * GRID SQUARE LETTER ** GRID SQUARE NUMBER COM ALLFLIGHT CREW OPERATING MANUAL LOADING FUEL P2i R UTERS f UTERS: i z ATTITUDE MONITOR READING IM c ATTITUDE MONITOR READING MD UNES C AND E Moo LINES D 14 rd {tea [7 + s[el7 6 6 2 0 0b 300] 300 2 300 wo] 300 <_[_#00 0 soa ]_450) [6 #0 Sa0| 660 6 600 5D Soo} 600 6 60d S50] 650 a 750, 750 750] 750 8 750 750] 750 0 850 a50. a i) ti go Et 12 1050 1900 1000 | 1000 12 1000, 1000] 1000 14 1250. 1200 A200 | 1200 14 1250 j200] 1200 16 1450 1450 1400 | 1400 16 1450 400] 1400 18 1650 1650. a ao 18 1700 1650] 1650 20 1300 1300 a a 1900 jguo] 1850 22 700 2100 2050 | 2000 2 2b 2050] 2050 2 20 7250 2200 | 2200 ma 2300, 760] 2200 26. 2500, 2450 2400 | 2350, wo 2500 2400] 2400 28 2700 2650. 2600 | 2550 Fy 2700, 2600] 2600 ww 2900 2a5D 2800 | 2750 a 2gb0 2850] 2600 32 3100 S400. 3050 | 3000 @ 3100 | 3300 3050] 3050 4 300 00 3200 | 3200 * 300 | 3300 3250] 3250 36 3500 3500, 3460] 3400 36 3800 | 3500 3450] 3460 3% 3700 3700 3650 | 3600 38 3700 | 3750. 3700 | 3650 an 3950 3950 3900 | #050 40 3950 | 3950 3900] 3900 aa 4150 4150 4100 | 4050 ae 4150 | 4150 ido] 4100 Cy 4350 4350 4300 | 4250 a4 {EER 4350 4300 | 4300 46 4550 4550 4500 | 4450 co 4550 | 4550 4500] 4500 #8) 4750 4780 avon] 4650] [aa _| 4750] «780 4700 | 4700, 50. 4950. 4950. 4900 | 4350 Eq 4900] 4900 52 5150. 5150, 5100 | 5050 52 A Ed 54 5800 5800 5300 | 5250 56 sa00 | 5400 5350] 5300 56 5600 5600 5500 | 5450 56 ‘5600 | 5600 5550] 5500 58 5800 5800 5700 | 5650 58 S800 | 5800 5750] S700 60 6000 Ea 595d | 5900 oo ‘epg0 | 5000 5950] 5950. 2 5200 6200 i 52 6200 | 6200 6150] 6150 oa 6400 a0 6300 | 6300 oe 6400 | 6400 6350] 6350 iG. 6600, 6800 6550] 6500 66 6600 | 6600 a550] 6550 G8 6o00, EM i ay ba 600 | 6800 8750] 8750 (a0 7000 7000 6900] 6900 id 7odo | 7000 $950] 6950 72 Tao TiS 7150] 700 2 7200 | 7200 7150] 7150 iM 7800. Ta0b 7300] 7300 i 7a00 | 7400 7350] 7350 76. 7600, 7600 7500 | 7500 16, 7600 | 7600 7550] 7550 fi) 7800 7800 7700 | 7700 18 ea | 7800 7750 | 7700 MAK | 7900 7a50 7e0d | 7800 MAX | 7900 7900 71850] 7850 CCM ALLLOADING 2.01.40 Pd WEIGHT and BALANCE SEQ 001 | REV 28 LOAD and TRIM SHEET This chart allows the determination of Aircraft CG location (MAC) function of dry operating weight, pantry adjustment, cargo loads, passengers and fuel on board. The operational limits shown on the load and trim sheet are more restrictive than the certified limits because error margins have been taken into account. The load and trim sheet needs to be updated when : — a modification which changes the aircraft certified limits is included or — a modification (cabin layout, cargo arrangement ...} which influences the operational limits is made. It is the airline responsibility to define a load and trim sheet and to keep it up to date. On page 2 is a description of the Load and Trim Sheet utilization (see example p. 3), for a typical passenger arrangement. Refer to customized load and trim sheet for preparing a revenue flight. m2 CCM ALLmamma momma Bea TTS TTBS TTT LOADING 2.01.40 P2 WEIGHT and BALANCE SEQ 230 | REV 28 DATA Dry Operating Weight = 40500 kg and CG = 25.5 % (H-arm = 17.27 mj) Deviation or adjustment = + 100 kg in zone F Cargo = 4000 kg with the following distribution : cargo 1 = 1500 kg ; cargo 4 = 2000 kg ; cargo 5 = 500 kg Passengers = 120 pax with the following distribution : cabin OA = 50 ; cabin OB = 70 Fuel = 14000 kg DESCRIPTION a) Enter Master data in (1). b) Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3). c) Dry Operating Index = 50.85. d) Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): + 1.21, e) Calculate corrected index and report in (6) : 51.06. f) Enter master data in table (7) and determine Zero Fuel Weight ; 54680 kg and Takeoff Weight : 68680 kg. g) Enter cargo weight and passenger number per compartment in (8). h) Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10) i) From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line (11), j) Check if the intersection point is within the Zero Fuel Weight operational limits, if not tearrange carga loading. k} Read in table (13) the fuel index correction : — 4 and carry forward in fuel scale (14). |) From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15). m) Check if the intersection point is within the Takeoff Weight operational limits. n) Read zero fuel weight and CG position : 31 % and fill in table (17). o} Read takeoff CG position : 28.4 % and fill in table (18). CAUTION If there is no customized trim sheet for your airline in this section 2.01.40, do not use the information enclosed herein for day to day operation as margins and load C.G, vary with cabin and carga layout, COM ALLP3 2.01.40 3 = wo 2 26 ay i: = 9g oa = j asoding jeuo}esa -5 404 887) JON + imed quensjouy} / Fd INWXS DIHSINID do! Lf] oa++ - | oon ti-| oases} c- | ooson Zk a1-| oae1| ©-| ooo. | WEEE ji iat ry Seog Ea ea eg + pUMa¥Hges LAV: sor | wai SNOLIONDS icon ONTO Lye Dh EPL: NOISHIA Ool-6rew S Wildl pue avOT snayivS Y= avotz¥~s00-ay10-20-694" COM ALLLOADING 2.01.40 P4 WEIGHT and BALANCE SEQ 230 | REV 30 FUEL INDEX TABLE PER TANK The fuel index table has been established assuming a fuel distribution in accordance with refuel distribution given in section 2.01.30 of this volume. If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet CG will show a discrepancy. The following tables allow to determine the fuel index taking into account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the limits wansfer fuel to achieve a distribution in accordance with the chart or rearrange the load. Note: These tables are valid only when used with the following formulae for the index : 1=Ws (Harm—17.25)/1000-4-K or l= [(CG-25 x Wx 0.000042] -+K (Weight in kg, Harm in m) Example DATA : Fuel in left inner fuel tank = 4500 kg Fuel in right inner fuel tank = 4500 kg Fuel in left outer fuel tank 200 kg Fuel in right outer fuel tank = FULL Fuel in center tank = Okg Weight Index Inner tank Left #500 3 m Right 4500 3 Left 200 0 Ouest Tank right a 2z Center tank 0 0 TOTAL 9891 7 4 Enter the trim sheet with a fuel index of — 4 COM ALLLOADING 2.01.40 PS WEIGHT and BALANCE SEQ 230 | REV 30 FUEL INDEX TABLES PER TANK Note: These tables are valid only when used with the following formulae for the index : J=Ws(Harm-17,25)/1000+K or 1=[{CG-25}x Ws 0,000042]+K (Weight in kg, Harm in m) Inner Tank Outer Tank Center Tank Weight Tndex Weight Index Weight Index 400 a 200 0 400 0 800 = 400 1 800 =1 1200 -1 600 1 1200 -1 1600 2 FULL 2 1600 2 2000 2 2000 3 2400 =2 2400 =3 2800 4a 2800 4 3200 -3 3200 =5 3600 -43 3600 -5 4000 3 4000 6 4400 a 4400 —6 4800 -3 4800 -7 $200 a $200 8 FULL. -2 5600 -8 6000 -9 6400 — 10 FULL — 10 CCM ALLGENERAL INFORMATION 2.00.10 PS ORGANIZATION OF THE MANUAL HOW TO INSERT A REVISION FILING INSTRUCTIONS Use the filing instructions as follows : - REMOVE : The page must be removed. It may be replaced by a new page if associated with an INSERT instruction. If not, the page is cancelled. - INSERT ; The page must be inserted, If not associated with a REMOVE instruction, the page is new for the operator fleet and does not replace an existing one. The column NOTE indicates the reason for change. It states EFFECTIVITY CHANGE ONLY if the page is only revised due to effectivity change and not due to technical content. LIST OF EFFECTIVE PAGES (LEP) The manual after revision must comply with the LEP which lists all the pages that are in the manual. The new pages are indicated by N and the revised pages by R. BEST WAY TO GET UPDATED DOCUMENTATION As soon as any change has been completed on any airplane, the best way to get updated documentation is ta advise : AIRBUS INDUSTRIE BP 33 31707 BLAGNAC CEDEX FRANCE Telex : TLSBP7X.. or 530526F FAX 33.5.61.93.28.06 ATTN : Customer Service Directorate — Technical Documentation Services (Al/SE — D} = CCM ALLLOADING WEIGHT and BALANCE LEFT INTENTIONALLY BLANK COM ALLcome 1% TAKEOFF 2.02.00 Pd FLIGHT CREW CMERATING MAKUAL CONTENTS SEQ 100 | REV 25 02.00 CONTENTS 02.05 INTRODUCTION 02.10 GENERAL (TEMPERATURE ENTRY) TAKEOFF PERFORMANCE . TAKEOFF CHART DESCRIPTION. R — ADDITIONAL INFORMATION . . 02.12 MTOW CALCULATION (TEMPERATURE ENTRY) — DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS ....... cece eee Senet teen — EXTRAPOLATION... cesses — MAXIMUM STRUCTURAL TAKEOFF WEIGHT . . SUMMARY _ 02.14 FLEXIBLE TAKEOFF (TEMPERATURE ENTRY) — DEFINITION OF FLEXIBLE TAKEOFF — USE OF FLEXIBLE TAKEOFF é REQUIREMENTS .......... 0005 RECOMMENDATION ..... — DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS. .........20 000s FLEXIBLE TAKEOFF NOT POSSIBLE SUMMARY ..........05 02.16 GENERAL (WEIGHT ENTRY) — TAKEOFF PERFORMANCE — TAKEOFF CHART DESCRIPTION R ADDITIONAL INFORMATION 02.18 = MTOW CALCULATION (WEIGHT ENTRY) — DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS eccericces f EXTRAPOLATION . 0.00.0... ce eee it — MAXIMUM STRUCTURAL TAKEOFF WEIGHT — SUMMARY . 02.20 FLEXIBLE TAKEOFF (WEIGHT ENTRY) DEFINITION OF FLEXIBLE TAKEOFF USE OF FLEXIBLE TAKEOFF — REQUIREMENTS: — RECOMMENDATION . . DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS...... ‘ — FLEXIBLE TAKEOFF NOT POSSIBLE - — SUMMARY soos CCM ALLcome 1% TAKEOFF 2.02.00 P2 spare a CONTENTS 02.24 QNH/BLEEDS CORRECTION 02.25 MINIMUM SPEEDS — MINIMUM V1/VR/V2 LIMITED BY VMC . . — MINIMUM V2 LIMITED BY VMU/VMCA ... 02.40 QUICK REFERENCE TABLES — INTRODUCTION . . — USE OF TABLES . . HOW TO PROCEED —CONFI+F.. -CONF2..... — CONF 3 02.50 NET TAKEOFF FLIGHT PATH INTRODUCTION ...... HOW TO PROCEED .............045 — CLOSE OBSTACLE CLEARANCE CONF1+F . — REMOTE OBSTACLE CLEARANCE CONF 1+ F . CLOSE OBSTACLE CLEARANCE CONF 2. REMOTE OBSTACLE CLEARANCE CONF 2 . — CLOSE OBSTACLE CLEARANCE CONF 3... — REMOTE OBSTACLE CLEARANCE CONF 3... COM ALLTAKEOFF 2.02.05 Pd INTRODUCTION SEQ 001 | REV 22 TAKEOFF CHARTS Takeoff charts are required to provide performance at takeoff. It is possible to present the charts in two different ways, one of which is selected by the airline. The different presentatians are ; — temperature entry (temperature provided in the left column) weight entry (weight provided in the left column). Both presentations are described here after, Sections 2.02.10, 2.02.12 and 2.02.14 are relative to temperature entry while 2.02.16, 2.02.18 and 2.02.20 are relative to weight entry. The airline may request Airbus to delete anyone set of sections from the customized FCOM. CCM ALLTAKEOFF 2.02.10 Pd GENERAL (TEMPERATURE ENTRY) TAKEOFF PERFORMANCE Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff weight (or a maximum takeoff temperature for an actual weight). The takeoff thrust produced by the engine varies as follows : 4 FLAT RATED THRUST GIVEN ALTITUDE 2 I = Pe EGT LIMIT I ~ = E | hs 3 2 f _ log \ bs I $6 i e @ \ coe - ‘ TREF T.MAX 5 (FLAT RATING (MAXIMUM CERTIFIED : TEMPERATURE) TEMPERATURE FOR TAKEOFF) The optimization process calculates the speeds which will produce the maximum takeoff weight. To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second segment..., a3 shown on the figure charts below. 5 GIVEN V2/VS 3|—~ ——— T01 q os i = NT A ~—__ _, Se APPLY AW FROM LINE 1 AND], YES SV TAURIE FROM Line 2 OAT TIME NO YES ~~ SPEEDS > MINIMUM NO = APPLY/.W FROM LINE 3 AND OVI VR/S V2 FROM LINE 4 EDS CVMC & VMUD Se ee fs no a ‘connection >—*S 2 i APPLY \M FROM LINE 1 AND | | YES AVUAVRASV2 FROM LINE 2 YES_.~~ SPEEDS > MINIMUM ~~ No ee APPLY/.W FROM LINE 3 AND OVIZS VR/S V2 FROM LINE 4 | MAXIMUM PERMISSIBLE TAKEOFF WEIGHT = FINAL WEIGHT WiNVR/V2_ AS CALCULATEDTAKEOFF 2.02.14 Pd FLEXIBLE TAKEOFF (TEMP. ENTRY) SEQ 040 | REV 22 DEFINITION OF FLEXIBLE TAKEOFF In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff weight. When this happens, it can meet the required performance (runway, second segment, obstacle,...) with a decreased thrust that is adapted to the weight ; this is called FLEXIBLE TAKEOFF and the thrust is called FLEXIBLE TAKEOFF THRUST. The use of flexible takeoff thrust saves engine life. USE OF FLEXIBLE TAKEOFF The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum. permissible takeoff weight for the actual temperature. The maximum permissible takeoff weight decreases when temperature increases, so it is possible to assume a temperature at which the actual takeoff weight would be the limiting one, This temperature is called FLEXIBLE TEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TO page in order to get the adapted thrust. REQUIREMENTS — Thrust must not be reduced by more than 25 % of the full rated takeoff thrust. — The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions, R The FADEC takes the above two constraints into account to determine flexible N1. — The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff flight path computation (at ISA + 40), This constraint limits the maximum flexible temperature at ISA + 53 (68° C at sea level). The flexible temperature cannot be lower than the flat rating temperature, TREF (ISA + 30), or the actual temperature (OAT). Thrust ry (MAK. TAKEOFF (ax. CONT. ¥----5 ' Il J TSA + 40 ISA + 53 7 Temperature TMAX = TMAXFLEX NECS=02-0214-001-A0504K CCM ALLTAKEOFF FLEXIBLE TAKEOFF (TEMP. ENTRY) — Alexible takeoff is not permitted on contaminated runways. — The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any engine deterioration, or maintain an adequate engine performance monitoring program to follow up the engine parameters. RECOMMENDATION + In order to extend engine life, it is recommended to use the greatest thrust reduction level. - However, to improve the takeoff performance, the thrust can be increased by selecting a lower flexible temperature. Using the same takeoff chart, for a given weight it is possible to ; — Select a temperature lower than the maximum determined one and keep the speeds defined at maximum temperature or, R — Move towards the left side (tailwind) of the takeoff chart while remaining within the R same configuration and looking for the same actual takeoff weight at lower temperature, This produces a lower flexible temperature and, in general, lower takeoff speeds (VIVRAV2). Using one of the two above possibilities, check that the selected temperature is greater than the actual temperature (OAT) and greater than the flat rating temperature (TREF}, TAKEOFF PROCEDURE Depending on environmental takeoff conditions, the following procedure is recommended. CONDITIONS PROCEDURE REASON Diy or wet well paved Extend engine life runway if equivalent flex ig obtained choose the configuration giving the lowest spee altitude takeoff Use CONFZ/CONFS Improve comfort Badly paved runway or Accelerate stop distance limited runway — Use CONF2/CONFS or Move towards left side of the takeoff chart Improve comfort Improve stopping distance ‘Windshear expected along takeoff path — Use maximum thrust Maintain acceleration capability Contaminated runway — Use maximum thrust (flex forbidden) Improve stopping distance @ time on runway. Required by regulations. COM ALLTAKEOFF 2.02.14 P3 FLEXIBLE TAKEOFF (TEMP. ENTRY) SEQ 110 | REV 25 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see previous section) and ensure that the actual takeoff weight is lower than the determined maximum takeoff weight, + Enter the RTOW chart with the wind condition and selected configuration to interpolate for the actual takeoff weight. Read the flexible temperature in the temperature column corresponding to the actual weight. - Repeat this process for the other configuration available, Select that configuration giving the highest flexible temperature. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS When the takeoff conditions are different from those provided on the chart, apply the associated corrections, CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS FROM FCOM 2.02.24 P 1 Corrections are given for QNH = 1013 hPa, air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, determine the flexible temperature, Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply ta temperature value. (No speed corrections required). Example 4 DATA : Actual takeoff weight = 65 000 kg Head wind = Wkt Air conditioning ON QNH = 1013 hPa R Use the chart from 2.02.10 p 6. Determine the maximum permissible takeoff weight (see example). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 65 000 kg, CONF 1+F, Flexible temperate: cir ie i a eee ee a 52°C Enter the 10 kt head wind column end. interpolate for 65 000 kg, CONF 2, Plbsible tem peratuheiscs.crspenacnanciaee eens sie atari 51°C CCM ALLTAKEOFF 2.02.14 P4 FLEXIBLE TAKEOFF (TEMP. ENTRY) SEQ 050 | REV 30 Retain CONF 1+F for takeoff configuration. Takeoff speeds are V1 = 146 kt, VA = 146 kt, V2 = 148 kt Flexible temperature with air conditioning OFF... 6... eee ee ee dl 52°C Air conditioning correction (FCOM 2.02.24 p 1). . Maximum flexible temperature . CORRECTIONS FOR WET RUNWAY FROM FCOM 2.04.10 (Refer to FCOM 2.04.10) CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.10 P 6) A description of this correction is given on 2.02.10 p 3. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, ONH, air conditioning and/or anti-icing. A maximum of three corrections can be produced on one chart. To apply the correction, proceed as follows : 1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read flexible temperature associated with this weight. . Apply the first correction : If the flexible temperature is less than or equal to TVMC (line 3}, apply ATflex correction from line 1 and apply speed corrections (AV1/AVR/AV2) from line 2. Else, (flexible temperature greater than TVMC), apply ATMlex from line 3 and AVI) AVR AV2 corrections from line 4. Check V2 against VMU limitation (FCOM 2.02.25). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the speeds read in the chart of the actual weight if they are all lower. No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff weight determination). 3. To combine a second and/or a third correction, proceed as per point 2. 4, Check that the final flexible temperature is ; — higher than OAT and TREF — limited to TMAXFLEX If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU. If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible takeoff is possible. Use TOGA thrust and retain speeds that have been calculated for the maximum permissible takeoff weight. (See 2.02.14 p 7) N Note: — QNH correction is given for + 10 hPa. It is allowed to extrapolate linearly for greater QNH deviation. Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on 2.02.10 p 6, apply the wet influence first. CoM ALLGENERAL INFORMATION 2.00.20 LIST OF CODES P2 CODE DESIGNATION o03e Mod : (2110d+ 24581 + 250051 28509) = (21103-12013 + 24001 + 25005426509 | = {20040+ 20085 +20106-+20107 +21 103+ 22013+74881 + 28005) 036 Mod (21103+22013-+24981+-25905) = (20040 +20085+21103+22013-+24981 +25905) 0036 Mod: (21103+22013+24981+25905} = (21103+24981+25905+29569) = (21103+21897 + 22013+ 24961425905) = (21103+22013+24981 +26710+25005) = (21103 +22013+ 24961 + 25905 + 28569) - (20040 + 20065 4-21103-+ 22013 +2498 1 + 25905) (21103-+ 2189) 4-21898-+22013-+-24981 + 25905) (21103 +21897 +22013-+ 24981 +:25710+ 25905) (21103421897 +-21898-+22013 +2981 +257 10+25905) (20040 + 20065 + 20106+ 20107 +21 103+ 22013+24981 + 25905) _ (20040-+ 20065 + 21103+ 21897 +21898-+ 22103+24981 +25710+ 25905) 0037 Mod =: (20024+25710+28652) = (2024+ 20164+25710+28652) = (2024+ 20586 +25710+28652) 038 Mod : (20028+22013-+25815) = (20024+22013-+-25415 +2652) 0039 Mod : 20024 +20167+22013+25415+ 28652 ooaa Mod (200244+27013+25915) = = (20024+-22013428652) = (20024+22013+25415-+ 28562) 004) Mod : 22461 = 23408 = (22461423008) anna Mod ; 22461 = 23108 = 23871 = (22461426018) = (22961426645) = (23108-26018) (23871426018) (23871 + 26645) (224614231084 23109) (27461 + 26018426605) = (238714 76018+26645) = (27461 -+73108-+-23109-+26018) ao45 Mod: (20768-22481) = (70268-23408) (202684. 22481 423408) (20139 -+ 20268 + 22129-+ 22461 423408) 0046 Mod : (25615-+26018-+ 26645) = (23108+-256154-26018 + 26645) ana? Mod : (25615-+26018) = (23108+25615+26018) ange Mod =: 20268 (20268+25800) = (20268-+24805+25501) = (20208-+24405-+ 25601 + 25000) a049 Mod : (20268+24405) = (20268+24405+25800) = (20268+25900+27727) = (nazi $4808 + 25800427727) asa Mod : (20268+24404) = (20268+2490+25800) = (20268+25900+27727) = (20268244044 25600-27727) ost Mod =: 20268) = = (20268+25800) = (20268+24404+25502) = (20268 +24404 + 25502+ 25800) 0052 Mod : 20268 = (20268+25800) 0053 Mod : (20268 +28238) = (20268+25800+ 28238) 0054 Mod : 20268 = (20268+25647) 0055 STD = Mod : (20139+22129) = (20199+22129+28160+ 28917) 0056 Mod : 2013: {20139+28160+28917} 0057 od: (21103428507) = (20080+-20065-+-20108) = (20106-+20107-+21103) = (20107 +21103+28507) a (20040+ 20065 +20106+ 20107) = (20040 +2065 +20106-+21103) = (20040+ 20065 +20106-+20107+21103) conse Mod : 22461 = 23408 = {22461+23408) ansg Mod 21103 (20040-+20065+21103) = (21103+21897-+21898) (20106-+ 201074211034 21897421898) on60 Mod (27013 +28569) {21103-+-22013-+ 28569) ea cones + 20106-+ 20107 +21 103+22013) 061 (21103424105) = (200404 20085 +21103-+ 24105) eee 21897-421898-4 24105), n62 Mod (21103+22013, = = (200404 20085+21103+22013) = (21103 +21897 +21898+ 22013) 0063 Mod: (21103+24105+2482t) = (20040+20065+21103+24105+24821) = (27103-21897 4+21898-+ 24105 +2982 11 COM ALLTAKEOFF 2.02.14 PS FLEXIBLE TAKEOFF (TEMP. ENTRY) SEQ 110 | REV 25 Note: — When the flexible temperature is higher than TVMC, it is allowed to limit the flexible temperature to TVMC and apply only corrections from lines 1 and 2. — If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM. Example 5 DATA : Actual takeoff weight = 65 000 kg Head wind = Wkt QNH = 1028 hPa WET runway Air conditioning OFF R Use the chart from 2.02.10 p 6. Determine the maximum permissible takeoff weight (see example 2), The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and Mappa for 65 000 kg, CONF 1-+F. Flexible temperature oo. ce tee cate ete tea eneene ic 52°C Enter the 10 kt head wind column and. interpol jate for 65 000 kg, CONF 2, Flexible temperature 20. eee eee eee » 50 Retain CONF 1+-F as the flexible temperature is higher. Takeoff speeds are V1 = 146 kt, VR = 146 kt, V2 = 148 kt Apply WET correction For flexible temperature < TVMC (54° C), ATflex = Intermediate flex temperature Associated speeds, VI = 146 kt-—4 = 142 kt VR = 146 kt—1 = 145 kt V2 = 148 kt-— 1 = 147 kt R Check V2 against VMU limitation on FCOM 2.02.25. Apply ONH correction For flex temperature < TVMC (54°C), ATflex =........04 nearer nai orc Maximum flexible temperature Check that OAT/TREF < flex temperature < TMAXFLEX No speed correction. Takeolf speeds are VI = 142 kt, VR = 145 kt, V2 = 147 kt Chart temperature FCOM correctian(s) Intermediate _value WET Correction 52 146 146 148 0 4 =1 -1 Intermediate value 52 142 145 147 QNH Correction 0 0 a 0 Final value 52 142 145 147 CCM ALL48 TAKEOFF 20214 PG FLEXIBLE TAKEOFF (TEMP. ENTRY) COMBINING CORRECTIONS FROM FCOM AND CHART 1. Apply corrections from FCOM (see 2.02.24 p 1). 2. Apply corrections from the RTOW chart. Apply speed corrections except for QNH and bleed influences, ample 6 DATA : Actual takeoff weight = 65 000 kg Head wind = kt Air conditioning ON QNH = 1028 hPa WET runway Use the chart from 2.02.10 p 6. Determine the maximum permissible takeoff weight (see example 3). The actual weight being lower than the maximum one, flexible takeoff is possible, » Enter the 10 kt head wind column and interpolate for 65 000 kg, CONF 1+F Flexible temperature . - Enter the 10 kt head wind column and interpolate for 65 000 kg, CONF 2, Flexible temperature oc. ee ee een cea ee ee eee src Retain CONF 1 + F for takeoff configuration, Takeoff speeds are V1 = 146 kt, VA = 146 kt, V2 = 148 kt First, apply the correction from FCOM page 2.02.24 p 1. Flexible temperature with air conditioning OFF .. . . SeRiia canta cele Air conditioning correction . hele eRe Intermediate flexible temperature . No speed correction. Apply WET correction For flexible temperature < TVMC (54° C), ATflex =. . eae & oe OS R Intermediate flex temperature 22... 6. ee ee ee een eee eee arc Associated speeds, V1 = 146 kt- 4 = 142 kt VR = 146 kt-1 = 145 kt V2 = 148 kt- 1 = 147 kt Check V2 against VMU limitation on FCOM 2.02.25. - Apply ONH correction For flexible temperature < TVMC (54° C), ATflex R Maximum flexible temperature . . Check that OAT/TREF < flex temperature < TMAXFL No speed correction. Takeoff speeds are VI = 142 kt, VR = 145 kt, V2 = 147 kt ° al COM ALLcome TAKEOFF 20214 9 PT an ene chen, | FLEXIBLE TAKEOFF (TEMP ENTRY) | SEQ. 050 Takeoff Configuration : 1+ F Tilex a Chart temperature 52 146 146 148 [_FCOM corraction(s) —5 0 a 0 | Intermediate value 47 146 146 148 | WET Correction 0 —4 a4 —1 | Intermediate value QNH Correction Final value FLEXIBLE TAKEOFF NOT POSSIBLE In some cases when the actual takeoff weight is lower than the maximum permissible one but no flexible takeoff possible (that is flexible temperature lower than TREF or OAT) : It is mandatory to use TOGA thrust You can retain the speeds that have been calculated for the maximum permissible takeoff weight; R OR R You can retain the speeds associated with the actual takeoff weight provided they are R all lower than the speeds calculated for the maximum permissible takeoff weight. CCM ALLFLEXIBLE TAKEOFF (Teme entav) | sea 100 | REV 33 The flow diagram gives the different steps to follow. TRLEX, WI/VRAV2 FROM RTOW CHART —______»| fag —______ actual wind and Takeotf configuration actual TO weight ‘AIR COND x awo/OR ANTI Ce >> CORRECTION Z APPLY TEMPERATURE CORRECTIONS FROM 2.02.24 P1 INO SPEED CORRECTION APPLY ATFLEX FROM LINE 1 AND APPLY ATFLEX FROM LINE 3 AWI/AVRAAV2 FROM LINE 2 AVISAWR/A V2 FROM LINE NO FLEXIBLE TAKEOFF POSSIBLE. SET TOGA RETAIN THE SPEEDS ASSOCIATED WITH THE MTOW, OR THE SPEEDS READ IN THE CHART FOR THE ACTUAL WEIGHT, IF THEY ARE ALL LOWER. APPLY ATFLEX FROM LINE 3 NO SPEED CORRECTION APPLY A TFLEX FROM LINE 4 NO SPEED CORRECTION MAXIMUM FLEXIBLE TEMPERATURE, = FINAL TEMPERATURE NI/WR V2 AS CALCULATED CHECK THAT FINAL TEMPERATURE IS GREATER THAN TREF AND OAT MF CS=02-02 14-008-A 90044 COM ALLTAKEOFF 2.02.16 Pd GENERAL (WEIGHT ENTRY) TAKEOFF PERFORMANCE Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff weight (or a maximum takeoff temperature for an actual weight). The takeoff thrust produced by the engine varies as follows : 4 FLAT RATED THRUST GIVEN ALTITUDE 2 I = Pe EGT LIMIT I ~ = E | hs 3 2 f _ log \ bs I 3: o6 i s @ \ coe - ‘ TREF T.MAX 5 (FLAT RATING (MAXIMUM CERTIFIED : TEMPERATURE) TEMPERATURE FOR TAKEOFF) The optimization process calculates the speeds which will produce the maximum takeoff weight. To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second segment... a3 shown on the charts below. 5 ‘GIVEN V2/VS #)}-—~ 2 a esse “and SEGMENT j es, ; 2 2 Pa ~ ~N t | ‘\ 3 “= RUNWAY 2 LIMITATION 8 ~: as 8 OPTINUM V1/VR VIVR OPTIPLM Ve/VS vers LEGEND ; TOD’ = TAKEOFF DISTANCE 1 ENGINE QUT, = ASD = ACCELERATE STOP DISTANCE On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine out operation at takeoff. The optimum VZ/VS and optimum V1/VR are consequently unique. CCM ALLTAKEOFF GENERAL (WEIGHT ENTRY) TAKEOFF CHART DESCRIPTION The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version and for a particular runway specified at the top of the chart. The top of the chart also gives some information about the runway and lists the calculation assumptions. R The chart is given for 2 different configurations and 4 wind values per configuration. This allows the crew to select the configuration that gives either : — the highest permissible takeoff weight, or, for a given weight, — the highest flexible temperature. If different configurations give equivalent performance, the crew should select the configuration associated with the lowest takeoff speeds. The left column of the chart contains weight entry. For each weight entry (and for a given configuration and wind), the chart provides the following information : MAXIMUM TEMPERATURE FLEX? < _ LIMITATION CODES i { we = wars a _- DELTA WEIGHT i WEIGHT #55 56d 3 ——» 65 34 ¢ BOY. x tarrse/az | z “I __ SPEEDS (VI/VR/V2) ? tf : f A 3 THE PRESENCE OF ASTERISKS OR GREY BAND = INDICATES VMC LIMITATION Note: The takeoff weight is the sum of the weight entry and the delta weight. The available limitation codes are : — First segment — Second segment = Runway length — Obstacles — Tire speed Brake energy — Maximum computation weight — Final takeoff — VMU CaIM9 Hs bwNo CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...) specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply corrections. Two types of corrections are available : — Conservative corrections on 2.02.24 p 1 (to be used when not provided on the chart), Corrections (less restrictive) listed on the chart, to be applied as explained below. COM ALLTAKEOFF 2.02.16 P3 GENERAL (WEIGHT ENTRY) SEQ 100 | REV 25 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART The corrections are presented on 4 lines : TNC AVI ARE V2 ZATOW/\ TFLEX 5 5 CORRECTIONS TO BE APPLIED eevee | & BELOW TMC I spa aw ve a a ) =2.9/= 5 CORRECTIONS To BE APPLIED [ Pat ee 0 TOR A TFLEX 3 ABOVE TVMC [ fu 1 TVMC is @ temperature value given per column. This is a fictitious value that indicates the temperature above which the speeds are close to a VMC limitation or are VMC limited. Note ; The lower iwo lines may be shaded on certain chart formats. MINIMUM SPEED Minimum V1/VR/V/2 due to VMC are provided on the bottom right side of the takeoff chart. They are only applicable in case of speed corrections, These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff chart. mmm 7 CCM ALLTAKEOFF 2.02.16 P4 GENERAL (WEIGHT ENTRY) ADDITIONAL INFORMATION ONE ENGINE OUT CLIMB PROCEDURE The performance given in the chart is consistent with the flight path specified for the aircraft with one engine out and takes into account significant obstacles. When the procedure to be followed is not the standard instrument departure, the chart describes a specific procedure (EOSID), When the specified procedure requires a tum, except if otherwise stated on the RTOW chart, the turn should be performed with a maximum bank of 15° until the aircraft reaches 1500 feet or green dot. The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by at least 35 feet when accelerating in level flight to green dot speed after an engine failure, in the most adverse conditions. TAKEOFF ON A WET RUNWAY Takeoff charts computed for wet runway with a 1'5 feet screen height and/or use of reverse thrust may produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that obtained for a dry runway. It is thus mandatary to compare both charts (dry and wet) and retain the lower of the two weights (ar flexible temperature) and the associated speeds determined for a wet runway. Note ; The crew need net compare the charts if the top of the wet runway chart specifies “DRY CHECK”. (The comparison has already been inserted in the WET runway calculation). COM ALL(22b) (ALL) c2Lb) (Sv Lay @a - ¢svr Ly 4a - (svt wy ba NAITO] ¥ 40 = AHST34 183401 SH «or ) MOTSG SLHOT3M Od (¥ COOL) LHOTEM W130 LNSWAYIAO 2! s as ANU 2AV/ENTFLAY GillddY Juv SiNaWIx3ad XL GY AHOT AMY COWALD NAHM C3LTWIT 38 LSMW SO33¢S |} $a en SNLAY 3303xVL HOTHM OL xa LHOTSMy ZMMASLA 40 SION WOW TNT SUaLaWWaNd 4403WL NOTLISNYO) SON3NTINT (Bx 000k axe "O= ZAPBA/LA “L37k809 NOTLWLINT? Mit 30312 “LW ONY 4HSTSH "30 WOW XW 3 WAWINTW 30 “SONSTUNT Zavug/Lave9 CEPA UL eT EPR ELL wera o oe lt apes x| afs es | sf as | ov Tyee stil «| Leva ALi «| 2a/BU LLL» aia t| aoa] 3S0dYuNd TWNOTLWY3d0 wast ” HEGEL FEPALI 404 3SN LON od zepal/utl«| ees 2/2 es _*| 2/2 95 _ +l 2/285 *| d/2 5 «| BY TePSL PULL of Lesh of ZeVBLPUNY a] VeVELFTUT a] ZEPGLPUNT aT eePeLTUUL wl eer6b AUT of e/sl AU» [ oo 8 Ul 2225 +] 2/2 8S ede OS) Af Sd * wes 3 212 8S | HEHLEC HEPAT) EPOLALER TIL /HEEH HriRes ha SEEM EN) BeisEr ES o a *| o * o a o o oe wees 4 2i29s «| ope as of 85 ses 6/2 B | eager * | Seg #| 2S /LS/S11 a Rea | legit ster * ¥ o *| o o & Loree t| wees S| ues tom | weet] wee! 2/8 96 a VaeSete bares Sreeser | Sevsr/2eb bai Tuo | MTT ET Treat. a un oa or = 28 ce 25 £ie 3S £/e 9S 4, 8S. Lie BS 21e 8S E/E 9S 9 Senet eens OS /84/97L Mertieak SESE 25/08/671 eni2e/ sit EN s i a 2 i en b ce is oie 6 ese oY ce £s eferes f/f OS oe ee 29 2 SS/ES/LSL es/05/27b GMZ7/E9L ES PS /ESL 8S/e5/051 eS 67/971 ON/FTE Fi ms a " e YY y sis | sye eo si 2y | s/f oF S/S 9% sit Sse By s/s OF ra syas/ssk | esres/est | 2ssrsrost | esvesvost | O9vzs/ 7st erst SESSLER o o o v 2 Eis Je E/E SE £fE BL ei 0 Pd ae ee 2 BE — a Ob io 1a s = 13 Ob = tas = = oNTMavaH | QNIN | GNIMTIWL | ONINTIVL B a zs & a AUG povessae 5} ) wODDE —vasy 80" adoys Ay Gurar-1quy) = = SNOTLTONOS: T6L WOOLE you 2% uaz es] 4302 “pu0d ty = 2 ASO3NWL ee WOOO vans 13.68% | vovyensts Vel SLOL HNO & ava —NOTSAN AWN LYOduTy NINA XXXXXXY a Td o vant anoa| | 7300W No ae awaoury ala auyasa ony) | MOLWOLsIINaOr j NOLLYANdNOD MOILTiaOs LeOduTY 3 NOTSUaA “AMNT SOLLSTHALDVavHO| 2 (hvaD0ed — Laodury ; é LYVHD 4405%VL) é sNedQ1390 ES! ba Eg NOTLWE STING vi NANT 3 avoaL ¥=s00-91 20-20-5316 COM ALLGENERAL (WEIGHT ENTRY) AIRPORT NAME oN 11.00 HPA |Bevation 489~-FT «TORA 3000 M 15L Ais cond ‘AC OFF Is temp 1G TODA 3100 M Antieing AL OFF ly sips BAS 3000 ML TER |p py Al reversers oneraing No reversers on dry runway WEIGHT. 5 1 1ag/aayb2 racyaag oo) aa) 0 a] a aa] 4 ag) si aa] Si 2a a 3 2 1 verse] ragyanyaa] reorn0ve2. rapasiag Gal aa Se 3 se Mr [ 58 QT 4 o sagyaasas 58°F D 71 sazeaas . o yng DO NOT USE FOR OPERATIONAL PURPOSE 5 A a a yt a }* + uanqaa|> vignaiag|* manne2|* vane GRADI/GRAD? (KG/C) 4 Anyi be23 I? a) Se OT a a a 0 a |* a raid o signgyai|* tiga) Tr tt |+58)4.9/0 BAL FO LUE oy (1000 xen DTRLEX acebagn SAT Ma OAH wi 101% FY 1s spn 2 segment rusty beg: &-=thstaces B=tie spose Shee ergy Pc wight Bled we-o 2-VH reel VIVRIN2 = 1 TOO KG COM ALL