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A320 Supervision Guide, Air Berlin

by Cmd Urs Oetiker, TRE, Station Zrich


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IMPORTANT
The information in this document will provide you with a
collection of basic organized material gathered from official
Air Berlin sources regarding the operation of the A320.

This A320 Line Training Summary is a document which you


may use in your training as a work of reference.

It is not intended for operational use, meaning that it shall


not be used in-lieu of original operational documentation
during commercial operation.

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0 Introduction

The trend of modern aviation dictates that we are operating in an enviormnent that is increasing in
both technical complexity and is governed and monitored closely in legal and procedural frameworks.
So, as well as good stick and rudder-skills, we must also become proficient in the technical
management of the aircraft and adhere rules and regulations stipulated by the company and the
authorities. If we can combine these factors and provide a safe, economical and comfortable
experience for the crew and passgeners then we have attained our goal.

The technical and operational information needed to operate in this environment is contained in
several documents with which the pilot must be familiar. It is not necessary, nor is it advisable, to
know these books by heart. However, the crew must know the structure of the documentation and be
able to consult, understand and apply the relevant text/schematics in a timely manner.

The purpose of this summary is to give the trainee an overview of the most fundamental topics that
are needed to operate the Airbus A320 family. It provides condensed information as found in the Air
Berlin documentation and also describes accepted methods for operating in daily work within the
company.

This summary provides references to the following documentation:

OM(A) The Operations Manual Part A is a document which stipulates accepted practices by which
Air Berlin must adhere. It covers many areas; from the description of the organizational structure of
the company all the way to weather conditions required for an approach. It covers mainly issues of
operational rather than technical nature. The main Chapter of interest for the flight crew member is
OM(A) Chapter 8.

FCOM 3.3 (a subchapter of FCOM 3, see below) has been specially modified by Air Berlin to suit its
dark and silent flight-deck philosophy. It is the only part of the FCOMs that is modified by Air Berlin.

FCOM The Flight Crew Operations Manual is provided by the aircraft manufacturer. It provides
technical guidelines and information that relate to the operation of the aircraft. The FCOM is separated
into 4 parts. The FCOMs are delivered by Airbus and do not contain company company-specific
information (except FCOM 3.3, see above).

FCOM 1 System Description


FCOM 2 Flight Preparation
FCOM 3 Flight Operations
FCOM 4 FMGS Pilots Guide

FCTM The Flight Crew Training Manual is a document published by Airbus and is advisory in
nature. It provides only basic information regarding practical operation of the aircraft.

A320 Instuctor Support This document provides Instructors with additional background information
on the A320 operation, in procedural and technical terms.

There is a strict hierarchy with which the documentation is to be used within Air Berlin. Any information
in the OM(A) overrides FCOM 3.3, followed by the FCOM and finally the FCTM and A320 Instructor
Support.

Use this summary during your training to prepare for your next flights. By doing so, you provide
yourself and the instructor more time to dedicate to areas which may need more focus.

The initial training will provide you with the ability to operate the aircraft safely and economically.

Remember that safety has highest priority therfore:

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Attain in-depth knowledge of the procedures


Attain a good understanding regarding the technical apects of the aircraft
Strictly adhere to Standard Operating Procedures
Plan and fly in a conservative manner

If you have any questions relevant to training issues do not hesitate to contact your instructor or the
Department Training.

The A320 Line Training Summary is revised at irregular intervals depending on the number and
significance of changes within the official documentation. If the reader finds any deviations from official
policy or finds outdated/incorrect information, please contact:

Name: Urs Oetiker


Function: TRE, Station Zrich
e-mail: uoetiker@freesurf.ch
Mobile: +41 78 707 5661
For the latest update of the summary check following webpage: http://home.ggaweb.ch/uoetiker/

All that remains to be said is: good luck!

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Table of Content

1 General Principles..................................................................................................................... 11
1.1 Becoming an expert in Aviation.............................................................................................. 11
1.2 Procedures and Techniques .................................................................................................. 12
1.3 Systematic method of operation............................................................................................. 13
1.3.1 Introduction .................................................................................................................. 13
1.3.2 Working with packets ................................................................................................... 15
1.4 Cross-Cockpit Communication .............................................................................................. 17
1.4.1 General ........................................................................................................................ 17
1.4.2 Closed Loop................................................................................................................. 17
1.5 Fly , Navigate, Communicate ................................................................................................. 18

2 Pre-flight and fuel planning...................................................................................................... 19


2.1 General................................................................................................................................... 19
2.2 Pre-flight planning work distribution ....................................................................................... 19
2.3 Operational fuel calculation.................................................................................................... 20
2.3.1 General ........................................................................................................................ 20
2.3.2 HILDAW ....................................................................................................................... 20
2.4 Interpretation of given meteorological information ................................................................. 22
2.5 Profit tankering ....................................................................................................................... 23
2.6 Planning minima for destination aerodromes and destination alternate aerodromes ........... 24
2.6.1 General ........................................................................................................................ 24
2.6.2 Planning minima for a destination aerodrome ............................................................. 24
2.6.3 Planning minima for a destination alternate aerodrome .............................................. 24
2.7 Take off alternate aerodromes ............................................................................................... 24
2.8 Planning minima for en-route alternate aerodromes ............................................................. 24
2.9 RVR conversion ..................................................................................................................... 25

3 Briefings ..................................................................................................................................... 26
3.1 RNAV - and conventional waypoints..................................................................................... 26
3.1.1 Structure....................................................................................................................... 26
3.1.2 Coding of NavDataBase (NDB) ................................................................................... 26
3.2 General Briefing ..................................................................................................................... 28
3.3 Departure Briefing .................................................................................................................. 28
3.4 Take off Briefing ..................................................................................................................... 28
3.5 Landing Briefing ..................................................................................................................... 29

4 Use of automation ..................................................................................................................... 30


4.1 Recommendations for optimum use of automation ............................................................... 30
4.1.1 General ........................................................................................................................ 30
4.1.2 Interfacing with automation .......................................................................................... 30

5 Exterior Inspection (Walk Around) .......................................................................................... 32


5.1 General................................................................................................................................... 32
5.2 Walk Around........................................................................................................................... 32

6 Loading....................................................................................................................................... 36
6.1 General, methods, procedures and responsibility for preparation and acceptance of
the weight and balance sheet........................................................................................................... 36
6.2 Definitions (weights and centre of gravity) ............................................................................. 36
6.3 Aircraft weights....................................................................................................................... 37
6.4 LPC load sheet....................................................................................................................... 38
6.5 Conventional load sheet, manual calculation......................................................................... 39
6.5.1 Fuel index table............................................................................................................ 40
6.5.2 DOW / DOI A320 for conventional Load sheet............................................................ 40
6.6 Last minute changes procedure............................................................................................. 41
6.7 Standard Weight Values ........................................................................................................ 42
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7 Resetting of computers and C/Bs .......................................................................................... 43


7.1 Tripped C/B reengagement in flight ....................................................................................... 43
7.2 Computer reset....................................................................................................................... 43
7.2.1 On ground .................................................................................................................... 43
7.2.2 In flight.......................................................................................................................... 44
7.2.3 BSCU reset (in-flight and on ground)........................................................................... 44
7.3 ECAM advisories.................................................................................................................... 45

8 Stabilized approach .................................................................................................................. 46


8.1 Definition ................................................................................................................................ 46
8.2 Philosophy of stabilized approach ......................................................................................... 46

9 Landing technique .................................................................................................................... 47


9.1 Final approach........................................................................................................................ 47
9.2 Flare ....................................................................................................................................... 47
9.3 Crosswind landing.................................................................................................................. 48
9.4 Tail strike at landing ............................................................................................................... 48
9.5 Bouncing at touch down......................................................................................................... 49
9.6 Engine-out landing ................................................................................................................. 49

10 Weather radar ............................................................................................................................ 50


10.1 General ............................................................................................................................. 50
10.2 Technical background....................................................................................................... 50
10.3 Use of the weather radar .................................................................................................. 50
10.3.1 Tilt ................................................................................................................................ 50
10.3.2 Gain.............................................................................................................................. 51
10.3.3 WX+T and TURB modes ............................................................................................. 51
10.4 Spotting dry hail ............................................................................................................... 51
10.5 Turbulence versus altitude................................................................................................ 52
10.6 Turbulence above cloud tops............................................................................................ 52
10.7 Colour gradient.................................................................................................................. 52
10.8 Pilot behaviour with significant weather ............................................................................ 52
10.9 Severe turbulence: ............................................................................................................ 53

11 Winter operation........................................................................................................................ 54
11.1 Flight planning................................................................................................................... 54
11.1.1 General ........................................................................................................................ 54
11.1.2 Runway contamination................................................................................................. 54
11.1.3 Required landing distance ........................................................................................... 55
11.2 Definitions ......................................................................................................................... 56
On ground operation ........................................................................................................................ 57
11.2.1 Securing the aircraft for cold soak ............................................................................... 57
11.2.2 Engine start in cold weather ........................................................................................ 57
11.3 De-icing on ground............................................................................................................ 57
11.3.1 Clean aircraft concept .................................................................................................. 57
11.3.2 Exterior inspection ....................................................................................................... 57
11.3.3 Clear ice phenomenon................................................................................................. 58
11.3.4 General checks ............................................................................................................ 58
11.3.5 Responsibility............................................................................................................... 60
11.3.6 Final check before aircraft dispatch ............................................................................. 60
11.3.7 Procedures................................................................................................................... 61
11.4 Taxiing in icing conditions ................................................................................................. 62
11.5 Take off on contaminated runways .................................................................................. 63
11.5.1 Runway contamination................................................................................................. 63
11.5.2 Performance Optimization ........................................................................................... 63
11.5.3 Flap setting................................................................................................................... 63
11.5.4 Recommended procedure ........................................................................................... 64
11.5.5 Crosswind limits ........................................................................................................... 64
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11.6 Aircraft contamination in flight........................................................................................... 64


11.6.1 General ........................................................................................................................ 64
11.6.2 Engine anti-ice ............................................................................................................. 65
11.6.3 Wing anti-ice ................................................................................................................ 65
11.7 Landing on contaminated runways ................................................................................... 65
11.7.1 Crosswind limits for landing on contaminated runways............................................... 66
11.8 Low temperature effect on altimeter indication ................................................................. 66
11.8.1 Corrections................................................................................................................... 66
11.8.2 Example ....................................................................................................................... 67

12 Handling of abnormal and emergency situations.................................................................. 68


12.1 Types of failures................................................................................................................ 68
12.2 Color code......................................................................................................................... 68
12.3 Warning / Caution classification........................................................................................ 69
12.4 Use of QRH....................................................................................................................... 70
12.4.1 Scope ........................................................................................................................... 70
12.4.2 Contents....................................................................................................................... 70
12.4.3 Use of summaries in the QRH ..................................................................................... 71
12.5 Task sharing for abnormal and emergency procedures ................................................... 72
12.6 Use of autopilot ................................................................................................................. 73
12.7 Landing distance ............................................................................................................... 73
12.8 Memory Items ................................................................................................................... 74
12.8.1 Windshear .................................................................................................................... 74
12.8.2 Windshear ahead (PWS) ............................................................................................. 74
12.8.3 TCAS............................................................................................................................ 77
12.8.4 EGPWS........................................................................................................................ 78
12.8.5 Loss of braking............................................................................................................. 79
12.8.6 Emergency descent ..................................................................................................... 80
12.8.7 Unreliable speed indication.......................................................................................... 81
12.8.8 Rejected T/O / Emergency Evacuation........................................................................ 83

13 Descent planning ...................................................................................................................... 86


13.1 General ............................................................................................................................. 86
13.2 Energy management......................................................................................................... 87
13.2.1 General ........................................................................................................................ 87
13.2.2 Energy circle displayed on the ND............................................................................... 87
13.2.3 Factors affecting the descent path of the aircraft ........................................................ 88
13.3 The economical descent ................................................................................................... 88
13.3.1 General ........................................................................................................................ 88
13.3.2 Planning for an economical descent............................................................................ 90
13.3.3 A word about track miles.............................................................................................. 91
13.3.4 Remaining on the 3 descent path............................................................................... 91
13.3.5 Strategies for intercepting the 3 descent path from above and below....................... 92
13.4 Conclusion ........................................................................................................................ 93

14 Minimum Equipment List (MEL)............................................................................................... 94


14.1 Objectives ......................................................................................................................... 94
14.2 General application of the MEL......................................................................................... 94
14.2.1 Handling of maintenance messages displayed on ECAM status page....................... 95
14.2.2 CAT2, CAT3 SINGLE, CAT3 DUAL automatic approach and landing........................ 95
14.2.3 Reduced Vertical Separation Minimum (RVSM) ......................................................... 95
14.2.4 Required Navigation Performance (RNP) ................................................................... 95
14.3 Structure of the MEL ......................................................................................................... 96
14.3.1 Section 00 General ...................................................................................................... 96
14.3.2 Section 00E.................................................................................................................. 96
14.3.3 Section 01 MEL............................................................................................................ 96
14.3.4 Section 02 Operational Procedure............................................................................... 96
14.4 Presentation of the MEL.................................................................................................... 96
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15 RNAV .......................................................................................................................................... 97
15.1 General ............................................................................................................................. 97
15.2 Dispatch requirements ...................................................................................................... 97
15.3 Required Navigation Performance (RNP)......................................................................... 97
15.3.1 General ........................................................................................................................ 97
15.3.2 Without GPS PRIMARY............................................................................................... 97
15.3.3 With GPS PRIMARY.................................................................................................... 98
15.4 B-RNAV in European airspace ......................................................................................... 98
15.4.1 General ........................................................................................................................ 98
15.4.2 Procedures................................................................................................................... 98
15.5 P-RNAV for terminal procedures ...................................................................................... 99
15.5.1 General ........................................................................................................................ 99
15.5.2 Procedures................................................................................................................... 99
15.6 Position Computation ...................................................................................................... 100
15.6.1 Mix IRS Position......................................................................................................... 100
15.6.2 GPS Position.............................................................................................................. 100
15.6.3 Radio Position............................................................................................................ 101
15.6.4 FM Position ................................................................................................................ 101
Evaluation of position accuracy...................................................................................................... 102
15.7 GPS approaches, use of FINAL APPR MODE............................................................... 103
15.8 Non Precision Approaches with engine-out.................................................................... 103

16 RVSM ........................................................................................................................................ 104


16.1 General ........................................................................................................................... 104
16.2 General procedures ........................................................................................................ 104
16.3 Pre-flight procedures....................................................................................................... 104
16.4 In-flight procedures ......................................................................................................... 105
16.5 Requirements for RVSM ................................................................................................. 105
Aircraft requirements ................................................................................................................. 105
16.6 Altitude tolerances........................................................................................................... 106

17 Taxiing and braking ................................................................................................................ 107


17.1 Taxiing............................................................................................................................. 107
17.1.1 General ...................................................................................................................... 107
17.1.2 180 turn on the runway............................................................................................. 107
17.1.3 Taxiing with one engine ............................................................................................. 108
17.1.4 Taxiing in icing conditions .......................................................................................... 109
17.2 Brakes ............................................................................................................................. 109
17.2.1 General ...................................................................................................................... 109
17.2.2 Brake temperature limitations requiring maintenance action .................................... 109
17.2.3 Brakes hot (ECAM warning) ...................................................................................... 109

18 CAT II, CAT III Operations....................................................................................................... 110


18.1 Definitions ....................................................................................................................... 110
18.1.1 Decision height .......................................................................................................... 110
18.1.2 Alert Height ................................................................................................................ 110
18.1.3 Runway Visual Range................................................................................................ 110
18.1.4 Fail passive automatic landing system ...................................................................... 110
18.1.5 Fail operational automatic landing system ................................................................ 111
18.2 Decision height and alert height concept........................................................................ 111
18.2.1 Decision height concept:............................................................................................ 111
18.2.2 Alert height concept ................................................................................................... 112
18.3 Visual Segments ............................................................................................................. 113
18.3.1 CAT II ......................................................................................................................... 113
18.3.2 CAT III ........................................................................................................................ 114
18.4 Runway characteristics ................................................................................................... 115
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18.4.1 Runway Length .......................................................................................................... 115


18.4.2 Runway Width............................................................................................................ 115
18.4.3 Runway Slope............................................................................................................ 115
18.4.4 Visual Aids-Runway Lights ........................................................................................ 115
18.4.5 Runway Edge Lights .................................................................................................. 115
18.4.6 Threshold Lights ........................................................................................................ 115
18.4.7 Runway End Lights .................................................................................................... 115
18.4.8 Runway Centerline Lights .......................................................................................... 116
18.4.9 Touchdown Zone Lights ............................................................................................ 116
18.4.10 Taxiway Edge Lights............................................................................................. 116
18.4.11 Taxiway Centerline Lights..................................................................................... 116
18.4.12 Stop Bars .............................................................................................................. 116
18.4.13 Approach Light System......................................................................................... 116
18.5 Technical aspects ........................................................................................................... 118
18.6 List of required equipment .............................................................................................. 118
18.7 Approach preparation ..................................................................................................... 119
18.8 Landing ........................................................................................................................... 120
18.8.1 General ...................................................................................................................... 120
18.8.2 Commencement and continuation of approach......................................................... 120
18.8.3 Landing Minima General............................................................................................ 121
18.9 Summary Limitations....................................................................................................... 121
18.9.1 General limitations ..................................................................................................... 121
18.9.2 CAT II (auto land)....................................................................................................... 121
18.9.3 CAT II (manual landing) ............................................................................................ 121
18.9.4 CAT IIIa (CAT 3 single).............................................................................................. 122
18.9.5 CAT IIIa (CAT 3 dual) ................................................................................................ 122
18.9.6 CAT IIIb (CAT 3 dual) ................................................................................................ 122
18.9.7 Engine out (CAT II or CAT III single) ......................................................................... 122
18.10 Failures and associated actions...................................................................................... 123
18.10.1 General ................................................................................................................. 123
18.10.2 Abnormal Procedures ........................................................................................... 123
18.11 Effect on Landing Minima of temporarily failed or downgraded Equipment ................... 125
18.12 Autoland in CAT I or better weather conditions .............................................................. 126
18.12.1 Airports requirements ........................................................................................... 126
18.12.2 Crew procedures .................................................................................................. 126
18.12.3 Limitations............................................................................................................. 126
18.13 Type and command experience...................................................................................... 126

19 Low visibility Takeoff .............................................................................................................. 127


19.1 General ........................................................................................................................... 127
19.2 Take Off Minima.............................................................................................................. 127
19.2.1 General ...................................................................................................................... 127
19.2.2 Ground Facilities Requirement for Take Off .............................................................. 128

20 Performance ............................................................................................................................ 129


20.1 Drag................................................................................................................................. 129
20.2 Expedite Function .......................................................................................................... 129
20.3 Optimum Flight level ....................................................................................................... 129

21 Limitations ............................................................................................................................... 130


21.1 Technical limitations........................................................................................................ 130
21.1.1 General ...................................................................................................................... 130
21.1.2 Flight instrument tolerances....................................................................................... 130
21.1.3 Opearting temperatures ............................................................................................. 131
21.1.4 Cabin pressure........................................................................................................... 131
21.1.5 Structural weight limits ............................................................................................... 131
21.1.6 Speeds ....................................................................................................................... 132
21.1.7 Use of autopilot .......................................................................................................... 132
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21.1.8 Automatic approach, landing and roll out .................................................................. 132


21.1.9 Weather...................................................................................................................... 134
21.1.10 Fuel ....................................................................................................................... 134
21.1.11 Hydraulic ............................................................................................................... 135
21.1.12 Break, gear, flight controls .................................................................................... 135
21.1.13 Oxygen.................................................................................................................. 135
21.1.14 Electrical ............................................................................................................... 135
21.1.15 APU....................................................................................................................... 136
21.1.16 Engine................................................................................................................... 136
21.2 Operational Limitations ................................................................................................... 137
21.2.1 Cockpit Preparation ................................................................................................... 137
21.2.2 Taxi ............................................................................................................................ 138
Before Take Off ......................................................................................................................... 139
21.2.3 After Take Off / Climb ................................................................................................ 139
21.2.4 Cruise......................................................................................................................... 140
21.2.5 Approach.................................................................................................................... 140
21.2.6 Landing ...................................................................................................................... 141
21.2.7 After Landing.............................................................................................................. 141
21.2.8 Parking ....................................................................................................................... 141
21.2.9 Leaving Aircraft .......................................................................................................... 142

22 Abreviations............................................................................................................................. 143

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1 General Principles

1.1 Becoming an expert in Aviation

An expert is a man who has made all the mistakes,


which can be made, in a very narrow field.

You start with a bag full of luck and an empty bag of experience.
The trick is to fill the bag of experience before you empty the bag of luck.

Good judgment comes from experience.


Unfortunately, experience usually comes from bad judgment.

Always remember you fly an aeroplane with your head, not your hands.

Try to learn from the mistakes of others.


You won't live long enough to make all of them yourself.

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1.2 Procedures and Techniques

During the supervision phase, instructors will be speaking of procedures and techniques. These
two terms are fundamentally different and must be understood by both instructors and trainees:

Procedures are dictated by the company and the manufacturer in the form of documented
material: OM(A), FCOM etc.. Procedures contained therein are not modifiable or negotiable by
crews, and must be adhered to stringently.

Techniques are methods of operation available to the crews that can be used in areas where
procedures are not defined.

Examples of procedure:

All check-list work is procedure; crew shall not omit or modify any part of a checklist
(except during emergencies when the commander deems it necessary).
The required weather minima according to OM(A) must be fulfilled for departure,
destination and alternate airports. A crew shall not begin a flight unless the conditions are
satisfied.

Examples of techniques:

When beginning to taxi, some pilots prefer to set a higher thrust setting to get the aircraft
moving, and then reduce the thrust to idle. Other pilots prefer to set a lower N1 and keep it
on for the duration of the taxi. Because the exact thrust settings are not defined in the
FCOM for taxi (except for maximum N1: 40%) these two ways of taxiing are two different
techniques.
Because there is no procedure that defines the flare and touch-down (when to pull the
side-stick exactly how much, when to reduce the thrust by how much) the landing is taught
to trainees as a technique. For example: some pilots prefer to keep the thrust on during a
certain portion of the flare, while others reduce it.
The procedures state that a pre-departure and approach briefing shall be conducted by the
crews and also dictate what should be covered in the briefing. However, the procedures do
not state how the briefing should be accomplished. Again, different pilots have different
techniques to accomplish this briefing and opt to put different emphasis on different parts
of it.

An instructor must force a trainee to operate according to procedures, but may only offer
techniques as advice. A trainee on the other hand, must operate according to procedures and can
opt to use whichever technique he believes leads to the best outcome based on his personal
preference. Obviously, it is most useful to the trainee if the instructors also taught similar
techniques.

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1.3 Systematic method of operation

1.3.1 Introduction

The nature of the crews work on the aircraft can be subdivided into three specific areas:

Normal Operations: The status of the aircraft, crew, and passengers allow operations that do not
deviate from normal check-lists or procedures.

Abnormal Operations: The status of the aircraft, the health of crew or passengers are degraded
and mandate heightened alert by the crew. Reference to abnormal check-lists or procedures are
required to correct the situation. During abnormal operations, the passengers, aircraft and crew are
NOT exposed to immediate risks or dangers.

Emergency Operations: The safety of the aircraft, crew or passengers are exposed to immediate
risk or danger. Corrective by the crew is required without delay to avert further serious degradation
of the situation.

Normal
Situation

Abnormal Emergency
Situation Situation

The diagram above is a simplified representation illustrating the possible transitions from one
operation to another. For example, an EGPWS warning (PULL UP, PULL UP) immediately
transfers the crew from normal operations to emergency operations. After the crew-action for the
EGPWS warning and no further risk is obvious, the crew may elect to assume normal operations.
In another case, the situation may deteriorate from normal to abnormal and then to an emergency
scenario.

However the situation develops, the crew must all times:

Know in which area they are operating (normal, abnormal, emergency), and
Work systematically with the available tools (ECAM, QRH etc.)

1.3.1.1 Normal operation

During normal operations the crew is bound to perform their duties according to normal procedures
and check-lists, deviation from these procedures are not permitted. The tools they have at their
disposal are as follows:

SOP (Normal Operation)


OM(A)
ECAM
QRH
FCOM
OEB

.
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1.3.1.2 Abnormal operation

This situation warrants the execution of abnormal check-lists and procedures as written in
company documents. The crew should not deviate from these procedures.

The ATC call PAN, PAN, PAN will advise ATC and aircraft in the vicinity that the crew is
experiencing an abnormal situation but is not in imminent danger.

The tools the crew have at their disposal is as follows:

SOP - (Normal and Abnormal Operation)


OM(A)
ECAM Procedures (must be completed as stipulated in the FCOM)
QRH
FCOM
OEB

As is the case in normal operations, the crew is required to follow instructions published in this
material.

1.3.1.3 Emergency operation

During Emergency operations the Commander has authority to deviate from published procedures
and check-lists ONLY if it is necessary to maintain safe conduct of flight. This course of action
should only be considered if the published procedures are likely to lead to an unsatisfactory result.

The ATC call MAYDAY, MAYDAY, MAYDAY will advise ATC and aircraft in the vicinity that the
flight is in imminent danger and is in need of assistance.

The tools at the disposal of the crew are lilted below. Note that during emergency operations
deviations therein are possible:

SOP (deviations possible)


OM(A) (e.g. stabilized approach criteria may not be fulfilled)
ECAM (e.g. the CMD may opt not to finish the ECAM procedure)
QRH (e.g. CMD may elect to disregard landing distance corrections)
FCOM (e.g. CMD may decide to deviate from published CB resetting procedures)
OEB

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1.3.2 Working with packets

During flight-operations, there are many actions that must be fulfilled by the crew by a particular
point in time. For example, during descent the crew must ensure that several actions are
completed before commencing the approach (e.g. activate approach phase, switch on exterior
lights, check navigational accuracy etc.).

It is a useful technique to link these actions with a certain event or altitude and systematically
perform the required actions in one flow or packet. The advantage is that items are less likely to
be overlooked, delayed unnecessarily or forgotten.

Such a packet may be used in any situation the pilot deems useful (e.g. passing FL100 in climb or
descent, reaching cruise altitude, to conduct a departure briefing etc.).

Below is a suggestion of packets that have proved to be useful in our operation and helps increase
the reliability of our actions in during these various phases. At Air Berlin regular use of these
packets are taught during training.

1.3.2.1 FL 100 Packet

Climb
The FL100 Packet during climb is a suitable time to visit the following items to ensure that they are
in the appropriate state:

Exterior Lights: Switch off Landing- Take off- & Turnoff lights
EFIS Control Panel: Select Airports
SEC F-PLN page: Copy active F-PLN
RAD NAV page: Clear all remotely tuned Navigation aids
VHF 2: Set to 121.5 MHz
EWD: Check EWD

Some of these items are included as part of the AFTER TAKE-OFF / CLIMB CHECKLIST (FCOM
3.3.13), and here we ensure that they are set accordingly. However, the packet also ensures that
we have set an appropriate setting on the EFIS Control Panel and VHF 2, which is part of good
airmanship.

Descent
The FL100 Packet during descent is a good time to visit the following items in order to make sure
that they are in a suitable state:

Exterior Lights: Switch on Landing lights


EFIS Control Panel: Select Constraints
LS Presentation: Push LS PB
LS Identification: Ident ILS VOR etc.
Nav accuracy: Check GPS Primary
PERF Page: Activate Approach Phase

Again, some of these items are included in the Standard Operating Procedures (as listed in the
FCOM 3.3.16 DESCENT) the packet in this case serves us as clear reminder at FL100 to ensure
that we actually performed the necessary tasks.

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1.3.2.2 Camel-back packet

The MCDU allows the crew access to many pages where data can be stored and from which much
information can be extracted. During departure or approach preparation for example, MCDU
programming is an essential part of the process. However, once the programming has been
complete, the crew will want to review the most important pages and information without visiting
every page on the MCDU.

By simply going through the flow during the departure and approach briefing together, the crew will
automatically visit the most pertinent pages. It is usually the Pilot Flying that conducts the briefing
and it is considered good airmanship if all the data is entered before the briefing is started. Below is
an example of how this camel-back can be used:

Key Dep. Briefing App. Briefing


F-PLN Review departure, constraints, Review arrival, constraints, cross-
cross-check with charts check with charts.
RAD NAV Set up manually tuned Nav Aids Set up manually tuned Nav Aids to
(mostly used for engine out correspond with required Nav aids
departure route) for approach
PROG Check navigational accuracy Check navigational accuracy (must
(must be HIGH so FMS can be be HIGH so FMS can be used for
used for navigation) navigation)
PERF Ensure all performance data has Ensure all performance data has
been inserted for the correct been inserted for the correct runway
runway
FUEL PRED Review fuel data to ensure it Review data for awareness (how
corresponds to the planned fuel much holding time is possible, what
on the OFP. if a G/A has to be flown etc.)
(Extra Fuel is presented on
INIT-B Page)
SEC F-PLN Program of emergency return Programming of another runway
runway. (e.g. in case of circling)

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1.4 Cross-Cockpit Communication

1.4.1 General

It is important that both pilots aim to be fully conversant with the operational status of the aeroplane
at any time. Expected automatic switching / mode changes must be checked on the FMA by both
pilots.

All deviations from the expected have to be called out and corrective actions, if necessary, shall be
initiated immediately.

Clear and precise call outs: this ensures short and precise communication in the cockpit.
The danger of misunderstanding is reduced or eliminated.

Clear and precise work distribution with clearly defined tasks: this ensures the best and
most efficient use of all resources. Each crew member can concentrate on her/his
assigned tasks.

1.4.2 Closed Loop

According to Air Berlin SOP with Autopilot On, the PF may make attitude, speed, speed-brake,
thrust and FMA mode changes without physically or verbally signalling these to the PNF (e.g.
ACTION PERFORMED BY PF WITH AP ON - FCOM 3.3.90). The PNF must follow and check the
changes made but is not expected to confirm the changes. The following illustration always
applies:

1. PF executes an 2. PNF checks the


action action

Example with AP engaged:

1. PF selects new altitude (this is performed silently)

2. PNF checks new altitude (this is performed silently)

Be aware that Airbus clearly states that IF ANY DOUBT EXISTS that a crew-member has received
information that he MUST be informed:

FCOM 3.3.1: Cross-cockpit communication is VITAL for any two-pilot crew. Any time a crew
member makes any adjustment or change to any relevant information or equipment on the
flight-deck, he must advise the other crew member and get an acknowledgement if it
is not obvious, that the other crew-member has received and understood the
information. Silent Cockpit is the means within normal operation, but any unclear action or
situation must be clarified by acknowledgement to assure all crew-members reflect the
same knowledge.

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1.5 Fly , Navigate, Communicate

The successful crew will always clearly understand the priorities when it comes to flying:

First: Control the aircrafts attitude, altitude, thrust, speed and configuration.in other words Fly.
Second: Know where you are, know where you want to go, know how to get there..Navigate.
Third: Make sure you can send and receive clear and reliable information..Communicate.

Example:

Take-Off with engine failure after v1 (Source: FCOM 3.2.10)

Fly:
At vrot rotate to 12.5 pitch up
Positive rate, gear up
Cancel warning
Trim the aircraft
Consider TOGA thrust
Engage any autopilot

Navigate:

Pull HDG and fly the engine failure climb out procedure

Communicate:

Communicate the intentions to ATC

Once the crew has clear command of the aircraft trajectory, is on a verifiable vertical and lateral
path and has informed ATC, the checklist work may begin:

Start ECAM action


Consult QRH, OEB, FCOM

The situation described above represents an abnormal condition. Please note however, that the
same principle applies at all times, during normal, abnormal and emergency situation

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2 Pre-flight and fuel planning

2.1 General

The objective of this section is to provide a standardised guideline for flight and fuel planning

2.2 Pre-flight planning work distribution

After a short analysis of the weather conditions, the flight crew decides on the assignment of the
sectors

It is recommended that the PF leads the pre-flight planning. In order to do so he should perform the
following tasks:

Check SWC and Upper Wind & Temperature chart.


o check date and validity of all charts
o estimate an average wind component along the route
Check TAF, METAR and particular weather information (for interpretation of meteorological
information see chapter 2.4 page 22)
Check NOTAMS for
o departure aerodrome
o destination aerodrome
o destination alternate aerodrome(s) (consider to check more than one alternate
aerodrome(s))
o T/O alternate aerodrome if applicable
o En route alternate aerodrome
Check OFP for
o Check header (Date, flight number and aircraft registration)
o Check calculated wind component
o Check legal fuel calculation according Air Berlin OM-A 8.1.8.2, fuel planning
instructions.
o Check if profit tankering is recommended (see also chapter 2.5,page 23)
o perform the operational fuel calculation

The PNF should closely follow the pre-flight planning, making an effort to ensure complete cross-
checking. He shall also intervene as appropriate while considering safety and the strength of the
team.

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2.3 Operational fuel calculation

2.3.1 General

The crew should verify that the legal fuel requirement stated on the OFP also makes sense from a
practical standpoint. Often, the crew will find that it makes sense to take along more fuel to cover
for eventualities. For example, if the crew is aware that the destination traffic volume is significant,
some fuel for holding could be considered. It is discouraged to simply carry along a standard
amount of extra fuel as routine. Every fuel calculation should be made carefully and in respect of
conditions as expected.

2.3.2 HILDAW

HILDAW is an acronym used to assist the crew during the pre-flight planning fuel calculation. It
covers factors that are not necessarily covered in the OFP and should be added to the minimum
block fuel.

H High Speed Cruise

Used to compensate for increased fuel consumption when cruising with HSC.
(Approx 5% increased fuel consumption)

I Icing Conditions

Used to compensate for increased fuel consumption due to icing conditions when airborne.

Approx 5% increased fuel consumption below FL 200


Approx 2% increased fuel consumption above FL 200

L Low Level Cruise

Used to compensate for increased fuel consumption when cruising at a lower level than the
planned FL. This will be the case, when selecting a lower level due to anticipated conditions, which
might hamper the climb to the planed FL (e.g. CAT, ATC constraints, etc). For correction values
refer to the OFP

D Departure

In this regard, the departure phase begins at chocks-off and finishes at the end of the SID.
Therefore, this item shall be used to correct for anticipated traffic situation, runway in use and/or
ground de-icing (augmented taxi fuel), or to compensate for increased fuel burn, whenever the
expected / actual SID is other than the one depicted by the OFP

A Arrival

Used to compensate for increased fuel burn whenever additional track miles are expected during
the approach, e.g. longer arrival due to a different runway or long radar vectors in PMI runway 06L

W Weight
Any fuel that is tanked above the amount stated in the OFP (minimum take-off) will signify an
increased take-off weight, as will a higher ZFW. This causes a higher fuel consumption. The
increased fuel consumption should be considered, especially on long flights. Finally, after the fuel
calculation, ensure that MRW, MTOW and MLW are not exceeded.

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Example:

The below gives a brief example regarding HILDAW and how it can be applied to fuel planning.This
method is not mandatory in nature. However, it provides a speedy, practical way of determining a
fuel quantity which takes into account the flight-crews anticipations (which the OFP does not!).

After check-in, you having gone over the weather and NOTAMS, it is time to do a fuel plan with the
OFP. You have observed the following during the planning:

minimum block fuel on the OFP: 6.0t


trip fuel 3.5t
The aircraft (A320) Zero Fuel Weight: 60.0t
It is snowing outside and it is likely that deicing is required. The potential taxi-time is
therefore significantly increased you expect to taxi 30 minutes more than planned.
The SWC shows turbulence at your flight-level and your collegue suggests that you could
fly lower to provide the passengers with a more comfortable ride.
At the destination airport the TAF states that there is the possibility of heavy
thunderstorms.

The OFP does not cover all the above factors so you you must determine a fuel quantity that
covers the operational factors. This is where HILDAW comes in as a useful tool it will determine
how much fuel you should take along in addition to the block fuel stated on the OFP.

H 0.0t (you decide not to fly high speed as the time gain would be insignificant)
I 0.5t (30 minutes taxi time due to de-icing + icing during climb-out)
L 0.2t (your decide to fly 2 FL below and consult the OFP for the required fuel).
D 0.0t (departure on the OFP corresponds to the actual departure )
A 0.8t (holding fuel for 45 minutes is necessary due to the thunderstorms)
W 0.1t (the OFP shows burn of +0.1t more due to the extra fuel you will tank)
= 1.6t (you will take along this in addition to the minimum block fuel on the OFP)

The total block fuel you will tank is therefore:

6.0t (minimum legal block fuel on OFP)


+ 1.6t (fuel determined by you in addition to OFP)
= 7.6t (total actual minimum block fuel required by crew)

The last step is to ensure that none of the aircraft structural weights are exceeded:

60.0t Zefro Fuel Wieght


+ 7.6t Block Fuel
= 67.6t Ramp Weight (does not exceed Max Ramp Weight)
- 0.5t Taxi Fuel (approximate the taxi-fuel you expect)
= 67.1t Take Off Weight (does not exceed Max Take-Off Weight)
- 3.5t Trip Fuel (approximate to the lowest trip fuel you expect [without
holding, adjustment for level etc.] because you want to
know if you exceed the Maximum Landing Weight if all
factors result in your favour i.e. most fuel on-board).
= 63.6 Landing Weight (does not exceed Max Landing Weight)

Finally: This planning tool is especially useful when the operation becomes complex due to the
combination of several factors (maximum weights, complex weather situations, arrival delays,
winter-ops etc.) as it provides the crew with a systematic approach to a potential problem.

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2.4 Interpretation of given meteorological information

(Source: Airberlin OM-A 8.1.7.4)

For planning purposes an aerodrome shall be considered to be below minimum if

the RVR or visibility is below the applicable minimum (precision approaches)


the ceiling or vertical visibility is below the applicable planning minima (non precision
approaches)
the steady crosswind component exceeds the prescribed limitation for the A320. The
steady (mean) wind should be used and the gusts may be disregarded
whenever a forecast contains meteorological conditions indicating below minimum at
ETA 1hr, which are prefixed by:

Indicator Kind of change Application of aerodrome forecast

Deterioration:

Applicable from the Ldg minima: Shall be fully applied if weather


time of start of the deteriorates below applicable planning
BECMG change. minimum.

FM Improvement: Mean wind: Must be within limits

Applicable from the Gusts: May be disregarded


time of end of the
change

Ldg minima: May be considered to be above


Deterioration: minimum if weather deteriorates
below applicable planning minimum.
Transient / showery
conditions Mean wind: May be disregarded
TEMPO e.g. TS SH
Gusts: May be disregarded
TEMPO FM

TEMPO TL Ldg minima: Shall be fully applied if weather


Deterioration:
deteriorates below applicable planning
TEMPO FM...TL minimum.
Persistent
PROB 30 conditions
Mean wind: Must be within limits
e.g. HZ FG SS
PROB 40 Gusts: May be disregarded

Improvement: Should be disregarded

PROB TEMPO In any case Should be disregarded


Note: whenever a forecast contains meteorological conditions indicating below minimum at ETA
which are prefixed by BECMG or TEMPO, the airport shall be considered below minimum.
for alternate selection only PROB 40% and higher are considered in the selection.

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2.5 Profit tankering

(Source: Airberlin OM-A 8.1.8.2)

It may be commercially expedient to tanker fuel to a destination where fuel prices are high or where
there are fuel shortages. The commercial decision to tanker fuel will be made automatically on the
OFP.

With no Information shown on the OFP is tankering not recommended even there is a low amount
of profit. This Information is given on the dispatch remarks section (next Leg Info) or as maximum
remaining fuel.

Profit tankering should not be applied if:

When icing conditions at destination aerodrome is expected.


On short haul flights only, during the winter months, in particular December, January and
February in Europe, when the temperature at the destination airport is below +10deg C
with high relative humidity, wing icing may form in the vicinity of the fuel tanks. On sectors
of 1 hour 15 min or more, or when the in flight fuel temperature may fall below freezing,
only part of the tankered fuel recommended on the OFP should be uplifted. This will
require a further uplift of warm fuel at destination. This has the effect of agitating the fuel
in the wing tanks, melting small accumulations of ice, and preventing the further formation
of ice during the turn round.
Fuel may be tankered on night stopping aircraft, but if overnight frost or freezing conditions
are anticipated consideration should be given to the likely effect that precipitation or high
relative humidity would have upon cold wings.

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2.6 Planning minima for destination aerodromes and destination alternate aerodromes

(Source: Airberlin OM-A 8.4.17)

2.6.1 General

The Air Berlin Commander shall only select the destination aerodrome and/or destination alternate
aerodrome(s) when the appropriate weather reports or forecasts, or any combination thereof,
indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time
of arrival at the aerodrome, the weather conditions will be at or above the applicable planning
minima as follows:

2.6.2 Planning minima for a destination aerodrome

RVR / visibility must be above the specified Minimum.


For a Non-precision approach or a Circling approach, the ceiling shall be at or above MDH.

Two destination alternates must be selected when:


the appropriate weather reports or forecasts for the destination, or any combination
thereof, indicate that during a period commencing one hour before and ending one hour
after the estimated time of arrival, the weather conditions will be below the applicable
planning minima (as prescribed above) or
no meteorological information is available.

2.6.3 Planning minima for a destination alternate aerodrome

For destination alternate aerodromes, the minima specified in the following table must be met

Type of approach Planning minimum


CAT II / III CAT I minima (Note 1)
Non-precision approach minimum
CAT I
(Notes 1 & 2)
Non-precision approach minimum
NPA
(Notes 1 & 2) plus 200 ft / 1000 m
Circling Circling minimum

Note 1: RVR
Note 2: The ceiling must be at or above the MDH.

2.7 Take off alternate aerodromes

(Source: Airberlin OM-A 8.4.16)

The Air Berlin Commander shall not select an aerodrome as a take-off alternate aerodrome unless
the appropriate weather reports or forecast or any combination thereof indicate that, during a
period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the applicable landing minima specified,
published in this chapter. The ceiling must be taken into account when the only approaches
available are nonprecision and/or circling approaches. Any limitation related to one engine
inoperative operations must be taken into account.
The take-off alternate shall be within 1 hour flight distance with one engine inoperative in still air
(for practical purposes within 370 NM).

2.8 Planning minima for en-route alternate aerodromes

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(Source: Airberlin OM-A 8.4.18)

Air Berlin shall not select an aerodrome as an en-route alternate aerodrome unless the appropriate
weather reports or forecasts, or any combination thereof, indicate that, during a period
commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome,
the weather conditions will be at or above the planning minima in accordance with the table under
OM-A 8.4.17.
The en-route alternate aerodromes shall be within 370 nm flight distance.

2.9 RVR conversion

(Source: Airberlin OM-A 8.4.4)

If only meteorological visibility is reported, for CAT I and non precision approaches visibility must
be converted to RVR as shown below.

For conversion of meteorological visibility into RVR in all other cases, use the following table:

Visibility x Factor = RVR


Lighting Element in Operation
DAY NIGHT
HI approach and runway lighting 1.5 2.0
any type of lighting installation
1.0 1.5
other than above

no lighting 1.0 Not applicable

Note: If is not allowed to convert a meteorological visibility to RVR in following cases:

for calculating Take-Off minima,


Category II or III minima
when a reported RVR is available.

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3 Briefings

3.1 RNAV - and conventional waypoints

3.1.1 Structure

To verify all waypoints in the FMGS properly against the EAG charts use following structure:

The table below shows examples of waypoints

FMGS EAG charts


RNAV waypoint DL239 DL239
Conventional waypoint LSZ03 KLO Radial 275 2.3DME

Obviously RNAV waypoints are easy to crosscheck against the Charts.

To verify a conventional waypoint is more difficult. The coding in the FMGS is not always obvious.
Check track and radials directly in the MCDU. Distances can be verified on the ND in PLAN
MODE.
Sometimes the coding of the waypoint also allows proper verification. (See chapter 3.1.2 Coding
of NavDataBase (NDB)

3.1.2 Coding of NavDataBase (NDB)

(Source: EAG, ERM, Legends, chapter 14)

The NavDataBase delivered by EAG is coded according to an international convention called


ARINC 424. This convention should not be confused with the charting convention on which the

3.1.2.1 Definitions

Final Approach Course Fix (FACF)

A fix immediately prior to the Final Approach Fix, with an assigned altitude, usually
between one to four miles before the FAF and generally in line with the final approach
course.

Final Approach Fix (FAF)

A published fix on the final approach with an assigned altitude, usually about four miles
from the runway or Missed Approach Point, and usually indicated by a star symbol on the
approach.

The term FAF is used in ARINC 424, for all Final Approach Fixes, also for ILS or other
precision approaches. This may be confusing, since EAG flight documentation (SID, IAL
etc.) based on country AIPs, defines FAF otherwise.

Step Down Fix (SD)

A published fix on the final approach with an indicated minimum crossing altitude.

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3.1.2.2 Terminal Waypoint Coding

The following summarizes the most common terminal waypoints that have to be assigned codes by
the database coder according to the Naming Conventions:

FACF identifier

For un-named fixes the letter C is used, followed by route type identifier and runway
identifier. The route type identifier can be any of several letters, and generally indicates the
type of navaid used for the approach. For example, an ILS is indicated by the route
identifier I, L or B, while an NDB approach is indicated by the route identifier N, Q or U.

E.g: CI26, CL27L, CQ32, CN01R

FAF identifier

For un-named fixes the letter F is used, followed by route type identifier (see explanation
above) and runway identifier.

E.g: FI26, FD27L, FV22, FN01R

Step Down Fix identifier

DME or other distances are coded after a three-letter code for whole miles, or before the
code for decimals of miles. Codes are DME, THR (distance to runway threshold) or LOC.

E.g: 52DME, DME03

Missed Approach Point (MAP) identifier

For un-named fixes the letters MA are used. If duplication occours, the letter M is used
followed by the route type identifier (see above) and finally the runway number.

E.g: MA27L, MN09, MD09

Other Terminal Waypoints

The published name should always be used if one exists. Otherwise the convention for
navaid based fixes uses the letter D followed by the bearing from the navaid, and finally
followed by A-Z representing 1 NM to 26 NM (A=1, B=2, C=3 etc. and Z=26).

E.g: D150J

For distances greater than 26 NM, the navaid identifier is used, followed by mileage.
Duplications are identified by adding the suffix A, B etc., and shortening the navaid
identifier to two characters.

E.g: LON28, CDG48, CD38A

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3.2 General Briefing

Before the first flight of the day and before initiating the checklists, a general briefing should be
performed. The main purpose of the latter is to inform both pilots of the status of the aircraft and to
refresh the on ground emergency procedures. The Commander informs the First Officer about:

Status of the aircraft and crew (e.g. hold item list, CAT I/II/III capabilities)
Emergency handling before V1 (task sharing, callouts and priorities)
Emergency evacuation handling and task sharing

3.3 Departure Briefing

The Departure Briefing should, before each take-off, address the procedures intended to be
applied when in normal conditions. The PF will inform the PNF about it as follows:

Review the expected departure (charts, FMGS and FCU settings) It is recommended to
review the following pages in the FMGS:
o F-PLN: x-check all relevant data of the SID (waypoints, constraints. etc.) on the
MCDU and on the ND in PLAN mode.
o RAD NAV: consider to manually tune Navigation aids (VOR or NDB)
o PROG: consider to set a point for a quick return to the field. (e.g. LSZH14)
Check GPS PRIMARY and NAV ACCURACY HIGH.
o PERF: Check all relevant data. (Speeds, transition altitude, acceleration altitudes,
flex, trim, shift, runway)
o FUEL PRED: Check remaining fuel at destination and extra time (INIT-B)
o SEC F-PLN: Consider programming an appropriate runway for a return to the
departure airport or another RWY/SID.
o Brief MSA, initial climb altitude, departure frequency, use of weather radar and
TERR and any specials on the EAG chart.

3.4 Take off Briefing

The take-off-briefing should, before each take-off, address the procedures intended to be applied
when in abnormal and emergency conditions. The PF will inform the PNF about it as follows:

A general assessment of the actual meteorological and operational conditions (e.g. runway
length vs. breaking coefficient)
Known or expected technical and operational particularities of the respective departure
(e.g. take off alternate)
Action taken in case of major malfunctions after V1
Flight path in case of abnormal and emergency conditions during take-off and initial climb,
especially addressing One Engine Inoperative (OEI) situations and respective FMGS and
FCU settings.

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3.5 Landing Briefing

The landing briefing should address the necessary procedures to be followed, the computer
settings, the status of the aircraft, the crew qualifications and the airport facilities. The PF will
inform the PNF about:

Clearance limit, type of approach, MSA, initial fix, steps, minimum, missed approach,
navigation and expected taxiing
FMGS and FCU settings. It is recommended to review following pages in the FMGS:
o F-PLN: x-check all relevant data of the approach (waypoints, constraints. etc.) on
the MCDU and on the ND in PLAN mode.
o RAD NAV: consider to manually tune Navigation aids (VOR or NDB), check ILS
frequency and inbound course.
o PROG: consider to set a point towards the field (e.g. LSZH14)
Check GPS PRYMARY and NAV ACCURACY HIGH. If required check RNP
versus required accuracy in the FMGS
o PERF: Check all relevant data. (QNH, wind, temperature, configuration, MDA/DH,
runway etc.)
o FUEL PRED: Check remaining fuel at destination and alternate destination and
check extra fuel
o SEC F-PLN: Consider to program a different STAR/RWY or a runway for circling.

Brief RWY length, use of TERR, use of AUTO BRAKE, use of REV and GW
A general assessment of the actual meteorological and operational conditions (e.g. wet
runway, x-winds, degrading of equipment, Notam)

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4 Use of automation

4.1 Recommendations for optimum use of automation

4.1.1 General

Correct use of automated systems reduces workload and significantly improves the flight
crew time and resources for responding to:
o An unanticipated change (e.g., ATC instruction, weather conditions, ).
o An abnormal or emergency condition.

During line operations, AP and A/THR should be engaged throughout the flight especially
in marginal weather conditions or when operating into an unfamiliar airport.

Using AP and A/THR also enables flight crew to pay more attention to ATC
communications and to other aircraft, particularly in congested terminal areas and at high-
density airports.

AP and A/THR should be used during a go-around and missed-approach to reduce


workload.

FMGS lateral navigation should be used to reduce workload and the risk of CFIT during
go-around if :
o Applicable missed-approach procedure is included in the FMGS flight plan; and,
FMGS navigation accuracy has been confirmed.

The safe and efficient use and management of AP, A/THR and FMGS are based on the
following three-step technique:
o Anticipate
Understand system operation and the results of any action, be aware of
modes being engaged or armed (seek concurrence of other crewmember,
if deemed necessary).
o Execute
Perform action on FCU or on FMGS CDU.
o Confirm
Crosscheck the effective arming or engagement of modes and the active
guidance targets (on FMA, PFD and/or ND scales and/or FMS CDU). See
also closed loop principle chapter Fehler! Verweisquelle konnte nicht
gefunden werden., page Fehler! Textmarke nicht definiert..

4.1.2 Interfacing with automation

When interfacing with automation, for mode arming / selection and for guidance
target entries, adhere to the following rules-of-use:
Before any action on FCU, check that the knob or push button is the correct one for the
desired function.
After each action on FCU, verify the result of this action on:
o FMA (e.g., for arming or engagement of modes).
o PFD/ND data (e.g., for selected targets).
o By reference to the aircraft flight path and airspeed response.
Note: Never check any setting on the FCU!!!

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Announce all changes in accordance with the standard calls defined in the SOPs.

When changing the selected altitude on the FCU, cross-check the selected altitude
indication on the PFD.

During descent, ensure that the selected altitude is not below the MEA or MSA (or be
aware of the applicable minimum-vectoring-altitude).

During final approach, set the go-around altitude on the FCU. The MDA/H or DA/H should
not be set on the FCU.

Prepare the FMGS for arrival before starting the descent.

An alternative arrival routing, another runway or circling approach, can be prepared on the
secondary flight plan (SEC F-PLN), as anticipated.

In case of a routing change (e.g., DIR TO), cross-check the new TO waypoint before
activating the DIR TO. If necessary, the selected heading mode can be used with
reference to navaids raw data, while verifying the new route and/or requesting confirmation
from ATC.

Before arming the NAV mode, ensure that the correct active waypoint (e.g., TO waypoint)
is displayed on the FMS CDU and ND. If the displayed TO waypoint on the ND is not
correct, the desired TO waypoint can be restored by either:
o clearing an undue intermediate waypoint.
o performing a DIR TO [desired TO waypoint].

In case of a late routing or runway change, a reversion to AP selected modes and raw data
may be considered.

Reprogramming the FMGS during a critical flight phase (e.g., in terminal area, on final
approach or go-around) is not recommended, except to activate the secondary flight plan,
if prepared, or for selecting a new approach. Priority tasks are, in that order:
o horizontal and vertical flight path control.
o altitude and traffic awareness.
o ATC communications.

If cleared to exit a holding pattern on a radar vector, the holding exit prompt should be
pressed (or the holding pattern cleared) to allow the correct sequencing of the FMGS flight
plan.

Under radar vectors, when intercepting the final approach course in a selected heading or
track mode (not in NAV mode), flight crew should ensure that the FMGS flight plan is
sequenced normally by checking that the TO waypoint is correct (on ND and FMS CDU).

Ensuring that the FMGS flight plan is sequenced correctly with a correct TO waypoint is
essential, in readiness for re-engaging the NAV mode, in case of a go-around.

Before arming the APPR mode, ensure that the aircraft is within the ILS capture envelope.
The ILS capture envelope is defined by ICAO as follows:
o within 10 NM from the runway.
o within 8 degrees from the localizer centreline.
o within a glide slope sector ranging from 0.3 to 1.75 time the nominal glide slope
angle (e.g., a glide slope sector between 0.9 degree and 5.2 degrees for a typical
3-degree glide slope).

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5 Exterior Inspection (Walk Around)


(Source: A320 FCOM 3.3.3, A320 FCOM 3.3.5)

5.1 General

The Exterior Inspection ensures that the overall condition of the aircraft and its visible
components and equipment are safe for the flight.
Complete inspection is normally performed by maintenance personnel or in the absence of
maintenance personnel by a flight crew member before each originating flight.
The parking brake must be on during the exterior inspection to allow the flight crew to
check brake wear indicators.
Check structure for impact damage
Check that there is no evident fuel, oil or hydraulic leaks.
If a landing gear door is open, contact the maintenance crew before applying hydraulic
power.
Do not pressurize the green hydraulic system without clearance from ground personnel, if
any gear door is open. Remember that the green hydraulic system is pressurized if the
yellow system is pressurized and the PTU is on auto.

5.2 Walk Around

The Walk Around must be performed by a flight crew member before each flight.
Walk around the aircraft according Picture 5-1, page 4 and perform the items listed below:

1. LH FWD fuselage

AOA probes CONDITION


F/O and CAPT static ports CLEAR
Toilet servicing door (if installed) CLOSED

2. Nose section

Pitot probes CONDITION


STBY static ports CLEAR
TAT probes CONDITION
Radome and latches CONDITION / LATCHED

3. Nose landing gear

Nose wheel chocks CHECK IN PLACE


Wheels and tires CONDITION

4. RH FWD fuselage

F/O-CAPT static ports CLEAR


AOA probe CONDITION

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5. Lower centre fuselage

none

6. RH centre wing

Landing light CONDITION


Slat 1 CONDITION

7. ENG 2 LH side

Fan cowl doors CLOSED / LATCHED


Drain mast CONDITION / NO LEAK
Engine inlet and fan blades CHECK

8. ENG 2 RH side

none

9. RH wing leading edge

Slats 2, 3, 4, 5 CONDITION
Fuel ventilation overpressure disc INTACT
Navigation light CONDITION
Wing tip CONDITION

10. RH wing trailing edge

Control surfaces CONDITION


Flaps and fairings CONDITION

11. RH landing gear and fuselage

Chocks REMOVED
Wheels and tires CONDITION

12. RH aft fuselage

Toilet service access door CLOSED

13. Tail

Stabilizer, elevator, fin and rudder CONDITION


Lower fuselage structure
(tail impact on runway) CONDITION

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14. APU

Navigation light CONDITION

15. LH AFT fuselage

Stabilizer, elevator, fin and rudder CONDITION


Potable water service door CLOSED

16. LH landing gear

Chocks REMOVED
Wheels and tires CONDITION

17. LH wing trailing edge

Flaps and fairing CONDITION


Control surfaces CONDITION

18. LH wing leading edge

Wing tip CONDITION


Navigation light CONDITION
Fuel ventilation overpressure disc INTACT
Slats 2, 3, 4, 5 CONDITION

19. ENG 2 LH side

Fan cowl doors CLOSED / LATCHED


Drain mast CONDITION / NO LEAK
Engine inlet and fan blades CHECK

20. ENG 1 RH side

none

21. LH centre wing

Slat 1 CONDITION
Landing light CONDITION

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PICTURE 5-1, WALK AROUND

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6 Loading

6.1 General, methods, procedures and responsibility for preparation and acceptance of
the weight and balance sheet

(Source: A320 FCOM 2.01.00, Airberlin OM-A 8.1.9.2)

AB Flight Crew must be aware that the weight, distribution and stowage of load will affect its
structural integrity and performance and those will affect safety of flight as well as economy of
flight. For economy the most aft possible CG is desired

A weight and balance document must be prepared in duplicate for each commercial air transport
flight. One copy is to be carried on the airplane and the other, as accepted by the commander,
must remain available at the departure station for at least 3 days. The document may be in any
format (manual or computerised) approved by the Authority to establish the airplanes weight and
centre of gravity. It must contain details of the weight and disposition of all loaded items, including
fuel, and must indicate whether standard or actual weight values have been used. Where the use
of a standard load plan has been allowed by the authority, details must be included together with
additional limitations on the permissible range of CG travel on which the standard plan is based.
The document, must contain the name of person who prepared it and the loading supervisor must
confirm by signature that the load and its distribution are as stated. The weight and balance
document must be acceptable to and countersigned by the airplane commander. He must be
informed of any late changes and the details entered in the last minute changes spaces of both
the original and duplicate documents.

6.2 Definitions (weights and centre of gravity)

Dry Operating Weights (DOW) The total weight of the airplane ready for a specific type of
operation- excluding all usable fuel and traffic load. (DOW and corresponding DOI are calculated
for each aeroplane and standard crew composition)

Dry Operating Index (DOI) The applicable index on the airplane index system corresponding to
the specific DOW.

Maximum allowed weights for landing considering structure and performance

Maximum allowed weights for take off considering structural, performance and maximum
landing weights. The maximum flex take-off weight as limited by economical reasons, published by
the operator.

Note:

This is the lowest of the three weights sums:

Max Zero Fuel Weight & Take-off Fuel


Max Take off weight
Max Landing Weight & Trip Fuel

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Traffic load (TL) The total weight of passengers, baggage and cargo including any non-revenue
loads

Payload (PL) The total weight of the revenue load (pax, cargo or mail).

Pantry Code (Pantry) The pantry code refers to the type of catering on board a commercial flight
(codes A-Z) for example: Hot or cold meals, single or double leg etc. Usually changed each
season.

Last Minute Change (LMC) A late change / amendment to the weight and balance sheet which
does not require the preparation of a new WB sheet.

Note: AB allows LMC up to l000 kg

Certified Centre of Gravity limits (CG) These are the CG limits with which the airplane was
certified with. Making full use of the certified limits would assume, that the centre of gravity was
correctly computed without any errors.

Operational centre of gravity envelope This is the operational centre of gravity envelope which
further restricts the certified centre of gravity envelope to compensate for errors such as the
differences between assumed passenger weights and actual weights. The operational centre of
gravity envelope must never be exceeded unless authorised by the Flight Operations Department
for special flights.

Fleet DOW/DOI For a group or groups of airplanes of the same type and version fleet DOWs /
DOIs may be published provided the airplanes in this group meet the requirements of the permitted
tolerances for the weights and centre of gravity.

Basic Operating Weight (BOW) The total weight of the airplane ready for a specific type of
operation excluding all useable fuel and traffic load. This weight does not include items such as: -
Crew and crew baggage, Pantry

Basic Operating Index (BOI) The applicable index on the airplane index system corresponding to
the specific BASIC WEIGHT

6.3 Aircraft weights

(DOW) Dry Operating Weight + traffic load = Zero Fuel Weight (ZFW).

(ZFW) Zero Fuel Weight + reserve fuel = Landing Weight (LW)

(LW) Landing Weight + trip fuel = Take off Weight (TOW)

(TOW) Take off Weight + taxi fuel = Ramp Weight

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6.4 LPC load sheet

(Source: Airberlin OM-A 8.1.9.2)

An LPC Load sheet Will be generated by LPC software. After completion of the electronic
calculation the LPC system values will be inserted in the load sheet.

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6.5 Conventional load sheet, manual calculation


2. Fill in all the masses
1. Fill out the header (For DOW see chapter
6.5.2, page 6)

3. Fill in the
corrected index
(see chapter
6.5.2, page 6)

4. Fill in all the masses & pax


figures according ramp agent

5. Fill in the 6. calculate MAC ZFW &


fuel index MAC T.O.
(see chapter
6.5.1, page 5)

Caution : when the T.O. CG is lower than 27% MAC the basic performance must be corrected
T.O.: Make CG correction or use appropriate RTOW chart.
LDG: Make CG correction on LDG speed and distance.

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6.5.1 Fuel index table

This can be found on the reverse side of conventional load-sheet.

WEIGHT DENSITY (kg/l) WEIGHT DENSITY (kg/l)


(kg) 0,785 0,800 (kg) 0,785 0,800
3500 +1 +1 11000 3 3
4000 +1 +1 11500 2 3
4500 +0 +0 12000 2 2
5000 +0 +0 12500 2 2
5500 1 1 13000 2 2
6000 1 1 13500 3 3
6500 2 2 14000 4 3
7000 2 2 14500 4 4
7500 2 2 15000 5 5
8000 3 3 15500 6 6
8500 3 3 16000 7 6
9000 3 3 16500 8 7
9500 3 3 17000 8 8
10000 3 3 17500 9 9
10500 3 3 18000 10 10

6.5.2 DOW / DOI A320 for conventional Load sheet

Example for D-ABDA

This can be found on the reverse side of the conventional load-sheet.

Registratio Crew
Catering
n Version
Charter City City Shuttle
none Charter
long range Shuttle 4 legs
42307kg 43347kg 43432kg 42892kg 43037kg
D-ABDA 2/0
47.3 iu 52.9 iu 53.8 iu 48.8 iu 48.7 iu

42667kg 43707kg 43792kg 43252kg 43349kg


2/4
47.6 iu 53.2 iu 54.1 iu 49.1 iu 49.0 iu

Index corrections for crew version:

ACM: +90kg / -1.1 iu (Jump Seat Cockpit)


FPC: +90kg / -1.0 iu (FWD Cabin Attendant Seat)
APC: +90kg / +1.2 iu (AFT Cabin Attendant Seat)

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6.6 Last minute changes procedure

(Source: Airberlin OM-A 8.1.9.4)

As explained in the definition, last minute changes to the load- and trim-sheet are only permitted
if the changes of the load - either plus or minus - are within the limits permitted in the OM/B.
One person (LMC) is to be calculated with 90 kg including baggage.

LMC limit +/- 1 000 kg

The changes have to be entered into the weight and balance sheet into the "LMC" column. In
exceptional cases - if time does not permit - changes may be relayed to the commander via radio
or the ground service interphone. The flight deck crew and ground staff amend their copies
accordingly.
The load message sent to the destination must contain the corrected figures of pax,
cargo, baggage or mail load.

Note:

The LMC-procedure is only to be applied in the Loadsheet.


W&B and especially the T/O performance have to be correct and therefore to be recalculated!.
(Already 100kg may change T/O speeds significantly!)

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6.7 Standard Weight Values

(Source: Airberlin OM-A 8.1.9.3)

Air Berlin calculates with the following Standard Passenger Weights:

All Adults 76kg


Children 35kg
Infants counted only

For flights within Germany and flights within Spain and all city shuttle flights (e.g. STN, VIE,
ZRH, BGY etc.) use the following Passenger Weights:

All Adults 84kg


Children 35kg
Infants counted only

or male/female splitted weights for flights within Germany and flights within Spain and all city
shuttle flights (e.g. STN, VIE, ZRH, BGY etc.):

Male 88kg
All Adults 70kg
Children 35kg
Infants counted only

Mass values for checked baggage

Domestic flights 11 kg
Within the European region 13 kg
Intercontinental flights 15 kg
All other 13 kg

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7 Resetting of computers and C/Bs


(Source: A320 FCOM 3.04.24)

7.1 Tripped C/B reengagement in flight

In flight, do not re-engage a circuit breaker that has tripped by itself, unless the Captain (using
his/her emergency authority) judges it necessary for the safe continuation of the flight. This
procedure should be adopted only as a last resort, and only one re-engagement should be
attempted.

On ground, do not re-engage any tank fuel pump circuit breaker. For all other circuit breakers, if
the flight crew coordinates the action with maintenance, they may re-engage a tripped C/B,
provided the cause of the tripped C/B is identified.

7.2 Computer reset

7.2.1 On ground

On ground almost all computers can be reset except:

ECU (Engine Control Unit)


EIU ( Engine Interface Unit)
BSCU (Brake Steering Control Unit) if the aircraft is not stopped (see also FCOM 3.04.32)
SAC (Slat and Flap Control Computer) could lead to slats/flaps locked.

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7.2.2 In flight

In flight, the crew must restrict computer resets to those listed in the table (A320 FCOM, 3.04.24)
For the following system malfunction respectively ECAM warnings/cautions a trouble shooting
procedure exists:

VENT AVNCS SYS FAULT


AIR PACK 1(2) REGUL FAULT
AUTO FLT YAW DAMPER 1 (2) FAULT
WINDSHEAR DET FAULT
REAC W/S DET FAULT
AUTO FLT FCU 1(2) FAULT
AUTO FLT FCU 1+ 2 FAULT
one MCDU locked or blank
both MCDU locked or blank
FMGC malfunction
F/CTL ELAC 1 (2) FAULT
F/CTL ALTN LAW
F/CTL ELAC 1 (2) FAULT
F/CTL ELAC 1 (2) PITCH FAULT
Braking malfunction
ELAC OR SEC malfunction
ANTI ICE L (R) WINDSHIELD (WINDOW)
FWS FWC 1 (2) FAULT
L/G LGCIU 1 (2) FAULT
Failure messages on the CIDS FAP in the cabin
ENG IGN A + B FAULT
ENG 1 (2) FADEC A (B) FAULT
COM CIDIS 1 + 2 FAULT
Frozen RMP
FAP freezing
SMOKE LAV + CRG DET FAULT

7.2.3 BSCU reset (in-flight and on ground)

(Source: A320 FCOM 3.04.32)

In case of braking / steering problems, the crew may perform a BSCU reset to recover correct
functioning of the system. In particular this applies in the case of any of the following ECAM
warnings:

WHEEL N.W. STEER FAULT


BRAKES AUTO BRAKE FAULT
BRAKES BSCU CH 1 (2) FAULT
BRAKES BSCU SYS 1 (2) FAULT

For more details see FCOM 3.04.32 BSCU RESET

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7.3 ECAM advisories

(Source: A320 FCOM 3.02.80)

For several advisories (CAB PRESS, ELEC, FUEL & APU) recommended actions exist. See
FCOM 3.2.80 ECAM ADVISORY CONDITION

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8 Stabilized approach
8.1 Definition

(Source: Airberlin OM-A , 2.3.11.1)

An approach is stabilized if all of the following conditions are met:

Aircraft is on correct flight path.


Only small changes in heading and pitch are required to maintain path (10 heading, 2
pitch).
Aircraft speed is not more than Vref + 20 KIAS and not less than Vref. (necessary call outs
by PNF: +10 KIAS / -5 KIAS of deviations)
Aircraft is in the proper landing configuration.
Sink rate maximum 1000 FPM below 1000ft AGL.
Power setting appropriate for configuration and not below the minimum power for approach
as defined by the aircraft operations manual (A320 & A319: N1 approx. 40%-55%)
All briefings and checklists have been performed
ILS approach must be flown within one dot of the expanded localizer band.

Exception:
Circling approach and VFT training patterns: wings must be level on final when aircraft
reaches 500 feet AGL, except respective approach procedure dictates otherwise.

8.2 Philosophy of stabilized approach

(Source: Airberlin OM-A 2.3.11.2)

All approaches must be stabilized by 1000 feet AGL!

In order to reduce the risk of "approach and landing accidents", go-arounds should be initiated
whenever a safe landing is not assured, stabilized approach criteria are violated, field not in
sight at DH / MDA or any other safety reason . Any go-around accomplished needs not to be
reported to DO, however an explanation has to be given to the passengers.

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9 Landing technique

9.1 Final approach

(Source: A320 Instructor Support, Normal Operation)

Once AP is set to OFF using the Instinctive Disconnect button on the stick either on short final or in
the flare, be smooth on the stick. The A/C is stable. If you feel that you are very active on the stick,
release it and the A/C will stabilize.
When transitioning from IMC to VMC, watch the BIRD position versus the A/C attitude symbol in
the centre of PFD; this gives a good assessment of the drift, thus in which direction to look for the
runway. But then:
dont turn towards the runway
dont duck under.

The final approach with crosswind is conducted flying the aircraft track to the runway centreline, i.e.
applying a drift correction. This is a crabbed approach with wings level.

9.2 Flare

(Source: A320 Instructor Support, Normal Operation)

When reaching 50 ft RA, the pitch law is modified to flare mode: indeed, the normal pitch law which
provides trajectory stability is not the best adapted for the flare manoeuvre. The system memorizes
the attitude at 50 ft, and that attitude becomes the initial reference for pitch attitude control. As the
aircraft descends through 30 ft, the system begins to reduce the pitch attitude (2 down in 8 sec).
Consequently as the speed reduces, the pilot will have to move the stick rearwards to maintain a
constant path. The flare technique is thus very conventional. Feedbacks and static stability
augmentation are removed on ground. The roll is a roll rate law till the A/C is on ground.
Start the flare at around 20 ft; it is a progressive aft action on the stick. A continuous aft
pressure has to be applied as usual.
At 20 ft a call out RETARD reminds the pilot to retard thrust lever. It is a reminder, not an
order. Indeed with ATHR ON, SPEED mode is effective except if autoland (AP ON with
LAND/FLARE). Therefore if you are late to retard the thrust levers in a manual landing, the
ATHR will add thrust during the flare to keep the A/C on target speed.
In order to assess the flare and the A/C position versus the ground, look out well ahead of
the A/C. However if PITCH greater than 10, PNF shall announce it. The typical pitch
increment in Flare is approximately 4 which leads to a 1 flight path angle associated to
a 10 kts speed decay in the manoeuvre. These are typical figures.

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9.3 Crosswind landing

(Source: A320 Instructor Support, Normal Operation)

During the flare, the roll normal law is still effective. Thus when the pilot applies a right rudder pedal
input for example, the aircraft yaws and rolls to the right; but it stabilizes with a steady bank angle.
The more pedal input there is, the more induced yaw and bank there is with stick free. The aircraft
will then turn gently to the right.
If the A/C comes for landing with wind from the left, and if the pilot wishes the A/C to land with the
fuselage aligned with runway centreline, he has to apply some rudder to the right. Thus, if he does
not act laterally on the stick, the A/C will turn to the right because of the resulting bank angle and
because of the effect of the wind.
In order to keep the A/C on the runway centreline, the pilot will have to apply some stick to the left.
Hence the recommended technique for crosswind landing is:
smoothlyapply rudder to align the A/C on runway centreline.
act on the stick (on the opposite direction) to maintain the A/C on the centreline, with
possibly very slight wing down into wind.

Note:

In strong crosswind, a full decrab might lead to a significant into wind aileron input causing a
significant bank angle. The Pilot must be aware that there are aircraft geometry limitations in pitch
and in bank not only to prevent incurring a tail strike but to prevent scrapping the engine pod, the
flaps or the wing tip. In such conditions, a partial decrab is preferable.
Example: with 30 kts crosswind, a full decrab leads to 10 bank angle, whereas a partial decrab (5
crab angle remaining) requires only 5 bank angle.

9.4 Tail strike at landing

(Source: FCOM Bulletin N 806/1)

Industry statistics show that tail strikes are more likely to occur at landing, than at takeoff (2 to 1).
Although most of them are due to deviations from normal landing techniques, some are associated
with such external conditions as turbulence and wind gradient.

Deviations from normal landing technique are the most common causes of tail strikes, the main
reasons for this being:

Allowing speed to decrease well below Vapp before flare.


Prolonged hold-off for a smooth touchdown.
Too high flare
Too high a sink rate, just prior reaching the flare height.
Bouncing at touchdown.

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9.5 Bouncing at touch down

(Source: FCOM Bulletin N 806/1)

In case of a light bounce, maintain the pitch attitude and complete the landing, while keeping thrust
at idle. Do not allow the pitch attitude to increase, particularly following a firm touchdown with a
high pitch rate. In case of a high bounce, maintain the pitch attitude and initiate a go-around.
Do not try to avoid a second touchdown during the go-around. Should it happen, it would be soft
enough to prevent damage to the aircraft, if pitch attitude is maintained.
Only when safely established in the go-around, retract flaps one step and the landing gear.
A landing should not be attempted immediately after a high bounce, as thrust may be required to
soften the second touchdown, and the remaining runway length may be insufficient to stop the
aircraft.

9.6 Engine-out landing

(Source: FCOM 3.04.27 P5)

The engine-out landing is basically a conventional landing. The pilot should trim to maintain the slip
indication centred. It is yellow, as long as N1 is less than 80%. Between 100 and 50 feet, the pilot
he can reset rudder trim to make the landing run easier, and to recover full rudder travel in both
directions.

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10 Weather radar
10.1 General

A weather radar is only as good as the operators interpretation of the echoes that are displayed on
the indicator. The pilot must combine his knowledge of how radar works and its limitations with
such things as the prevailing weather pattern, the geographic location, and his personal experience
to make a sound interpretation of the displayed targets.

10.2 Technical background

(Source: Instructor Support, Normal Operation)

The weather radar detects precipitation droplets such as:

rain drops
wet hail
wet snow, etc.

The strength of the echo is a function of the drop size, composition and amount. Water particles
reflect five times as much as ice particles of the same size.

Consequently the following weather phenomena are not detected by radar:

clouds
fog
clear air turbulence
lightning
wind

The antenna is stabilized. The angle between the weather radar antenna and the local horizon is
called tilt.

10.3 Use of the weather radar

The weather radar is used to detect, analyze and avoid significant weather.

10.3.1 Tilt

Effective tilt management is the key to weather avoidance. Weather scanning is achieved by
varying the tilt. The basic/initial value of the antenna tilt should be such as to depict the first ground
returns at the top of the ND. Consequently, the tilt is directly linked to the phases of flight and the
ND range selection.

10.3.1.1 Before Take off

If significant weather is suspected, slowly scan up to +10 the departure path, then set the tilt to
+ 4.

10.3.1.2 Climb

To avoid over scanning, tilt downwards as the aircraft climbs and maintain ground returns at the
top of the ND.

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10.3.1.3 Cruise

Use a slightly negative tilt and maintain ground returns at the top of the ND. A good range to
identify and observe significant weather is the 80NM range. Set the 160 NM range, tilt down until
ground returns are on the 80NM line and return to the 80NM range. When closing in on significant
weather decrease the ND range and tilt further down.
Notes:
Over calm sea and even ground the ground return is poor.
No ground returns beyond line of sight.(In FL 370 the line of sight is approximately 240NM)

10.3.1.4 Descent

During descent tilt upward to maintain the ground returns at the top of the ND

10.3.1.5 Approach

To avoid ground returns tilt upward to + 4

10.3.2 Gain

Gain is mostly used in mode AUTO. Before evaluating any weather echoes, start with the gain in
AUTO mode. Manually vary the gain to determine the strongest area of a cell, then set the gain
back to AUTO.

10.3.3 WX+T and TURB modes

WX+T and TURB are used to locate wet turbulence areas. When using turbulence detection,
adjust the tilt to eliminate ground returns up to 90 NM. Turbulence is detected within approx. 50 NM
and not affected by gain setting.

10.4 Spotting dry hail

Small dry hail may not return echoes on a radar that is designed for weather avoidance. As it falls
into warmer air, however, it begins to melt and form a thin surface layer of liquid that will give a
return. A slight downward tilt of the antenna (toward the warmer air at lower altitude) may show rain
coming from unseen dry hail that is directly in the flight path. When rain returns appear below the
flight path, but not in the line of flight, the aircraft could be flying into hail. At low altitude operation,
the reverse is sometimes true: the radar may be scanning below a rapidly developing storm cell,
from which the heavy rain droplets have not had time to fall to the flight level through the updrafts.
Tilting the antenna up and down regularly will produce the total weather picture.

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10.5 Turbulence versus altitude

Studies by the National Severe Storms Laboratory (NSSL) of Oklahoma show that thunderstorms
extending to 60000ft show little variation of turbulence intensity with altitude.
Remember that ice crystals are poor reflectors. A strong echo may be received from rain water at
lower altitudes, but a weaker echo will be received as the antenna is tilted up because of frozen
water at the higher altitudes. Thus the intensity of the echo might diminish with altitude, but the
severity of the turbulence might not.

10.6 Turbulence above cloud tops

Limited flight data shows there may be a relationship between turbulence above cloud tops and the
speed of upper tropospheric winds. When the winds at the top of the storm exceeds 100 kt,
significant turbulence can be expected as high as 10,000 ft above the cloud tops. This value may
decrease 1,000 ft for each 10-kt reduction of tropospheric wind speed.

10.7 Colour gradient

Echo intensity gradients should also be observed and are very important. Closely spaced or thin
lines between different colours are usually associated with severe turbulence and should be
avoided.

10.8 Pilot behaviour with significant weather

It is recommended to take the following actions to avoid significant weather:

whenever suspecting weather, scan by varying radar tilt.


do not under estimate a thunderstorm even if the echo is weak (wet parts only are
detected).
avoid all red and magenta cells by at least 20 NM.
deviate upwind rather than downwind (less chances of turbulence or hail).
Do not attempt to fly below a storm even in visual conditions (turbulence, wind shear).
Use turbulence detection to isolate turbulence from precipitation.
Severe turbulence may be encountered up to 5000 ft above a cell.
Storms with tops above 35000 ft must be considered hazardous.
Frequent and vivid lightning indicates a high probability of severe turbulence.

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10.9 Severe turbulence:

(Source: A320 FCOM 3.4.91)

If turbulence is unavoidable, aim to keep the speed in the region of the target speed given in this
section, so as to provide the best protection against the effect of gust on the structural limits, whilst
maintaining an adequate margin above VLS.

Consider requesting a lower flight level to increase margin to buffet onset. (Sufficient buffet
margin exists at optimum altitude.)
Before entering an area of known turbulence, the flight crew and the cabin crew must
secure all loose equipment and turn on the "SEAT BELTS" and "NO SMOKING" signs.
Keep the autopilot ON.
When thrust changes become excessive : disconnect Auto Thrust.
Set the thrust to give the recommended speed (see table FCOM 3.4.91). This thrust setting
attempts to obtain, in stabilized conditions, the speed for turbulence penetration given in
the graph below.
Only change thrust in case of an extreme variation in airspeed, and do not chase your
Mach or airspeed. A transient increase is preferable to a loss of speed, that decreases
buffet margins and is difficult to recover.

If the crew flies the aircraft manually:

Expect large variations in altitude, but do not chase altitude.


Maintain attitude and allow altitude to vary.

For Approach:

Use A/THR for managed speed.


Configuration FULL, or 3, can be used. However, Configuration 3 provides more energy
and less drag.

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11 Winter operation

11.1 Flight planning

11.1.1 General

For more details concerning flight planning refer also to chapter Flight Planning

11.1.2 Runway contamination

Code: RRDCddBB

RR Runway
e.g. 25L = 25, 25R = 75, all = 88

D Deposit C Contamination
0 clear & dry 1 < 10%
1 damp 2 11%-25%
2 wet or water 5 26%-50%
patches
3 rime or frost 9 51% - 100%
covered
4 dry snow / not reported
5 wet snow
6 slush
7 ice dd Depth
8 Compact or 00 < 1mm
rolled snow
9 Frozen ruts or 01 1 mm
ridges
/ Deposit not 02 2 mm
reported
xx xx mm
BB Braking (fc) 90 90 mm
action
95 good 0.40 91 not used
94 medium -good 0.36 - 0.39 92 10 cm
93 medium 0.30 0.35 93 15 cm
92 medium - poor 0.26 0.29 9x 5x cm
91 poor 0.25 98 40 cm
99 unreliable 99 Rwy inop
// not reported // not significant

Remarks
88CLRD// all Rwys o.k. DDSNOCLO Rwy closed due to snow removal
RR//99// Rwy clearance in progress

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11.1.3 Required landing distance

(Source: A320 FCOM 2.03.10)

11.1.3.1 Manual landing

11.1.3.1.1 Required landing distance (pre-flight)

The required landing distance for pre-flight planning is equal to the actual landing distance
multiplied with 1.67.

5
l req = l act lreq: required landing distance
3
lact: actual landing distance

11.1.3.1.2 Summary, required landing distance, manual landing

Required landing distance in meters


Runway condition
Landin dry wet 6.3mm 12.7mm 6.3mm 12.7mm Compacted ice
g mass water water slush slush snow
64t 1500 1970 2670 2560 2570 2530 2460 4320
62t 1440 1920 2580 2480 2500 2400 2410 4230
58t 1370 1800 2400 2320 2370 2270 2290 4040
54t 1320 1690 2240 2170 2240 2150 2180 3860

Assumptions:
Configuration FULL
Airport elevation 2000ft
2 Reversers operative
No wind correction
No CG correction
No correction for speed increment

11.1.3.2 Automatic landing

Determine the corrected required landing distance for manual landing from the data above.

The required landing distance for automatic landing is equal to the corrected required landing
distance for manual landing except in the following case:

In case of landing in Conf 3 with landing weight equal to or less than 65000 kg, it is equal
to the corrected required landing distance for manual landing increased by 125 meters.

In case of landing in Conf FULL with landing weight equal to or less than 65000 kg, it is
equal to the corrected required landing distance for manual landing increased by 70
meters.

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11.2 Definitions

(Source A320 FCOM 2.4.10)

Contaminated runway: A runway is considered to be contaminated when more than 25% of


the runway surface area (whether in isolated areas or not) within the required length and
width being used is covered by the following:
o Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow, equivalent
to more than 3 mm (0.125 in) of water; or
o Snow which has been compressed into a solid mass which resists further
compression and will hold together or break into lumps if picked up (compacted
snow); or - Ice, including wet ice

Wet runway: A runway is considered wet when the runway surface is covered with water,
or equivalent, less than or equal to 3 mm or when there is sufficient moisture on the
runway surface to cause it to appear reflective, but without significant areas of standing
water.

Wet runway and equivalent: Equivalent of a wet runway is a runway covered with or less
than
o 2mm slush
o 3 mm standing water
o 4 mm wet snow
o 15 mm dry snow

Damp runway: A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance.

Dry runway: A dry runway is one which is neither wet nor contaminated, and includes
those paved runways which have been specially prepared with grooves or porous
pavement and maintained to retain effectively dry braking action, even when moisture is
present.

Icing conditions may be expected when the OAT (on the ground and for takeoff) or when
TAT (in flight) is at or below 10C, and there is visible moisture in the air (such as clouds,
fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water,
slush, ice or snow is present on the taxiways or runways.

Standing Water is caused by heavy rainfall and/or insufficient runway drainage with a
depth of more than 3 mm.

Slush is water saturated with snow which spatters when stepping firmly on it. lt is
encountered at temperatures around 5C and its density is approximately 0.85 kg/dm3.

Wet snow is a condition where, if compacted by hand, snow will stick together and tend to
form a snowball. Its density is approximately 0.4 kg/dm3.

Dry snow is a condition where snow can be blown if loose, or if compacted by hand, will fall
apart again upon release. Its density is approximately 0.2 kg/ dm3.

Compacted snow is a condition where snow has been compressed (a typical friction
coefficient is 0.2).

Icy is a condition where the friction coefficient is 0.05 or below.

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On ground operation

11.2.1 Securing the aircraft for cold soak

See A320 FCOM 3.04.91

11.2.2 Engine start in cold weather

(Source: A320 FCOM 3.1.70)

If oil temperature is below 40 C the engine has to be preheated


T/O with oil temperatures below -10C is not allowed

11.3 De-icing on ground

11.3.1 Clean aircraft concept

(Source: Air Berlin OM-A 8.2.5.7)

A pilot shall not take off in an airplane that has:

frost, snow, slush or ice adhering to any fan blade, windshield or power plant installation or
to airspeed, altimeter, rate of climb or flight altitude instrument systems.
snow, slush or ice adhering to the wings or stabilizers or control surfaces or any frost
adhering to the upper surfaces of wings or stabilizers or control surfaces.

The MAKE IT CLEAN AND KEEP IT CLEAN rule applies. This is known as the
Clean Aircraft Concept and it is ultimately the responsibility of the Commander that this rule is
effectively followed on every takeoff.

It is imperative that takeoff not be attempted unless the CDR has ascertained, that all critical
surfaces of the aircraft are free of adhering ice, snow, or frost formations.

11.3.2 Exterior inspection

An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed
from points offering a clear view of these parts.

In particular, these parts include:

Wing surfaces including leading edges,


Horizontal stabilizer upper and lower surface,
Vertical stabilizer and rudder,
Fuselage,
Air data probes,
Static vents,
Angle-of-attack sensors,
Control surface cavities,
Engines,
Generally intakes and outlets,
Landing gear and wheel bays.

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11.3.3 Clear ice phenomenon

Under certain conditions, a clear ice layer or frost can form on the wing upper surfaces when the
aircraft is on the ground. In most cases, this is accompanied by frost on the under wing surface.
Severe conditions occur with precipitation, when sub-zero fuel is in contact with the wing upper
surface skin panels. The clear ice accumulations are very difficult to detect from ahead of the wing
or behind during walk-around, especially in poor lighting and when the wing is wet. The leading
edge may not feel particularly cold. The clear ice may not be detected from the cabin either
because wing surface details show through.

The following factors contribute to the formation intensity and the final thickness of the clear ice
layer:

Low temperature of fuel that was added to the aircraft during the previous ground stop
and/or the long airborne time of the previous flight, resulting in a situation that the
remaining fuel in the wing tanks is below 0 C.
Abnormally large amount of remaining cold fuel in wing tanks causing the fuel level to be in
contact with the wing upper surface panels as well as the lower surface, especially in the
wing tank area.
Temperature of fuel added to the aircraft during the current ground stop, adding (relatively)
warm fuel can melt dry, falling snow with the possibility of re-freezing. Drizzle/rain and
ambient temperatures around 0C on the ground is very critical. Heavy freezing has been
reported during drizzle/rain even at temperatures of 8 to 14C.

The areas most vulnerable to freezing are:

The wing root area between the front and rear spars,
Any part of the wing that contains unused fuel after flight,
The areas where different wing structures are concentrated (a lot of cold metal), such as
areas above the spars and the main landing gear doubler plate.

11.3.4 General checks

A recommended procedure to check the wing upper surface is to place high enough steps
as close as possible to the leading edge and near the fuselage, and climb the steps so that
you can touch a wide sector of the tank area by hand. If clear ice is detected, the wing
upper surface should be de-iced and then re-checked to ensure that all ice deposits have
been removed.

It must always be remembered that below a snow / slush / anti-icing fluid layer there can
be clear ice.

Ice can build up on aircraft surfaces when descending through dense clouds or
precipitation during an approach. When ground temperatures at the destination are low, it
is possible that, when flaps are retracted, accumulations of ice may remain undetected
between stationary and moveable surfaces. It is, therefore, important that these areas are
checked prior to departure and any frozen deposits removed.

Under freezing fog conditions, it is necessary for the rear side of the fan blades to be
checked for ice build-up prior to start-up. Any discovered deposits should be removed by
directing air from a low flow hot air source, such as a cabin heater, onto the affected areas.

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When slush is present on runways, inspect the aircraft when it arrives at the ramp for
slush/ice accumulations. If the aircraft arrives at the gate with flaps in a position other than
fully retracted, those flaps which are extended must be inspected and, if necessary, de-
iced before retraction.

As mentioned above, the Flight Crew Operating Manual allows takeoff with a certain
amount of frost on certain parts of the aircraft (a frost layer less than 3mm on the
underside of the wings, in the area of fuel tanks and a thin layer of rime or a light coating of
powdery (loose) snow on the upper surface of the fuselage.) This allowance exists to cope
mainly with cold fuel, and humid conditions not necessarily linked to winter operations.
However, when the aircraft need to be de-iced, these areas must be also de-iced.

It is important to note that the rate of ice formation is considerably increased by the
presence of an initial depth of ice. Therefore, if icing conditions are expected to occur
along the taxi and takeoff path, it is necessary to ensure that all ice and frost is removed
before flight. This consideration must increase flight crew awareness to include the
condition of the taxiway, runway and adjacent areas, since surface contamination and
blown snow are potential causes for ice accretion equal to natural precipitation.

During anti-icing and de-icing, the moveable surfaces shall be in stowed position.
(Source Airberlin OM-A 8.2.5.6)

Flaps should be set just prior take-off to prevent damage by slush, sleet, snow, ice.
(Source Airberlin OM-A 8.2.5.6)

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11.3.5 Responsibility
11.3.5.1 Maintenance responsibility

The information report (de-icing/anti-icing code) given to the cockpit is a part of the technical
airworthiness of the aircraft. The person releasing the aircraft is responsible for the performance
and verification of the results of the de/anti-icing treatment. The responsibility of accepting the
performed treatment lies, however, with the Commander.

11.3.5.2 Operational responsibility

The general transfer of operational responsibility takes place at the moment the aircraft starts
moving by its own power.

The responsible ground crew member should be clearly nominated. He should check the aircraft
for the need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, if required, and
he is responsible for the correct and complete de-icing and/or anti-icing of the aircraft.

As the final decision rests with the Commander, his request will supersede the ground crew
members judgement to not de-ice.

As the Commander is responsible for the anti-icing condition of the aircraft during ground
manoeuvring prior to takeoff, he can request another anti-icing application with a different mixture
ratio to have the aircraft protected for a longer period against accumulation of precipitation.
Equally, he can simply request a repeat application.

Therefore, the Commander should take into account forecasted or expected weather conditions,
taxi conditions, taxi times, holdover time and other relevant factors. The Commander must, when in
doubt about the aerodynamic cleanliness of the aircraft, perform (or have performed) an inspection
or simply request a further de-/anti-icing.

11.3.6 Final check before aircraft dispatch

No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing
operation unless the aircraft has received a final check by a responsible authorized person.

The inspection must visually cover all critical parts of the aircraft and be performed from points
offering sufficient visibility on these parts (e.g. from the de-icer itself or another elevated piece of
equipment). It may be necessary to gain direct access to physically check (e.g. by touch) to ensure
that there is no clear ice on suspect areas.

No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight
crew has been notified of the type of de-icing / anti-icing operation performed. The ground crew
must make sure that the flight crew has been informed. The flight crew should make sure that they
have the information.
This information includes the results of the final inspection by qualified personnel,
indicating that the aircraft critical parts are free of ice, frost and snow. It also includes the
necessary anti-icing codes to allow the flight crew to estimate the holdover time to be expected
under the prevailing weather conditions.

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11.3.7 Procedures

(Source A320 FCOM 3.4.91)

11.3.7.1 Cockpit preparation

Before treatment, avoid pressurizing or testing flight control systems.


Try to make sure that all flight support services are completed prior to treatment, to avoid
any delay between treatment and start of taxiing.
Avoid indiscriminate use of de-icing fluid and its ingestion by the engine or APU.
Do not move flaps or slats, flight control surfaces, or trim surfaces, if they are not free of
ice.
Always have the aircraft treated symmetrically: The left and right sides must receive the
same and complete treatment.

11.3.7.2 Before fluid spraying:

CAB PRESS MODE SEL CHECK AUTO


ENG BLEED 1 + 2 OFF
APU BLEED OFF
DITCHING pushbutton ON
Outflow valve, pack valves, and avionic ventilation inlet and extract valves close.
This prevents de-icing fluid from entering the aircraft. Avionic ventilation is in closed circuit
with both fans running. In view of the low OAT, there is no time limit for this configuration.
Note: If the "VENT AVNCS SYS FAULT" warning appears, reset the AEVC circuit breaker
at the end of the aircraft de-icing procedure. AIR COND/AVNCS VENT/CTL D06 on 49VU.
AIR COND/AVNCS/VENT/MONG Y17 on 122 VU.
THRUST LEVERS CHECK IDLE

Aircraft prepared for spraying

11.3.7.3 Upon completion of the spraying operation

DITCHING pushbutton OFF


OUTFLOW VALVE CHECK OPEN
On the ECAM PRESS page, confirm that the outflow valve indication reaches the open
green position to avoid any unexpected aircraft pressurization.
ENG BLEED 1 + 2 ON
At least 60 seconds after APU start, or on completion of spraying operation:
APU BLEED ON
PITOTS and STATICS (ground crew) CHECK
GROUND EQUIPMENT REMOVE
DE-ICING/ANTI-ICING REPORT RECEIVED
The information from ground personnel, who performed the de-icing and post-application-
check, must include (anti icing code):
o Type of fluid used.
o The mix ratio of fluid to water (for example 75/25).
o When the holdover time (HOT) began.
o Hold over time (HOT)
NORMAL PROCEDURE RESUME

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Apply appropriate normal procedures. Pay special attention to the flight control check.
In freezing precipitation, perform the appropriate checks to evaluate aircraft icing. Base the
decision on whether to takeoff, or to re-protect the aircraft, on the amount of ice that has built up on
the critical surfaces since the last de-icing, as revealed by a personal inspection from the inside
and outside of the aircraft. Make this inspection before the holdover time expires, or just before
takeoff.

Note: If the fuselage has been sprayed, there is a risk of de-icing fluid ingestion by the APU air
intake, resulting in specific odours, or SMOKE warnings. Thus, consider APU BLEED OFF during
takeoff.

The minimum requirement is to receive the anti-icing code in order to figure out the available
protection time from the holdover timetable.
Do not consider the information given in the holdover timetables as precise. There are several
parameters influencing holdover time. The timeframes given in the holdover timetables consider
the very different weather situations worldwide. The view of the weather is rather subjective;
experience has shown that a certain snowfall can be judged as light, medium or heavy by different
people. If in doubt, a pre-takeoff check should be considered

11.4 Taxiing in icing conditions

(Source: A320 FCOM 2.04.10)

If taxiing in icing condition with precipitation on runways and taxiways contaminated with slush or
snow:

Before T/O keep flaps & slats retracted until reaching the holding point on the T/O runway.
After landing do not retract flaps & slats to avoid damage of the structure
After engine shut down make a visual inspection to determine that the flaps/slats
mechanism is free of contamination
When flaps/slats mechanism is free of contamination use following procedure:
o BLUE & YELLOW PUMP ON
o FLAPS RETRACT
o BLUE & YELLOW PUMP OFF

Note:

1. On contaminated runways and taxiways, the radio altitude indications may fluctuate and
auto call outs or GPWS warnings may be activated. Disregard them.
2. During taxi on snowy runways, the radio altimeters may not compute any data and the
ECAM warnings 'DUAL ENG FAILURE', 'ANTI ICE CAPT TAT FAULT', 'ANTI ICE F/O TAT
FAULT', 'L/G SHOCK ABSORBER FAULT' may be triggered. Disregard these warnings.

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11.5 Take off on contaminated runways

11.5.1 Runway contamination

If the layer of contaminant on the runway is thin enough, the runway is not considered
contaminated, but only wet.

As far as performance determination is concerned, the following guidelines should be considered:

Wet runway and equivalent: Equivalent of a wet runway is a runway covered with or less
than
o 2mm slush
o 3 mm standing water
o 4 mm wet snow
o 15 mm dry snow

Contaminated runway:
A linear equivalence between depth of slush and snow has been defined:
o 12.7 mm wet snow is equivalent to 6.3 mm slush
o 50.8 mm dry snow is equivalent to 6.3 mm slush
Note :
1. On a damp runway no performance degradation should be considered.
2. It is not recommended to take off from a runway covered with more than 50.8mm of dry
snow or 25.4mm of wet snow.
3. FLEX takeoff is not allowed from a contaminated runway.

11.5.2 Performance Optimization

A contaminated runway impacts runway-related performance. The accelerate-go distance is


increased due to the precipitation drag, and the accelerate-stop distance is increased due to the
reduction in the friction forces.

The natural loss of payload, resulting from lower takeoff weight, can be minimized by different
means. Optimization of flap setting, takeoff speeds and derated takeoff thrust are the main ways of
limiting a loss in takeoff weight.

11.5.3 Flap setting

Three different flap settings are proposed for takeoff.

The influence of the flap setting on the takeoff performance is well-known. Low flap settings (e.g.
Conf1+F) provide good climb performance (good lift to drag ratio) while the takeoff distance is
longer (in other words bad runway performance). A higher flap setting (e.g. Conf 3) helps reduce
the takeoff distance (improvement of the runway performance) at the expense of the climb
performance (degradation of the lift to drag ratio).

Most of the time, a contaminated runway calls for higher flap setting. The accelerate-go and the
accelerate-stop distances are then reduced. Yet, the presence of an obstacle may still require a
minimum climb gradient calling for a lower flap setting. The right balance must be found.

The choice of the optimum flap setting is usually done manually. A quick comparison of the
performance for the three different flap settings reveals which one is best.

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11.5.4 Recommended procedure

(Source: A320 FCOM 2.04.10,)

When taking off on contaminated runways, following procedure is recommended:

Select TOGA
Do not abort takeoff for minor deficiencies even at low speeds
If you have to abort takeoff maintain directional control with the rudder and small inputs to
the nose wheel. If necessary, use differential braking
Rotate not before VR , lift off and retract gear and flaps in the normal manner.

11.5.5 Crosswind limits

(Source: Airbus FCOM 2.04.10)

Reported runway reported braking max. crosswind equivalent runway


friction coefficient action component condition
0.40 and above good 29kt 1
0.36 0.39 medium-good 29kt 1
0.30 0.35 medium 25kt 2/3
0.26 0.29 medium-poor 20kt 2/3
0.25 and below poor 15kt 3/4
unreliable 5kt 4/5

equivalent runway condition (only valid for maximum crosswind determination)

1. dry, damp or wet runway (less than 3mm water depth)


2. runway covered with slush
3. runway covered with dry snow
4. runway covered with standing water with risk of hydroplaning or wet snow
5. icy runway or high risk of hydroplaning

11.6 Aircraft contamination in flight

11.6.1 General

Atmospheric physics and meteorology tell us that icing conditions generally occur from
slightly positive C down to -40 C and are most likely around FL100. Nevertheless, it
should be understood that if severe icing rarely occurs below -12 C, slightly positive OATs
do not protect from icing and that icing conditions can be potentially met at any FL.
High accretion rates are not systematically associated with Cumulonimbus; stratiform
clouds can accumulate lots of ice.
Icing conditions are far most frequent than effective ice accretion. Icing conditions do not
systematically lead to ice accretion.
Should the pilot encounter icing conditions in flight, some recommendations are:
In addition to using EAI and WAI according to procedures, the pilot should keep an eye on
the icing process: Accretion rate, type of cloud.
o When rapid icing is encountered in a stratiform cloud, a moderate change of
altitude will significantly reduce the rate.

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o If icing conditions prevail on the approach, keep speed as high as permitted, delay
flap extension as much as possible, and do not retract flaps after landing.

11.6.2 Engine anti-ice

(Source A320 FCOM 3.4.30)

ENGINE ANTI ICE must be ON during all ground and flight operations, when icing conditions exist,
or are anticipated, except during climb and cruise when the SAT is below - 40 C.
ENGINE ANTI ICE must be ON before and during a descent in icing conditions, even if the SAT is
below - 40 C.

11.6.3 Wing anti-ice

(Source: A320 FCOM 3.4.30)

WING ANTI ICE may either be used to prevent ice formation, or to remove ice accumulation from
the wing leading edges.
WING ANTI ICE should be selected ON, whenever there is an indication that airframe icing exists.
This can be evidenced by ice accumulation on the visual ice indicator (located between the two
cockpit windshields), or on the windshield wipers.

11.7 Landing on contaminated runways

(Source: A320 FCOM 2.04.10)

(Source: A320 FCOM 3.4.30)

When landing on contaminated runways, following procedure is recommended:

Avoid landing on contaminated runways if antiskid is not functioning.


Use auto brake
Approach at the normal speed
Make a positive touchdown
If needed use max reverse thrust until the aircraft is fully stopped
Use nose wheel steering with care

Caution:

Extended flight, in icing conditions with the slats extended, should be avoided.
If there is evidence of significant ice accretion and to take into account ice formation on
non heated structure, the minimum speed should be :
o In configuration full, VLS + 5 knots, and the landing distance must be multiplied by
1.1.
o In configuration lower than FULL, VLS + 10 knots, and the landing distance in
CONF 3 must be multiplied by 1.15.

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11.7.1 Crosswind limits for landing on contaminated runways

(Source: Airbus FCOM 2.04.10)

Reported runway reported braking max. crosswind equivalent runway


friction coefficient action component condition
0.40 and above good 33kt 1
0.36 0.39 medium-good 29kt 1
0.30 0.35 medium 25kt 2/3
0.26 0.29 medium-poor 20kt 2/3
0.25 and below poor 15kt 3/4
unreliable 5kt 4/5

equivalent runway condition (only valid for maximum crosswind determination)

1. dry, damp or wet runway (less than 3mm water depth)


2. runway covered with slush
3. runway covered with dry snow
4. runway covered with standing water with risk of hydroplaning or wet snow
5. icy runway or high risk of hydroplaning

11.8 Low temperature effect on altimeter indication

(Source: Airbus, getting to grips with cold weather operations)

The pressure (barometric) altimeters installed on the aircraft are calibrated to indicate true altitude
under International Standard Atmosphere (ISA) conditions.

This means that the pressure altimeter indicates the elevation above the pressure reference by
following the standard atmospheric profile.
Any deviation from ISA will, therefore, result in an incorrect reading, whereby the indicated altitude
differs from the true altitude.
Temperature greatly influences the isobaric surface spacing which affects altimeter indications.

When the temperature is lower than ISA, the true altitude of the aircraft will be lower than the figure
indicated by the altimeter.

Specifically, this occurs in cold weather conditions, where the temperature may be considerably
lower than the temperature of the standard atmosphere and may lead to a significant altimeter
error.

A low temperature may decrease terrain clearance and may create a potential terrain clearance
hazard. It may also be the origin of an altitude/position error.

11.8.1 Corrections

Various methods are available to correct indicated altitude, when the temperature is lower than
ISA. In all cases, the correction has to be applied on the height above the elevation of the altimeter
setting source. The altimeter setting source is generally the atmosphere pressure at an airport, and
the correction on the height above the airport has to be applied on the indicated altitude. The same
correction value is applied when flying at either QFE or at QNH.

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Increase obstacle elevation by 4% per 10C below ISA of the height above the elevation of the
altimeter setting source, or, decrease aircraft indicated altitude by 4% per 10C below ISA of the
height above the elevation of the altimeter setting source.

This method is generally used to adjust minimum safe altitudes and may be applied for all
altimeters setting source altitudes for temperatures above -15C.

11.8.2 Example

Lets assume ZRH with an airport elevation of 1500 ft. The airport elevation is the same as
altimeter setting source altitudes elevation = 1500 ft.
The ISA temperature at 1500 ft is 12C.

Lets now assume that the actual Outside Air Temperature (OAT) is -10C. The ISA deviation is
then, equal to 22C.

The Intermediate altitude on the VOR 28 approach is 4000ft or 2500ft above GND.

The altitude error is: A = 2500ft 0.04 22 = 220ft


10

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12 Handling of abnormal and emergency situations

12.1 Types of failures

Independent: a failure that affects an isolated system or item of equipment without


degrading the performance of others in the aircraft.
Primary: a failure of a system or an item of equipment that costs the aircraft the use
of other systems or items of equipment.
Secondary: the loss of a system or an item of equipment resulting from a primary
failure.

12.2 Color code

The ECAM display uses a color code that indicates the importance of the failure or the indication.

RED: The configuration or failure requires immediate action.


AMBER: The flight crew should be aware of the configuration or failure, but need not
take immediate action.
GREEN: The item is operating normally.
WHITE: These titles and remarks guide the flight crew, as they execute various
procedures.
BLUE: These are actions to be carried out, or limitations.
MAGENTA: These are particular messages that apply to particular pieces of equipment
or situations (inhibition messages, for example).

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12.3 Warning / Caution classification

(Source A320 FCOM, 1.31.10)

Level Signification Aural Visual


Red warning: Continuous MASTER WARN
The configuration, or failure requires Repetitive light red flashing
immediate action: Chime or specific red
Aircraft in dangerous (CRC) light.
configuration, or limit flight or Warning
conditions (eg: stall, specific message (red) on
3
overspeed) sound E/WD
System failure altering flight or Automatic call of
safety (eg : Eng fire, excess synthetic the relevant
cab alt) voice system page on
the S/D

Amber caution: Single MASTER CAUT


The flight crew should be aware of the Chime light amber
configuration or failure, but does not (SC) steady
Failure
need to take any immediate action. Caution message
Mode
However, time and situation (amber) on E/WD
permitting, these cautions should be Automatic call of
considered without delay to prevent the relevant
2
any further degradation of the affected system page on
system: the S/D
System failure without any
direct consequence on the
flight safety (eg: HYD G SYS
LO PR)

Amber caution: NONE Caution message


Requires crew monitoring : (amber) on E/WD
1 Failures leading to a loss of generally without
redundancy or system procedure.
degradation (eg : FCDC fault)
System parameters monitoring NONE Automatic call of
the relevant
system page on
Advisory the S/D. The
affected
Information parameter
pulses green.
Information : Recalls normal or NONE Green, Amber, or
Memo automatic selection of functions which Magenta
are temporarily used message
on E/WD

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12.4 Use of QRH

(Source QRH 0.00, A320 FCOM, 3.02.01)

12.4.1 Scope

The QRH contains some specific procedures which are NOT displayed on the ECAM. As a general
rule, the procedures displayed on the ECAM are not provided in the QRH.

g If actions depend on a precondition, a black square indicates the precondition

n A sequential precondition or a phase of flight is indicated by a black dot

TITLE Abnormal procedure displayed on ECAM

TITLE Abnormal procedure not displayed on ECAM

TITLE
Emergency procedure displayed on ECAM

TITLE Emergency procedure not displayed on ECAM

12.4.2 Contents

The QRH is divided in following sections

Emergency Procedures
Abnormal Procedures
Normal Procedures
In FLT Performance
Ops Data
OEBs

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12.4.3 Use of summaries in the QRH

(Source A320 FCOM, 3.02.01)

12.4.3.1 General

The summaries consist of QRH procedures. They have been created to help the crew handle the
actions to be carried out, in the event of an electrical emergency configuration or dual hydraulic
failure.

In any case, the ECAM should be applied first.

This includes both the procedure and the STATUS review.


Only after announcing "ECAM ACTIONS COMPLETED", should the PNF refer to the
corresponding QRH summary.
When the failure occurs, and after performing the ECAM actions, the PNF should refer to the
"cruise" portion of the summary, in order to determine the landing distance coefficient.

Since normal landing distances are also given on this page, the PNF will be able to compute the
landing distance taking failure(s) into account, in order for the pilot to decide whether to divert or
not.

12.4.3.2 Approach preparation

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

After reviewing the STATUS, the PNF should refer to the "cruise" portion of the summary to
determine the VREF correction, and compute the VAPP.

The pilot is presumed to know the computation method, and use the VREF given on the MCDU (the
destination having been previously updated).

A VREF table is provided in the summary, for failure cases leading to the loss of the MCDU. The
landing and go-around portions of the summary should be used for the approach briefing.

12.4.3.3 Approach

The APPR PROC actions should be performed by reading the approach portion of the summary.
This portion has primarily been added due to the flap extension procedure, which is not fully
addressed on the ECAM.

As the recommendations provided in this portion of the summary are deemed sufficient, it is not
necessary to refer to the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure.

After referring to the approach portion of the summary, the PNF should then review the ECAM
STATUS, and check that all APPR PROC actions have been completed.

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12.5 Task sharing for abnormal and emergency procedures

(Source: A320 FCOM, 3.02.01 & QRH 0.00)

Procedures are initiated on the Pilot Flying's command.

No action is taken (apart from canceling audio warnings, through the MASTER WARN light) until :

The appropriate flight path is established


The aircraft is at least 400 feet above the runway, if a failure occurs during takeoff,
approach or go-around.
A height of 400 feet is recommended, because it is a good compromise between the
necessary time for stabilization, and excessive delay in procedure initiation. In some
emergency cases, provided that the appropriate flight path is established, the Pilot Flying
may initiate actions before this height.

PF initiates ECAM: MY CONTROLS, ECAM ACTIONS

Task sharing:

PF:
Controls the Aircraft
Communicates with ATC
Is responsible for the thrust levers
Requests configuration changes

PNF:
Reads titles and checklists and executes required actions.
Irreversible items (engine master switch, IRS, fire pushbutton) must be confirmed by the
PF
Executes configurations changes required by the PF

After a checklist is finished the PNF informs the PF:

PNF: TITLE, COMPLETED, CLEAR ?


PF: CLEAR

After completion of the whole checklist the Status page appears.

Before studying the Status consider following:

Does an OEB (Operations Engineering Bulletin) for the actual problem exist?
Is a restart or reset of an affected System possible?
Are all checklists completed? (Checklists for normal ops as well as checklists in
FCOM 3.02 abnormal and emergency procedures)

PNF reads the Status and confirms the completion of the ECAM procedure with ECAM
COMPLETED, CLEAR?

PF confirms with CLEAR and normal task sharing is resumed.

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Notes:

If an emergency causes LAND ASAP to appear in red on the ECAM, the Pilot Flying
should land at the nearest suitable airport.

If an abnormal procedure causes LAND ASAP to appear in amber on the ECAM, the crew
should consider the seriousness of the situation, and select a suitable airport.

ECAM procedures and STATUS information, supplemented by a PFD/ND check suffice for
handling the fault. However, before applying the ECAM procedures, the fault should be
confirmed on the system display. When ECAM actions have been performed, and the
ECAM STATUS has been reviewed, the crew may refer to FCOM procedure (FCOM 3.02)
for supplementary information, if time permits.

12.6 Use of autopilot

The autopilot (AP) may be used in most failure cases, when available :

In case of engine failure, including CAT II/CAT III ILS approaches and fail-passive
automatic landing.
When performing an engine-out non precision approach, the use of the AP is not permitted
in the following modes : FINAL APP, NAV V/S, NAV FPA.
In case of other failures, down to 500 ft AGL in all modes.

However, the AP has not been certified in all configurations, and its performance cannot be
guaranteed. If the pilot chooses to use the AP in such circumstances, extra vigilance is required,
and the AP must be disconnected, if the aircraft deviates from the desired or safe flight path.

12.7 Landing distance

Any increase in landing distance, resulting from an emergency or abnormality, must be based on
the actual landing distance in Conf FULL (Refer to FCOM 3.02.80).

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12.8 Memory Items

(Source: A320 FCOM, 3.02.01)

The following procedures are to be applied without referring to paper:

Windshear
Windshear ahead
TCAS
EGPWS
Loss of braking
Beginning of emergency descent
Beginning of unreliable speed indication

12.8.1 Windshear

(Source: A320 FCOM, 3.02.80)

Before V1:

The takeoff should be rejected only if significant airspeed variations occur below indicated
V1 and the pilot decides that there is sufficient runway remaining to stop the airplane.

After V1:
THR LEVERS TOGA
REACHING VR ROTATE
SRS ORDERS FOLLOW

In flight:
THR LEVERS TOGA
AP (if engaged) KEEP
SRS ORDERS FOLLOW
(This includes full back stick, if demanded)

Note:

do not change configuration (flaps, slats gear)


closely monitor flight path and speed
If AP engaged the AP disengages when is greater then prot
If FD is not available use an initial pitch attitude up to 17.5. If necessary to minimize the
loss of height, increase this pitch attitude.

12.8.2 Windshear ahead (PWS)

(Source: A320 FCOM, 3.02.80)

The "W/S AHEAD" message is displayed on each PFD. The color of the message depends on the
severity and location of the winds hear.

12.8.2.1 W/S AHEAD red

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The W/S AHEAD warning is associated with an aural synthetic voice "WINDSHEAR AHEAD,
WINDSHEAR AHEAD".

Before takeoff

Delay takeoff, or select the most favorable runway.

During the takeoff run

Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 knots until 50 feet.

When airborne

THR LEVERS TOGA

As usual, the slat/flap configuration can be changed, provided the windshear is not entered.

SRS ORDERS FOLLOW


Note: If AP engaged the AP disengages when is greater then prot

Landing

The W/S AHEAD warning is associated with an aural synthetic voice "GO AROUND,
WINDSHEAR AHEAD".

Note : If a positive verification is made that no hazard exists, the warning may be considered
cautionary.

THR LEVERS TOGA


ANNOUNCE "GO AROUND-FLAPS"
FLAPS RETRACT ONE STEP
L/G UP SELECT

Note:
This includes the use of full back stick, if demanded.
If AP engaged the AP disengages when is greater then prot
If FD is not available use an initial pitch attitude up to 17.5. If necessary to minimize the
loss of height, increase this pitch attitude.

12.8.2.2 W/S AHEAD amber

(Source: A320 FCOM, 3.02.80 & FCOM 3.4.91)

Apply precautionary measures, as indicated in the SUPPLEMENTARY TECHNIQUES 3.04.91.

Before takeoff

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Delay takeoff until conditions improve.


Evaluate takeoff conditions using observations, experience and checking weather
conditions.
Select the most favorable runway (considering location of the likely windshear).
Use the weather radar or the predictive windshear system before commencing takeoff to
ensure that the flight path clears any potential problem areas.
Select TOGA thrust.
Monitor closely airspeed and airspeed trend during the takeoff run for early signs of
windshear.

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During approach

Delay landing or divert to another airport until conditions are more favorable.
Evaluate condition for a safe landing by Using observations, experience and checking
weather conditions.
Use the weather radar.
Select the most favorable runway, considering also which has the most appropriate
approach aid.
Select FLAPS 3.
Use managed speed in the approach phase.
Check both FDs engaged in ILS, FPA or V/S.
Engage the autopilot, for a more accurate approach and earlier recognition of deviation
from the beam, when ILS is available.

Note :

When it is using the GS mini-function, associated with managed speed, the system will
carry extra speed in strong wind conditions.
If downburst is expected, increase Vapp displayed on the MCDU up to a maximum of VLS +
15 knots.

12.8.3 TCAS

(Source: A320 FCOM, 3.2.34, QRH 1.15)

Traffic advisory, TA (traffic)

Attempt to see the traffic

Corrective resolution advisory, RA (climb or descent or monitor vertical speed or maintain


vertical speed, maintain or adjust vertical speed ):

AP (if engaged) OFF


BOTH FD OFF
Adjust the vertical speed, as required, to that indicated on the green area of the vertical
speed scale.
Respect all GPWS or wind shear warnings
Attempt to see the traffic
Notify ATC
When clear of conflict is announced, resume normal navigation in accordance with ATC-
clearance.

Note :
Avoid excessive maneuvers, while keeping the vertical speed outside the red area of the
VSI and within the green area. If necessary, use the full speed range between Vmax and
Vmax.
GO AROUND procedure must be performed when a RA "CLIMB" or "INCREASE CLIMB"
is triggered on final approach. (Resolution Advisories (RA) are inhibited below 900 feet.)

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12.8.4 EGPWS

(Source:A320 FCOM, 3.2.34, QRH 1.14)

12.8.4.1 Hard warnings

MWL and synthetic voice PULL UP or TERRAIN, TERRAIN PULL UP or TERRAIN AHEAD
PULL UP or AVOID TERRAIN

During night or in IMC apply the procedure immediately. Do not delay reaction for
diagnosis.

During daylight and VMC conditions, with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrections.

Reaction:

AP OFF
PITCH PULL UP
Pull up to full back stick and maintain.
THRUST LEVERS TOGA
SPEED BRAKE CHECK RETRACTED
BANK WINGS LEVEL or ADJUST

When flight path is safe and EGPWS warning ceases, decrease pitch and accelerate.
When speed is above VLS and V/S is positive, clean up aircraft as required.

12.8.4.2 Soft warnings

MCL and synthetic voice TERRAIN TERRAIN or TERRAIN AHEAD or TOO LOW TERRAIN
or SINK RATE or GLIDE SLOPE etc.)

Take positive corrections.

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12.8.5 Loss of braking

(Source: A320 FCOM, 3.2.32, QRH 1.13)

If autobrake selected:

BREAK PEDALS PRESS

If no braking available:

REV MAX

BRAKE PEDALS RELEASE


Brake pedals should be released when the A/SKID & N/W STRG selector is switched
OFF,since the pedal force or displacement produces more braking action in alternate
mode than in normal mode.

A/SKID & N/W STRG OFF


Braking system reverts to alternate mode.

BRAKE PEDALS PRESS


Apply brake with care, since initial pedal force or displacement produces more braking
action in alternate mode than in normal mode.

MAX BRK PR 1000 PSI


Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to
approximately 1000 psi and, at low ground speed, adjust brake pressure as required.

If still no braking :

PARKING BRAKE USE


Use short successive parking brake applications to stop the aircraft. Brake onset
asymmetry may be felt at each parking brake application. If possible, delay the use of the
parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.

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12.8.6 Emergency descent

12.8.6.1 Beginning of Emergency descent

(Source: A320 FCOM, 3.02.80, QRH 1.25)

Immediate Actions:

OXY MASK ON
Descend with autopilot engaged
ALT selector knob turn and pull
HDG selector knob turn and pull
Target SPD/MACH adjust
THR LEVERS (if A/THR not engaged) IDLE
SPEED BRAKES FULL
Extension of the speed brakes will significantly increase VLS. To avoid autopilot disconnection
and automatic retraction of the speed brakes, due to possible activation of the angle of attack
protection, allow the speed to increase before starting to use the speed brakes.

12.8.6.2 Points of considerations

When the oxygen masks are on, establish communication


When selecting an altitude, it should be above MORA/MOCA. A quick way to determine
the MORA is to select CSTR and check the lower left of the ND for the value (remember
that it is the Grid MORA).
When selecting a new HDG ensure that it makes sense. For example, flights to and from
LEPA from Germany pass over mountainous regions dont turn towards high terrain.
Another example; TCAS may also be used to choose a HDG that doesnt pose a risk to
other traffic.
After the beginning actions executed by memory, refer to the QRH for further actions.

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12.8.7 Unreliable speed indication

(Source: A320 FCOM, 3.2.34)

12.8.7.1 General

Unreliable speed indication may be due to radome damage, or due to air probe failure or
obstruction. The indicated altitude may also be affected, if static probes are affected.
Unreliable speed cannot be detected by the ADIRU. The flight control and flight guidance
computers normally reject erroneous speed/altitude source(s), provided a significant difference is
detected.
However, they will not be able to reject two erroneous speeds or altitudes that synchronously and
similarly drift away. In this remote case, the aircraft systems will consider the remaining correct
source as being faulty and will reject it. Consequently, the flight control and flight guidance
computers will use the remaining two wrong ADRs for their computation.
Therefore, in all cases of unreliable speed situation, the pilots must identify the faulty ADR(s) and
then switch it (them) OFF. During this failure identification time, since the flight control laws may be
affected, it is recommended to maneuver the aircraft with care until the ADR(s) is (are) switched
OFF.

Unreliable speed indications may be suspected, either by

Speed discrepancies (between ADR 1, 2, 3, and standby instruments).


Fluctuating or unexpected increase/decrease/permanent indicated speed, or pressure
altitude.
Abnormal correlation of the basic flight parameters (speed, pitch attitude, thrust, climb
rate).
Abnormal AP/FD/ATHR behavior.
Stall warning, or overspend warnings, that contradicts with at least one of the indicated
speeds.
Rely on the stall warning that could be triggered in alternate or direct law. It is not affected
by unreliable speeds, because it is based on angle of attack.
Depending on the failure, the overspend warning may be false or justified. Buffet,
associated with the overspend VFE warning, is a symptom of a real overspend condition.
Inconsistency between radio altitude and pressure altitude.
Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise
with decreasing speed.
Impossibility of extending the landing gear by the normal landing gear control.

How to apply the procedure

If the wrong speed or altitude information does not affect the safe conduct of the flight, first
apply the ADR CHECK procedure to identify the faulty ADR(s) and switch it (them) OFF. If
necessary, enter the unreliable speed procedure, or severe turbulence table (if in cruise),
to set the pitch and thrust corresponding to the current flight phase. Check the resulting
speed indicated on the table with all the indicated speeds/altitudes (from ADR 1, 2, 3 and
standby instruments) to positively identify the faulty ADR(s).
If the safe conduct of the flight is affected (all the speed indications are unreliable, or the
wrong speed indication cannot not be positively identified)
Immediately apply the memory items : AP/FD/ATHR OFF, and fly the memory pitch
thrust settings.
Then, once stabilized, refer to the QRH in order to determine the pitch and thrust settings
required by the current flight phase.
Determine the faulty ADR(s) once the aircraft is stabilized, by comparing all of the
indicated speeds/altitudes (from ADR 1, 2, 3 and standby instruments) with the expected
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speed, as per the table ; use ground speed and GPS speed/altitude variations for
reasonableness considerations.
In the extreme case where the faulty ADR(s) cannot be identified and all speed indications
remain unreliable, apply the proper pitch-thrust settings for each flight phase until landing
and refer to ground speed and GPS speed/altitude variations for assistance.

12.8.7.2 Beginning of Unreliable Speed Indication

(Source: A320 FCOM, 3.2.34)

AP / FD OFF
A/THR OFF
FLAPS MAINTAIN CURRENT CONFIG
SPEED BRAKES CHECK RETRACTED
L/G UP

Below thrust reduction altitude

THRUST LEVER TOGA


PITCH ATTITUDE 15

Above thrust reduction altitude

THRUST LEVER CLB


PITCH ATTITUDE below FL100 10
PITCH ATTITUDE above FL100 5

Note:

Respect the stall warning, if in alternate law.


Ground speed variations can provide valuable short-term information at low altitude.
The FPV is unreliable, if altitude information is affected. In other cases, it is a valuable aid
in establishing a safe flight path.

After the beginning actions executed by memory, refer to the QRH for further actions.

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12.8.8 Rejected T/O / Emergency Evacuation

(Source: A320 FCOM, 3.02.10 & 3.02.80)

12.8.8.1 General

The decision to reject the takeoff and the stop action is made by the captain.
Therefore the captain should keep his hand on the thrust levers until V1 is reached whether he is
PF or PNF. As soon as he decides to abort, he calls "stop", takes over, and performs the stop
actions.
It is impossible to list all the factors that could lead to the decision to abort the takeoff, but in order
to help in the decision process, the ECAM inhibits the warnings that are not paramount from 80
knots to 1500 feet (or 2 minutes after lift-off, whichever occurs first).
Rejected takeoffs have sometimes been hazardous even though the performance was correctly
calculated, based on flight tests.
This may be due to the following :

Delay in initiating the stopping procedure


Tires damaged
Brakes worn or not working correctly, initial temperature higher than normal
Brakes not fully applied
Runway friction coefficient lower than expected
Error in gross weight determination
Runway line-up not considered.

The aircraft is certificated according to FAR amendment 25-42, which allows 2 seconds between
decision and action, thus improving the safety margin.
Above 100 knots, rejecting the takeoff becomes a serious action that may lead to a hazardous
situation. Therefore, as speed approaches V1, the pilot should be "go-minded" if none of the main
failures cited below ("Above 100 knots and below V1") has occurred.

12.8.8.2 Decision management

Below 100 knots :

The decision to reject the takeoff may be taken at the captain's discretion, depending on
the circumstances
Although we cannot list all the causes, the captain should seriously consider discontinuing
the takeoff, if any ECAM warning is activated.
Note: The speed of 100 knots is not critical: It was chosen in order to help the captain
make his decision, and to avoid unnecessary stops from high speed.

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Above 100 knots and below V1 :

Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery
runways. It could lead to a hazardous situation, if the speed is approaching V1. Very few
situations should lead to the decision to reject the takeoff. The main ones are:

o Fire warning or severe damage.


o Sudden loss of engine thrust.
o Malfunctions or conditions that give unambiguous indications that the aircraft will
not fly safely. ECAM warnings such as:
ENG or APU FIRE
ENG FAIL
CONFIG. (MAIN WARNINGS ONLY)
ENG OIL LO PR
ENG REV UNLOCKED
L + R ELEV FAULT

Nose gear vibration should not lead to an RTO above 100 knots.
In case of tire failure between V1 minus 20 knots and V1: Unless debris from the tires has
caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and
land with a full runway length available.
The V1 call has precedence over any other call.

Above V1:

Takeoff must be continued, because it may not be possible to stop the aircraft on the remaining
runway.

12.8.8.3 Procedure during a rejected takeoff

12.8.8.3.1 Phase 1

CMD:

stop CALL
THRUST LEVERS MAX REVERSE
Full reverse may be used until coming to a complete stop. But, if there is enough runway
available at the end of the deceleration, it is preferable to reduce reverse thrust when
passing 70 knots.

FO:

BREAK RESPONSE MONITOR


REVERSE CONFIRM
70 kt CALL OUT
ANY WARNING CANCEL
ATC INFORM
ON GND EVAC C/L LOCATE

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Note:

If the brake response does not seem appropriate for the runway condition, full manual
braking should be applied and maintained. If in doubt, take over manually. Do not attempt
to clear the runway, until it is absolutely clear that an evacuation is not necessary and that
it is safe to do so.

If the autobrake is unserviceable, the Captain simultaneously reduces thrust and applies
maximum pressure on both pedals.

The aircraft will stop in the minimum distance, only if the brake pedals are maintained fully
pressed until the aircraft comes to a stop.

If normal braking is inoperative, immediately switch the A/SKID & NOSE WHEEL switch
OFF and modulate brake pressure, as required, at or below 1000 PSI.

If the brake pedals were fully pressed when switching the A/SKID & NOSE WHEEL switch
OFF, full pressure would be applied to the brakes.

After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX,
release brakes prior to taxi by disarming spoilers.

12.8.8.3.2 Phase 2

CMD:

PARKING BRAKE ON
PA cabin crew at stations CALL
ECAM actions CALL

FO:

ECAM ACTIONS INITIATE

12.8.8.3.3 Evacuation Phase

If required, refer to the ON GROUND EMER/EVACUATION Checklist for evacuation.


Inform ATC of intention and required assistance.

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13 Descent planning
13.1 General

The Airbus A320 is equipped with numerous electronic tools (FMS, EFIS) to aid the pilot in
planning and executing a descent from cruising level all the way down to the landing.

These tools have distinct advantages which include:


Economic descent (fuel savings)
FMS can be programmed to consider constraints
MCDU, PFD and ND can be used to monitor vertical and lateral progress of descent.
It is very accurate, indicating deviations to +- 10ft on the PERF Page on the MCDU.

However, there are also disadvantages to consider:

The FMS is most useful for long-term predictable paths. In dynamic and fast-paced ATC
environments it is difficult to use the FMS for effective descent planning (e.g. radar vectors,
visual approaches).
By using the FMS, the flight-crew risks to become less situationally aware regarding the
lateral and vertical position and energy of the aircraft in relation to the descent path -
independently from the FMS.
During emergency or abnormal operations the FMS may not be available for the planning,
execution and monitoring of the descent.
Flight-crews lose awareness of factors that lead to the most economically viable descent
(fuel savings).

Some practical examples that would require an approximate rapid calculation by the pilots
independent of the FMS (no time available to program the FMS):

You are at 9000ft AGL during the approach. ATC asks AB9748 how many track miles do
you need for landing?
You are being vectored downwind at an altitude of 6000ft AGL. ATC asks you AB7221
you have 25 Track Miles to land, is this sufficient?
You are cruising 37000 feet, fire and smoke develops in the cabin. Can you fly directly for
a straight in approach to an airport 30 miles ahead?

After working through this section you will appreciate what factors must be considered in finding a
reasonable course of action for the above examples and actual situations during daily operations.
Remember a controlled safe descent will provide you with the time to devote your attention to
other matters. It is not uncommon for pilots to misjudge the descent ending up high and fast an
uncomfortable situation that will require much attention and capacity to rectify.

This topic will concern the pilots awareness of the aircrafts vertical and lateral position and energy
in relation to the descent path using the FMS data as back-up rather than the primary source of
information.

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13.2 Energy management

13.2.1 General

A descent constitutes the management of the aircrafts energy. The total energy is always the sum
of the potential energy (potential energy = altitude) and its kinetic energy (kinetic energy = speed).

E pot = mgh

1
Ekin = mv 2
2

Epot: Potential energy


Ekin: Kinetic energy
m: Mass of aircraft
g: Acceleration due to gravity (g=9.81m/s2)
h: Height of the aircraft above the field
v: Speed of the aircraft

So the total energy of the Aircraft is

Etot = E pot + Ekin

The primary concern of the flight-crew during the descent is therefore to control the aircrafts
descent path by managing the total energy so as to be at the desired speed at the required altitude
if possible in an economic manner.

13.2.2 Energy circle displayed on the ND

(Source: A320 FCOM 4.2.20 PERFORMANCE FUNCTION)

In the ND a green dashed arc is presented if the lateral guidance mode is heading or track, and the
current FMS flight phase is in cruise, descent or approach, and the aircraft is within 180 NM of the
destination.

The energy circle is centered on the aircraft position and oriented to the current track line. It
represents the required distance to land by comparing the actual total energy of the aircraft and the
required total energy at the destination airport. (The total energy at destination is zero)

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13.2.3 Factors affecting the descent path of the aircraft

The primary factors affecting the descent path of an aircraft can be subdivided into two main
groups:

Factors that can be influenced by the Pilot


o Configuration Deploying devices such as spoilers, flaps, slats and gear will
increase the drag of the aircraft and thus increase the descent gradient.
o Thrust The lower thrust setting will translate into a steeper descent path.
Consumers such as anti-Ice increase the idle thrust parameters and can also have
an influence on the descent path.
o Speed The descent speed (IAS) can have a significant effect on the descent
path. Since the total drag increases exponentially with speed, the steepest descent
path can be attained flying at the highest possible speeds.

Factors that cannot be influenced by the Pilot


o Mass A higher mass constitutes higher inertia. The consequence is that the
aircraft has a higher total energy and it takes more effort to change vectors such
as speed.
o Wind The wind has an influence on the air distance the aircraft has available to
reduce the altitude. An increase in headwind increases air distance in which the
altitude can be defeated. On the other hand a tailwind will reduce the air distance
available to land.

Reading the above, it can be seen that the steepest descent path is achieved when the pilot flies
with spoilers, flaps, slats, gear extended, at idle thrust, consumers such as engine anti-ice off, with
maximum IAS and if he is lucky enough to be flying into a head-wind with a comparatively light
aircraft..it can drop like rock.

13.3 The economical descent

13.3.1 General

As seen above, the Pilot has various tools at his disposal to increase the drag of the aircraft.
Considering that the thrust should be reduced to idle at the top of descent to save fuel, the pilot has
two strategies for approach:

As a first option (1 in the figure below), he can maintain the speed as dictated by the
entered Cost Index (Econ Speed) and commence the descent at the relevant point. Per
definition, this speed is the most cost-effective for the given flight. The descent path is not
as steep as the second option and so the descent must begin earlier.
As a second option (2 in figure below), he can choose to continue at the cruising altitude
as long as possible in order to have low fuel consumption at high altitude. At the
appropriate point, he can initiate a descent at the highest possible speed and drag so as to
complete the descent in the shortest possible time.

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A B

1 Econ speed 2 Max speed

The most economic descent is option 1. Whereas option 2 allows the engines to operate at the
cruising level for longer and has a shorter descent phase, the consumed fuel from A to B defeats
the economic purpose of the descent. In addition the time gain of option 2 is practically
insignificant.

Consequently, the most fuel efficient descent for the applicable flight is the one that is conducted at
the ECON SPEED at idle thrust in clean configuration.

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13.3.2 Planning for an economical descent

As far as fuel efficiency is concerned, anytime a high drag device is deployed it means that lift
energy is being destroyed lift that was provided by engine thrust (and fuel!) at some point.
Therefore the most cost-effective descent is attained when flying at the company specified Cost
Index speed without the aid of devices such as spoilers.

The aerodynamics of most commercial aircraft such as the A320, have a lift/drag curve in clean
configuration that lends itself well to a conduct of a 3 descent gradient. The pilot can always check
what the aircraft altitude should be is in relation to this gradient with the following formula:

Note:

For simplification use FL equivalents for altitude and elevation e.g. aircraft altitude 100000ft =
approx FL100, airport elevation 2000ft = approx. FL 20.

Aacft ,req = 3 tm + Aairport

Consequently:

Aacft Aairport
tmreq =
3

Aacft, req: Required aircraft Altitude [FL]


Aacft: Aircraft Altitude [FL]
Aairport: Airport elevation [FL]
tm: Track miles [Nm]
tmreq: Required track miles [Nm]

13.3.2.1 Example 1

During a descent you are at 11000ft AMSL and are descending to a runway 35 NM away that is at
2000ft AMSL. Are you on the 3 descent path (do not consider effects of wind in this example)?

Required aircraft altitude: Aacft ,req = 3 35 + 20 = FL125

The required aircraft altitude is FL125 or approximately 12500ft AMSL

In the above example you are 1500ft below the 3 descent path and so are in a comfortable
position to continue the descent. (1500ft at this distance is a reasonable deviation you will get a
feel for this tolerance during practical flying).

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13.3.2.2 Example 2

You see that you are 90 NM from the airport at which you intend to land and are still cruising at
FL350. The airport is at 2000ft.

a. When should you start your descent (do not consider effects of wind in this example)?
b. Are you too high? If so by how much?

Answer:
a. Required track miles: tmreq = (Aacft - Aaiport) ) / 3 = (350 20) / 3 = 110 track miles

b. Required aircraft altitude: Aacft ,req = 3 90 + 20 = FL290

So you should start your descent immediately since you are 6000ft too high!

13.3.3 A word about track miles

The key to successful descent planning is that the pilot is aware of the distance which the aircraft
has left to fly over ground. In order to do this, this ND is an ideal tool since the distance markings
give a good view in which to visualize the possible ground distance.

When calculating the track miles, be cautious about simply reading the distance on the MCDU
F-PLN page. It may contain additional miles such as procedure turns that you will end up not flying
considerably reducing your actual track miles.

13.3.4 Remaining on the 3 descent path

As discussed earlier, the wind has a distinct effect on how many air miles the aircraft has available
for completing the descent.

If flying into an increasing headwind the aircraft has more air distance available to complete the
descent the pilot would have to reduce the vertical speed to remain on the descent path.

However if the aircraft would fly into an increasing tailwind, the air distance available would
decrease and the rate of descent would have to be increased to remain on the descent path.

Because the method by which the pilot monitors the descent rate is primarily the vertical speed
indicator it would be helpful if there was a simple way to calculate the required vertical speed to
maintain a 3 descent gradient. Fortunately, there is a simple formula:

VSreq = 5 GS

VSreq: Required vertical speed [ft/min]


GS: Ground speed [kt]

This formula already takes into account any existing tail or headwind component. However, the
Ground speed (as seen on the ND on the A320) must be monitored and the V/S adjusted since the
wind can vary significantly at various altitudes.
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13.3.4.1 Example

If you see on your ND that your GS is 300 Knots and you are on the 3 descent gradient, what
would be your required vertical speed?

Required vertical speed. VSreq = 5 GS = 5 300 = 1500 ft min

13.3.5 Strategies for intercepting the 3 descent path from above and below

Because the environment in which we fly is so dynamic, it often occurs that we find ourselves
above the desired descent gradient or even below. In this case we must act accordingly and
intercept the desired gradient using several tools at our disposal.

13.3.5.1 Intercepting from above

When above the glide-slope, the pilot can convert the excess altitude (potential energy), to
speed (kinetic energy). For example, when in OP DES mode (engines at idle thrust) a
selection of a higher IAS would result in an increase in airspeed and therefore an increase
is descent rate. Once established on the descent path, the speed can be reduced to attain
a descent rate that is appropriate for the descent path.

Devices such as spoilers are especially useful for increasing descent rate when the speed
increase is no longer desired (e.g. ATC) or possible (e.g. maximum speed for configuration
already attained). In this case high-drag devices allow an increase in descent rate without
an increase in airspeed.

Using this notion, the pilot has great flexibility in applying them. For example, there are
cases when further descent is restricted by ATC but the aircraft is already significantly
above the desired 3 descent gradient.
o If the pilot chooses to continue at this speed, he may have to resort to the spoilers
later to defeat the excess altitude. As a result, the fuel spent cruising at the original
speed will have been wasted.
o If the pilot reduces the speed at this stage, he will later be able to lose the excess
altitude effectively by increasing the speed in OP DES mode. By reducing the
speed, the pilot reduces the thrust and fuel flow and may be able to attain the
descent path without unnecessary additional drag such as spoilers.

13.3.5.2 Intercepting from below

Intercepting the descent-path from below allows the pilot fewer strategies. However, the same
basic energy management principles apply: Excess speed can be traded for altitude.
Obviously the deployments of any high-drag devices are undesired during this stage.
If the speed energy required is insufficient to regain the desired descent path, the only option left to
the pilot is to add thrust.

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13.4 Conclusion

As you have read, great emphasis was put above on the economics of the descent.

In todays industry, fuel cost is a major factor in determining the future of any company. Although
safety remains the top priority economic flying is becoming ever more important.

As Airberlin has a considerable fleet size, even minor fuel savings per aircraft can add up to vast
sums for the entire fleet over the course of a year.

So remember, the descent must be safe and economic!

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14 Minimum Equipment List (MEL)

(Source: A320 Airberlin MEL)

14.1 Objectives

An airplane is being type certificated with all required equipments in operating conditions.
If deviations from this type certificated configuration and equipment required by the
operating rules were not permitted, the aircraft could not be flown in revenue service unless
such equipment was operable.
Experience has proven that the operation of every system or component installed on the
aircraft is not necessary, in specific conditions and during limited period, when the remaining
instruments and equipment provide an acceptable level of safety. Therefore, certain
conditional deviations from the original requirement are authorized to permit continued
or uninterrupted operation of the aircraft in revenue flight: they are published in the MINIMUM
EQUIPMENT LIST (MEL) related to applicable regulations, specific operations
or airlines particular definitions.

14.2 General application of the MEL

MEL provisions are applicable until the airplane commences the flight and therefore
have to be considered during taxiing prior take off.

MEL conditions and limitations do not relieve the pilot in command from determining that
the aircraft is in a fit condition for safe operation with MEL specified unserviceabilities. His
decision to have allowable inoperative items corrected prior flight will have priority over the
provisions contained in the MEL.

For the sake of brevity, the MEL does not include obviously required items such as wings,
control surfaces, engines, landing gear, etc or items which do not affect the air
worthiness of the aircraft such as galley equipment, entertainment systems, passenger
convenience items, etc

All items which are related to the airworthiness of the aircraft and not included in
the list are automatically required to be operative for each flight.

For dispatch with secondary airframe or engine parts missing refer to Configuration
Deviation List (CDL).

The failure of instruments or items of equipment in excess of those allowed to be


inoperative by the MEL causes the aircraft to be unairworthy.

The MEL makes no distinction between what is required for the flight between origin and
destination (including the intermediate stops) and what is required for a flight beyond the
scheduled arrival point.

The MEL is intended to permit operation with inoperative items of equipment for a period of
time until rectifications can be accomplished. It is important that rectifications be
accomplished at the earliest opportunity.

In order to maintain an acceptable level of safety and reliability the MEL establishes
limitations on the duration of and conditions for operation with inoperative equipment.

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Air carriers are responsible for exercising the necessary operational control to assure that
no aircraft is dispatched or flown with one or more MEL item inoperative for an indefinite
period and without first determining that any interface or interrelationship between
inoperative systems or components will not result in a degradation in the level of safety
and/or an undue increase in crew workload.

The exposure to additional failures during operation with failed inoperative systems or
components must also be considered to determine that an acceptable level of safety is
being maintained.

This MEL may not deviate from requirements of the flight manual limitations section,
emergency procedures, or airworthiness directives, unless the flight manual or
airworthiness directive provides otherwise.

14.2.1 Handling of maintenance messages displayed on ECAM status page

At the head of each ATA chapter of this MEL, the related MAINTENANCE messages
which may be displayed on ECAM STATUS page are listed with the indication of the associated
dispatch status. A MAINTENANCE message indicates the presence of a category of failure which
can only be identified by the interrogation of CFDS.
Dispatch with a MAINTENANCE message displayed on ECAM STATUS page is allowed
without specific conditions except for the following message:

AIR BLEED: Refer to MEL 360001

14.2.2 CAT2, CAT3 SINGLE, CAT3 DUAL automatic approach and landing

Equipment to be operative to get CAT2, CAT3 SINGLE, or CAT3 DUAL capability


displayed on FMA are listed in QRH and in the Flight Manual 4.03.00 page 8.
The MEL does not include these requirements, refer to QRH, FM and FCOM.

14.2.3 Reduced Vertical Separation Minimum (RVSM)

Minimum equipment/functions required to begin RVSM operations are listed in Flight


Manual 4.03.00 and FCOM 2.04.50.
The MEL does not include these requirements, refer to Flight Manual and FCOM.

14.2.4 Required Navigation Performance (RNP)

Minimum equipment/functions required to begin RNP operations are listed in FM 4.03.00


and FCOM 2.04.51.
The MEL does not include these requirements, refer to Flight Manual and FCOM.

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14.3 Structure of the MEL

The content of the MEL is divided into four parts:

14.3.1 Section 00 General

Section 00 contains general information about the manual.

14.3.2 Section 00E

Section 00E contains ECAM warnings/MEL entry.

14.3.3 Section 01 MEL

The Minimum Equipment List contains the LBA approved list of equipment which may
be inoperative for aircraft dispatch and/or clearly specified NO GO items if necessary

When a MEL item requests a flight crew action, a so called operational procedure (labelled
by an (o) ) a procedure,,,, is described in section 02 Operational Procedures
When a MEL item calls for a maintenance procedure, this is labelled by an (m). The
relevant procedure can be found in the AM (Aircraft Maintenance Manual) and has to be
carried out by a certified mechanic.

14.3.4 Section 02 Operational Procedure

Section 02 contains operational procedures.

14.4 Presentation of the MEL

For a detailed description of the presentation of the MEL refer to MEL 01- 00 Page 1-5

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15 RNAV

15.1 General

(Source: Air Berlin OM-A, 8.3.2.2 )

Area Navigation (RNAV) is a method of navigation, which permits aircraft operation on any desired
flight path within the limits of the capability of self-contained aids or a combination of these.
The Required Navigation Performance (RNP, see chapter 15.3, page97) is a parameter describing
lateral deviations from an assigned or selected track as well as along track position fixing accuracy
on the basis of an appropriate containment level.

RNP 5 (Basic RNAV)


RNP 1 (Precision RNAV)

15.2 Dispatch requirements

(Source: Air Berlin OM-A, 8.3.2.2.2)

The appropriate FMS/RNAV - transitions to final approach (clearance limit to intermediate fix) are
an integral part of the standard arrival procedures and should not be filed separately in the ATC -
FPL. The indication for air traffic control is the appropriate equipment code, which has to be
incorporated in field 10 of the ATC flight plan.
The equipment code for the A320 is E (double FMS, double EFIS, triple IRS)
Note: The filing on ATC-FPL is mandatory for use of FMS/RNAV - STARs

15.3 Required Navigation Performance (RNP)

(Source: A320 FCOM 2.04.10)


(Source: A320 FCOM 2.4.51 P-RNAV FOR EUROPEAN TERMINAL PROCEDURES)

15.3.1 General

When referring to RNP-X, the value X is the navigation accuracy expressed in NM which has to be
met with a probability of 95%.
According Jeppesen air traffic control 7.1.8 the required RNP is as follows:

en-route navigation: RNP-5


terminal navigation: RNP-1
approach: RNP-0.3

15.3.2 Without GPS PRIMARY

RNP requirements are met, provided the radio navaid coverage supports it for:

RNP- 1 en route and in terminal area provided a required accuracy of 1.2Nm is manually
entered in MCDU PROG page
RNP- 0.3 in approach provided a required accuracy of 0.36Nm is manually entered in
MCDU PROG page

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15.3.3 With GPS PRIMARY

RNP requirements are met, provided GPS PRIMARY is available, for:

RNP- 1 en route
RNP- 0.5 in terminal area provided AP or FD in NAV mode is used
RNP- 0.3 in approach provided AP or FD in NAV mode is used

15.4 B-RNAV in European airspace

(Source: A320 FCOM 2.4.51 BRNAV IN EUROPEAN AIRSPACE)

15.4.1 General

In this airspace, radio navaid coverage is assumed to support RNP-5 accuracy.


The minimum required equipment to enter B-RNAV airspace is:

One RNAV system, which means:

One FMGC
One MCDU
One VOR for FM navigation update
One DME for FM navigation update
One IRS
Flight Plan Data on two NDs.

15.4.2 Procedures

When GPS PRIMARY is not available, periodically crosscheck the FM position with navaid
raw data.
Manual selection of a required accuracy on the MCDU is optional.
If manual entry of a required accuracy is desired, enter 5NM or use the radial equivalent to
5NM XTK accuracy, which is 6.1NM.
When leaving RNP-5 airspace, or when entering the terminal area, revert to the default
required accuracy, or enter the appropriate value on the MCDU.
If one of the following MCDU or ECAM messages is displayed, check navigation accuracy
with the navaid raw data, or with the GPS MONITOR page (if GPS installed):

o NAV ACCUR DOWNGRAD


o FMS1/FMS2 POS DIFF
o CHECK IRS 1(2)(3)/FM POSITION
o ECAM : FM/GPS POS DISAGREE (if GPS installed)

If the accuracy check confirms that RNP-5 capability is lost, or if both FMGCs have failed:
Inform the ATC, and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume navigation
with the other FMGC.
In inertial navigation, B-RNAV capability is maintained for 2 hours, independently of the
estimated accuracy displayed on the MCDU.

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15.5 P-RNAV for terminal procedures

(Source: A320 FCOM 2.4.51 P-RNAV FOR EUROPEAN TERMINAL PROCEDURES)

15.5.1 General

For terminal procedures requiring P-RNAV capability within European airspace, radio navaid
coverage can be assumed to support RNP-1 accuracy.

The minimum required equipment to fly a P-RNAV procedure is:

One RNAV system, which means :


One FMGC
One MCDU
One VOR or GPS receiver for FM navigation update
One DME or GPS receiver for FM navigation update
One IRS
One FD
Flight Plan data for two NDs.

For terminal procedures with legs below the MSA, or without appropriate radar coverage, two
RNAV systems may be mandated by the procedure chart.

15.5.2 Procedures

When GPS PRIMARY is not available, crosscheck the FM position with the navaid raw
data, prior to starting the procedure.
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be
loaded from the FM navigation database, and checked for reasonableness by comparing
the F-PLN page waypoint sequencing, tracks, distances and altitude constraints with the
procedure chart.
The procedure, as loaded from the navigation database should not be modified, unless
instructed to do so by the ATC (DIR TO.., HDG to intercept the F-PLN, insertion of
waypoints loaded from the navigation database).
If GPS PRIMARY is not available, check or enter RNP-1 in the MCDU and check HIGH
accuracy.
When leaving the terminal procedures, revert to the default, or enter the appropriate value
on the MCDU.
If one of the following messages is displayed, check navigation accuracy with navaid raw
data or the GPS monitor page (if GPS is installed) :

o NAV ACCUR DOWNGRAD


o FMS1/FMS2 POS DIFF
o CHECK IRS 1(2)(3)/FM POSITION
o ECAM : FM/GPS DISAGREE (if GPS installed)
o ECAM : FM/IR POS DISAGREE

If the accuracy check confirms that RNP-1 is lost, or if both FMGCs are failed: Inform the
ATC and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume navigation
with the other system.

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148

15.6 Position Computation

(Source: A320 FCOM 1.22.20, Navigation)

Each FMGC computes its own aircraft position (called the "FM position") from a MIX IRS position
and a computed radio position or GPS position.

The FMGS selects the most accurate position, considering the estimated accuracy and integrity of
each positioning equipment.

GPS/INERTIAL is the basic navigation mode provided GPS data is valid and successfully tested.
Otherwise, navaids plus inertial or inertial only are used. (Refer to Navigation modes).

15.6.1 Mix IRS Position

Each FMGC receives a position from each of the three IRSs, and computes a mean-weighted
average called the "MIX IRS" position.

If one of the IRSs drifts abnormally, the MIX IRS position uses an algorithm that decreases the
influence of the drifting IRS within the MIX IRS position.

If one of the IRSs fails, each FMGC uses only one IRS (onside IRS or IRS3). Each IRS position
and inertial speed are continuously tested. If the test fails, the corresponding IRS is rejected.

When the CHECK IRS (1, 2 or 3)/FM POSITION message appears on the MCDU, refer to FCOM
4.03.

15.6.2 GPS Position

Each IRS computes a hybrid position that is a mixed IRS/GPS position called GPIRS. For this,
each IRS can independently select their GPS source in order to maximize GPS data availability.
Among these 3 GPIRS positions received by each FMGC, one is selected according to a figure of
merit and priority. The selection is performed using the following hierarchy :

Onside GPIRS position


GPIRS 3
Opposite GPIRS position

If the GPIRS data does not comply with an integrity criteria, the GPS mode is rejected, and radio
position updating is used, the "GPS PRIMARY LOST" message is displayed on the ND and on the
MCDU scratchpad.

During non ILS approach, the loss of the GPS primary function triggers a triple click aural warning.

When the GPS primary function is recovered, the "GPS PRIMARY" message comes up on the ND
and on the MCDU scratchpad. It means that GPIRS data again complies with the required integrity
criteria.

As long as GPS primary is in use, all usual navigation performance requirements are met.

The crew can deselect/select the GPS on the SELECTED NAVAIDS page, if necessary.

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15.6.3 Radio Position

Each FMGC uses onside navaids to compute its own radio position. These navaids are displayed
on the SELECTED NAVAIDS page. The available navaids are :

DME/DME
VOR/DME
LOC
DME/DME-LOC
VOR/DME-LOC

It uses LOC to update the lateral position, using LOC beam during ILS approach.

LOC is also used for quick update, when in GPS/IRS mode.

If one or more navaids fail, each FMGC can use offside navaids to compute the VOR/DME, or the
DME/DME radio position.

The radio navaid selection is displayed on the DATA "SELECTED NAVAIDS" page.

15.6.4 FM Position

At flight initialization, each FMGC displays an FM position that is a mixed IRS/GPS position
(GPIRS).
At takeoff, the FM position is updated to the runway threshold position, as stored in the database,
possibly corrected by the takeoff shift entered on the PERF TO page.
In flight, the FM position approaches the radio position, or the GPS position, at a rate that depends
upon the aircraft altitude.

Note : The FM position update at takeoff is inhibited when GPS PRIMARY is active.

The FMGS updates the FM position using GPS or radio navaids if the GPS function in inoperative.

It can use 4 main different FM navigation modes to make this update. The decreasing priority order
is:

IRS-GPS
IRS-DME/DME
IRS-VOR/DME
IRS only

During ILS approaches the system performs, a lateral temporary updating using one of the
following modes :

IRS-GPS/LOC
IRS-DME/DME-LOC
IRS-VOR/DME-LOC
IRS-LOC

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Evaluation of position accuracy

(Source: A320 FCOM 1.22.20, Navigation)

The FMGS computes an Estimated Position Error (EPE) continually. It is an estimate of how much
the FM position has drifted, and is a function of the navigation mode the system is using.

CURRENT NAV MODE EPE (RATE or THRESHOLD) REMARK


FOM = Figure of Merit of GPS
IRS/GPS (FOM + 100)^0.5 in meters If above 0.28 NM the GPS
position is rejected.

EPE decreases from initial


IRS/DME/DME Tends towards 0.28 NM
value to 0.28 Nm.

EPE increases or decreases


0.1 NM + 0.05 X DME DIST
IRS/VOR/DME as the distance between the
minimum : 0.28 NM
a/c and the VOR/DME.

+ 8 NM/h for the first 21 min.


IRS ONLY
+ 2 NM/h after EPE increases continuously

Note: After an IRS alignment or at takeoff the EPE is set at 0.2 NM.

The system displays the EPE to the crew, and compares it with the required navigation
performance (RNP).
If the EPE does not exceed the appropriate criteria, accuracy is HIGH.
If the EPE exceeds the appropriate criteria, accuracy is LOW.

The number displayed in the Required Navigation Performance (RNP) field is (in decreasing order
of priority):

The pilot-entered value


the database procedure value
The system's default value.

When a pilot enters a RNP that is larger than the published value, one of the following messages is
displayed: "PROCEDURE RNP is XX.XX", or "AREA RNP IS XX.XX". When this occurs, the crew
should check the entered value, and modify it, if necessary.
The RNP value shall be in accordance with the specified RNP values of the navigation/approach
charts (if a RNP is specified).
This message is also displayed upon a flight area change, if the new required criteria (default
value) are smaller than the displayed manually-entered value.

Default area RNP values:

en route: 2.0 NM
terminal: 1.0 NM
approach
o GPS: 0.3 NM
o other cases: 0.5 NM

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When the position computation uses IRS/GPS mode, the EPE is always smaller than any
airworthiness required value. As a result, accuracy is HIGH and GPS is the primary mean of
navigation. "GPS PRIMARY" is displayed on the PROG page, and temporarily on the ND.

When the GPS function is lost, a "GPS PRIMARY LOST" message is displayed on the ND and
MCDU scratchpads. The MCDU message can be cleared but the ND message cannot.
During a non ILS approach, a triple click aural warning is also triggered.
When the GPS is lost, NAV accuracy does not immediately downgrade, but only when the EPE
exceeds the required criteria.

Caution:

"HIGH" or "LOW" indicates FM position accuracy, based upon estimated drift. This is why
the flight crew must periodically check position accuracy, when the GPS function is lost.
When the GPS is manually deselected, the "GPS IS DESELECTED" message is displayed
on the MCDU, 80 NM before T/D or at approach phase transition.
GPS/FMS POSITION DISAGREEMENT: When GPS primary is active, and either of the
FMGC positions deviates from the GPS positions 1 or 2 by more than 0.5 minutes of
latitude or longitude, then the lower ECAM display unit displays the NAV FMS/GPS POS
DISAGREE amber message and A/C POS... CHECK in blue.
The master caution light comes on, and the single chime sounds.

15.7 GPS approaches, use of FINAL APPR MODE

(Source: A320 FCOM, 3.3.18 & OEB 826/1 )

At the moment no crew is allowed to use FINAL APPR mode nor to fly GPS-Approaches unless in
VMC conditions. Be aware when flying with the FINAL APPR mode that the final approach (FAF to
runway or MAP), as extracted from the navigation database and inserted in the primary F-PLN
including altitude constraints, is not revised by the crew.
The approach trajectory is intercepted (laterally and vertically) before the FAF or equivalent
waypoint in the FM F-PLN so that the aircraft is correctly established on the final approach course
before starting the descent.

Lateral managed guidance (NAV) for overlay RNAV approaches (e.g. VOR-approach) can be used
provided the approach is stored in the navigation database and the final approach is monitored
laterally and vertically using the adequate raw data (reference navaid, altimeter).

15.8 Non Precision Approaches with engine-out

(Source: A320 FCOM, 3.1.22, General)

If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in the following
modes:

FINAL APP
NAV V/S
NAV/FPA.

Only FD use is permitted.

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16 RVSM

16.1 General

(Source: Air Berlin OM-A 8.3.2.5 page 30, RVSM Implementation)

The implementation of a reduced vertical separation minimum represents a major capacity


enhancing objective of European Air Traffic Harmonisation and Integration Programme (EATCHIP)
work programme. Effectively, the introduction of RVSM will permit the application of a 1000 ft
vertical separation minimum (VSM) between suitable equipped aircraft in the level band FL 290
FL 410 inclusive, thereby making available six additional usable flight levels. The purpose of these
six additional flight levels is to reduce controller workload and to provide the airspace user
community with an improved operating environment and to optimise flight profiles.

The European Reduced Vertical Separation Minimum (RVSM) reduces the separation minimum
between FL290 and FL410 to 1000 ft between suitable equipped aircraft.

16.2 General procedures

(Source: Air Berlin OM-A 8.3.2.5, page 34, RVSM Implementation, procedures)

Any deviation, regarding the RVSM status of the aircraft, before, during or after a flight shall be
notified by an entry into the WO with reference to the RVSM status of the aircraft [e.g. aircraft non-
RVSM compliant) and notify as HlL item. RVSM compliance is the normal aircraft status, therefore
will not be documented.
Additionally MOC and Traffic Centre TXL have to be informed as soon as possible by using any
means of communication available. A copy of the WO shall be faxed to MOC and Traffic Centre
TXL, whenever possible. Change of RVSM aircraft status shall be reported to Traffic Centre TXL
immediately.

16.3 Pre-flight procedures

(Source: Air Berlin OM-A 8.3.2.5. page 34, RVSM Implementation, procedures)

(Source: A320 FCOM, 3.4.34, flight instrument tolerances)

(Source: A320 FCOM, 2.4.50, procedures)

The flight crew shall verify:

The condition of the equipment required (refers to chapter 0, page 105) for RVSM
operations and that maintenance actions have been taken to correct defects.
Review of maintenance logs and forms to determine the condition of equipment required
for flight in RVSM airspace. Ensure that maintenance actions have been taken to correct
any defects of required equipment.
Check, that there is not any damage in the pitot-static probes and adjacent area
The altimeter accuracy by setting the QNH or the QFE. The reading should then agree with
the altitude of the apron or the zero height indication within a 75 ft (23m) tolerance.
Check, on ground, that the two primary altitude indications are within tolerances (FCOM
3.04.34, see also chapter 16.6, page 106) (max difference between ADR1/ADR2,
ADR1/ADR3 respectively ADR2/ADR3 is 20ft).
Check letter W in field 10 of ATC flight plan.
Check reported and forecasted weather on the flight route.
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16.4 In-flight procedures

(Source: Air Berlin OM-A 8.3.2.5, page 34, RVSM Implementation, procedures)

(Source: A320 FCOM, 3.4.34, flight instrument tolerances)

(Source: A320 FCOM, 2.4.50, procedures)

All the required equipment shall be monitored and checked to ensure satisfactory
operation before (transition airspace/ transition altitude) and within RVSM airspace.
In RVSM airspace and transition areas restrict the rate of climb/descend during step
climb/descent to 1000ft/min when operating 2000ft of other aircraft to minimize the
generation of TCAS TAs and RAs.
The aircraft should not overshoot or undershoot the cleared flight level by more than 150 ft
The automatic altitude control system shall be engaged during level cruise by reference to
one of the two altimeters. The altitude capture feature shall be used whenever possible for
the level off. Always select new altitude first on the altitude-select-panel before starting
climb or descend. The autopilot should be engaged within RVSM airspace for cruise and
flight level changes.
At intervals of approximately one hour, check that PFD altimeter indications agrees in
accordance with the instrument tolerances (FCOM 3.04.34, see also chapter 16.6,
page106). The usual scan of flight deck instruments should be sufficient.
The altimeter system being used to control the aircraft should be the same that is used by
the transponder transmitting information to ATC. Select ATC 1 for Autopilot 1 and select
ATC 2, when Autopilot 2 is in use.

16.5 Requirements for RVSM

Aircraft requirements

(Source: Air Berlin OM-A 8.3.2.5, page 41, RVSM implementation)

(Source: A320 FCOM 2.4.50)

RVSM regulations require the following equipment/functions in order to be operative:

2 ADR + 2 DMC
1 transponder
1 Autopilot function
1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement)
2 PFD
1 FWC (for altitude alert function)

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16.6 Altitude tolerances

(Source: A320 FCOM, 3.4.34, flight instrument tolerances)

The values below apply to aircraft in symmetrical flight (no sideslip), in clean configuration and in
straight and level flight.

PFD 1 or 2 at ground check : plus or minus 25 feet

Maximum differences between altitude indications

FL/speed Altitude (ft) comparison between

ADR 1 and ADR 2 ADR 3 and ADR 1, or ISIS and any


(on PFD) ADR 3 and ADR 2 ADR 1, or 2, or 3
(on PFD)
Gnd check 20 20 100
FL50/250 kt 50 65 130
FL100/250 kt 55 80 185
FL200/300 kt 90 135 295
FL300/.78 130 195 390
FL390/.78 130 195 445

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17 Taxiing and braking

17.1 Taxiing

17.1.1 General

(Source: A320 FCOM 3.3.10, Taxi)

Little, if any, power above idle thrust will be needed to get the aircraft moving (40 % N1
maximum). Thrust should normally be used symmetrically. Once the aircraft starts to
move, little thrust is required.

Use of the engine anti-ice increases ground idle thrust, thus the pilot must be carefully on
slippery surfaces.

The engines are close to the ground. Avoid positioning them over unconsolidated or
unprepared ground (beyond the edge of the taxiways, for example).

Avoid high thrust settings at low ground speeds, which increase the risk of ingestion
(FOD), and the risk of projection of debris towards the trimmable horizontal stabilizer and
towards the elevator.

The normal maximum taxi speed is 30 knots in a straight line and 10 knots for a sharp turn.
As the ground speed is difficult to assess, monitor ground speed on the ND. Do not "ride"
the brakes. As 30 knots is exceeded with idle thrust, apply the brakes smoothly and
decelerate to 10 knots. Release the brakes, and allow the aircraft to accelerate again.

17.1.2 180 turn on the runway

(Source: A320 FCOM 3.3.10, Taxi)

A standard runway is 45 meters wide. However, this aircraft only needs a pavement of 30 meters
wide for a 180 turn.

The following procedure is recommended for making such a turn in the most efficient way.

17.1.2.1 For the CM1

Taxi on the right-hand side of the runway and turn left, maintaining 25 divergence from the runway
axis. Maximum ground speed is 10 knots.
When the CM1 is physically over the runway edge, he turns the nose wheel full right and sets 50 %
to 55 % N1.

Note: To avoid skidding the nose wheel on a wet runway, perform the turn at very low speed, using
asymmetric thrust and differential braking as necessary.

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180 turn on runway

180 Turn

17.1.2.2 For the CM2

The procedure is symmetrical. (Taxi on the left-hand side of the runway).

17.1.3 Taxiing with one engine

(Source: A320 FCOM 3.4.90)

When the aircraft is not in such unusual operational environments as an uphill slope, slippery
taxiways, or high gross weight, it may be advisable to taxi on one engine. The pilot must exercise
caution when taxiing on one engine to avoid generating excessive jet blast.
For the whole procedure (taxiing with one engine (departure, arrival)) refer to FCOM 3.4.90, one
engine taxi.

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17.1.4 Taxiing in icing conditions

For this topic refer to section winter operation chapter 11.4, page 62 or A320 FCOM 2.04.10

17.2 Brakes

17.2.1 General

For technical details refer to A320 FCOM 1.32.30


For operational details refer also to section resetting of computers & CBs , chapter 7, page 43

17.2.2 Brake temperature limitations requiring maintenance action

(Source: A320 FCOM 3.04.32 P2)

Maintenance action is required in following cases:

The temperature difference between 2 brakes on the same gear is greater than 150C and
the temperature of one of the brakes is higher than 600C.
The temperature difference between 2 brakes on the same gear is greater than 150C and
the temperature of one of the brakes is lower than 60C.
The difference between the LH and RH brakes average temperature is higher than 200.
A fuse plug has melted.
One brakes temperature exceeds 900C.

17.2.3 Brakes hot (ECAM warning)

(Source: A320 FCOM 3.02.32, 3.03.25 & 3.3.10)

If the caution BREAKS HOT is displayed during taxi in, brake fan selection should be delayed for a
minimum of about 5 minutes, or done just before stopping at the gate (whichever occurs first), to
allow thermal equalization and stabilization, and thus avoid oxidation of brake surface hot spots.

Delay takeoff, until the brake temperature is below 300 C with the brake fans OFF, and
150C with the brake fans ON.
If an arc is displayed on the ECAM WHEEL page above the brake temperature, select the
brake fans on prior brake temperature reaches 260 C.
If the BRAKES HOT message is still on when the aircraft is parked, the flight crew should
not set the PARKING BRK ON.
When one brake temperature is above 500C (or 350C with brake fans ON), avoid
applying the parking brake, unless operationally necessary.

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18 CAT II, CAT III Operations

18.1 Definitions

(Source: Airbus getting to grips with CAT II / CAT III operations)

18.1.1 Decision height

Decision height is the wheel height above the runway elevation by which
a go-around must be initiated unless adequate visual reference has been
established and the aircraft position and approach path have been assessed as
satisfactory to continue the approach and landing in safety (JAA).

For CAT II and CAT III A, a pilot may not continue the approach below
DH unless a visual reference containing not less than a 3 light segment of the
centerline of the approach lights or runway centerline or touchdown zone lights or
runway edge lights is obtained. For CAT III B the visual reference must contain at
least one centerline light.

18.1.2 Alert Height

ICAO:

An Alert Height is a height above the runway, based on the


characteristics of the aeroplane and its fail-operational automatic landing system,
above which a Category III approach would be discontinued and a missed approach
initiated if a failure occurred in one of the redundant parts of the automatic landing
system, or in the relevant ground equipment.

Airbus:

The alert height is the height above touch down, above which a CAT3 autoland would be
discontinued and a missed approach executed, if a failure occured in either the airplane systems or
the relevant ground equipments.

Below the alert height, if such a failure occurs, the flare, touchdown and roll out may be
accomplished using the remaining automatic system.

The Alert height for the A320 Family of Airberlin is 100ft

18.1.3 Runway Visual Range

Runway Visual Range (RVR) is the range over which a pilot of an aircraft
on the centreline of the runway can see the runway surface markings or the lights
delineating the runway or identifying its centreline (ICAO).

18.1.4 Fail passive automatic landing system

An automatic landing system is fail-passive if, in the event of a failure,


there is no significant out-of-trim condition or deviation of flight path or attitude but
the landing is not completed automatically. For a fail-passive automatic landing
system the pilot assumes control of the aircraft after a failure (JAA).

On Airbus aircraft since the A320, fail-passive capability is announced by the


display of CAT 3 SINGLE on the PFD.
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18.1.5 Fail operational automatic landing system

An automatic landing system is fail-operational if, in the event of a failure


below alert height, the approach, the flare and landing can be completed by the
remaining part of the automatic system. In the event of failure, the automatic landing
system will operate as a fail-passive system (JAA).

On Airbus aircraft since the A320, fail operational capability is announced by the
display of CAT 3 DUAL on the PFD.

18.2 Decision height and alert height concept

(Source: Airbus getting to grips with CAT II / CAT III operations)

18.2.1 Decision height concept:

Decision height is a specified point in space at which a pilot must make an


operational decision. The pilot must decide if the visual references adequate to
safely continue the approach have been established.

If the visual references have not been established, a go-around must be executed.
If the visual references have been established, the approach can be continued. However,
the pilot may always decide to execute a go-around if sudden degradations in the visual
references or a sudden flight path deviation occur.

In Category II operations, DH is always limited to 100ft or Obstacle Clearance


Height (OCH), whichever is higher. In Category III operations with DH, the DH is
lower than 100ft (typically equal to 50ft for a fail-passive automatic landing system
and 20ft for a fail-operational automatic landing system).

The DH is measured by means of radio-altimeter.


When necessary, the published DH takes into account the terrain profile before runway threshold.

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18.2.2 Alert height concept

(Source A320 FCOM 1.22.30 & 4.5.70, Airbus getting to grips with CAT II / CAT III operations)

Alert height is a height defined for Category III operations with a fail-operational
landing system.

Above AH (100ft AGL), a go-around must be initiated if a failure affects the


fail-operational landing system.
Below AH, the approach will be continued except if AUTOLAND warning is triggered
The AUTOLAND warning is triggered in following cases: (Source A320 FCOM 1.22.30 &
4.5.70)
o When in LAND mode, the radio altitude goes below 200 feet and
o the aircraft gets too far off the beam (LOC or GLIDE)
o or both autopilots fail
o or both localizer transmitters or receivers fail above 15ft
o or both glide slope transmitters or receivers fail above 100ft
o or the difference between both radio altimeter indications is greater than 15 feet.

The AH is only linked to the probability of failure(s) of the automatic landing system.

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18.3 Visual Segments

18.3.1 CAT II

With RVR 350m at DH = 100ft (typical CAT II)

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18.3.2 CAT III

With RVR 200m at DH = 50ft (typical CAT IIIa)

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18.4 Runway characteristics

18.4.1 Runway Length

There is no specific requirement concerning runway length for an aerodrome to be


CAT II or III approved. The runway length is only an operational limitation.

18.4.2 Runway Width

The runway width should be normally not less than 45m.

18.4.3 Runway Slope

For CAT II or CAT III, disregarding normal standards, it is recommended that for the
first and the last quarter of the length of the runway the slope does not exceed
0.8%.
To permit the use of the automatic landing system, ICAO also recommends that
slope changes must be avoided or, when it is not possible, kept to a maximum of
2% per 30m (i.e. a minimum radius of curvature of 1500m) in the area located just
before the threshold (60m wide, 200m long). This limitation is due to the fact that
automatic landing systems use radio altimeter and a rapid slope change could
disturb the landing.

18.4.4 Visual Aids-Runway Lights

Runway lights on runways intended for use by CAT II or CAT III operations consist
of high intensity threshold lights, runway end lights, runway touchdown zone lights,
runway edge lights, and runway centerline lights. The basic pattern of runway lights
is shown in the figure below.

18.4.5 Runway Edge Lights

Runway edge lights are placed along the full length of the runway in two parallel
rows equidistant from the centerline, with a distance of no more than 3m to the
runway edge. These lights are uniformly spaced at intervals of no more than 60m
and may be omitted at the intersections. The lights are fixed lights showing variable
white.

18.4.6 Threshold Lights

Threshold lights are placed in a row at right angles to the runway axis, outside the
runway with a distance of no more than 3m to the threshold.
The lights are fixed unidirectional lights showing green, uniformly spaced at
intervals of no more than 3m.

18.4.7 Runway End Lights

Runway end lights are placed in a row at right angles to the runway axis, outside
the runway with a distance of no more than 3m to the runway end.
The lights are fixed unidirectional lights showing red, with a minimum number of
6 lights. ICAO also recommends a spacing between the lights of no more than 6m
for runways intended for use by CAT III approaches.

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18.4.8 Runway Centerline Lights

Runway centerline lights are a specific requirement for CAT II or CAT III
approaches. They are located along the centerline of the runway, with a longitudinal
spacing of approximately 7.5m, 15m or 30m for CAT II and only 7.5m or 15m for
CAT Ill.
These lights are fixed lights showing:
Variable white from the threshold to the point 900m from the runway end.
Alternate red and variable white from the point 900m to the point 300m from the runway
end (pairs of red lights followed by pairs of variable white lights if the spacing is only 7.5m)
Red from the point 300m to the runway end.

18.4.9 Touchdown Zone Lights

Runway touchdown zone lights are a specific requirement for CAT II or CAT III
approaches. They extend from the threshold for a longitudinal distance of 900m (full
touchdown zone) but do not extend beyond the mid-point if runway length is less
than 1800m.
The pattern is formed by pairs of barrettes containing at least three lights. The
lights inside each barrette are fixed unidirectional lights showing variable white,
spaced at an interval of no more than 1.5m. Each barrette must be not less than 3m
and no more than 4.5m in length. The lateral spacing (or gauge) between the lights
is not less than 18m and no more than 22.5m with a preference of 18m. The
longitudinal spacing between pairs of barrettes is 60m or 30m, but it is
recommended to have a spacing of 30m for low minima.

18.4.10 Taxiway Edge Lights

Taxiway edge lights are not a specific CAT II or CAT III requirement, but provide
efficient visual aid during low-visibility operations. The lights are fixed lights showing
blue.

18.4.11 Taxiway Centerline Lights

Taxiway centerline lights have to be installed on airfields intended for use by


operations with an RVR 400m or less (400m is the mean value for CAT II
approach). The lateral spacing between lights must not exceed 15m but the
proximity of a curve must be indicated by a spacing equal to, or less than, 7.5m.
The lights are fixed lights showing green, but from the beginning of the taxiway to
the perimeter of the ILS critical area/sensitive area or the lower edge of the inner
transitional surface, the lights are alternately showing green and yellow.

18.4.12 Stop Bars

Stop bars are placed at each taxi-holding position when the runway is intended for
use at an RVR less than 400m and are specially required for all CAT III
approaches. The lights of the stop bars show red and are spaced at intervals of 3m.
These stop bars are an efficient means to avoid aircraft intrusion into the
obstacle-free zone (OFZ) or into the critical/sensitive area during approaches in
very low visibility conditions.

18.4.13 Approach Light System

The approach light system is mandatory for CAT II operations, and only optional for
CAT III operations. It consists of a row of lights on the extended centreline of the
runway, extending over a distance of 300m from the threshold (over 900m for
CAT I).It is specified by the ECAC that sequenced strobe lighting is considered to be

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incompatible with CAT II and III operations. When installed for other operation, it
should be switched off when CAT II or CAT III approaches are in progress.

Runways lights / Approach light system

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18.5 Technical aspects

(Source: FCOM 1.22.30 ; 4.5.70)

700ft
FMGS frozen

400ft
FCU frozen

350ft
LAND GREEN

200ft AUTO LAND WARNING


becomes active
100ft
ALERT HEIGHT

When managed, the speed target is computed by the FMGS and may be modified by the crew
through the MCDU. At 700 feet RA, the current speed target value is memorized by the autothrust,
to ensure stabilized speed guidance, even if Flight Management fails. Below 700 feet, any new
VAPP or WIND entry in the MCDU has no effect on the speed target.

When the aircraft reaches 700 feet RA with APPR mode (LOC and G/S) armed or engaged, the
ILS freq and course are frozen in the receiver.

This function (ILS tune inhibit) is available, when at least one AP/FD is engaged. Any attempt to
change the ILS frequency or CRS, via the MCDU or RMP, does not affect the receiver.

If the speed is managed, the system does not accept any modifications the flight crew may enter
on the PERF APPR page (surface wind, selected landing configuration, or VAPP) for speed
guidance purposes below this altitude.

When the aircraft reaches 400 feet RA, LAND mode engages. The flight crew can only disengage
this mode by engaging the GO AROUND mode

18.6 List of required equipment

The table in the QRH 5.04 gives the reference of the tests, which verify the CAT III availability
in each system.

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18.7 Approach preparation

Aircraft Status
o Check on ECAM STATUS page that the required landing capability is available.
o Although it is not required to check equipment that is not monitored by the system,
if any of this equipment is seen inoperative (flag), the landing capability will be
reduced.
o On the A320 Family it is not necessary to check AUTOLAND WARNING light.

Weather
Check weather conditions at destination and at alternates. Required RVR values must be
available for CAT II/III approaches. The selected alternate must have weather conditions
equal to or better than CAT I.

Approach ban
Policy regarding an approach ban may differ from country to country. Usually the final
approach segment may not be continued beyond the OM or equivalent DME distance if
the reported RVR is below the published minima for the required transmissometers.
After OM or equivalent, if RVR becomes lower than the minima, the approach may be
continued.

ATC calls
Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III
approach must be requested from ATC, who will check the status of the ILS and
lighting and protect the sensitive areas from incursion by aircraft or vehicles. Such an
approach may not be undertaken until the clearance has been received.
Before the outer marker, the required RVR values should be transmitted.

Seat position
The correct seat adjustment is essential in order to take full advantage of the visibility
over the nose. The seat is correctly adjusted when the pilots eyes are in line with the
red and white balls located above the glareshield.

Use of landing lights


At night in low visibility conditions, landing lights can be detrimental to the
acquisition of visual references. Reflected light from water droplets or snow may actually
reduce visibility. Landing lights would therefore not normally be used in CAT ll or CAT III
weather conditions.

CAT II or CAT III crew briefing

The briefing should include the normal items as for any IFR arrival and in addition
the following subjects should be covered prior to the first approach:
o destination and alternate weather,
o airfield and runway operational status CAT II / CAT III, etc.
o aircraft systems status and capacity and downgrading possibilities
o brief review of task sharing,
o review approach procedure (stabilized or decelerated),
o review applicable minima (performance page), go-around
procedure, ATC calls,
o brief review of procedure in case of malfunction below 1000ft,
o optimum seat position and reminder to set cockpit lights when
appropriate

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18.8 Landing

(Source: Airberlin OM-A 8.4.1)

18.8.1 General

Air Berlin flight crew shall only conduct a Category II or III operation if:

The aeroplane concerned is certified for the operation;


The operations are approved by the authority;
The flight crew consists of licensed pilots; and
Decision height is determined by means of a radio altimeter.

The commander shall satisfy himself that:


The status of the visual and non-visual facilities is sufficient prior to commencing a Low
Visibility take-Off or a Category II or III approach; (NOTAMS & OM/C)
Appropriate LVPs are in force according to information received from Air Traffic Services
(ATIS & ATC), before commencing a Low Visibility Take-Off or a Category II or III
approach, and
The flight crew members are properly qualified prior to commencing a Low Visibility
The status of the aeroplane and of the relevant airborne systems is appropriate for the
pecific operation to be conducted, (Hold Item List & briefing Card)

Use of landing lights at night in low visibility can be detrimental to the acquisition of
visual references. Reflected lights from water droplets or snow may actually reduce
visibility. Landing lights would therefore not normally be used in Category III
weather conditions.

The pilots must realize the importance of eye position during low visibility
approaches and landing. A too-low seat adjustment may greatly reduce the visual
segment. When the eye reference position is lower than intended, the already short
visual segment is further reduced by the cut-off angle of the glareshield or nose.
Airbus aircraft are equipped with an eye position indicating device. The optimum
eye position is obtained when the pilot sees the red indicator ball covering the white
ball.

18.8.2 Commencement and continuation of approach

(Source: Airberlin OM-A 8.4.2 OM-A 8.4.7 OM-A 8.4.14)

An instrument approach may be commenced regardless of the reported RVR/visibility but must
not be continued past the outer marker or equivalent fix (e.g. NDB, VOR, DME distance) or if no
fix available at a height of 1000 ft above the aerodrome if the reported relevant RVR/visibility
value is less than the applicable minimum.
If, after passing the outer marker or equivalent fix the reported RVR/visibility falls below the
minimum, the approach may be continued and the landing may be completed provided that at
DA/H or MDA/H the required visual reference is established and maintained.
The relevant RVR value is the TDZ-RVR. (May be temporarily replaced with midpoint RVR if
approved ba the state of Aerodrome. RVR may be reported by human observation.)

A pilot may not continue an approach below DH unless visual reference containing at least 3 of
the following lights (consecutive or a combination) is acquired and can be maintained:
Center line of the approach lights
Touchdown zone lights
Runway center line lights
runway edge lights.

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CAT II additionally Visual reference must include a lateral element of the ground pattern,
e.g. crossbar or landing threshold or barrette of the touchdown zone lighting.
18.8.3 Landing Minima General

(Source: Airberlin OM-A 8.4.4 ; OM-A 8.4.7)

Landing minima will be the higher of the basic minima as tabulated below or those
published by the state of jurisdiction as reflected in the EAG chart or special minima
published by Air Berlin.
The maximum allowable tailwind for automatic landing and roll out is10 knots.
Landings at a friction coefficient below 0.26 are prohibited.
It is not allowed to convert a meteorological visibility to RVR for calculating Category II or III
minima or when a reported RVR is available.
CAT II/III approaches are only allowed as Dual Channel appr. & Autoland, and CM-1 Pilot
Flying.
Landing distance: 15% or 300 m - whichever is greater - runway shall be available in
addition to the landing distance requirement for dry runways;
Precipitation shall be only moderate

18.9 Summary Limitations

(Source: Airberlin OM-A 8.4.7, FCOM)

18.9.1 General limitations

RVR for landing required for TDZ.


CONF3 or CONF FULL
Slope angle within -2.5 & -3.15
Airport Altitude below 2500ft
Automatic rollout has not been demonstrated on snow covered or icy runways.
Wind limitation is based on surface wind report by the tower. Displayed wind on the ND
may be disregarded.

18.9.2 CAT II (auto land)

DH: 100ft (resp. according EAG chart minimum)


RVR: 300m (resp. according EAG chart minimum) Additionally, if in the high-speed
portion of the landing run (airspeed 60 kts or higher): Midpoint RVR 125 m.
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt

18.9.3 CAT II (manual landing)

DH: 100ft (resp. according EAG chart minimum)


RVR: 300m (resp. according EAG chart minimum) Additionally, if in the high-speed
portion of the landing run (airspeed 60 kts or higher): Midpoint RVR 125 m.
AP OFF: latest at 80 ft
Crosswind: max. 33kt
Tailwind: max. 10 kt

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18.9.4 CAT IIIa (CAT 3 single)

DH: 50ft (resp. according EAG chart minimum)


RVR: 300m (resp. according EAG chart minimum) Additionally, if in the high-speed
portion of the landing run (airspeed 60 kts or higher): Midpoint RVR 125 m.
A/THR must be used in selected or managed mode
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt

18.9.5 CAT IIIa (CAT 3 dual)

DH: 20ft (resp. according EAG chart minimum)


RVR: 300m (resp. according EAG chart minimum) Additionally, if in the high-speed
portion of the landing run (airspeed 60 kts or higher): Midpoint RVR 125 m.
A/THR must be used in selected or managed mode
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt

18.9.6 CAT IIIb (CAT 3 dual)

DH: NO
RVR: 75m (resp. according EAG chart minimum)
Alert Height: 100ft
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt

18.9.7 Engine out (CAT II or CAT III single)

DH: 100ft / 50 ft (resp. according EAG chart minimum)


RVR: 300m / 200m (resp. according EAG chart minimum)
Config: FULL
Engine out procedure completed latest at 1000 ft AGL
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt

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18.10 Failures and associated actions

18.10.1 General

In general there are three possible responses to the failure of any system,
instrument or element during the approach.

CONTINUE the approach to the planned minima.


REVERT to higher minima and proceed to a new DH (above 1000ft).
GO AROUND and reassess the capability.

The nature of the failure and the point of its occurrence will determine which
response is appropriate.

As a general rule, if a failure occurs above 1000ft AGL the approach may be
continued reverting to a higher DH, providing the appropriate conditions are met

Below 1000ft (and down to AH when in CAT III DUAL) the occurrence of any failure
implies a go-around, and a reassessment of the system capability. Another
approach may then be undertaken to the appropriate minima for the given aircraft
status.
It has been considered that below 1000ft, not enough time is available for the crew
to perform the necessary switching, to check system configuration and limitations
and brief for minima.

In CAT III DUAL, in general, a single failure (for example one AP failure or one
engine failure) below AH does not necessitate a go-around.
But a go-around is required if the autoland warning is triggered.

18.10.2 Abnormal Procedures

18.10.2.1 General

The abnormal procedures can be classified into two groups

Failures leading to a downgrading of capability as displayed on FMA and


ECAM with an associated specific audio warning (triple click).
Failures that do not trigger a downgrading of capability but are signaled by
other effects (Flag, ECAM warning, amber caution and associated audio
warnings).

It should be noted that some failures might trigger ECAM warnings, cautions and a
downgrading of capability.

The FCOM describes what should be the crew responses to failures in function to
the height.
Above 1000ft:

18.10.2.2 Downgrading conditions

Downgrading from CAT 3 to CAT 2 is permitted only if


ECAM actions are completed,
RVR is at least equal to CAT II minima,
Briefing is amended to include CAT II procedure and DH.
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Decision to downgrade is completed above 1000ft AGL,


Downgrading from CAT 2 to CAT 1 permitted only if

ECAM actions are completed,


at least one FD is available,
RVR is at least equal to CAT I minima,
briefing is amended to include CAT 1 procedure and DH.
the decision to downgrade is completed above 1000ft AGL,

Note: switching from one AP to another before 1000ft AGL is permitted.

Below 1000ft and above DH (for CAT 2 or CAT 3 SINGLE) or above AH (for CAT 3
DUAL) a go-around must be performed in case of:

ALPHA FLOOR activation,


loss of AP (cavalry charge),
downgrading of capability (triple click),
amber caution (single chime),
engine failure.

At 350ft RA

LAND must be displayed on FMA and runway course must be checked. If runway
course is incorrect or LAND does not appear, a go-around must be performed or if
conditions permit, a CAT ll approach with AP disconnection no later than 80ft may be performed.

LAND is displayed if LOC and GS track modes are active and at least one RA is
available. These conditions need to be obtained no later than 350ft AGL to allow a
satisfactory automatic landing.
Depending on terrain profile before the runway LAND mode may appear at lower
height. This can be acceptable provided it has been demonstrated that automatic
landing is satisfactory.

At 200ft RA and below

Any AUTOLAND warning requires an immediate go-around.


If visual references are sufficient and a manual landing is possible, the PF may
decide to land manually.

At flare height

If FLARE does not come up on FMA, a go-around must be performed.


If visual references are sufficient and a manual landing is possible, the PF may
decide to complete the landing.

After touchdown
In case of anti-skid or nose wheel steering failure, disconnect AP and take manual
control.
If automatic rollout control is not satisfactory, disconnect the AP immediately.

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18.11 Effect on Landing Minima of temporarily failed or downgraded Equipment

(Source: Airberlin OM-A 8.4.14 ; OM-A 8.4.15)

Failed or downgraded Effect on Landingminima


equipment
CAT III CAT II
ILS Standby transmitter Not allowed No effect
Outer marker No effect if replaced by published equivalent position
Middle marker No effect
TDZ RVR assessment system May be temporarily replaced with midpoint RVR if approved ba the
state of Aerodrome. RVR may be reported by human observation
Midpoint or Stopend RVR No effect
Approach Lights Not allowed for DH > 50ft Not allowed
Approach Lights except the No effect Not allowed
last 210m
Approach Lights except the No effect
last 420
Stanbypower for No effect RVR as for CAT I basic facilities
approachlights
Whole RWY light system Not allowed
Edge lights Day only
Centerline lights RVR 300m, day only RVR 300m by day; 550m by
night
TDZ lights RVR 300m by day; 550m by night
Stanbypower for RWY lights Not allowed
Taxiway light system No effect except delays due to reduced movment rate

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18.12 Autoland in CAT I or better weather conditions

18.12.1 Airports requirements

The Automatic Landing System performance has been demonstrated during type
certification with CAT II or CAT III ILS qualify beam, nevertheless automatic landing
on CAT I ILS quality beam is possible provided the Airline has checked that the
guidance below 200ft is satisfactory.

18.12.2 Crew procedures

Visual cues must be obtained at the applicable DA (baro) (CAT I) or a go-around


must be performed.
The crew should be warned that fluctuations of the LOC or GS may occur and that
the PF should be prepared to immediately disconnect the AP and take the
appropriate action should unsatisfactory automatic landing performance occur.
The flight crew is reminded to be vigilant for ILS disturbances when conducting
automatic landing on any ILS quality beam in CAT I or better weather conditions
when the critical area protection is not assured by ATC.
Being in visual contact with the runway, the crew will decide to continue the
automatic landing or to take over manually or to go around. Flare, landing and
roll-out must be closely monitored as the crew must be ready to take over in these
flight phases as well.

18.12.3 Limitations

Automatic landing must be approved in the AFM.


At least CAT 2 capability must be displayed on FMA.
AFM limitations must be observed including:
o Glide slope angle
o Airport elevation
o Flap configuration
o Wind limits
o Required equipment for CAT II must be operative.

18.13 Type and command experience

(Source: Airberlin OM-A 8.4.7)

The following applies for a PIC new to aircraft type:

The first 50 hours or 20 sectors (lower value) as PIC on type: CAT II and III operations not
allowed.
Note: Dual Channel approaches and automatic landings are allowed if weather conditions
are CAT I or better.
100 hours or 40 sectors (lower value) as PIC on type: 100m must be added to CAT II and
III RVR minimums if not previously CAT II/III qualified

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19 Low visibility Takeoff

19.1 General

(Source: Airbus getting to grips with CAT 2/3 operations)

Takeoff with RVR less than 400m is considered as LVTO by JAR OPS 1. The maximum RVR at
Takeoff is quite independent of the aircraft type and aircraft equipment except for very low RVR.
The Takeoff minima is mainly determined by the airport installation (runway lighting
system, RVR measurement system, ...).
When weather conditions are more severe than the landing minima, a takeoff
alternate is required within one hour. Above time is determined at the one engine inoperative
speed and equals 370NM

19.2 Take Off Minima

(Source: Airberlin OM-A 8.4.3)

19.2.1 General

Take-Off minima must selected to ensure sufficient guidance to control the aircraft in case
of:
o discontinued take -Off in adverse circumstances or
o continued take-Off after failure of the critical engine
The commander shall not commence Take-Off unless the weather conditions at the
aerodrome f departure are equal to or better than applicable minima for landing at that
aerodrome unless a suitable Take-Off alternate aerodrome is available.
Take-Off with minima less than 400 m requires that LVP's are in force, the RVR is reported
and the flight crew members have satisfactorily completed training in a simulator.
The pilot in command has to perform the T/O if the RVR is less than 400 m.
When no visibility is reported or the reported visibility is below that required for Take-Off
and or RVR is not reported, a Take-Off may only be commenced if the pilot in command
can determine that the RVR visibility along the Take-Off run required (JAR take-off field
length) is at or above minimum required.
It is not allowed to convert a meteorological visibility to RVR for calculating Take-Off
minima, Category II or III minima or when a reported RVR is available. (OM-A 8.4.4)
Take-offs at a friction coefficient below 0.26 are prohibited.
The maximum allowable Air Berlin tail wind component for Take-Off for the Airbus fleet
is 15 knots.

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19.2.2 Ground Facilities Requirement for Take Off

Ground facilities RVR

Nil (day only) 500m (Note 1)

Runway edge lighting and/or centerline


marking (for night, edge and runway 250m (Note 1,2,3,5)
end lights are required)

Runway edge and centerline lighting 200m (Note 1,3,5)

Runway edge and centerline lighting


150m (Note 1,3,4,5)
and multiple RVR information

HIRCL spaced 15 m or less


HIRL spaced 60 m or less
Max. Crosswind 10 kts.
Runway is not contaminated
Required RVR values achieved 125 m (Note 3,4,5)
along JAR Take-Off field length
A 90 m visual segment is
available from the cockpit at
the start of the Take-Off run

Note 1: the reported RVR/visibility value representative of the initial part of the Take-
Off run can be replaced by pilots assessment. If no RVR values are available,
the commander must determine that actual conditions along the whole
JAR - take-off field length satisfies the applicable Take-Off minima.
Note 2: For night operation RL and REL must be on (Take-Off).
Note 3: Take-Off must be performed by captains only.
Note 4: Required RVR value must achieved for all of the relevant RVR reporting
points except Note 1.
Note 5: Low visibility procedures must be in force.

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20 Performance

In Arbeit

20.1 Drag

Induzierter Widerstand
Druckwiderstand
Reibungswiderstand

Summe

tiefster Punkt Greendot auf tiefen hhen in grossen Hhen .76

20.2 Expedite Function

Diagramm mit Ci35 und CI =0

20.3 Optimum Flight level

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21 Limitations

The limitations in this summary are divided in two groups:

Technical limitations
Limitations out of the FCOM which are most of them nice to know since the FWC is
monitoring them or they have no direct consequence in normal operation.

Operational limitations
Limitations which have direct consequences in normal operation and should be known by
heart. The operational limitations are ordered according a normal flight in flight phases.
Most of the operational limitations can also be found in the section technical limitations.

21.1 Technical limitations

21.1.1 General

(Source: FCOM 3.01.20)

Length 37.6m
Wingspan 34.1m
Tail height 12.1m
Tail width 12.5m
Fuselage width 4m
Min. pavement width for 180 turn 23m
Main Gear track (outside face of tire) 9.2m
Max. operating altitude: FL 390 (39800ft PA)
Max. operating temperature -70 C OAT
Runway slope limits: +/- 2%
Runway width: min. 45m
Manoeuvring load limits:
clean: + 2.5 g to - 1.0 g.
slats extended / flaps retracted + 2.0 g to 0.0 g.
slats & flaps extended + 2.0 g to 0.0 g.
Maximum take-off and landing altitude: -1000ft 9200ft PA
Pitch in T/O: max. 18 / 22.5 in windshear
Range of ADIRS (FCOM 3.01.34): between 73N and 60S

21.1.2 Flight instrument tolerances

(Source: FCOM 3.4.34)

Altimeter:

max. difference between ADR1 and ADR2: 20 ft (on ground)


55ft (FL100)
130 ft (FL390)

max. difference between ADR1 / 2 and ADR3: 20 ft (on ground)


350 ft (FL390)

max. difference between ADR1 / 2 / 3 and ISIS: 100 ft (on ground)


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185 ft (FL 100)


445 ft (FL390)

Airspeed:

max. difference between ADR1 and ADR2: 6 kt / m0.008 (ground)


3 kt / m0.01 (FL390)

max. difference between ADR1 / 2 and ADR3: 6 kt / m0.008 (ground)


4 kt / m0.008 (FL390)

max. difference between ADR1 / 2 / 3 and stby ASI: 6 kt (on ground)


8 kt (FL390)

Heading: max. difference 4

21.1.3 Opearting temperatures

(Source: FCOM 3.1.20)

Take-off & Landing: min. - 40 / max. 55C (0 ft PA)


min. - 45 / max. 37C (9000ft PA)

In flight: min. - 70 / max. -25C (39000 ft PA)


min. - 66 / max. -20C (35000 ft PA)
min. - 63 / max. -10C (30000 ft PA)

21.1.4 Cabin pressure

(Source: FCOM 3.01.21)

Maximum positive differential pressure 8.6 psi


Maximum negative differential pressure -1 psi
Ram air inlet opens only if differential pressure is lower 1 psi

21.1.5 Structural weight limits

(Source: FCOM 3.01.20)

Maximum take-off weight (brake release): 77000 kg (A319: 75500 kg)


Maximum landing weight: 64500 kg (A319: 62500 kg)
Maximum zero fuel weight: 61000 kg (A319: 58500 kg)
Maximum taxi weight: 77400 kg (A319: 75900 kg)

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21.1.6 Speeds

(Source: A320 FCOM 3.01.20)

(all speeds IAS)

VMO / MMO max. operating speed 350 kts / M 0.82


VRA / MRA rough air speed: 250 kts / M 0.65
VFE / MFE max. slats / flaps extended speed:
1: 230 kts
1 + F: 215 kts
2: 200 kts
3: 185 kts
4: 177 kts
VLS: min. selectable speed: T/O: VLS 103kt (8000ft)= 1.13 VS1g
Other modes: VLS = 1.23 VS1g
VMCA 110 kts ( 0ft) /
VMCG (config 1 +F) 110 kts ( 0ft) / 103kt (8000ft)
Gear retraction VMLO retraction: max. 220 kts
Gear extension VLO extension: max. 250 kts
Gear extended VLE: max. 280 kts / M 0.67
Windshield wipers: max. 230 kts
Tire speed: max. 195 kts
Speed for opening cockpit Window: max. 200 kts

21.1.7 Use of autopilot

(Source: FCOM 3.01.22)

Height for engagement after Take-off (with SRS mode) 100 ft


Straight in non precision approach MDA
Circling approach: MDA-100ft
ILS approach with CAT 1 displayed on FMA: 160ft
All other cases 500ft

21.1.8 Automatic approach, landing and roll out

(Source: FCOM 3.01.22)

Headwind: max. 30kt


Tailwind: max. 10kt
Crosswind: max. 20kt

Note: Wind limitation is based on the surface wind reported by the tower. If the wind displayed on
ND exceeds the abovenoted autoland limitations, but the tower reports a surface wind within the
limitations, then the autopilot can remain engaged. If the tower reports a surface wind beyond
limitations, only CAT I automatic approach without autoland can be performed.

21.1.8.1 Engine out

CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out
procedures are completed before reaching 1000 feet in approach. Maximum wind conditions for
CAT II or CAT III automatic approach landing and roll out.

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21.1.8.2 Automatic landing

CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:

With CAT II and CAT III ILS beam.


With slope angle within ( 2.5, 3.15) range.
For airport altitude at or below 2500 feet.
At or below the maximum landing weight. At approach speed (VAPP) = VLS + wind
correction.
Minimum wind correction 5 knots ; maximum 15 knots.

Automatic rollout performance has been approved on dry and wet runways, but performance on
snow-covered or icy runways has not been demonstrated.
Automatic landing in CAT I or better weather conditions

The automatic landing system's performance has been demonstrated on runways equipped with
CAT II or CAT III ILS approaches. However automatic landing in CAT I or better weather conditions
is possible on CAT I ground installations or when ILS sensitive areas are not protected, if the
following precautions are taken:

The airline has checked that the ILS beam quality and the effect of terrain profile before the
runway have no adverse effect on AP/FD guidance. In particular the effect of terrain
discontinuities within 300 meters before the runway threshold must be evaluated.
The crew is aware that LOC or GS beam fluctuations, independent of the aircraft systems,
may occur and the PF is prepared to immediately disconnect the AP and take appropriate
action, should unsatisfactory guidance occur.
At least CAT2 capability is displayed on the FMA and CAT II/CAT III procedures are used.
Visual references are obtained at an altitude appropriate to the performed CAT I approach,
otherwise goaround is initiated.
When the crew does not intend to perform an autoland, they should disconnect the AP at
or above 80 feet: this altitude being the minimum to take over and feel comfortable.
Nevertheless, for safety purposes, the AP may be disconnected at anytime.

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21.1.9 Weather

(Source: A320 3.01.20)

Following:

Cross wind for T/O: max. 29kts gusts up to 38 kts*


Cross wind for LDG: max. 33kts gusts up to 38 kts*

* Values are demonstrated values and not operational limitations

Tail wind (T/O & Ldg. at or below 5300 ft): 15 kts (>5300 ft: 10 kts) (A320)

10 kts (A319)

Note: The maximum tailwind for automatic landings and rollout remains 10 kts !

Maximum wind speed for door operation (cabin & cargo): 65 kts
Keep parking brake on with wind speeds above: 40 kts

21.1.10 Fuel

(Source: FCOM 3.1.28 ; 1.28.10)

Max usable wing tanks: 2 x 6126kg (=0.785)


Max usable center tanks: 6476 kg (=0.785)
Total usable Fuel: 18728 kg (=0.785)

Maximum allowed wing fuel imbalance

Inner tanks

Tank Fuel Quantity Maximum allowed


(Heavier tank) imbalance.
Full (5350 kg) 1500 kg
4300 kg 1600 kg
2250 kg 2250 kg

Note: The variation is linear between these values (No limitation below 2 250 kg)

Outer tanks: Maximum allowed imbalance: 530 kg

Fuel management

Tanks must be emptied in the following order: center tank then wing tanks
Takeoff on center tank is prohibited.
Fuel temperature: min. -43C (Jet A1)
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21.1.11 Hydraulic

(Source: FCOM 3.1.29)

Normal operating pressure 3000 psi +/-200

21.1.12 Break, gear, flight controls

(Source: FCOM 3.1.27 ; 3.3.11 ; 1.32.10)

Altitude for LG extension: max. FL 250


Altitude for flap extension: max. FL 200
Min. Speed to cut off green hydraulic pressure: 260kt

Keep Parking brake on with wind speeds above: 40 kt


Do not set N1 above 75% on both engines with the parking brake on

Steering angle:
Rudder: 6 (40kt) / 0 (130kt)
Tiller: 75 (0kt) / 0 (70kt)
Towing: 95

Break temperature for T/O: max. 300C with break fan off.
max. 150C with break fan on.

Altitude for flap extension: max. FL 200

21.1.13 Oxygen

(Source: FCOM 3.1.35)

Oxygen pressure: min. 800 psi (2 Crew / 40C)


min. 1000 psi (+1 observer / 40C)
min. 1300 psi (+2 observer / 40C)

Protection time during emergency descent ->10min.


cruise at FL 100 -> 110min
against smoke with 100% oxygen at FL 80 -> 15min.

Cabin: 4 + 4 Masks -> 12min


Smoke hood: approx. 15min
Bottle in cabin: LOW 1h, HI 30min

21.1.14 Electrical

(Source: FCOM 3.01.2e)

Max continuous load per generator 100 % (90 kVA)


Max continuous load per TR (continuous) 200 A

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21.1.15 APU

(Source: FCOM 3.1.49)

Maximum N (ECAM display) 107 %


Note : The APU automatically shuts down at 107 % N speed, that appears on the ECAM.This
corresponds to an actual N speed of 106 %.

Maximum for start (below 25000 feet) 900C


Maximum for start (above 25000 feet) 982C

APU start: max. 3 start cycles thereafter wait


60 min before attempting 3 more
cycles

APU bleed air extraction for wing anti ice is not permitted

1.12 Pressurization/ ventilation

(Source: FCOM 3.3.6)

Pack flow selector: LO if number of PAX < 115 (A320)


LO if number of PAX < 85 (A319)

HI for abnormally hot and humid conditions


NORM for all other operating cases

21.1.16 Engine

(Source: FCOM 3.1.70)

Time limit for T/O & GA: 5 min. / 10min. OEI


EGT limit for starting: 725C
EGT limit MCT: 915C
EGT limit T/O & GA: 950C

Oil temperature:
engine start min.-40 C
T/O power min.-10 C
max. 140 C
max. trans. 155 C for 15 Min.
Oil quantity: min. 9.5 qts + estimated consumption (0.5 qts/h)
Engine start: 4 Starts (max. 2 Min.) with 20 sec. delay
After 4 starts 15 Min. cooling

Reverse thrust: maximum reverse should not be used below 70 kts


Idle reverse is allowed down to acft stop

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Reduced Thrust Takeoff


(Source: FCOM 3.01.70)

Takeoff at reduced thrust is only permitted, if the airplane meets all applicable performance
requirements at the planned takeoff weight, with the operating engines at the thrust
available for the assumed temperature.
The assumed temperature must not be lower than the flat rating temperature, or the actual
OAT.
Takeoff at reduced thrust is not permitted on contaminated runways.
Takeoff at reduced thrust is permitted with any inoperative item affecting the performance,
only if the associated performance shortfall has been applied to meet all performance
requirements at the takeoff weight, with the operating engines at the thrust available for the
flex temperature.

21.2 Operational Limitations

21.2.1 Cockpit Preparation

(Source: FCOM 3.3.4 ; 3.3.6 ; 3.4.34)

Oxygen pressure: min. 800 psi (2 Crew / 40C)


min. 1000 psi (+1 observer / 40C)
min. 1300 psi (+2 observer / 40C)

Engine oil quantity: A320: min. 9.5 qts + estimated consumption (0.5 qts/h)
A319: min. 11 qts + estimated consumption (0.3 qts/h)

Battery: (off on -> check) battery charge currents


are below 60 A and decreasing
min. 25,5 V (ensures charge 50%)
charging cycle about 20 minutes

APU: do not use APU Bleed with external Airconditioning


connected -> valve damage

Brake pressure check: between 2000 and 2700 PSI (full pedal deflection), if no
1000 PSI limiter installed

IRS: full alignment ca. 10 minutes


if one IRS has a residual ground speed greater than 5
knots complete a fast alignment on all 3 IRS.

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Pack flow selector: LO if number of PAX < 115 (A320)


LO if number of PAX < 85 (A319)

HI for abnormally hot and humid conditions


NORM for all other operating cases

Altimeters

max. difference between ADR1 and ADR2: 20 ft (on ground)

max. difference between ADR1 / 2 / 3 and ISIS: 100 ft (on ground)

21.2.2 Taxi

(Source: FCOM 03.03.10)

N1 max 40%

Taxispeed max 30 kt straight ahead


max 10 kt in turns

Brake fan: If an arc is displayed on the ECAM WHEEL page above the brake temperature,
select the brake fans on prior brake temperature reaches 260 C

Break temperature for T/O: max. 300C with brake fan off.
max. 150C with brake fan on.

Icing

(Sorce: FCOM 3.3.9)

Note: Icing conditions may be expected when the OAT (on the ground and for take-off), or when
TAT (in flight) is 10 C or below with visible moisture in the air or standing water, slush, ice or snow
is present on the taxiways or runways.

During ground operation when engine anti ice is required and OAT is plus 3 deg C or less, periodic
engine run-up to as high a thrust setting as practical (70 % N1 recommended) may be performed
at the pilot's discretion to centrifuge any ice from the spinner, fan blades and low compressor
stators. There is no requirement to sustain the high thrust setting. The run-ups should be
performed at intervals not greater than 15 minutes.

Subsequent takeoff under these conditions should be preceded by a static run-up to as high a
thrust as practical (70 % N1 recommended) with observation of all primary parameters to ensure
normal engine operation.

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Before Take Off

(Source: FCOM 03.03.07)

Start IGN START if heavy rain or severe turbulence is expected after takeoff.

Take Off

(Source: FCOM 3.3.12; 3.5.6 ;3.1.28; 3.1.70)

max demonstrated crosswind T/O 29kt, gusts 38 kt


max demonstrated crosswind LDG 33kt, gusts 38 kt
max tailwind
A320 15 kt
A319 10 kt
Max Pitch in T/O 18

Separation due to wake turbulence:

(Source: EAG ERM, ICAO RAR 12.28.2)

behind heavy aircraft (>136000kg) same position 2 min


intermediate position 3 min

Time limit for T/O & GA: 5 min. / 10min. OEI

Fuel: Takeoff on center tank is prohibited.

Icing

(Source: FCOM 3.4.30)

Icing conditions may be expected when the OAT (on ground and for takeoff), or when the TAT (in
flight) is at or below 10C, and there is visible moisture in the air (such as clouds, fog with low
visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is
present on the taxiways or runways

21.2.3 After Take Off / Climb

(Source: FCOM 3.3.12)

Packs: Select PACK 1 ON after CLB thrust reduction


Select PACK 2 ON after a min. 10 seconds waiting period
but not later than Flaps are set to zero.
Note: Selecting pack ON before reducing take off thrust would result in an EGT increase.

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Selecting both packs ON simultaneously may affect passenger comfort.

Flight instrument tolerances

(Source: FCOM 3.4.34)

Altimeter:

max. difference between ADR1 and ADR2: 55ft (FL100)


130 ft (FL390)

max. difference between ADR1 / 2 / 3 and stby altimeter: 185 ft (FL 100)

21.2.4 Cruise

Turbulence

(Source: FCOM 3.4.91)

Above FL200 275 kt or Mach 0.76 (which ever is less)


Below FL 200 250 kt

21.2.5 Approach

max demonstrated crosswind T/O 29kt, gusts 38 kt


max demonstrated crosswind LDG 33kt, gusts 38 kt
max tailwind
A320 15 kt
A319 10 kt
auto LDG max tailwind 10 kt
auto LDG max crosswind 20 kt
auto LDG max headwind 30 kt

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Wake turbulence radar separation minima

(Sorce: ICAO RAR 12.28.3)

Behind a heavy acft: 5Nm


All other cases 3Nm

21.2.6 Landing

(Source: FCOM 3.3.21)

Pitch max 10
Bank max 7

Full reverse min. 70kt

21.2.7 After Landing

(FCOM 03.03.23)

if above 30 C OAT consider Conf 1

Brake fans selection should be delayed for a minimum of about 5 minutes, or done at the
gate (whichever occurs first), to allow thermal equalization and stabilization and thus avoid
oxidation of brake surface hot spots.

Engine shut down minimum 3 minutes after LDG, if full reverse used

21.2.8 Parking

(Source: FCOM 3.3.24 ; 3.4.32)

Brakes

above 500C, parking brake application should be avoided unless operationally necessary

When turnaround times are short, or brake temperatures are likely to exceed 500C, use the brake
fans, disregarding possible oxidation phenomenon.
Maintenance action is due in the following cases :
The temperature difference between the 2 brakes on the same gear is greater than 150C,
and the temperature of either one of the brakes is higher than or equal to 600C or
The temperature difference between the 2 brakes on the same gear is greater than 150C,
and the temperature of one brake is lower than or equal to 60C, or
The difference between the LH and RH brakes' average temperature is higher than or
equal to 200C or
A fuse plug has melted or
One brake's temperature exceeds 900C
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IRU Performance

On POSITION MONITOR page Drift 5nm or below (in all other cases
consult FCOM 3.3.24)
Residual ground speed check:

Below 5kt ok
6-14 kt perform a fast alignment
15-20kt Report (The IR part of the ADIRU must be
considered as failed, if the excessive deviation
occurs after two consecutive flights).

Above 21 kt Report (The IR part of the ADIRU must be


considered as failed).

21.2.9 Leaving Aircraft

(Source: FCOM 3.3.25)

After having switched off the ADIRS, wait at least 10 seconds before switching off the electrical
supply to ensure that the ADIRS memorize the latest data.

Wait until the APU flap is fully closed (about 2 minutes afte the APU AVAIL light goes out), before
switching off the batteries

Instr.GuideA320 Revision: 3 Effective Date: 19.05.07


A320 LINE TRAINING Version : 1.0
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22 Abreviations BTC Bus Tie Contactor


BTL Bottle

A C
ABN Abnormal C Centigrade
AC Alternating Current CAPT Captain, Capture
A / C Aircraft CAS Calibrated Airspeed
ACARS ARINC Communication Addressing C / B Circuit Breaker
and Reporting System CBMS Circuit Breaker Monitoring System
ACP Audio Control Panel CDL Configuration Deviation List
ADF Automatic Direction Finder CDU Control Display Unit
ADIRS Air Data Inertial Reference System CFDIU Centralized Fault Data Interface
ADIRU Air Data Inertial Reference Unit CFDS Centralized Fault Display System
ADM Air Data Module CG Center of Gravity
ADR Air Data Reference CHG Change
ADV Advisory CIDS Cabin Intercommunication Data
AEVC Avionics Equipment Ventilation System
Computer C / L Check List
AFS Auto Flight System CLB Climb
AIDS Aircraft Integrated Data System CLR Clear
AIL Aileron CMD Command
AIU Audio Interface Unit CMPTR Computer
AMU Audio Management Unit CO Company
ANT Antenna CONT Continuous
ALS Approach Light System CO RTE Company Route
ALT Altitude CPCU Cabin Pressure Controller Und
ALTN Alternate CRC Continuous Repetitive Chime
A / P Auto-Pilot CRG Cargo
APPR Approach CRS Course
APPU Asymmetry Position Pick off Unit CRT Cathode Ray Tube
APU Auxiliary Power Und CRZ Cruise
ARPT Airport CSCU Cargo Smoke Control Unit
AS Airspeed CSD Constant Speed Drive
ASAP As Soon As Possible CSM / G Constant Speed Motor /
ASI Air Speed Indicator Generator
A / SKID Anti Skid CSTR Constraint
ATC Air Traffic Control CTR Center
ATE Automatic Test Equipment CTL PNL Control Panel
A/THR Auto Thrust Function CVR Cockpit Voice Recorder
ATS Auto Thrust System
ATT Attitude
AWY Airway D
DA Drift Angle
B DAR Digital AIDS Recorder
BARO Barometric DC Direct Current
BAT Battery DDRMI Digital Distance and Radio Magnetic
BCL Battery Charge Limiter Indicator
BCDS Bite Centralized Data System DES Descent
BITE Built-in Test Equipment DEST Destination
BIU Bite Interface Unit DEU Decoder / Encoder Unit
BFE Buyer Furnished Equiptment DFA Delayed Flap Approach
BMC Bleed Air Monitoring Computer DFDR Digital Flight Data Recorder
BNR Binary DH Decision Height
BRG Bearing DIR Direction
BRK Brake DIR TO Direct To
BRT Bright DISC Disconnect
BSCU Braking Steering Control Unit DIST Distance
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DITS Digital Information Transfer System FF Fuel Flow


DMC Display Management Computer FGC Flight Guidance Computer
DME Distance Measuring Equipment FIDS Fault Isolation and Detection
DMU Data Management Und (Aids) System
DSDL Dedicated Serial Data Link FL Flight Level
DSPL Display FLSCU Fuel Level Sensing Control Unit
DTG Distance To Go FLT Flight
DU Display Unit FLT CLT Flight Control
FMA Flight Mode Annunciator
E FMGC Flight Management Guidance
E East Computer
ECAM Electronic Centralized Aircraft FMGS Flight Management
Monitoring Guidance System
ECB Electronic Control Box (APU) FMS Flight Management System
ECM Engine Condition Monitoring F/0 First Officer
ECON Economic FOB Fuel on Board
ECP ECAM Control Panel F-PLN Flight Plan
ECS Environmental Control System FPA Flight Path Angle
ECU Engine Control Unit FPPU Feed Back Position Pick-Off Unit
EDP Engine Driven Pump FPV Flight Path Vector
EFCS Electronic Flight Control System FQI / FQU Fuel Quantity Indication /
EFIS Electronic Flight Instrument System Unit
EFOB Estimated Fuel On Board FREQ Frequency
EIU Engine Interface Unit FRT Front
EIS Electronic Instruments System FRV Fuel Retum Valve
ELAC Elevator Aileron Computer FT Foot, Feet
ELV Elevation FT/MN Feet per Minute
ELEC Electrics FU Fuel Used
EMER Emergency FWD Forward
EMER GEN Emergency Generator FWC Flight Waming Computer
ENG Engine FWS Flight Waming System
EO Engine Out
EPR Engine Pressure Ratio G
ESS Essential GA Go Around
EST Estimated GCU Generator Control Unit
ETA Estimated Time of Arrival GEN Generator
ETE Estimated Time en Route GLC Generator Line Contactor
ETP Equal Time Point GMT Greenwich Mean time
EVMU Engine Vibration Monitoring Unis GND Ground
E / WD Engine / Waming Display GPCU Ground Power Control Unit
EXT PWR External Power GPS Global Positioning System
EXTN Extension GPWS Ground Proximity Waming System
GRND Ground
F GRP Geographic Reference Point
GRVTY Gravity
FAC Flight Augmentation Computer
GS Ground Speed
FADEC Full Authority Digital Engine Control
G/S Glide Slope
System
GW Gross Weight
FAF Final Approach Fix
FAP Forward Attendants Panel
FAR Federal Aviation Regulations H
FAV Fan Air Valve H Hour, Hot
F / C Flight Crew HCU Hydraulic Control Unit
FCDC Flight Control Data Concentrator HDG Heading
FCU Flight Control Unit HDG/S Heading Selected
FD Flight Director HDL Handle
FDIU Flight Data Interface Unit HI High
FDU Fire Detection Unit HI High Intensity
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HLD Hold LLS Left Line Select Key


HMU Hydraulic-Mechanical Unft LOC Localizer
HP High Pressure LONG Longitude
HPTCC HP Turbine Clearance Control LP Low Pressure
HPV High Pressure Valve LPTCC LP Turbine Clearance Control
HUD Head Up Display LRRA Low Range Radio Altimeter
HYD Hydraulics LRU Line Replaceable Unit
HZ Hertz LSK Line Select Key
LT Light
I LVL Level
IAF Initial Approach Fix LVL/CH Level Change
IAS Indicated Airspeed LW Landing Weight
IDENT Identification
IDG Integrated Drive Generator
IFR Instrument Flight Rules M
IGN Ignition M Magenta, Mach, Meter
IGV Inlet Guide Vane MAC Mean Aerodynamic Chord
ILS Instrument Landing System MAG Magnetic
IMM Immediate MAG DEC Magnetic Declination
INB Inbound MAG VAR Magnetic Variation
INBO Inboard MAINT Maintenance
INCREM Increment MAN Manual
INIT Initialization MAX CLB Maximum Climb
INOP Inoperative MAX DES Maximum Descent
INR Inner MAX END Maximum Endurance
INST Instrument MB Millibar
INTCP Intercept MCT Maximum Continuous Thrust
I/O Inputs / Outputs MCDU Multifunction Control and Display
I/P Input or Intercept Profile Unit
IP Intermediate Pressure MCU Modular Concept Unit
IPC Intermediate Pressure Check-valve MDA Minimum Descent Altitude
IPPU Instrumentation Position MECH Mechanic
Pick-off Unit MEL Minimum Equipment List
IRS Inertial Reference System MFA Memorized Fault Annunciator
ISA International Standard Atmosphere MI Medium Intensity
ISOL Isolation MIN Minimum
MKR Marker
K MLS Microwave Landing System
KG Kilogram MLW Maximum Landing Weight
KT Knot MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
L MN Mach Number
MRIU Maintenance and Recording
L Left
Interface Unit
LAF Load Alleviation Function
MSA Minimum Safe Altitude
LAT Latitude
MSG Message
LAT REV Lateral Revision
MSL Mean Sea Level
LAV Lavatory
MSU Mode Selector Unit (IRS)
LCN Load Classification Number
MTBF Mean Time Between Failure
LDG Landing
MTOW Maximum Take-Off Weight
L / G Landing Gear
MZFW Maximum Zero Fuel Weight
LGCIU Landing Gear Control Interface Unit
LGPIU L/ G Position Indicator Unit
LH Left Hand N
LIM Limitation N Normal, North
LS Localizer Inertial Smoothing NACA National Advisory Committee for
LK Lock Aeronautics
LL Latitude / Longitude NAV Navigation
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NAVAID Navigation Aid (VOR / DME) QAR Quick Access Recorder


ND Navigation Display QFE Field Elevation Atmosphere
NDB Non Directional Beacon Pressure
NM Nautical Miles QFU Runway Heading
NW Nose Wheel QNE Sea Level Standard Atmosphere
Pressure (1013 MB)
QNH Sea level Atmosphere Pressure
QT Quart (US)
QTY Quantity

O
OAT Outside Air Temperature R
OBRM On Board Replacable Module R Right, Red
OFF / R Off Reset RA Radio Altitude
OFST Offset RACC Rotor Active Clearance Control
O/P Output RAT Ram Air Turbine
OPP Opposite RCDR Recorder
OPT Optimum RCL Recall
OUTB Outbound RCL Runway Centerline Lights
OUTR Outer RCLM Runway Centerline Markings
OVBD Overboard RCVR Receiver
OVHD Overhead REL Release
OVHT Overheat REL Runway End Lights
OVRD Override REV Reverse
OVSPD Overspeed RH Right Hand
R /1 Radio / Inertial
P RL Runway (Edge) Lights
RLSK Right Line Select Key
P-ALT Profile Altitude
RMI Radio Magnetic Indicator
P/B Push-Button
RMP Radio Management Panel
P-CLB Profile Climb
RNG Range
PCU Power Control Unit
RPM Revolution per Minute
P-DES Profile Descent
RPTG Repeating
PDU Pilot Display Unit
RQRD Required
PERF Performance
RSV Reserves
PFD Primary Flight Display
RTE Route
PHC Probes Heat Computer
RTOW Regulatory Takeoff Weight
P-MACH Profile Mach
RWY Runway
POB Pressure Off Brake
RWYM Runway Markings
P-SPEED Profile Speed
POS Position
PPOS Present Position
PPU Position Pick-off Unit S
PR Pressure S South
PRED Prediction SC Single Chime
PROC Procedure S / C Step Climb
PROC T Procedure Turn SD System Display
PROF Profile STAT INV Static Inverter
PROG Progress S / D Step Descent
PROTEC Protection SDAC System Data Acquisition
PSU Passenger Service Unit Concentrator
PT Point SDCU Smoke Detection Control Unit
PTP Purser Test Panel SEC Spoiler Elevator Computer
PTR Printer SEL Selector
PTU Power Transfer Unit (Hydraulic) SFCC Slat / Flap Control Computer
PVI Paravisual Indicator SFCS Slat / Flap Control System
PWR Power SFE Seiler Furnished Equipment
Instr.GuideA320 Revision: 3 Effective Date: 19.05.07
A320 LINE TRAINING Version : 1.0
SUMMARY

Abreviations Page : 148 of


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SID Standard Instrument Departure UFD Unit Fault Data


SIM Simulation ULB Underwater Locator Beacon
SLT Slat UNLK Unlock
SOV Shutoff valve UTC Universal Coordinated Time
SPD Speed
SPD LIM Speed Limit
SPLR Spoiler V
SRS Speed Reference System V Volt
STAR Standard Terminal Arrival Route V1 Critical Engine Failure Speed
STEER Steering V2 Take Off Safety Speed
STRG Steering VBV Variable by pass valve
STS Status Vc Calibrated airspeed
SW Switch VEL Velocity
SWTG Switching VFE Maxi Velocity Flaps Extended
SYNC Synchronize VFEN VFE Next
SYS System VFTO Vetocity Final Take-Off
VHF Very High Frequency
VHV Very High Voltage
VIB Vibration
T VM Maneuvering Speed
T True, Turn, Total VMIN Minimum Operating Speed
TACT Tactical VMO Maximum Operating Speed
TAS True Air Speed VOR VHF Omnidirectional Range
TAT Total Air Temperature VOR-D VOR-DME
TBD To Be Determined VR Rotation Speed
T/C Top of Climb VREF Landing Reference Speed
TCAS Traffic Collision Alert System or V/S Vertical Speed
Threat Analysis / Collision VSI Vertical Speed Indicator
Avoidance System VSV Variable Stator Vane
T / D Top of Descent
TDZ Touchdown Zone Lights W
TEMP Temperature
W White, West, Weight
TGT Target
WHC Window Heat Computer
THR Thrust
WPT Waypoint
THRL Threshold Lights
WTB Wing Tip Brake
THS Trimmable Horizontal Stabilizer
WXR Weather Radar
TK Tank
TK Track Angle
TKE Track Angle Error X
TMR Timer XCVR Transceiver
TLA Throttle Lever Angle XFR Transfer
TO. Take Off XMTR Transmitter
TOGA Take-Off - Go-Around XPDR Transponder
TOGW Take-Off Gross Weight XTK Cross Track Error
TOW Take-Off Weight
T-P Turn Point Y
T-R Transmitter-Receiver Y Yellow
TRANS Transition
TROPOTropopause Z
TRK Track ZFCG Zero Fuel Center of Gravity
TRU Transformer Rectifier Unit ZFW Zero Fuel Weight
TTG Time to Go

Instr.GuideA320 Revision: 3 Effective Date: 19.05.07

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