-
V1 V2V2VmuVmcg Vmca VrVr
FS
F S1500ft/GND35ft0.8%
NET flight pathGROSS flight p
athOEI clean-up altitude greendot
no turn below 400ft/GNDAP ON lowest at 100ft/GND
FMA at T/OALLENGINES
ONEENGINEINOPERATIVE
10'000ft
250kts
FMGS climb sp
eed
Skytrack: 300k
ts / M.78kts
STOP
GO
SPEEDS
RWY REQUIREMENTS (OM A 8.1 5.2.3)For all FLIGHTPLANNING purposes
apply at least wet corrections in case of WET or Contaminated
RWY.Further corrections may be applied at CMDs discretion.WEATHER
& MINIMASAt least REDL & RENL for night OPS (H or L). If no
RVR reported, use Vis but never CRVRT/O MINIMAS(Vis/RVR)500m
nil250m REDL or centerline markings + low vis200m REDL and RCLL +
low vis150m above + multi RVR125m above + H RCLL 15m + H REDL 60m
+no contamination + 90m from cockpitWHICH RVR?At least 2 RVR, 1st
replacved by pilots assesment + mid or stop-end as to cover
accelerate-stop distance. If RVR
obstacle
OEI SERVICE CEILING, A/ICE ON OFFSTD + 15, one engine at MCT,
green dot, 1 packDRIFT-DOWNGVA / Mont-Blanc areaDrift-Down needed
ifAnti-ice OFF ONA319 >62t >55tA320 never >70tA321 >70t
>64tZRH / BZO / Austrian Alps Drift-Down needed ifAnti-ice OFF
ONA319 never >62tA320 never neverA321 >78t >71t
14013012011050 60 70 80 90
150160170180190200210220
pressure
altitude[x
100ft]
GW [t]A320
A321A319
!!!NOT FOR OPERATIONAL USE!!!A320 MEMO Pierre-Michel Gasser,
08.12.2007
ENGINE FAILURE AFTER V1 (OM A 8.3 2.4.5)After V1 the take-off
should be continued. The flight path shall be selected so as to
achieve maximum terrain clearance as soon as possible following:
The OEI procedure if published (EFCOP), as it guarantees obstacle
clearance up to the limiting take-off mass. OEI procedures if
published are to be found either in OM C or in OM B The SID if
deemed appropriate; however SIDs do not guaranteeOEI climb obstacle
clearance. Published gradients and the obstacle situation must be
carefully evaluated Any obstacle-free route at CMD discretion.Note:
If no EFCOP is published, the calculation is based on the standard
EFCOP, straight 1500ft/GND then left (or right) turn towards the
airport. In this case the SID is not safe!!!
TAKE-OFF BELOW OEI MINIMATake-off alternate must be available
with:- WX above OEI minima- DIST 60min OEI flight (330NM). - APP,
LDG & G/A OEI o.k. - Enroute terrain & WX OEI o.k.-
Overmass shall be consideredOEI MINIMA are:- CAT3A 50ft/200m- or
overmass: CAT1 200ft / 550m
V/S 0 OP CLBTHR MCTMANTOGASRSCLB RWY TRKNAV 1FD2A/THR
MANTOGAMANFLX 44
120140160180200220
F
1
S==
green dot speed, OEI climb, manoeuvring clean (1.35Vs) g-load
NOT considered, FAC computedVFE NEXT next flap lever position, not
shown > FL200VMAX lowest of VMO, MMO, VLE or VFEHigh speed
protection (AP goes OFF, Pitch Trim freezes, nose-up order to
recover, bank goes back to 0 with stick neutral)
Slats retraction speed & manoeuvring speed flaps 1 (1.43Vs
with flaps 1 or 1.23Vs clean)g-load NOT considered, FAC
computedFlaps retraction speed & manoeuvring speed flaps 2
(1.29Vs with flaps 2 or 1.19Vs with flaps 1)g-load NOT considered,
FAC computedV2 = safety speed (V2 > 1.13Vs and V2 >
1.1Vmca)manually insertedV1 = decision speed, manually inserted
Alpha max, max AOA in normal law g-load considered. FAC
computedAlpha floor, A/THR gives TOGA. g-load considered. FAC
computedAlpha prot, alpha protection becomes active. g-load
considered. FAC computed. Max AOA with stick neutral
VLS 1.13Vs at T/O, 1.23 with any flap selection and 1.28Vs
clean. g-load NOT considered. FAC computed
Vmcg = V minimum control ground (109 / 111 / 107.5)Vmu = V
minimum unstickVmca = V minimum control air (111 / 110 / 109 )Max
Tire Speed 195kts
A320E / Peagasus FMGS onlyVr = rotation speed (Vr >= V1 and
Vr > 1.05Vmca)
TAKE-OFF
LPC calculationAlignement distance:GO case: 19mSTOP case: A319
29m / A320(E) 31m / A321 35mDRY: No Reversers / Screen Height 35ft
/ Obstacle 35ftWET and CONTAMINATED:With Reversers / Screen height
15ft / Obstacle 35ft
WINDSHEAR WARNING & GUIDANCE- available from lift-off to
1300ft/GND - WINDSHEAR on PFD- aural "WINDSHEAR" for at least
15sec- guidance available if at least 1 AP/FD engaged in SRS mode
keeps positive rate if speed o.k. or let speed drop to AOA
protectionPROCEDURE"Windshear - Go Thrust", TOGA, if AP not o.k.
then switch it OFF and follow FD in SRS (or 17.5ANU). Use
protection down to ALPHA MAX.
EGPWSSoft warnings"TERRAIN / TOO LOW TERRAIN / TERRAIN AHEAD /
SINK RATE / DON'T SINK / TOO LOW GEAR / TOO LOW FLAPS / GLIDE
SLOPE"HARD WARNINGS"... PULL-UP" or "GLIDE SLOPE"
(louder)PROCEDURE"PULL UP - Go Thrust", TOGA, AP OFF, full stick
back, wings level (if TERRAIN AHEAD consider turn). PNF checks
TOGA, spd brk, path, spd & RA
TAKE-OFF IS NOT AUTHORISED (OM A 8.3 8.3.3): In moderate to
heavy freezing rain or ice pellets. (FZRA / +FZRA / PL / +PL)
during heavy fall of wet snow (temperatures around OC) in any snow
Pellets conditions (-GS / GS / +GS) if snow, ice or frost has
accumulated on the aeroplane during taxiing.For take-off, the use
of the longest runway available, considering all factors such as
braking action, is recommended, in spite of possible ATC requests
to take off from an intersection, e.g. due to noise abatement.
Before starting take-off, trim tabs, stabiliser and controls must
be operated both ways to check that they have not frozen. Take-off
should immediately be abandoned if the aeroplane does not seem to
accelerate properly.In case of directional problems during a
rejected take-off, modulated use of wheel brakes is an effective
means to regain cornering capability and thereby directional
control, but will increase the stopping distance. This method might
also be useful on wet or slippery runways (e.g. due to rubber
deposits). After take-off in slush it may be advisable to delay
gear retraction since the vibrations caused by the rotating wheels
may help to remove the slush (see OM B for special instructions).
The aerodynamic heat-up of the aeroplane caused by high air speed
may be a very effective means to get rid of ice or frozen snow on
any part of the aeroplane which has accumulated during take-off or
initial climb.
UNRELIABLE AIRSPEEDAP/FD OFFA/THR OFFPITCH / THRUST < THR RED
15 / TOGA > THR RED 10 / CLB > FL100 5 / CLBFLAPS MAINTAINSPD
BRK CHECK RETRACTL/G UP When at MSA / circuit alt: LEVEL OFF (~6
ANU / ~66 N1)
TAKE OFF LIMITATIONS DEPTH USE Contamination: MAX X-WINDDRY DRY
WET / DAMP WET 38ktsSTANDING WATER inclusiveWET SNOW 3-6 >6-13mm
WATER 1/2" 1/4 5ktsWET SNOW >3-6 >6-13mm SLUSH >3-13
>13-25mmDRY SNOW (regardless of BA & FC) 15-50 >50-100mm*
WATER 1/2" 1/4COMPACTED SNOW RUSSIAGOOD FC > 0.4 FC >= 0.42
WET 25ktsMEDIUM-GOOD 0.39 to 0.36 0.40 to 0.42 COMPACTED SNOW
20ktsMEDIUM 0.35 to 0.30 0.37 to 0.39 COMPACTED SNOW
15ktsMEDIUM-POOR 0.29 to 0.26 0.35 to 0.36 COMPACTED SNOW 10ktsPOOR
0.25 to 0.20 0.31 to 0.34 COMPACTED SNOW 5kts*It is NOT recommended
to take-off from a runway covered with more than 50mm dry
snowTAILWIND LIMIT: 10ktsSTANDING T/O Vis/RVR close to min,
contaminated RWY, TOW close to RTOW (RWY or OBSTACLE)
-
FWD CARGO COMP
WING ANTI ICE VLV [AC ESS SHED] Valve closes if unpowered
only SLATS 3,4 & 5 are heated
SAFETY VALVES
OUTFLOW
VALVE
5th
9th
PACK 1 FLOW CONTROL VALVE [DC ESS SHED]
PACK 2 FLOW CONTROL VALVE [DC2]
HOT AIR PRESS REG VLV TRIM AIR VALVES
TRIM
AIR VALVES
pressure indication OVERPRESS VALVE (85psi)
X-BLEED VLV AUTOCTL [DC2]
MANCTL [
HP GND CONNECT
DC ESS SHED]
CAUTION, do not use HP GND air with APU bleed
AIRCOND GND CONNECT
APU BLEED VALVE
INLET ISOL VALVE CABIN AMBIENT AIR
OUTLET ISOL VALVE EXTRACT FAN
[AC1]
FUEL A320
ENGINE
(ENG 1 only)
HYD RES
WATER TANK LOOP A
LOOP B
PACK 2
PACK 1
PACK 1 CTL CH1 [AC1/DC1] CH2 [AC2/DC2]
ZONE CTL CH1 [AC1/DC1] CH2 [AC2/DC2]
AEVC [DC1] [DC ESS SHED]
BLEED MONITORING COMPUTER BMC 1 [DC ESS SHED] BMC 1 [DC2]
VALVE
MIXING UNIT
COCKPIT
FLAP
AFT CABIN
CABIN AIR (85% recycle air)
CABIN AIR
CAUTION, do not use GND AIRCOND air with air from packs
simultaneously
FWD CABIN
SATCOM
EMER RAM AIR [DC ESS]
SKIN AIR INLET VLV
FILTER
SKIN EXCH ISOL VLV
SKIN AIR EXTRACT VLV
SKIN HEAT EXCHANGER
HOT BLEED COLD FAN AIR COLD AIR FROM PACK MIXED CONDITIONNED
AIR
FILTER CAB FAN 1 [AC1]
CAB FAN 2 [AC2]
FILTER
ZONE CTL CH1 [AC1/DC1] CH2 [AC2/DC2]
CPC 1 [DC ESS]
ELECTRICALSUPPLY ENG 1 loop A [ DC ESS], loop B [DC2] ENG 2 loop
A [DC2], loop B [ APU loop A & B[DC BAT]
DC ESS]
ENG 1&2 BTL 1 squib A [ HOT1] squib B [HOT2] ENG 1&2 BTL
2 squib A [DC2] squib B [DC2] APU BTL squib A [HOT1] squib B [DC
BAT] APU auto extinguish [DC BAT]
CPC 2 [DC2]
CARGO VENTILATION CONTROL
SMOKE DETECT CONTROL UNIT SDCU CH1 [DC ESS SHED] CH2 [DC2]
ELECTRONIC CONTROL BOX [BAT]
FQI CH1 [DC ESS SHED] CH2 [DC2]
EIU ENG1 [DC BAT] ENG2 [DC ESS]
MAN V/S SWITCH
BLEED
Regulatedpressure
AIRCOND AVIONICS VENTILATION
PRESSURIZATION
FIRE PROTECTION & CARGO VENT
APU
44 +/- 4 psi
HP VLV ENG 1 [DC ESS SHED] ENG 2 [DC2]
BLEED VALVE ENG 1 [DC ESS SHED] ENG 2 [DC2]
STARTER VLV
FAN AIR VALVE ENG 1 [DC ESS SHED] ENG 2 [DC2] regulates BLEED
temp at 200C
temperature indication
Leakdetection - single loop for APU and pylon ducts - double
loop for wing ducts Temperaturecontrol - HI TEMP if 290C > 5sec
or 270C > 15sec or 257C > 55sec - LO TEMP if < 150C
Pressurecontrol - HI PRESS if > 60psi - LO PRESS if <
4psi
MOT 1 [DC ESS]
MAN MOT [DC BAT]
MOT 2 [DC2]
- 2 safety valves (max 8.6psi or -.25psi) - if RAM AIR ON and
p9550+/-350ft)
PACK 2 CTL CH1 [AC1/DC1] CH2 [AC2/DC2]
AVIONICS EQPMT
COCKPIT PANELS
SKIN EXCH INLET BYPASS VLV
SKIN EXCH OUTLET BYPASS VLV
Air from avionics bay
AFT CARGO COMP BULK
cargo under-floor
AIRCOND INLET VALVE
CLOSED, on GND (skin9-12C) SMOKECONFIG
ENG A/ICE VALVE ENG 1 [DC1] ENG 2 [DC2] valve opens if
unpowered
1
1
APU LP VLV [DC BAT] [HOT 1] APU PUMP
[DC BAT] [AC ESS SHED]
2
LH 1 LH 2 CTR1 [AC1] [AC2] [AC1] [DC1] [DC2] [DC1] [DC ESS]
XFR VALVES 1 [DC ESS SHED] 2 [DC2]
6476 kg
LP VALVE MOT 1 [ DC ESS]
MOT 2 [DC2]
INNER TANKS 2 x 5573 kg
OUTER TANKS 2 x 691 kg
TOTAL TANKS CAPACITY (den 0.785kg/l) 19004 kg
CENTER TANK
CTR2 [AC2] [DC2]
X-FEED MOT 1 [ DC ESS SHED] MOT 2 [DC1]
1 2
RH 1 RH 2 [AC1] [AC2] [DC1] [DC2] [DC ESS]
LP VALVE MOT 1 [ DC ESS] MOT 2 [DC2]
jet pump
TANK PUMPS WING PUMPS
P
CTR XFR VLV L[DC1] R[DC2]
DEFUEL XFR VLV
REFUEL VALVE VENT TANK
~50kg
REFUEL VALVE [DC2] refueling on batteries with [HOT1]
REFUEL COUPLING
REFUEL COUPLING
refueling / defueling linesfeeding lines
A321 only
SQUIBS [DC BAT]
A321 only
LIMITATIONS RPM min 95%, max 107% (auto shut down) running EGT
max 682C (5sec) or 700-742 start EGT max 900C > 25'000ft start
EGT max 982C < 25'000ft LOW OIL LEVEL => 10 hrs APU ops start
cycles: S 1min S 1min S 60min Enveloppe: START with AC pwr up to
39'000ft START with EMER ELEC pwr up to 25'000ft BLEED ON 2packs
max 15'000ft, 1 pack max 20'000ft BLEED ON for engine start max
20'000ft BLEED for WING A/ICE not permitted APU FUEL FLOW ~130
kg/hr
!!! NOT FOR OPERATIONAL USE !!! updated by F/O JEHAD BADAWI7
APU
FUEL IMBALANCE A320 INNER TK Full, max 1500kg INNER TK 4300kg,
max 1600kg INNER TK 2250kg, max 2250kg no limitations below 2250kg
OUTER TK max 530kg, if OUTER+INNER same or INNER of empty OUTER
equal or higher (up to 3t) of opposite INNER
FUELTEMPERATURE JET A1 min -43C max +54C JET A min -36C max +54C
JET B, JP-4, JP-5, JP-8, RT, TS-1 see OM B 1.1.1
PACKCTL Prim fail => flow not optimized Sec fail => ECAM
sgnal lost Both fail => 15C by a/ice vlv ZONECTL Prim fail =>
24C by packs Sec fail => no effect Both fail => 20C pack
1
10C pack 2
SMOKE DETECTORS
FIRE DETECTORS F
F F F F
F F
F F B
FIREX BOTTLES B
B
B1
B2
OUTERtoINNERTRANSFER - XFR valves open when INNER have ~750kg -
T/O only with Outer TK full - Automatic XFR after landing (to
avoid, switch REFUEL panel PWR ON!) or transfer via DEFUEL/XFR
valve see OMB vol.2 1.4 / 28.4
BLOWER FAN [AC1]
EXTRACT FAN [AC2]
ENG PMP
FUEL METERING VLV HP VLV [ DC ESS]
FUEL NOZZLES
FF
4 consecutive cycles:- each max 2 minsPause :- 20 secCooling
after 4 starts:- 15 minsNo engagement when N2 above 20%
HEATER FUEL/OIL HEAT
IDG OIL COOLER SERVO FUEL
CENTER to WING TRANSFER -Valve opens until wing tank is full
then wait until 500kg are used and re-opens
FADEC ENG1&2 CH A [DC ESS] ENG1 CHB [DC BAT] ENG2 CHB
[DC2]
IGNITION ENG1&2 A [ or [
AC ESS] AC STAT INV] ENG1 B [AC1] ENG2 B [AC2]
APU STARTER [BAT]
CONFIGURATIONS:
-
AC BUS 1
to L & RFUEL PUMP 1in SMOKE config
COND PACK 1 PRIM, PACK 2 PRIM, ZONE CTL PRIM, CABIN FAN 1,
AVIONIC FAN BLOWER, AFT CRG VENT FAN COM HF1 (if
installed),ACARSEQPMT CAPT SEAT, FOOT WARMERFUEL LEFT TK PUMP 1,
RIGHT TK PUMP 1, CTR TK PUMP 1 (A319/A320)HYD HYD BLUE ELEC PUMP
PWRICE WINDOW HEAT L PWR, STBY PITOT HEAT, STBY AOA HEAT, ICE
DETECT 1EIS DMC 3, FDIULDG GEAR BSCU CHANNEL 1LIGHTS INST PNL
INTEGRAL, some ANNUNCIATOR, L LDG, L RWY TURN OFF, L TAXI &
T/O, L LOGO, UPPER BCN, L WING, some CABIN LGTNAV ADIRU 3, AOA
RESOLVER 3, RA1, TCAS, WX RADAR, EGPWSENGINE IGN B ENG 1, EVMU
1&2
DC BUS 1COND PACK 1 PRIM, PACK 2 PRIM, ZONE CTL PRIM, AEVC COM
VHF 3, SELCAL, 3rd ACP, FUEL LEFT TK PUMP 1, RIGHT TK PUMP 1, CTR
TK PUMP 1 (A319/A320), LEFT XFR VLV (A321)HYD ENG 1 PUMP CTLICE ENG
A/ICE CLOSURE VLV 1, WHC 1, STBY PHC, STBY & CAPT STATICS, CAPT
TAT, CAPT WIPERLDG GEAR BSCU CH1LIGHTS L CONSOLE, R MAIN INST PNL,
SUPP READ, PEDESTRAL, L READ, L BRIEF, L MAP, FLOORNAV GPS 1,
CFDSENGINE ENG 1 OIL PRESS & QTY
DC BAT BUSCOND CPC MAN CTL FIRE APU LOOP A & B, AUTO EXT,
BTL1 SQUIB B, FWD & AFT CARGO BOTTLES FUEL APU PUMP, APU LP
VLVAPU ECB SUPPLY, STARTER MOT (via BAT only, available 3min with
APU MASTER ON)DOORS DOORS & SLIDE CTL ENGINE ENG 1 FADEC CH B,
ENG 1 EIU
HOT BUS 2COM EXTERNAL HORN FIRE ENG 1&2 BTL 1 SQUIB BFLT CTL
ELAC 2, PITCH TRIM MOT 1 HYD RAT MAN CTL NAV ADIRU 1 (back-up),
ADIRU 2 (back-up 5min)DOORS DOORS AND SLIDES CTL (stby)
HOT BUS 1FIRE ENG 1&2 BTL 1 SQUIB A, APU BTL SQUIB A FLT CTL
ELAC 1, SEC 1 FUEL APU LP VLVHYD RAT AUTO CTLLDG GEAR PARK BRK
CTLNAV ADIRU 3 (5min if on NORM or F/O)
DC BUS 2COND PACK 1 SEC, PACK 2 SEC, ZONE CTL SEC, PACK 2 VLV
CLOSURE, CPC 2AUTO FLT FMGC 2, FCU 2COM VHF 2, RMP 2, F/O
LOUDSPEAKERFIRE ENG 1 LOOP B, ENG 2 LOOP A, ENG 1&2 BTL 2 SQUIB
A&B, SDCU CH 2FLT CTL ELAC 2, SEC 2 & 3, FAC 2, FCDC 2,
PITCH TRIM MOTOR 1 & 3, RUD TRIM MOT 2 & INDIC, RUD TRAV
LIMIT MOT 2, SFCC 2 SLATS & FLAPSFUEL FQI CH 2, LEFT TK PUMP 2,
RIGHT TK PUMP 2, CTR TK PUMP 2 (A319/A320), XFEED VLV MOT 2, ENG
1&2 LP VLV MOT 2, XFR VLV L&R 2, REFUEL VLV, RIGHT CTR XFR
VLV (A321)HYD ENG 2 PUMP CTL, Y ELEC PUMP CTL, PTUICE ENG A/ICE
CLOSURE VLV 2, WHC 2, F/O PHC, F/O STATICS, F/O TAT, F/O WIPER, F/O
REPELLENTLDG GEAR BSCU CH 2, BRK FAN CTLLIGHTS R CONSOLE, R READ, R
BRIEF, R MAP, ANNUNCIATOR LGT TEST/DIM, RWY TURN OFF CTL, TAXI
& T/O CTL, LOGO CTLNAV GPS 2, CFDSBLEED BMC 2, ENG 2 HP &
LP & FAN VLV ENG ENG 2 FADEC B & OIL PRESS & QTYDC
FLT/GNDcan be powered via TR2 by EXT PWRCOM CIDS 1 & 2, DEU
(A/B)HYD LEAK MES VLVLDG GEAR LGCIU 1 & 2, PARK BRK CTLLGT L
DOMEWATER POTABLE WATER SYS, DRAINING, FLUSH CTL UNITSDOORS CARGO
DOORS
AC ESSFLT CTL FAC 1ICE CAPT PITOT HEATEIS CAPT PFD, E/WD, DMC 1,
DMC 3(if CAPT on 3), FWC 1, SDAC 1NAV ADIRU 1, AOA 1, ILS 1 or MMR
1 , VOR 1ENGINE IGN A ENG 1 & 2AC ESS SHEDavailable only with
EMER GEN runningAUTO FLT MCDU 1 COM CVRFUEL APU PUMPICE WING A/ICE
SHUT OFF VLV L&R, CAPT AOA HEATEIS CAPT NDLDG GEAR INICATING
PANELNAV DME 1, ADF 1, ATC 1OXY PAX OXY CTL ACTUATION
DC ESSCOND RAM AIR INLET, CPC 1AUTO FLT FCU 1COM VHF 1, RMP 1,
CAPT & F/O ACP, FLT INTERPHONE, CAPT LOUDSPEAKER, CIDS 1 &
2, DEU (A/B)FIRE ENG 1 LOOP A, ENG 2 LOOP BFLT CTL ELAC 1, SEC 1,
PITCH TRIM MOT 2, RUD TRIM MOT 1, RUD TRAVEL LIM MOT 1, SFCC 1
FLAPS & SLATSFUEL L&R TANK PUMP 1, ENG 1&2 LP VLV MOT
1HYD ENG 1&2 FIRE SHUT OFF VLV, B ELEC PUMP CTLICE CAPT PHC,
CAPT REPELLENTEIS ECP(if bus lost, CLR & ALL still
available)LDG GEAR LGCIU 1, SAFETY VLV, BRK PRESS INDICLGT R DOME,
L MAIN INST PANEL, STBY COMPASS & AIRSPEED, some CABIN LGT
(stby)NAV STBY HORIZONENG ENG 1&2 FADEC CH A, ENG 1&2 EIU,
FUEL HP & LP VLVDC ESS SHEDavailable only with EMER GEN
runningCOND PACK 1 VLV CLOSURE, AEVCAUTO FLT FMGC 1COM CVR CTLFIRE
SDCU CH 1FLT CTL FAC 1, FCDC 1 FUEL FQI CH 1, XFEED VLV MOT 1,
L&R XFR VLV 1LGT STBY & METER ALTIMETEROXY CREW OXY CTL,
PAX OXY AUTOCONTROLBLEED BMC 1, ENG 1 LP & HP & FAN VLV,
X-BLEED MAN CTL 2
AC BUS 2COND PACK 1 SEC, PACK 2 SEC, ZONE CTL SEC, CABIN FAN 2,
AVIONIC FAN EXTRACTAUTO FLT MCDU 2EQPMT F/O SEATFIRE LAV SMOKE SDCU
CH 2FLT CTL FAC 2FUEL LEFT TK PUMP 2, RIGHT TK PUMP 2, CTR TK PUMP
2 (A319/A320)HYD YELLOW ELEC PUMP PWRICE R WINDOW HEAT PWR, F/O
PITOT HEAT, F/O AOA HEAT, ICE DETECT 2EIS F/O PFD & ND, SD, DMC
2, FWC 2, SDAC 2LDG GEAR BSCU CHANNEL 2, BRK FANSLIGHTS some
ANNUNCIATORS, R LDG, R RWY TURN OFF, R TAXI & T/O, R LOGO,
LOWER BCN, STROBE, R WING, some CABIN LGTNAV ADIRU 2, AOA RESOLVER
2, ILS 2 or MMR 2 , VOR 2, DME 2, RA 2, ATC 2WATER HEATER, PRESS
SYSENGINE IGN B ENG 2AC FLT/GNDcan be powered direct by EXT PWRLGT
NAV, some CABIN LIGHTS
AC STAT INV(only available on BAT)LDG GEAR INDIC PANEL (GEN
& EMER GEN not running)LGT some ANNUNCIATORSENG IGN A
GEN1
ENG & APU GENERATORS3-phase 90kVA 115V 400Hzmax load
100%EMER GENERATOR3-phase 5kVA 115V 400HzSOURCE PRIORITY1) ENG
GEN2) APU or EXT if switch ON
EMERGEN RAT5kVA 115V400Hz
APUGEN
BATTERIES2 x 28V 23 Ah, allow atleast 20min in-flight PWR
BUS TIECONT
APULINECONTEXTPWRCONT
BLUE HYD
A320 ELECTRICAL
TR 1converts AC 115Vinto DC 28Vmax 200AESS TRidenticalto
TR1&2
EXTPWRGPCUGCU(1 per generator)controls frequencyand voltage
!!! NOT FOR OPERATIONAL USE !!! Pierre-Michel Gasser,
31.1.2005
STATICINVERTERconverts DC into ACspeed>50kts &
onbatteries only:STAT INV activatesregardless of BATswitch
position
failure of TR1 and/or TR2 orAC1
TR 2converts AC 115Vinto DC 28Vmax 200A
PWR on BAT onlyPWR with EMER GEN alternate feeding linesnormal
PWR distribution
Busses in red are available inEMER ELEC config with EMERGEN
running
LEGEND
EMER GEN CONFIGIn case of loss of AC1 & AC2 busses, RAT
comes out and EMER GEN comes online after ~8 secondsWhen LDG GEAR
down (A320 only) or when the RAT stalls or on GND with speed
-
63
102
EMERGENCY DESCENT
CRUISE
INFLIGHT MANAGEMENT
!!!NOT FOR OPERATIONAL USE!!!A320 MEMO Pierre-Michel Gasser,
31.7.2004
Green Dot
Speed
Cruise level (MAX 390)
FL180 / ~7'
FL140
max 30'
FL100
FL80
descent in ~4'
EM
ER
GE
NC
Y D
ES
CE
NT
PR
OF
ILE
~1'
descentin ~1'
30kts Headwind
PNR+/- 5NM
Checkpoint(not required)
YES
YES
YES
NO
NO
NOINTERMEDIATE
ALTERNATE below
applicable minimum?
CREW OXY MASK ON
DESCENT INITIATE
THR LEVERS (if no A/THR) IDLE
SPD BRK USE
SPEED MAX
Minimumaltitudeoverheadcheckpoint
Standard
FMGS
Climb
OEIService Ceiling
DRIFT-DOWN
30kts Headwind
2000ft
max 15'
Minimum altitudeoverhead PNR(must be correctedfor QNH
27ft/mB& TEMP 4%/10C)
DESCENT PATHCalculation of descent path based on highest GW with
ice prot ON and covers adverse temperatures and winds. descent
gradient is 1.1% worse than actual available.
If no terrain problem, revert to normal descent path and
accelerate to OEI cruise speed againOEI LRC speed according OM B
7.1
ENGINE FAILURE IN CRUISE- A/THR OFF- set MCT- select lower level
OP DES- select Green dot speed for drift-down or M.78/300kts for
normal OEI descent. FMA in Drift-Down:
BY-HEART ITEMS
Decompression (OM A 8.3 2.4.5)The flight plan has to allow at
any point either a descent along the planned track or a diversion
via an escape route in such a way that beyond 120 NM after
initiation of an emergency descent the highest MOCA does not exceed
14,000 ft for 30 min. flight time. This altitude may be maintained
for over 30 min. as long as supplemental oxygen for ten percent of
the passengers is available. After that time or the time specified
in the OM B the maximum flight altitude is 10,000 ft
OXY for 2% of PAX betweenFL80 & FL100 (portable OXY)- When
no OXY available anymore, descent to FL80
OXY for 10% of PAX
PAX MASKS drops if cabin altitude > 14000ft
OXY for all PAX
CREW OXYmin pressure preflight 800psi for 2 crew or 1000psi for
3 crew- with diluter on NORMAL:10' all crew emer descent110' 2 crew
at FL100- with diluter on 100%:15' at 8000ft for all crew (for
smoke protection)
MINIMUM ALTITUDES
MGA MINIMUM GRID ALTITUDE (102)highest point increment <
5000ft 1500ft5000ft - 10000ft 2000ft>10000ft 10% + 1000ft
MTCA MINIMUM TERRAIN CLEARANCE ALT (78)10NM each side of AWY,
2000ft above terrain without man-made obstacles. Shown from 7000ft
up
MEA MINIMUM ENROUTE ALTITUDE (FL90)lowest usable enroute
cruising altitude
ENGINE FAILURE (OM A 8.3 2.4.5)In the event of an engine
failure/engine shutdown or a multiple critical system failure, a
landing shall be made at the most suitable aerodrome which should
normally be reached within 60 min(330NM) flight time at OEI cruise
speed (60 min. preflight). Actual wind, speed, FL, GW could lead to
longer diversion time, which is considered in the 2-engine
aeroplane fuel calculation.
FUEL MANAGEMENTthe policy to plan with the availability of at
least two LDG possibilities should be maintained as long as
possible - the CMD shall ensure to have FR at LDG- otherwise EMERG
has to be declared to receive LDG priority- STOPS / EROPS: fuel
scenarios legally no more required Trend of METAR may be used if
valid for ETA. CRVR may be used as in planning principle.
COMMITMENT TO PROCEEDCommander must take into account remaining
FUEL weather traffic situation, airport (multiple runway)so as to
land with not less than FINAL RESERVE
DIVERSION TO ALTERNATE When a diversion will be taken into
account all factors which will influence the fuel required to the
diversion aerodrome must be reconsidered.
Main points are: Weather en-route (wind, temperature, flight
hazards); estimated flight level; approach procedure and runway in
use.
DECLARE EMERGENCY in case of Visible smoke of unknown origin
Fire on board Structural damage Dual hydraulic failure total loss
of electrical power total loss of navigation systems total loss of
ice protection systems in icing conditions incapacitation Fuel qty
drops below final reserve
SATCOM A320
DISTRESS
"MAYDAY MAYDAY MAYDAY"Condition of beeing threatened by serious
imminent danger / emergency or requiring immediate assistance
URGENCY
"PANPAN PANPAN PANPAN"condition concerning safety of a/c or
vehicle or person on board which does not require immediate
assistance
EMERGENCY FREQUENCIES
VHF (MHz) 121.50 (main)
123.40(backup)
126.90(backup)
HF (kHz) 2182
4125
DESTINATIONbelow applicable
minimum?
DESTINATIONALTERNATE
below all-engineminimum?
DESTINATIONALTERNATE
below applicableminimum?
REPLANNINGA replanning is required when either: a new
destination is selected a significant deviation from the route not
covered by contingency fuelFor replanning, use same rules as for
planning. After passing ETA-6hrs, a replanning without DEST ALTN
may be performed
AWY65
4
FL90
78
20NM
MGA?MTCA?
HDG?AWY?
MmoVmo
PULLPULL
THR IDLE(if no A/THR)
PULL
1st loop: basic, FL180 / HDG R/L / Mmo2nd loop: Terrain? / AWY?
/ Speed?
SPDBRKFULL
RVSM REQUIREMENTS (OM A 8.3 2.5.2)Two independent altitude
measurement systems each equipped with: Cross-coupled static/source
system with ice protection in areas subject to ice accretion;
display of the computed pressure altitude to the flight crew;
digital encoding of the displayed altitude; signals referenced to a
pilot selected altitude for automatic altitude control and
alerting; static source error correction; one SSR transponder with
altitude reporting in use; an altitude alerting system; an
automatic altitude control system;
NAVIGATION REQUIREMENTS (OM A 8.3 2.3.2) B-RNAV: Basic RNAV is
used in the ECAC countries for enroute navigation. The necessary
equipment (RNAV) ensuring RNP5 has to be carried and to be
operative in these countries above certain levels (see OM C NAV);
RNP: The Required Navigation Performance is defined as a statement
of the navigational accuracy required for operation in a defined
area of airspace. The level of accuracy is expressed as a single
parameter and it defines the distance from the aeroplanes intended
position within which the aeroplane must be maintained for at least
95% of the total flying time. RNP4 will normally be applied in
continental areas in which the route structure is based on VOR/DME.
RNP5 is the level of accuracy required in European airspace.
J 2 OPTIONS!
DISRE
GARD
L NO OPTION!
OP DES HDG AP1
1FD2
TCAS (OM A 8.3 6)
Stall and GPWS warnings have precedence over ACAS advisories.The
infringement of an ATC clearance based on information/advisory
conveyed by ACAS lies within the authority of the CMD.
PROCEDURETA, TRAFFIC ADVISORIES "TRAFFIC, TRAFFIC"PF select
appropriate range, call out position of intruder, prepare for RA
and stay on instruments.PNF select appropriate range, in VMC look
out for intruder, in IMC stays on the instruments
RA, RESOLUTION ADVISORIESPF: AP OFF, FD OFF, fly into the
vertical speed green range. PNF monitors aircraft performance,
looks out & advise ATC "...TCAS CLIMB / DESCENT"
0 1
#
R/O
Show prerecorded numbers
First number
Push to desired number
Initiate call
0 0 #+ national code + number +
REGA +41 33 333 33 33SWISS MEDICAL +41 43 812 68 35
-
SLATS SLOW Spoilers 3
Aileron Right 1 & Left 2
Elevator Right 1 & Left 2
SFCC 1 Slats
FLAPS SLOW Spoilers 1 + 5
SLAT SLOW Flaps Inner
Elevator 2
Aileron Right 2 & Left 1
THS - Motor 1
SFCC 1 - Flaps
SFCC 2 - Slats
YAW DAMPER 1
L/G - Gravity Extension
FLAPS SLOW Spoilers 2 + 4
Flaps Outer
Elevator 3
THS - Motor 2
SFCC 2 - Flaps
YAW DAMPER 2
A/P INOP
AUTO THRUST - Available
SPEED Select THS - STUCK
LANDING - FLAP 3 "ON" SLATS SLOW
GPWS FLAP MODE "OFF" FLAPS INOP
Vapp = Vref+25 (MCDU CONF 3) SPOILERS 1,2,4,5 (Ground)
L/G - Gravity Extension
Use QRH or ECAM for:
Vapp
LANDING DISTANCE
Braking / Yellow Accumul. Only
(Max. Press. 1000PSI, Max. 07 Braking)
SPEED Select
SPEED-BRAKE - DO NOT USE
LANDING - Use FLAP 3
GPWS LDG FLAP 3 "ON" ELAC 1 INOP - Servos Not Feed
L/G - Gravity Extension at 200Kt Ailerons - Left & Right
SLAT LESS PROC. - Apply Spoilers INIB
Use QRH or ECAM for: LEFT Elevator Failure
SLATS SLOW
FLAPS SLOW
LANDING DISTANCE
Braking - Alternate + ANTI-SKID
AUTO THRUST - Available
NORMAL LAW RIGHT Elevator Failure
SLATS SLOW SLATS SLOW
FLAPS SLOW FLAPS SLOW
L/G - Gravity Extension SPOILERS 2, 3, 4
Use QRH or ECAM for: SPEED BRAKE
Vapp
LANDING DISTANCE
Braking - Normal
(Max improved control speed 195Kt
SPEED-BRAKE - DO NOT USE
Vapp = Vref+25 (Insert on MCDU)
A/P 1+2 INOP
AUTO-THRUST DISC.
ALT LAW - Protection LOST
is available for Hyd. Press.
AUTO-THRUST OFF
Only 1 Elevator Surface
NO Ailerons & Slats
L/G Gravity Extension at 200Kt
FLIGHT CONTROLS
L/G Down - DIRECT LAW
NO NW Steering
GREEN +
BLUE
YELLOW
"BLUE REMAINING"
THS is Stuck
ELAC position Elevator to maintain "G"
demand with SIDE-STICK center 'til L/G Down
"YELLOW REMAINING"
If BLUE Lost by Elect. Pump - RAT
To ensure full SIDE-Stick authority on
landing we MUST stabilize Vapp & LAND
CONFIG Before L/G Down
DISREGARD:
"USE MANUAL PITCH TRIM"
ALTERNATE LAW Protection LOST
NW Steering
NORMAL & AUTO-BRAKE INOP
REVERSE 1 + 2 INOP
FLIGHT CONTROLS
DIRECT LAW at L/G Down
L/G - Retraction
ANTI-SKID
YELLOW
GREEN
BLUE
FAILED SYSTEM
A/P 1+2 INOPGREEN +
LAND. DIST. PROC - Apply (Due to partial
loss of Ground Spoilers)
After Landing CALL for TOWING
LAND. DIST. PROC - Apply (Due to partial
loss of Ground Spoilers)
REVERSE 2
PROCEDURES AFECTED SYSTEMS & SUBSYSTEMS
BLUE
A/P 1+2 INOP
FLIGHT CONTROLS
EMERGENCY GENERATOR
A320 Family - HYDRAULIC FAILURES
EMERGENCY GENERATOR
FLIGHT CONTROLS LAND. DIST. PROC - Apply (Due to partial
loss of Ground Spoilers)
ALT. & PARK. BRAKE
ANTI-SKID
NW Steering
L/G Retraction
NORMAL & AUTO BRAKE
REVERSE 1
FLIGHT CONTROLS
FLIGHT CONTROLS
REVERSE 2
"GREEN REMAINING"
If BLUE Lost by Elect. Pump - RAT
is available for Hyd. Press.
L/G Gravity Extension Proced.
Landing - CONF FULL
(To Maintain GREEN Sys. Integrity)
NORMAL LAW
NO L/G Retraction
EMERGENCY GENERATOR
REVERSE 1
YELLOW
-
Speed Action
225 FLAP 1
200 L/G Gravity Extension
AutoThrust OFF
195 FLAP 2
180 FLAP 3
155 Vapp
CONF 3 FLAP 3
Speed Action
225 FLAP 1
195 FLAP 2
180 FLAP 3
155 Vapp
L/G Gravity Extension
CONF 3 SLAT 2
YELLOW
GO-AROUND
200 - 10 = 190Kt
1, 2, 3, Vapp, Gear
"Gear Before"
1, Gear, 2, 3, Vapp
GREEN +
GO-AROUND
185 - 10 = 175Kt
Dual Hydraulic Failure
Alternate Law: Speed PULL
Select Speed:
250Kt Se o Aeroporto estiver distante
BLUE
225Kt (Vfe Flap1 -5Kt) Se o Aeroporto estiver
prximo
GREEN +
