A318/A319/A320/A321: Flight Crew Operating Manual
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gagaA318/A319/A320/A321: Flight Crew Operating Manual
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FLIGHT CREW
OPERATING MANUAL
The content of this document is the property of Airbus. It is supplied in confidence and commercial
security on its contents must be maintained. It must not be used for any purpose other than that for
which it is supplied, nor may information contained in it be disclosed to unauthorized persons. It must
not be reproduced in whole or in part without permission in writing from the owners of the copyright.
© AIRBUS 2005. All rights reserved.
REFERENCE: 2T1 A318/A319/A320/A321 For A/C: 18-CMHE ISSUE DATE: 11 APR 14
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TRANSMITTAL LETTER
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Issue date: 11 APR 14
This is the FLIGHT CREW OPERATING MANUAL major event publication at issue date 11 APR 14
for the A318/A319/A320/A321 and replacing last issue dated 06 MAR 14
2T1 A318/A319/A320/A321 For A/C: 18-CMHE TRL P 1/2
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A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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OPERATING MANUAL
Please incorporate this major event revision as follow:
Localization Insert
Remove
Subsection Title Rev. Date
PLP-LEOEB
ALL 11 APR 14
LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN
PLP-LESS
ALL 11 APR 14
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
OEB-PLP-LEDU
ALL 11 APR 14
LIST OF EFFECTIVE DOCUMENTARY UNITS
OEB-38-PLP-TOC
ALL 11 APR 14
TABLE OF CONTENTS
OEB-38-PLP-SOH
ALL 11 APR 14
SUMMARY OF HIGHLIGHTS
OEB-38
ALL 11 APR 14
Erroneous Radio Altimeter Height Indication
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(1) (2) (3)
M Identification T E Rev. Date Title
R OEB38 issue 2 R N 08 APR 14 Erroneous Radio Altimeter Height indication
Criteria: SA
Applicable to: ALL
OEB40 issue 1 W Y 18 MAR 11 AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED
FAULT
Criteria: SA
Applicable to: ALL
OEB41 issue 2 W N 08 OCT 12 Erroneous Alternate Fuel Predictions Upon Modification of a
Company Route in the Alternate Flight Plan
Criteria: P10762, P10763
Applicable to: ALL
OEB43 issue 3 W Y 21 MAY 12 F/CTL SPOILER FAULT
Criteria: SA
Applicable to: ALL
OEB44 issue 2 W Y 21 MAY 12 L/G GEAR NOT DOWNLOCKED
Criteria: SA
Applicable to: ALL
(1) Evolution code : N=New, R=Revised, E=Effectivity
(2) Type of OEB: R=Red, W=White
(3) Affects ECAM: Y=Yes, N=No
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M Localization Subsection Title Rev. Date
R PLP-LEOEB LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETIN 11 APR 14
R PLP-LESS LIST OF EFFECTIVE SECTIONS/SUBSECTIONS 11 APR 14
GEN-PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 31 OCT 12
GEN General Information 06 MAR 14
DSC-PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 31 OCT 12
DSC-20-10 Introduction 29 JUL 11
DSC-20-20 General Arrangement 11 DEC 13
DSC-21-10-10 General 30 MAY 12
DSC-21-10-20 Main Components 30 MAY 12
DSC-21-10-30 Temperature and Flow Regulation 29 JUL 11
DSC-21-10-40 System Operation under Failure Condition 29 JUL 11
DSC-21-10-50 Controls and Indicators 11 DEC 13
DSC-21-10-60 Warnings and Cautions 11 DEC 13
DSC-21-10-70 Electrical Supply 29 JUL 11
DSC-21-20-10 General 29 JUL 11
DSC-21-20-20 Main Components 25 NOV 11
DSC-21-20-30 System Operation 11 DEC 13
DSC-21-20-40 Controls and Indicators 11 DEC 13
DSC-21-20-50 Warnings and Cautions 15 FEB 13
DSC-21-20-60 Electrical Supply 29 JUL 11
DSC-21-30-10 General 29 JUL 11
DSC-21-30-20 Avionics Ventilation 15 FEB 13
DSC-21-30-40 Battery Ventilation 29 JUL 11
DSC-21-30-50 Lavatory and Galley Ventilation 15 FEB 13
DSC-21-30-60 Controls and Indicators 11 DEC 13
DSC-21-30-70 Warnings and Cautions 29 JUL 11
DSC-21-30-80 Electrical Supply 29 JUL 11
DSC-21-40-10 General 30 MAY 12
DSC-21-40-20 System Operation 29 JUL 11
DSC-21-40-30 Controls and Indicators 11 DEC 13
DSC-21-40-35 ECAM Cond Page 30 MAY 12
DSC-21-40-40 Warnings and Cautions 29 JUL 11
DSC-21-40-50 Electrical Supply 29 JUL 11
DSC-22_10-10 Description 11 DEC 13
DSC-22_10-20 System Interface Diagram 15 FEB 13
DSC-22_10-30 FMGS Modes of Operation 15 FEB 13
DSC-22_10-40-05 Management of the Displays 29 JUL 11
DSC-22_10-40-10 MCDU 15 FEB 13
DSC-22_10-40-20 FCU 30 MAY 12
DSC-22_10-40-30 Thrust Levers 30 MAY 12
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DSC-22_10-40-40 Primary Flight Display 30 MAY 12
DSC-22_10-40-50 Navigation Display 15 FEB 13
DSC-22_10-50 Warnings and Cautions 11 DEC 13
DSC-22_10-60 ELECTRICAL SUPPLY 29 JUL 11
DSC-22_20-10 General 29 JUL 11
DSC-22_20-20-05 General 29 JUL 11
DSC-22_20-20-10 Position Computation 11 DEC 13
DSC-22_20-20-20 Evaluation of Position Accuracy 11 DEC 13
DSC-22_20-20-30 Radio Navigation Tuning 15 FEB 13
DSC-22_20-20-40 Alignment of Inertial Reference System 15 FEB 13
DSC-22_20-20-50 Navigation Database 15 FEB 13
DSC-22_20-30-05 General 29 JUL 11
DSC-22_20-30-10-05 General 15 FEB 13
DSC-22_20-30-10-15 FMS2 HONEYWELL 11 DEC 13
DSC-22_20-30-20-05 General 15 FEB 13
DSC-22_20-30-20-25 FMS2 Honeywell 15 FEB 13
DSC-22_20-40-10 Optimization 11 DEC 13
DSC-22_20-40-20 Cost Index 29 JUL 11
DSC-22_20-40-30 Predictions 15 FEB 13
DSC-22_20-50-10-25 FMS2 Honeywell 06 MAR 14
DSC-22_20-50-20-35 FMS2 Honeywell 30 MAY 12
DSC-22_20-50-30 MCDU - Data Format List 11 DEC 13
DSC-22_20-60-10 Effect of Baro Reference Setting 15 FEB 13
DSC-22_20-60-20 Clear Key (Clearing Function) 03 APR 12
DSC-22_20-60-30 How to Execute a Diversion 15 FEB 13
DSC-22_20-60-40 Engine Out 06 MAR 14
DSC-22_20-60-50 Secondary Flight Plan 30 MAY 12
DSC-22_20-60-60 Pilots/Stored Route Function 15 FEB 13
DSC-22_20-60-70 Report Page 30 MAY 12
DSC-22_20-60-80 Closest Airports 03 APR 12
DSC-22_20-60-90 Time Marker 15 FEB 13
DSC-22_20-60-100 Step ALTS 15 FEB 13
DSC-22_20-60-110 Required Time of Arrival (RTA) 15 FEB 13
DSC-22_20-60-120 Equitime Point 15 FEB 13
DSC-22_20-60-130 MCDU Back Up Navigation 06 MAR 14
DSC-22_20-70 AOC Functions 15 FEB 13
DSC-22_20-80 Print Functions 15 FEB 13
DSC-22_30-10 General 03 APR 12
DSC-22_30-20 Flight Director 06 MAR 14
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OPERATING MANUAL
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DSC-22_30-30 Autopilot (AP) 06 MAR 14
DSC-22_30-40 Speed/Mach Control 06 MAR 14
DSC-22_30-50 AP/FD Modes General 03 APR 12
DSC-22_30-60 AP/FD Lateral Modes 15 FEB 13
DSC-22_30-70-10 Principles 29 JUL 11
DSC-22_30-70-20 Climb Mode 15 FEB 13
DSC-22_30-70-30 Open Climb Mode 15 FEB 13
DSC-22_30-70-50 Descent Mode 15 FEB 13
DSC-22_30-70-60 Open Descent Mode 03 APR 12
DSC-22_30-70-65 Altitude Acquire Mode 15 FEB 13
DSC-22_30-70-70 Altitude Hold Mode 15 FEB 13
DSC-22_30-70-80 Vertical Speed Mode - Flight Path Angle Mode (V/S - FPA) 15 FEB 13
DSC-22_30-75 Mode Reversions 11 DEC 13
DSC-22_30-80-10 General 29 JUL 11
DSC-22_30-80-20 Takeoff 15 FEB 13
DSC-22_30-80-30-05 General 15 FEB 13
DSC-22_30-80-30-10 Precision Approach 11 DEC 13
DSC-22_30-80-30-20 Non Precision Approach 11 DEC 13
DSC-22_30-80-40 Go Around (GA) 03 APR 12
DSC-22_30-90 Autothrust 15 FEB 13
DSC-22_30-100 Flight Mode Annunciator (FMA) 15 FEB 13
DSC-22_40-10 General 29 JUL 11
DSC-22_40-20 Yaw Functions 15 FEB 13
DSC-22_40-30 Flight Envelope Function 06 MAR 14
DSC-22_40-40 Windshear Detection Function 29 JUL 11
DSC-22_40-50 Controls and Indicators 29 JUL 11
DSC-22_45 Auto Flight - AOC Functions 15 FEB 13
DSC-22_46 Auto Flight - Print Interface 03 APR 12
DSC-23-10-10 General 29 JUL 11
DSC-23-10-20 VHF/HF/SELCAL 15 FEB 13
DSC-23-10-30 Radio Tuning 11 DEC 13
DSC-23-10-50 Electrical Supply 06 MAR 14
DSC-23-20-10 General 30 MAY 12
DSC-23-20-20 Controls 15 FEB 13
DSC-23-20-30 Interphone Systems 11 DEC 13
DSC-23-20-40 Call Systems 11 DEC 13
DSC-23-20-50 Passenger Address 15 FEB 13
DSC-23-20-60 EMER EVAC 15 FEB 13
DSC-23-20-70 Electrical Supply 29 JUL 11
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DSC-23-30-10 DESCRIPTION 06 MAR 14
DSC-23-30-20 CONTROLS AND INDICATORS ON OVERHEAD PANEL 06 MAR 14
DSC-23-30-30 ELECTRICAL SUPPLY 06 MAR 14
DSC-23-35-10 Controls and Indicators 11 DEC 13
DSC-23-40-40 ACARS Functions 03 APR 12
DSC-23-40-50 Electrical Supply 29 JUL 11
DSC-23-46-10 General 06 MAR 14
DSC-23-46-20 Controls and Indicators 06 MAR 14
DSC-23-46-30 ELECTRICAL SUPPLY 29 JUL 11
DSC-23-50 Warnings and Cautions 29 JUL 11
DSC-24-10-10 General 30 MAY 12
DSC-24-10-20 Generation Of Electrical Power 18 SEP 12
DSC-24-10-30-10 General 29 JUL 11
DSC-24-10-30-20 NORMAL CONFIGURATION 15 FEB 13
DSC-24-10-30-30 Abnormal Configurations 15 FEB 13
DSC-24-10-30-40 Distribution Table 29 JUL 11
DSC-24-20 Controls and Indicators 15 FEB 13
DSC-24-30 Warnings and Cautions 11 DEC 13
DSC-25-10-10 General 29 JUL 11
DSC-25-10-20 Cockpit Plan 15 FEB 13
DSC-25-10-30 Seats 29 JUL 11
DSC-25-10-40 Cockpit Window 29 JUL 11
DSC-25-10-50 Pilot's Instrument Panels 29 JUL 11
DSC-25-10-60 Pedestal 15 FEB 13
DSC-25-10-70 Overhead Panel 30 MAY 12
DSC-25-10-80 C/B Panels 29 JUL 11
DSC-25-10-100 Electrical Supply 29 JUL 11
DSC-25-11-10 Description 15 FEB 13
DSC-25-11-20 Cockpit Door Locking System (CDLS) 15 FEB 13
DSC-25-11-40 Electrical Supply 29 JUL 11
DSC-25-15-30 Electrical Supply 29 JUL 11
DSC-25-40-10-10 Description 25 NOV 11
DSC-26-10 GENERAL 29 JUL 11
DSC-26-20-10 Description 15 FEB 13
DSC-26-20-20 Controls and Indicators 18 SEP 12
DSC-26-20-30 Warnings and Cautions 29 JUL 11
DSC-26-30-10 Description 30 MAY 12
DSC-26-30-20 Controls and Indicators 29 JUL 11
DSC-26-30-30 Warnings and Cautions 29 JUL 11
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DSC-26-40-10 Description 29 JUL 11
DSC-26-40-20 Warnings and Cautions 29 JUL 11
DSC-26-50-10 Smoke Detection 30 MAY 12
DSC-26-50-20 Fire Extinguishing 30 MAY 12
DSC-26-50-30 Controls and Indicators 30 MAY 12
DSC-26-50-40 Warnings and Cautions 30 MAY 12
DSC-26-60 Electrical Supply 29 JUL 11
DSC-27-10-10 GENERAL 29 JUL 11
DSC-27-10-20 Architecture 06 MAR 14
DSC-27-20-10-10 General 30 MAY 12
DSC-27-20-10-20 Pitch Control 06 MAR 14
DSC-27-20-10-30 Lateral Control 18 SEP 12
DSC-27-20-10-50 Sideslip Target 18 SEP 12
DSC-27-20-20 Reconfiguration Control Laws 06 MAR 14
DSC-27-20-30 Controls and Indicators 15 FEB 13
DSC-27-20-40 Warnings and Cautions 06 MAR 14
DSC-27-20-50 Electrical Supply 29 JUL 11
DSC-27-30-10 Description 15 FEB 13
DSC-27-30-20 Controls and Indicators 03 APR 12
DSC-27-30-30 Warnings and Cautions 29 JUL 11
DSC-27-30-40 Electrical Supply 29 JUL 11
DSC-28-10-10 General 11 DEC 13
DSC-28-10-20 Tanks 30 MAY 12
DSC-28-10-30 Engine Feed 15 FEB 13
DSC-28-10-50 APU Feed 29 JUL 11
DSC-28-10-60 Fuel Recirculation System 18 SEP 12
DSC-28-10-70 Refueling and Defueling 30 MAY 12
DSC-28-10-80 Fuel Quantity Indication and Level Sensing 30 MAY 12
DSC-28-10-90 Fuel Tank Inerting System 25 NOV 11
DSC-28-20 Controls and Indicators 15 FEB 13
DSC-28-30 Warnings and Cautions 06 MAR 14
DSC-28-40 ELECTRICAL SUPPLY 29 JUL 11
DSC-29-10-10 General 29 JUL 11
DSC-29-10-20 Generation 15 FEB 13
DSC-29-10-30 Distribution 15 FEB 13
DSC-29-20 CONTROLS AND INDICATORS 11 DEC 13
DSC-29-30 Warnings and Cautions 29 JUL 11
DSC-29-40 ELECTRICAL SUPPLY 29 JUL 11
DSC-30-10-10 Description 03 APR 12
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DSC-30-20-10 Description 30 MAY 12
DSC-30-20-20 Controls And Indicators 29 JUL 11
DSC-30-20-30 Warnings And Cautions 29 JUL 11
DSC-30-20-40 Electrical Supply 29 JUL 11
DSC-30-30-10 Description 03 APR 12
DSC-30-30-20 Controls and Indicators 03 APR 12
DSC-30-30-30 Warnings and Cautions 29 JUL 11
DSC-30-30-40 Electrical Supply 29 JUL 11
DSC-30-40-10 Description 30 MAY 12
DSC-30-40-20 CONTROLS AND INDICATORS 29 JUL 11
DSC-30-40-30 WARNINGS AND CAUTIONS 29 JUL 11
DSC-30-40-40 ELECTRICAL SUPPLY 29 JUL 11
DSC-30-50-10 Description 30 MAY 12
DSC-30-50-20 Controls and Indicators 29 JUL 11
DSC-30-50-30 Warnings and Cautions 29 JUL 11
DSC-30-50-40 Electrical Supply 11 DEC 13
DSC-30-60-10 DESCRIPTION 29 JUL 11
DSC-30-60-20 CONTROLS AND INDICATORS 29 JUL 11
DSC-30-60-30 ELECTRICAL SUPPLY 29 JUL 11
DSC-30-70-10 DESCRIPTION 29 JUL 11
DSC-30-70-30 ELECTRICAL SUPPLY 29 JUL 11
DSC-31-05-10 Introduction 29 JUL 11
DSC-31-05-20 Cockpit Arrangement 15 FEB 13
DSC-31-05-30 Architecture 06 MAR 14
DSC-31-05-40 Controls and Switching 29 JUL 11
DSC-31-05-50 Reconfiguring the DMC 11 DEC 13
DSC-31-05-60 Reconfiguring DUs 29 JUL 11
DSC-31-10 Ecam Description 06 MAR 14
DSC-31-15 Indications on E/WD 15 FEB 13
DSC-31-20 Indications on SD 06 MAR 14
DSC-31-25-10 General 29 JUL 11
DSC-31-25-20 Example 15 FEB 13
DSC-31-27 OEB Reminder 30 MAY 12
DSC-31-30 ECAM Controls 15 FEB 13
DSC-31-40 Indications on PFD 06 MAR 14
DSC-31-45 Indications on ND 06 MAR 14
DSC-31-50 EFIS Controls 15 FEB 13
DSC-31-55-10 GENERAL 29 JUL 11
DSC-31-55-20 CONTROLS AND INDICATORS 29 JUL 11
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DSC-31-60-10 Flight Data Recording System 15 FEB 13
DSC-31-60-20 Controls and Indicators 15 FEB 13
DSC-31-60-30 Aircraft Integrated Data System 15 FEB 13
DSC-31-70 Warnings and Cautions 03 APR 12
DSC-31-75 Electrical Supply 29 JUL 11
DSC-32-10-10 Description 15 FEB 13
DSC-32-10-20 Landing Gear System/Interface 30 MAY 12
DSC-32-10-30 Interactions between Landing Gear and Aircraft Systems 25 NOV 11
DSC-32-10-40 Controls and Indicators 15 FEB 13
DSC-32-10-50 Warnings and Cautions 29 JUL 11
DSC-32-10-60 Electrical Supply 29 JUL 11
DSC-32-20-10 Description 29 JUL 11
DSC-32-20-20 Controls and Indicators 15 FEB 13
DSC-32-20-30 Warnings and Cautions 29 JUL 11
DSC-32-20-40 Electrical Supply 29 JUL 11
DSC-32-30-10 Description 15 FEB 13
DSC-32-30-20 Controls and Indicators 15 FEB 13
DSC-32-30-30 Warnings and Cautions 06 MAR 14
DSC-32-30-40 Electrical Supply 29 JUL 11
DSC-32-40-10 Description 29 JUL 11
DSC-32-40-20 Controls and Indicators 30 MAY 12
DSC-32-40-40 Electrical Supply 29 JUL 11
DSC-33-10-10 General 11 DEC 13
DSC-33-10-20 Description 06 MAR 14
DSC-33-10-30 Controls and Indicators 06 MAR 14
DSC-33-10-40 Electrical Supply 29 JUL 11
DSC-33-20-10 General 29 JUL 11
DSC-33-20-20 Controls and Indicators 29 JUL 11
DSC-33-20-30 Electrical Supply 29 JUL 11
DSC-33-30-10 Description 18 SEP 12
DSC-33-30-20 Controls and Indicators 15 FEB 13
DSC-33-30-30 Electrical Supply 29 JUL 11
DSC-33-40-10 Controls and Indicators 11 DEC 13
DSC-34-10-10 Description 11 DEC 13
DSC-34-10-20 Controls and Indicators 15 FEB 13
DSC-34-10-30 Warnings and Cautions 06 MAR 14
DSC-34-10-40 Electrical Supply 29 JUL 11
DSC-34-15-10 Description 15 FEB 13
DSC-34-15-20 Normal Operation 29 JUL 11
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DSC-34-15-30 Operation in Case of Failure 29 JUL 11
DSC-34-15-40 Warnings and Cautions 06 MAR 14
DSC-34-15-50 Electrical Supply 29 JUL 11
DSC-34-20 Standby Instruments 15 FEB 13
DSC-34-25 ISIS 15 FEB 13
DSC-34-30-10 Tuning 30 MAY 12
DSC-34-30-20 Navaids 29 JUL 11
DSC-34-30-30 Controls and Indicators 11 DEC 13
DSC-34-30-40 Electrical Supply 29 JUL 11
DSC-34-40-10 Description 06 MAR 14
DSC-34-40-20 Warnings and Cautions 29 JUL 11
DSC-34-40-30 Electrical Supply 29 JUL 11
DSC-34-50-10 Description 29 JUL 11
DSC-34-50-20 Controls and Indicators 30 MAY 12
DSC-34-50-50 Electrical Supply 29 JUL 11
DSC-34-60-10 Description 06 MAR 14
DSC-34-60-20 Predictive Windshear System 06 MAR 14
DSC-34-60-30 Controls and Indicators 06 MAR 14
DSC-34-60-40 Warnings and Cautions 25 NOV 11
DSC-34-60-50 ELECTRICAL SUPPLY 29 JUL 11
DSC-34-70-10 Description 06 MAR 14
DSC-34-70-20 GPWS Basics Modes 06 MAR 14
DSC-34-70-30 EGPWS Functions 15 FEB 13
DSC-34-70-40 Controls and Indicators 15 FEB 13
DSC-34-70-50 Warnings and Cautions 29 JUL 11
DSC-34-70-60 Electrical Supply 29 JUL 11
DSC-34-80-10 Description 15 FEB 13
DSC-34-80-20 Controls and Indicators 15 FEB 13
DSC-34-80-30 Warnings and Cautions 29 JUL 11
DSC-34-80-40 Electrical Supply 29 JUL 11
DSC-35-10 General 29 JUL 11
DSC-35-20-10 Description 30 MAY 12
DSC-35-20-20 Controls and Indicators 11 DEC 13
DSC-35-20-30 Electrical Supply 29 JUL 11
DSC-35-30-10 Description 18 SEP 12
DSC-35-30-20 Controls and Indicators 18 SEP 12
DSC-35-30-40 Electrical Supply 29 JUL 11
DSC-35-40-10 Description 30 MAY 12
DSC-36-10-10 General 29 JUL 11
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DSC-36-10-20 Engine Bleed System 15 FEB 13
DSC-36-10-30 Apu Bleed Air Supply 29 JUL 11
DSC-36-10-40 Crossbleed 29 JUL 11
DSC-36-10-50 Leak Detection 29 JUL 11
DSC-36-10-60 Operation Following Failures 29 JUL 11
DSC-36-20 Controls and Indicators 15 FEB 13
DSC-36-30 Warnings and Cautions 03 APR 12
DSC-36-40 Electrical Supply 29 JUL 11
DSC-38-10 Description 29 JUL 11
DSC-38-20 ELECTRICAL SUPPLY 29 JUL 11
DSC-45-10 Description 15 FEB 13
DSC-45-20 System Operation 15 FEB 13
DSC-45-25 Data Loading 15 FEB 13
DSC-45-30 PRINTER 15 FEB 13
DSC-45-40 ELECTRICAL SUPPLY 29 JUL 11
DSC-46-10 General 15 FEB 13
DSC-46-20 ATSU Communications Function 15 FEB 13
DSC-46-30 AOC Applications 15 FEB 13
DSC-46-40 CNS/ATM 15 FEB 13
DSC-46-60 Warnings and Cautions 29 JUL 11
DSC-46-70 Electrical Supply 30 MAY 12
DSC-49-10-10 General 29 JUL 11
DSC-49-10-20 Main Components 29 JUL 11
DSC-49-20 Controls and Indicators 30 MAY 12
DSC-49-30 Warnings and Cautions 29 JUL 11
DSC-49-40 Electrical Supply 29 JUL 11
DSC-52-10-10 General 30 MAY 12
DSC-52-10-20 Passenger Doors 30 MAY 12
DSC-52-10-30 Emergency Exits 29 JUL 11
DSC-52-10-40 Cargo Doors 29 JUL 11
DSC-52-10-50 Avionics Compartment Access Door 29 JUL 11
DSC-52-10-60 Cockpit Door 29 JUL 11
DSC-52-10-80 Escape Slides/Rafts 15 FEB 13
DSC-52-20 Controls and Indicators 15 FEB 13
DSC-52-30 Warnings and Cautions 29 JUL 11
DSC-52-50 ELECTRICAL SUPPLY 29 JUL 11
DSC-70-10 Engine 03 APR 12
DSC-70-20 Fadec 30 MAY 12
DSC-70-30-10 General 03 APR 12
Continued on the following page
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FCOM 11 APR 14
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
DSC-70-30-20 Thrust Levers 03 APR 12
DSC-70-30-30 Thrust Rating Limit 03 APR 12
DSC-70-30-40 Thrust Control 15 FEB 13
DSC-70-40-10 General 15 FEB 13
DSC-70-40-20 Fuel Pump Unit 03 APR 12
DSC-70-40-30 Shut-Off Valves 03 APR 12
DSC-70-40-40 Hydromechanical Unit 03 APR 12
DSC-70-40-50 IDG Cooling System 18 SEP 12
DSC-70-50 OIL SYSTEM 03 APR 12
DSC-70-60 Airbleed System (CFM) 30 MAY 12
DSC-70-70 THRUST REVERSER SYSTEM 15 FEB 13
DSC-70-80-10 General 03 APR 12
DSC-70-80-20 Architecture 29 JUL 11
DSC-70-80-30 Ignition System 30 MAY 12
DSC-70-80-40 Engine Starting System 06 MAR 14
DSC-70-90 Controls and Indicators (CFM) 11 DEC 13
DSC-70-98 ELECTRICAL SUPPLY 29 JUL 11
PRO-PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 06 MAR 14
PRO-ABN-01 Introduction 06 MAR 14
PRO-ABN-10 Operating Techniques 06 MAR 14
PRO-ABN-21 Air Conditioning / Pressurization / Ventilation 06 MAR 14
PRO-ABN-22 Auto Flight 06 MAR 14
PRO-ABN-23 Communications 06 MAR 14
PRO-ABN-24 Electrical 06 MAR 14
PRO-ABN-25 Equipment 03 APR 12
PRO-ABN-26 Fire Protection 06 MAR 14
PRO-ABN-27 Flight Controls 06 MAR 14
PRO-ABN-28 Fuel 06 MAR 14
PRO-ABN-29 Hydraulic 11 DEC 13
PRO-ABN-30 Ice and Rain Protection 06 MAR 14
PRO-ABN-31 Indicating / Recording Systems 06 MAR 14
PRO-ABN-32 Landing Gear 06 MAR 14
PRO-ABN-34 Navigation 06 MAR 14
PRO-ABN-36 Pneumatic 06 MAR 14
PRO-ABN-46 Information Systems 25 NOV 11
PRO-ABN-49 APU 29 JUL 11
PRO-ABN-52 Doors 15 FEB 13
PRO-ABN-70 Power Plant 06 MAR 14
PRO-ABN-80 Miscellaneous 11 DEC 13
Continued on the following page
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FCOM 11 APR 14
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
PRO-ABN-90 Detailed Cabin / Cockpit Evacuation Procedure 15 FEB 13
PRO-NOR-SOP-01 General Information 29 JUL 11
PRO-NOR-SOP-02 Flight Preparation 11 DEC 13
PRO-NOR-SOP-03 Safety Exterior Inspection 06 MAR 14
PRO-NOR-SOP-04 Preliminary Cockpit Preparation 06 MAR 14
PRO-NOR-SOP-05 Exterior Walkaround 06 MAR 14
PRO-NOR-SOP-06 Cockpit Preparation 06 MAR 14
PRO-NOR-SOP-07 Before Pushback or Start 06 MAR 14
PRO-NOR-SOP-08 Engine Start 06 MAR 14
PRO-NOR-SOP-09 After Start 06 MAR 14
PRO-NOR-SOP-10 Taxi 06 MAR 14
PRO-NOR-SOP-11 Before Takeoff 06 MAR 14
PRO-NOR-SOP-12 Takeoff 06 MAR 14
PRO-NOR-SOP-13 After Takeoff 06 MAR 14
PRO-NOR-SOP-14 Climb 06 MAR 14
PRO-NOR-SOP-15 Cruise 06 MAR 14
PRO-NOR-SOP-16 Descent Preparation 06 MAR 14
PRO-NOR-SOP-17 Descent 06 MAR 14
PRO-NOR-SOP-18-A Approach General 11 DEC 13
PRO-NOR-SOP-18-B Aircraft Configuration Management 06 MAR 14
PRO-NOR-SOP-18-C Aircraft Guidance Management 06 MAR 14
PRO-NOR-SOP-19 Landing 06 MAR 14
PRO-NOR-SOP-20 Go-Around 06 MAR 14
PRO-NOR-SOP-21 After Landing 06 MAR 14
PRO-NOR-SOP-22 Parking 06 MAR 14
PRO-NOR-SOP-23 Securing the Aircraft 06 MAR 14
PRO-NOR-SOP-90 Standard Callouts 11 DEC 13
PRO-NOR-SRP-01-05 Introduction 15 FEB 13
PRO-NOR-SRP-01-10 Cockpit Preparation 15 FEB 13
PRO-NOR-SRP-01-15 Before Pushback or Start 30 MAY 12
PRO-NOR-SRP-01-20 Taxi 15 FEB 13
PRO-NOR-SRP-01-30 Takeoff 15 FEB 13
PRO-NOR-SRP-01-40 Climb 11 DEC 13
PRO-NOR-SRP-01-50 Cruise 11 DEC 13
PRO-NOR-SRP-01-60 Descent 15 FEB 13
PRO-NOR-SRP-01-70 Approach 11 DEC 13
PRO-NOR-SRP-01-80 Go-Around 30 MAY 12
PRO-SPO-20 Flight Without Cabin Pressurization 11 DEC 13
PRO-SPO-25-10 General 29 JUL 11
Continued on the following page
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PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
PRO-SPO-25-20 Limitations 25 NOV 11
PRO-SPO-25-30 Procedures 03 APR 12
PRO-SPO-25-40 Performance 15 FEB 13
PRO-SPO-30 High Altitude Operations 18 SEP 12
PRO-SPO-35 Flight Over Mountainous Area 15 FEB 13
PRO-SPO-40-10 General 25 NOV 11
PRO-SPO-40-20 Operational Limitations 25 NOV 11
PRO-SPO-40-30 Dispatch Consideration 11 DEC 13
PRO-SPO-40-40 Diversion During Extended Range Operations 25 NOV 11
PRO-SPO-40-50 Procedures 11 DEC 13
PRO-SPO-40-60 Performance 11 DEC 13
PRO-SPO-45 Engine Intermix Operations 15 FEB 13
PRO-SPO-50 Reduced Vertical Separation Minimum (RVSM) 15 FEB 13
PRO-SPO-51 Required Navigation Performance (RNP) 11 DEC 13
PRO-SPO-60 Operations on Narrow Runways 18 SEP 12
PRO-SPO-65 Operations at QNH Above 1050 hPa 11 DEC 13
PRO-SPO-85 ILS PRM Approach 29 JUL 11
PRO-SUP-10 Operating Speeds Definition 11 DEC 13
PRO-SUP-21 Air Conditioning / Pressurization / Ventilation 29 JUL 11
PRO-SUP-22-10 FMGS Reset and Other Abnormal Procedures 11 DEC 13
PRO-SUP-22-20-15 FMS2 Honeywell Specificities 11 DEC 13
PRO-SUP-22-20-20 FG Specificities 11 DEC 13
PRO-SUP-22-30 Navigation Database 11 DEC 13
PRO-SUP-23 Communications 15 FEB 13
PRO-SUP-24 Electrical 11 DEC 13
PRO-SUP-25 Equipment 03 APR 12
PRO-SUP-27-10 General 29 JUL 11
PRO-SUP-27-20 Normal Operations 25 NOV 11
PRO-SUP-27-30 Abnormal Operations 25 NOV 11
PRO-SUP-27-40 The Protection Systems 15 FEB 13
PRO-SUP-27-50 Aircraft Trimming 29 JUL 11
PRO-SUP-28 Fuel 29 JUL 11
PRO-SUP-30 Ice and Rain Protection 06 MAR 14
PRO-SUP-31 Indicating / Recording Systems 29 JUL 11
PRO-SUP-32 Landing Gear 11 DEC 13
PRO-SUP-34 Navigation 11 DEC 13
PRO-SUP-46 Information Systems 15 FEB 13
PRO-SUP-70 Power Plant 06 MAR 14
PRO-SUP-80 Miscellaneous 06 MAR 14
Continued on the following page
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PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
PRO-SUP-91-10 Severe Turbulence 30 MAY 12
PRO-SUP-91-20 Operations in Windshear or Downburst 18 SEP 12
PRO-SUP-91-30 Cold Weather 11 DEC 13
PRO-SUP-91-40 Operations On Airports Covered With Ash, Sand or Dust 18 SEP 12
PRO-SUP-91-50 Fluid Contaminated Runway 11 DEC 13
PRO-SUP-92-10 Windows 11 DEC 13
PRO-SUP-92-20 iPad 11 DEC 13
PRO-SUP-93-10 Flight Phases 06 MAR 14
PRO-SUP-93-20 One Engine Taxi 11 DEC 13
LIM-PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 11 DEC 13
LIM-10 General Limitations 29 JUL 11
LIM-11 Weight and Center of Gravity Limits 11 DEC 13
LIM-12 Environmental Envelope and Airport Operations 06 MAR 14
LIM-13 Speed Limitations 15 FEB 13
LIM-21-21_10 Air Conditioning 29 JUL 11
LIM-21-21_20 Pressurization 11 DEC 13
LIM-21-21_30 Ventilation 29 JUL 11
LIM-22-10 General 06 MAR 14
LIM-22-20 Automatic Approach, Landing and Roll Out 11 DEC 13
LIM-24 Electrical 30 MAY 12
LIM-27 Flight Controls 11 DEC 13
LIM-28 Fuel 15 FEB 13
LIM-29 Hydraulic 29 JUL 11
LIM-32 Landing Gear 25 NOV 11
LIM-34 Navigation 11 DEC 13
LIM-35 Oxygen 25 NOV 11
LIM-49-10 General 29 JUL 11
LIM-49-20 Envelope 11 DEC 13
LIM-70 Power Plant 03 APR 12
OEB-PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 31 OCT 12
PER-PLP-LETDU LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS 31 OCT 12
PER-LOD-GEN GENERAL 29 JUL 11
PER-LOD-CGO CARGO LOADING 29 JUL 11
PER-LOD-FUL FUEL 06 MAR 14
PER-LOD-WBA-LTS LOAD AND TRIM SHEET 03 APR 12
PER-LOD-WBA-FIT-10 FUEL INDEX TABLE 18 SEP 12
PER-OPD-GEN GENERAL 29 JUL 11
PER-OPD-CON-AEO ALL ENGINES OPERATIVE 29 JUL 11
PER-OPD-CON-OEI ONE ENGINE INOPERATIVE 29 JUL 11
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PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
PER-THR-GEN GENERAL 29 JUL 11
PER-THR-MTO MAXIMUM TAKEOFF 03 APR 12
PER-THR-MGA MAXIMUM GO AROUND 03 APR 12
PER-THR-FLX FLEXIBLE TAKEOFF 03 APR 12
PER-THR-MCT MAXIMUM CONTINUOUS 03 APR 12
PER-THR-MCL MAXIMUM CLIMB 03 APR 12
PER-THR-MCR MAXIMUM CRUISE 03 APR 12
PER-TOF-THR-FLX-10 DEFINITION OF FLEXIBLE TAKEOFF 29 JUL 11
PER-TOF-THR-FLX-20 USE OF FLEXIBLE TAKEOFF 29 JUL 11
PER-TOF-THR-FLX-30 REQUIREMENTS 03 APR 12
PER-TOF-THR-FLX-40 RECOMMENDATION 29 JUL 11
PER-TOF-TOC-05 INTRODUCTION 29 JUL 11
PER-TOF-TOC-10-10 TAKEOFF PERFORMANCE 29 JUL 11
PER-TOF-TOC-10-20 TAKEOFF CHART DESCRIPTION 18 SEP 12
PER-TOF-TOC-10-30 ADDITIONAL INFORMATION 03 APR 12
PER-TOF-TOC-12-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND 03 APR 12
SPEEDS
PER-TOF-TOC-12-30 EXTRAPOLATION 29 JUL 11
PER-TOF-TOC-12-40 MAXIMUM STRUCTURAL TAKEOFF WEIGHT 29 JUL 11
PER-TOF-TOC-12-50 SUMMARY 29 JUL 11
PER-TOF-TOC-14-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE 06 MAR 14
AND SPEEDS
PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE 11 DEC 13
PER-TOF-TOC-14-25 FLEXIBLE TAKEOFF POSSIBLE BUT NOT USED 11 DEC 13
PER-TOF-TOC-14-30 SUMMARY 29 JUL 11
PER-TOF-TOC-16-10 TAKEOFF PERFORMANCE 29 JUL 11
PER-TOF-TOC-16-20 TAKEOFF CHART DESCRIPTION 03 APR 12
PER-TOF-TOC-16-30 ADDITIONAL INFORMATION 03 APR 12
PER-TOF-TOC-18-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND 03 APR 12
SPEEDS
PER-TOF-TOC-18-20 EXTRAPOLATION 29 JUL 11
PER-TOF-TOC-18-30 MAXIMUM STRUCTURAL TAKEOFF WEIGHT 29 JUL 11
PER-TOF-TOC-18-40 SUMMARY 29 JUL 11
PER-TOF-TOC-20-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE 03 APR 12
AND SPEEDS
PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE 29 JUL 11
PER-TOF-TOC-20-30 SUMMARY 29 JUL 11
PER-TOF-TOD-24 QNH/BLEEDS CORRECTION 11 DEC 13
PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC 30 MAY 12
PER-TOF-TOD-25-20 V2 LIMITED BY VMU/VMCA 03 APR 12
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FCOM 11 APR 14
PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
PER-TOF-TOD-40-10 INTRODUCTION 29 JUL 11
PER-TOF-TOD-40-20 USE OF TABLES 29 JUL 11
PER-TOF-TOD-40-30 HOW TO PROCEED 03 APR 12
PER-TOF-TOD-40-40 QUICK REFERENCE TABLES 11 DEC 13
PER-TOF-TOD-50 NET TAKEOFF FLIGHT PATH 03 APR 12
PER-TOF-CTA-10 GENERAL 29 JUL 11
PER-TOF-CTA-20 DEFINITIONS 11 DEC 13
PER-TOF-CTA-30 OPERATIONAL CONDITIONS 29 JUL 11
PER-TOF-CTA-40-10 TAKEOFF PERFORMANCE 29 JUL 11
PER-TOF-CTA-40-20 TAKEOFF FROM A WET RUNWAY 03 APR 12
PER-TOF-CTA-40-30 TAKEOFF FROM A CONTAMINATED RUNWAY 11 DEC 13
PER-TOF-CTA-40-40 EXAMPLE 03 APR 12
PER-FPL-GEN-INT INTRODUCTION 29 JUL 11
PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS 29 JUL 11
PER-FPL-GEN-FPL FLIGHT PLAN 29 JUL 11
PER-FPL-FLP-CAT CALCULATION TABLES 03 APR 12
PER-FPL-FLP-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES 15 FEB 13
PER-FPL-FLP-ALT-20 OPTIMUM ALTITUDE ON SHORT STAGE 15 FEB 13
PER-FPL-FLP-ICR-10 GENERAL 03 APR 12
PER-FPL-FLP-ICR-20 INTEGRATED CRUISE AT A GIVEN MACH NUMBER 03 APR 12
PER-FPL-FLP-ICR-30 INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED 03 APR 12
PER-FPL-FLP-ICR-40 CLIMB CORRECTION 03 APR 12
PER-FPL-FLP-ICR-50 STEP CLIMB CORRECTION 03 APR 12
PER-FPL-FLP-ICR-60 DESCENT CORRECTION 03 APR 12
PER-FPL-FLP-QFP-10 INTRODUCTION 30 MAY 12
PER-FPL-FLP-QFP-20 CORRECTION FOR DEVIATION FROM REFERENCE LANDING 03 APR 12
WEIGHT
PER-FPL-FLP-QFP-30 EXAMPLE 03 APR 12
PER-FPL-FLP-QFP-40 FLIGHT PLANNING AT A GIVEN MACH NUMBER 03 APR 12
PER-FPL-FLP-QFP-50 FLIGHT PLANNING AT LONG RANGE SPEED 03 APR 12
PER-FPL-FLP-ALN-20 ALL ENGINES OPERATIVE 06 MAR 14
PER-FPL-FLP-FTK FUEL TANKERING 03 APR 12
PER-CLB-GEN GENERAL 29 JUL 11
PER-CLB-CLT CLIMB TABLES 03 APR 12
PER-CRZ-ECI-10 OPTIMUM MACH NUMBER 15 FEB 13
PER-CRZ-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES 03 APR 12
PER-CRZ-ALT-20 WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE 03 APR 12
PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE 03 APR 12
PER-CRZ-CRT-10 GENERAL 29 JUL 11
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PRELIMINARY PAGES
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M Localization Subsection Title Rev. Date
PER-CRZ-CRT-20 CRUISE AT M.78 03 APR 12
PER-CRZ-CRT-30 CRUISE AT LONG RANGE 03 APR 12
PER-CRZ-ICQ-10 GENERAL 25 NOV 11
PER-CRZ-ICQ-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT 29 JUL 11
PER-CRZ-ICQ-30 EXAMPLE 03 APR 12
PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78 03 APR 12
PER-CRZ-ICQ-50 IN CRUISE QUICK CHECK LONG RANGE 03 APR 12
PER-HLD-GEN GENERAL 03 APR 12
PER-HLD-HLD HOLDING TABLES 03 APR 12
PER-DES-GEN GENERAL 29 JUL 11
PER-DES-STD STANDARD 03 APR 12
PER-DES-EMG EMERGENCY 03 APR 12
PER-GOA-GEN GENERAL 06 MAR 14
PER-GOA-ACG-NOR NORMAL 03 APR 12
PER-GOA-ACG-CAT CAT II 15 FEB 13
PER-LDG-GEN GENERAL 30 MAY 12
PER-LDG-CTA-10 GENERAL 29 JUL 11
PER-LDG-CTA-20 DEFINITIONS 11 DEC 13
PER-LDG-DIS-MAT Runway Condition Assessment Matrix for Landing 06 MAR 14
PER-LDG-DIS-RLD REQUIRED LANDING DISTANCES / MANUAL LANDING 30 MAY 12
PER-LDG-DIS-RLA REQUIRED LANDING DISTANCES 15 FEB 13
PER-OEI-GEN-05 GENERAL 25 NOV 11
PER-OEI-GEN-10 STANDARD STRATEGY 03 APR 12
PER-OEI-GEN-15 OBSTACLE STRATEGY 03 APR 12
PER-OEI-GEN-20 FIXED SPEED STRATEGIES 03 APR 12
PER-OEI-ALT-10 CEILINGS 03 APR 12
PER-OEI-CRT-10 STANDARD AND OBSTACLE STRATEGIES 03 APR 12
PER-OEI-CRT-20 FIXED SPEED STRATEGIES 03 APR 12
PER-OEI-ICQ-10 STANDARD STRATEGIES 03 APR 12
PER-OEI-ICQ-20 FIXED SPEED STRATEGIES 03 APR 12
PER-OEI-HLD HOLDING 03 APR 12
PER-OEI-DES-10 STANDARD STRATEGY 03 APR 12
PER-OEI-DES-15 OBSTACLE STRATEGY 03 APR 12
PER-OEI-DES-20 FIXED SPEED STRATEGIES 03 APR 12
PER-OEI-DES-30 DESCENT TO LANDING 03 APR 12
(1) Evolution code : N=New, R=Revised, E=Effectivity, M=Moved
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FCOM 11 APR 14
PRELIMINARY PAGES
AIRCRAFT ALLOCATION TABLE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This table gives, for each delivered aircraft, the cross reference between:
- The Manufacturing Serial Number (MSN).
- The Fleet Serial Number (FSN) of the aircraft as known by AIRBUS S.A.S.
- The registration number of the aircraft as known by AIRBUS S.A.S.
- The aircraft model.
(1)
M MSN FSN Registration Number Model
9761 18-CMHE 320-214
(1) Evolution code : N=New, R=Revised
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PRELIMINARY PAGES
AIRCRAFT ALLOCATION TABLE
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FLIGHT CREW
OPERATING MANUAL
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PRELIMINARY PAGES
LIST OF MODIFICATIONS
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FLIGHT CREW
OPERATING MANUAL
(1)
M MODIFICATION Linked SB Incorp. Date Title
J0006 29 JUL 11 FUEL- INSTALL A CENTRE TANK SYSTEM-
Applicable to: ALL
J0012 29 JUL 11 LIGHTS - NAVIGATION LIGHTS - INSTALL A SECOND
NAVIGATION LIGHT SYSTEM -
Applicable to: ALL
J0071 29 JUL 11 WINGS-WING TIP FENCES-INTRODUCE WING TIPS
INCLUDING FENCES-
Applicable to: ALL
J0513 25 NOV 11 ICE AND RAIN PROTECTION - WING ICE
PROTECTION - ETOPS CIRCUIT BREAKERS 1DL AND
2DL - TRANSFER POWER SUPPLY.
Applicable to: ALL
J0664 29 JUL 11 FUEL - IMPROVE LOW LEVEL WARNING
Applicable to: ALL
J0689 29 JUL 11 WINGS - REMOVE LEADING EDGE VENTILATION
SYSTEM
Applicable to: ALL
J1255 29 JUL 11 FUEL - TANK LEVEL SENSING - INTRODUCE
MODIFIED LOW FUEL PRESSURE WARNING
CONTROL
Applicable to: ALL
J1334 29 JUL 11 LANDING GEAR-MLG-LGCIU-INTRODUCTION OF
STANDARD UNIT P/N A4C
Applicable to: ALL
J1617 29 JUL 11 FLIGHT CONTROLS-GENERAL- DELETION OF L.A.F.
FEATURE FROM A320 A/C (SERIAL SOLUTION)
Applicable to: ALL
J2190 29 JUL 11 FUEL - MAIN FUEL PUMP SYSTEM - ADAPT PUMP
CONTROL LATCH FOR FLIGHT DECK REFUEL
CAPABILITY
Applicable to: ALL
J2257 29 JUL 11 FUEL-MANUAL (MAGNETIC) INDICATORS- DELETE
ATTIDUDE MONITOR
Applicable to: ALL
J2360 29 JUL 11 FUEL - QUANTITY INDICATION - INTRODUCE FUEL
LEAK DETECTION
Applicable to: ALL
J2361 29 JUL 11 FUEL-QUANTITY INDICATION-REMOVE FUEL LEAK
DETECTION FUNCTION ASSOCIATED WITH FQIC
13-9 (ANTI-MOD FOR MOD 32650)
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
PRELIMINARY PAGES
LIST OF MODIFICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M MODIFICATION Linked SB Incorp. Date Title
J2527 29 JUL 11 FUEL - QUANTITY INDICATING - INSTALL FUEL
QUANTITY INDICATING COMPUTER STANDARD
13.10
Applicable to: ALL
J2662 15 FEB 13 FUEL - QUANTITY INDICATING - INTRODUCE NEW
STANDARD OF FQIC -P/N SIC5059 14-20
Applicable to: ALL
J2816 29 JUL 11 WINGS - FIXED PARTITION - INTRODUCE A
STANDARD OF BOX WITHOUT DRY BAY
Applicable to: ALL
J2879 29 JUL 11 INERT GAS SYSTEM - CERTIFY FUEL TANK
INERTING SYSTEM AND ACTIVATE MONITORING
Applicable to: ALL
J2963 29 JUL 11 WINGS - MAIN STRUCTURE - REDUCE THE
QUANTITY OF MAGNETIC LEVEL INDICATORS
Applicable to: ALL
K0024 29 JUL 11 DOORS- BULK CARGO COMPARTMENT- INSTALL AN
ADDITIONAL DOOR AT FR 60/62-
Applicable to: ALL
K0026 29 JUL 11 LIGHTS - EXTERNAL LIGHTS - INSTALL LOGO
LIGHTS
Applicable to: ALL
K0035 29 JUL 11 FIRE PROTECTION - FWD CARGO COMPARTMENT -
INSTALL SMOKE DETECTION SYSTEM -
Applicable to: ALL
K0036 29 JUL 11 FIRE PROTECTION - AFT CARGO COMPARTMENT -
INSTALL SMOKE DETECTION SYSTEM -
Applicable to: ALL
K0037 29 JUL 11 FIRE PROTECTION - CARGO COMPARTMENT FIRE
EXTINGUISHING - INSTALL A SINGLE SHOT SYSTEM
-
Applicable to: ALL
K0052 29 JUL 11 INDICATING/RECORDING SYSTEMS - INSTALL AN
AIRCRAFT INTEGRATED DATA SYSTEM -
Applicable to: ALL
K0064 29 JUL 11 LIGHTS - EXTERIOR LIGHTS - INSTALL
SYNCHRONIZED STROBE LIGHTS
Applicable to: ALL
K0070 29 JUL 11 AIR CONDITIONING - CARGO COMPARTMENT
- VENTILATION - INSTALL SYSTEM IN AFT
COMPARTMENT -
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
PRELIMINARY PAGES
LIST OF MODIFICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
(1)
M MODIFICATION Linked SB Incorp. Date Title
K0071 29 JUL 11 AIR CONDITIONING - AFT CARGO COMPARTMENT -
INSTALL HEATING SYSTEM
Applicable to: ALL
K0082 29 JUL 11 WATER/WASTE- INSTALL VACUUM TOILET SYSTEM
-
Applicable to: ALL
K10003 29 JUL 11 AIRBORNE AUXILIARY POWER-CONTROL AND
MONITORING - INTRODUCE ECB SOFTWARE
VERSION 06.00.000
Applicable to: ALL
K10009 29 JUL 11 EQUIPMENT/FURNISHINGS - CURTAINS AND
PARTITIONS - INSTALL IMPROVED STRIKES FOR
COCKPIT DOOR
Applicable to: ALL
K1014 29 JUL 11 WATER/WASTE - RELOCATE POTABLE WATER
TANK -
Applicable to: ALL
K10359 29 JUL 11 LIGHTS- EMERGENCY LIGHTING- DEFINE FLOOR
MOUNTED LUFTHANSA TECHNIK 900 SERIES
EEPMS
Applicable to: ALL
K10463 25 NOV 11 AIR CONDITIONING - PACK TEMPERATURE
CONTROL - INSTALL AIR CONDITIONING
CONTROLLER P/N 1803B0000-02
Applicable to: ALL
K10494 29 JUL 11 AIRBORNE AUXILIARY POWER - GENERAL - INSTALL
APIC APS3200 APU AS STANDARD (REPLACES
HONEYWELL GTCP36-300)
Applicable to: ALL
K10516 29 JUL 11 AIRBORNE AUXILIARY POWER - CONTROL AND
MONITORING - INTRODUCE HONEWELL VECB WITH
SOFTWARE -04
Applicable to: ALL
K1119 29 JUL 11 EQUIPMENT/FURNISHINGS - CARGO
COMPARTMENT - REARRANGE COMPARTMENT 4
INTO TWO ZONES -
Applicable to: ALL
K11694 29 JUL 11 E/F -MISCELLANEOUS EMERGENCY EQUIPMENT-
INSTALL ELT (406AFN) WITH RCP IN COCKPIT AND
NAV PROVISIONS - HONEYWELL
Applicable to: ALL
Continued on the following page
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K12405 29 JUL 11 COMMUNICATIONS - CIDS - INTRODUCE HANDSET
SERIES N40A FROM VENDOR HOLMBERG
Applicable to: ALL
K1245 29 JUL 11 APU - INTRODUCE APU MODE 6 AND ASSOCIATED
ECB (GARRETT)
Applicable to: ALL
K12824 29 JUL 11 COMMUNICATIONS - CIDS - INSTALL CIDS AND SDF
OBRM SOFTWARE P/N -33A AND CAM UPDATE
Applicable to: ALL
K12825 29 JUL 11 COMMUNICATIONS - CIDS - INSTALL CIDS
DIRECTOR P/N -333B
Applicable to: ALL
K1420 29 JUL 11 DOORS-CARGO COMPT DOORS-MODIFY LOCKING
INDICATION
Applicable to: ALL
K1806 29 JUL 11 ELECTRICAL POWER-AC/DC ESSENTIAL POWER
DISTRIBUTION-PROVIDE PROVISIONS FOR ETOPS-
Applicable to: ALL
K2335 29 JUL 11 FIRE PROTECTION - LAVATORY SMOKE
DETECTION - INTRODUCE AMBIENT SYSTEM
Applicable to: ALL
K2938 29 JUL 11 DOORS-CARGO COMPARTMENT DOOR HYDRAULIC
SYSTEM-INTRODUCE MODIFIED DOOR SELECTOR
VALVE
Applicable to: ALL
K2962 29 JUL 11 HYDRAULIC POWER-BLUE MAIN HYDRAULIC
POWER-IMPROVE MAINTENANCE STATUS OF BLUE
HYDRAULIC RESERVOIR
Applicable to: ALL
K3118 29 JUL 11 AUXILIARY POWER UNIT - CONTROL AND
MONITORING - INTRODUCE A NEW ECB
Applicable to: ALL
K3279 29 JUL 11 AUXILIARY POWER UNIT - CONTROL AND
MONITORING - MODIFY WIRE HARNESSES FOR
NEW ECB 817-1
Applicable to: ALL
K3471 11 DEC 13 GENERAL - INCREASE DESIGN WEIGHT TO 61T
MZFW
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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K3599 29 JUL 11 AIR CONDITIONING - COCKPIT AND CABIN
TEMPERATURE CONTROL - INTRODUCE ZONE
TEMPERATURE CONTROLLER -03
Applicable to: ALL
K3901 29 JUL 11 COMMUNICATIONS-CIDS-INTRODUCE MODIFIED
DIRECTOR POWER SUPPLY PRINCIPLE
Applicable to: ALL
K4457 29 JUL 11 A.P.U.-POWER PLANT-INTRODUCE ALLIED SIGNAL
APU 131-9(A)
Applicable to: ALL
K4574 29 JUL 11 AIR CONDITIONING-FLOW CONTROL AND
INDICATING INTRODUCE MODIFIED AIR
CONDITIONING FLOW CONTROL
Applicable to: ALL
K4726 29 JUL 11 WATER/WASTE-TOILET SYSTEM-INTRODUCE
MODIFIED TOILET ASSY
Applicable to: ALL
K4787 29 JUL 11 LIGHTS-INTRODUCE EPSU P/N 54-10 ON A319/A320
A/C
Applicable to: ALL
K4793 29 JUL 11 AIR CONDITIONING-AIR COOLING SYSTEM-
INTRODUCE MODIFIED RAM AIR OUTLET
Applicable to: ALL
K4913 29 JUL 11 HYDRAULIC POWER - AUXILIARY HYDRAULIC
POWER - INSTALL A319 RAM AIR TURBINE ON A320
Applicable to: ALL
K5059 29 JUL 11 COMMUNICATIONS - CIDS - RELOCATE PA IN USE
LIGHT IN COCKPIT
Applicable to: ALL
K5070 29 JUL 11 COMMUNICATION - CIDS : DUAL DIAL CODE ON
HANDSET KE YBOARD (A319/A321)
Applicable to: ALL
K5213 29 JUL 11 AIR CONDITIONING-PACK TEMPERATURE CTRL-
INTRODUCE MODIFIED PACK TEMPERATURE
CONTROLLER
Applicable to: ALL
K5446 29 JUL 11 INDICATING/RECORDING SYSTEMS-CFDS-
INTRODUCE A COMBINED FDIU/DMU
Applicable to: ALL
Continued on the following page
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K5549 29 JUL 11 OXYGEN-PASSENGER OXYGEN-INTRODUCE
MODIFIED CHEMICAL OXYGEN CONTAINER -15 MIN-
PURITAN
Applicable to: ALL
K5801 29 JUL 11 AIR CONDITIONING-PRESSURE CONTROL
AND MONITORING-INTRODUCE PRESSURE
CONTROLLER P/N 9022-15702-10
Applicable to: ALL
K6156 29 JUL 11 AIR CONDITIONING-PACK TEMP.CTRL INTRODUCE
MODIFIED PACK TEMP. CTRL P/N 759D0000-02
Applicable to: ALL
K6443 29 JUL 11 AIR CONDITIONING-AIR COOLING- INSTALL A NEW
ECS
Applicable to: ALL
K6936 29 JUL 11 AIRBORNE AUXILIARY POWER (APU) - GENERAL
- INCREASE OPERATION ENVELOPE TO 39800 FT
FOR GTCP 36-300
Applicable to: ALL
K7072 29 JUL 11 LIGHTS-EMERGENCY LIGHTING-MODIFY EPSU
LOAD DISTRIBUTION FOR A319/A320
Applicable to: ALL
K7755 29 JUL 11 EQUIPMENT FURNISHINGS-CURTAINS AND
PARTITIONS-MODIFIED INTRUSION AND
PENETRATION RESISTANT COCKPIT DOOR
Applicable to: ALL
K7790 29 JUL 11 DOORS-PASSENGER COMPARTMENT FIXED
INTERIOR DOORS-INSTALL ELECTRICAL COCKPIT
DOOR RELEASE SYSTEM
Applicable to: ALL
K7847 25 NOV 11 EQUIPMENT/FURNISHINGS-PASSENGER COMPART
SEATS - INTRODUCE ISPSS IN CONJUNCTION WITH
INTEGRATED IFE/SPSS
Applicable to: ALL
K8400 29 JUL 11 COMMUNICATIONS-CIDS-INTRODUCE ENHANCED
CIDS (A318 VERSION) AND RELATED SYSTEMS ON
SINGLE AISLE FAMILY
Applicable to: ALL
K8734 25 NOV 11 AIR CONDITIONING - AIR COOLING - ADAPT A318
ECS TO A320 A/C
Applicable to: ALL
Continued on the following page
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K8905 29 JUL 11 EQUIPMENT/FURNISHINGS-CURTAINS AND
PARTITIONS-INSTALL DEADBOLT ON CENTER
LATCH OF REINFORCED COCKPIT DOOR
Applicable to: ALL
K9458 25 NOV 11 AIR CONDITIONING - PACK TEMPERATURE
CONTROL - INSTALL IMPROVED AIR COND. SYSTEM
CONTROLLER PN 1803B0000-01
Applicable to: ALL
K9473 29 JUL 11 AIR CONDITIONING - PRESSURE CONTROL AND
MONITORING - INSTALL RPCU AND WIRING
PROVISIONS FOR RPWS
Applicable to: ALL
K9877 29 JUL 11 EQUIPMENT/FURNISHINGS - CURTAINS
AND PARTITIONS - MODIFY DEADBOLT FOR
REINFORCED COCKPIT DOOR
Applicable to: ALL
P0031 29 JUL 11 NAVIGATION - WEATHER RADAR SYSTEM - INSTALL
A 2ND SYSTEM -
Applicable to: ALL
P0040 29 JUL 11 EQUIPMENT/FURNISHINGS - FLIGHT
COMPARTMENT - INSTALL A 4TH OCCUPANT SEAT -
Applicable to: ALL
P0052 29 JUL 11 LANDING GEAR - INSTALL TYRE PRESSURE
INDICATING SYSTEM (MESSIER) -
Applicable to: ALL
P0063 29 JUL 11 NAVIGATION - INSTALL PROVISION SYSTEM FOR
ADF/RMI
Applicable to: ALL
P0091 29 JUL 11 OXYGEN - FLIGHT CREW SYSTEM - INSTALL A 77.1
CU/FT BOTTLE IN COMPOSITE MATERIAL -
Applicable to: ALL
P0143 29 JUL 11 COMMUNICATIONS - RADIO MANAGEMENT -
INSTALL A 3RD RMP -
Applicable to: ALL
P0147 29 JUL 11 STRUCTURE - REINFORCE STRUCTURE TO ALLOW
MTOW 72T-MLW 63T-MZFW 59T DESIGN WEIGHTS
Applicable to: ALL
P0160 29 JUL 11 OXYGEN - FLIGHT CREW OXYGEN - INSTALL A 115
CU/FT STEEL OXYGEN CYLINDER -
Applicable to: ALL
Continued on the following page
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P0196 29 JUL 11 LANDING GEAR - INSTALL TYRE PRESSURE
INDICATING SYSTEM LORAL (GOODYEAR) -
Applicable to: ALL
P0197 29 JUL 11 COMMUNICATIONS - HF SYSTEM - INSTALL A
SINGLE SYSTEM
Applicable to: ALL
P0283 29 JUL 11 COMMUNICATIONS-INSTALL DATA LINK SYSTEM
Applicable to: ALL
P0287 29 JUL 11 NAVIGATION - REPLACE VOR RMI BY A
VOR/ADF/RMI
Applicable to: ALL
P0415 29 JUL 11 COMMUNICATIONS - PROVIDE "HOT MIKE"
RECORDING
Applicable to: ALL
P0622 29 JUL 11 NAVIGATION - AIR DATA - PROVIDE QFE BARO
SETTING
Applicable to: ALL
P10022 29 JUL 11 ENGINE AND FUEL CONTROL- FADEC SYSTEM-
INTRODUCE NEW "5BO" ECU SOFTWARE STD ON
CFM56-5B ENGINES - CNF CFM 109B
Applicable to: ALL
P10098 29 JUL 11 ELECTRICAL POWER - AC ESSENTIAL GENERATION
SWITCHING - INSTALL AUTO SWITCHING SYSTEM
FOR AC AND DC ESS BUS
Applicable to: ALL
P10267 29 JUL 11 NAVIGATION - RADIO MAGNETIC INFORMATION
SWITCHING AND INDICATING - RE-INSTALL THALES
DDRMI VOR/DME INDICATORS
Applicable to: ALL
P10321 29 JUL 11 AUTO FLIGHT - GENERAL - REMOVE AFM
LIMITATION ON NON-PRECISION APPROACHES
WITH ONE ENGINE OUT ON A320/A318 A/C
Applicable to: ALL
P10383 29 JUL 11 INDICATING/RECORDING SYSTEMS - FLIGHT
WARNING COMPUTER (FWC) - INSTALL FWC
STANDARD H2-F5
Applicable to: ALL
P10439 29 JUL 11 AUTO-FLIGHT - FMGC - INSTALL FMGC HNWL STD
P1C12 ON CFM A/C
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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FLIGHT CREW
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P10443 29 JUL 11 FLIGHT CONTROL - ELAC SYSTEM - INTRODUCE
ELAC "L93" SOFTWARE STANDARD
Applicable to: ALL
P10493 29 JUL 11 FLIGHT CONTROL - ELAC - ACTIVATE HIGH
ALTITUDE UPSETS VMO/MMO OVERSHOOT
PROTECTION FUNCTION ON ELAC
Applicable to: ALL
P10527 29 JUL 11 INDICATING/RECORDING SYSTEM-ELECTRONIC
INSTRUMENT SYSTEM (EIS)-INSTALL DISPLAY
MANAGEMENT COMP. SOFTW. EIS2 S8-2
Applicable to: ALL
P10652 29 JUL 11 COMMUNICATIONS - AUDIO MANAGEMENT-
INSTALL NON SATCOM TEAM ACP3000 P/N
ACP2788AD01
Applicable to: ALL
P10686 29 JUL 11 AUTO-FLIGHT - FMGC - INSTALL HONEYWELL
PERFORMANCE DATABASE RELEASE 1A
(PS4087592-901)
Applicable to: ALL
P10694 29 JUL 11 AUTO-FLIGHT - FMGC - ACTIVATE "MOD NAV GO
AROUND" ON FMGC
Applicable to: ALL
P10762 29 JUL 11 AUTO FLIGHT - FMGC - INSTALL FMGC HWL H2C12
(RELEASE 1A) ON CFM A/C
Applicable to: ALL
P1116 29 JUL 11 ELECTRICAL POWER - RELOCATE 3 CIRCUIT
BREAKERS FROM PANEL 120 VU TO 49 VU -
Applicable to: ALL
P11256 29 JUL 11 NAVIGATION - GENERAL - CERTIFY RNP AR
CAPABILITY (STEP3) ON A320 AND A318
Applicable to: ALL
P11473 29 JUL 11 AUTO FLIGHT- FLIGHT MANAGEMENT SYSTEM-
ACTIVATE BARO RADIO SETTING FUNCTION
Applicable to: ALL
P11592 29 JUL 11 COMMUNICATION-COCKPIT VOICE RECORDER-
SUPPLY THE CVR 28VDC TO COMPLY WITH FAA
REGULATION (FAR 25.14.57 (D)(5))
Applicable to: ALL
P11744 29 JUL 11 FLIGHT CONTROLS- SEC SYSTEM- INTRODUCE
NEW SPOILER ELEVATOR COMPUTER (SEC)
SOFTWARE STD 120 WITH HARD B'
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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P11856 29 JUL 11 AUTO FLIGHT- FLIGHT MANAGEMENT SYSTEM-
ACTIVATE NO AP DISCONNECTION BELOW
MDA/MDH UNTIL MISSED APPROACH POINT
Applicable to: ALL
P1302 29 JUL 11 LANDING GEAR-WHEELS AND BRAKES-INSTALL
BSCU STD5-
Applicable to: ALL
P1312 29 JUL 11 LIGHTS - PANEL 25VU - INTEGRALLY LIGHTED
PLATE - MODIFY WORDING
Applicable to: ALL
P1390 29 JUL 11 ELECTRCIAL POWER - DC - IMPROVE BCL -
Applicable to: ALL
P1450 29 JUL 11 NAVIGATION - ATC MODE "S" - ACTIVATE
SELECTIVE INTERROGATION FUNCTION -
Applicable to: ALL
P1485 29 JUL 11 ELECTRICAL POWER - DC GENERATION - REVISE
"BAT OFF" INDICATION -
Applicable to: ALL
P1573 29 JUL 11 ENGINE CONTROLS-MODIFY POWER SUPPLY FOR
HP FUEL SOLENOID
Applicable to: ALL
P1631 29 JUL 11 NAVIGATION - MODIFY GPWC WARNING -
Applicable to: ALL
P1669 29 JUL 11 AIR CONDITIONING-AVIONICS VENTILATION-
INSTALL A NRV AT AIR INLET
Applicable to: ALL
P1752 29 JUL 11 HYDRAULIC POWER-MODIFY ELECTRICAL
ROUTING OF GREEN LEAKAGE MEASUREMENT
ELECTROVALVE CONTROL
Applicable to: ALL
P1850 29 JUL 11 FLIGHT CONTROLS - ELAC/EFCS SYSTEM -
INTRODUCE SOFTWARE L62
Applicable to: ALL
P1872 29 JUL 11 AIR CONDITIONING - INSTALL CIRCUIT BREAKER
FOR REAR CARGO COMPT VALVE SUPPLY FOR
EROPS -
Applicable to: ALL
P1875 29 JUL 11 AIR CONDITIONING - PROVIDE EMERGENCY
POWER SUPPLY FOR AFT CARGO COMPT HEATING
CONTROLLER FOR EROPS -
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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P1883 29 JUL 11 FLIGHT CONTROLS - FCDC - INSTALL SOFTWARE
L45
Applicable to: ALL
P1906 29 JUL 11 ENGINE FUEL AND CONTROL - EIU/CFM -
INTRODUCE SOFTWARE 11
Applicable to: ALL
P1939 29 JUL 11 LANDING GEAR - MLG - INSTALL GOODRICH TPIS
Applicable to: ALL
P1970 29 JUL 11 COMMUNICATIONS - INSTALL HF1 FOR EROPS
Applicable to: ALL
P2040 29 JUL 11 OXYGENE - COCKPIT - INSTALL MODIFIED LP
OXYGEN SUPPLY SOLENOID VALVE
Applicable to: ALL
P2196 29 JUL 11 MINOR IMPROVEMENTS INTRODUCED FROM A/C
268 - AS ZONE
Applicable to: ALL
P2205 29 JUL 11 FIRE PROTECTION - DETECTION - INTRODUCE
MODIFIED ENGINE AND APU FIRE PANEL
Applicable to: ALL
P2218 29 JUL 11 NAVIGATION - TCAS II - INTRODUCE COMPLETE
PROVISIONS
Applicable to: ALL
P2223 29 JUL 11 NAVIGATION - GPWS - INSTALL GPWC MARK V WITH
INTERFACE WITH CFDS
Applicable to: ALL
P2294 29 JUL 11 ENGINE FUEL AND CONTROL - CFM 56 -
INTRODUCE EIU VERSION 12 AND ADDITIONAL
WIRING
Applicable to: ALL
P2316 29 JUL 11 AUTO FLIGHT - ACTIVATE WINDSHEAR FUNCTION
Applicable to: ALL
P2379 29 JUL 11 ELECTRICAL POWER - DC GENERATION -
INTRODUCE IMPROVED BCL
Applicable to: ALL
P2493 29 JUL 11 EQUIPMENT/FURNISHINGS - COCKPIT SEATS -
INTRODUCE TYPE A340 SEATS
Applicable to: ALL
P2546 29 JUL 11 INDICATING/RECORDING SYSTEMS - CENTRAL
WARNING SYSTEM - INSTALL SDAC A320/321
STANDARD
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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FLIGHT CREW
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P2547 29 JUL 11 INDICATING RECORDING SYSTEMS - EIS - DEFINE
COF A STANDARD FOR A320/A321 DMC
Applicable to: ALL
P2588 29 JUL 11 EQUIPMENT/FURNISHINGS - EMERGENCY
EQUIPMENT - INTRODUCE PBE DRAEGER IN THE
COCKPIT
Applicable to: ALL
P2590 29 JUL 11 NAVIGATION - INSTALL A BENDIX TCAS II COLLISION
AVOIDANCE SYSTEM
Applicable to: ALL
P2960 29 JUL 11 CERTIFICATION DOCUMENTS - GENERAL -
CERTIFICATION FOR TAKE-OFF WITH 15 KNOT
TAILWIND
Applicable to: ALL
P2963 29 JUL 11 AIR CONDITIONING - IMPROVE CABIN PRESSURIZA-
TION CONTROL ON 25VU PANEL.
Applicable to: ALL
P3004 29 JUL 11 LIGHTS - COCKPIT ILLUMINATION - INTRODUCE
IMPROVED COCKPIT LIGHTING
Applicable to: ALL
P3011 29 JUL 11 AUTO FLIGHT - FMS - PROVIDE FMS CROSS LOAD
Applicable to: ALL
P3044 29 JUL 11 NAVIGATION - ADIRS - ADAPT SHELVES FOR 4 MCU
ADIRS INSTALLATION
Applicable to: ALL
P3102 29 JUL 11 AUTO FLIGHT - FCU - INTRODUCE FCU M-9 STD
Applicable to: ALL
P3105 29 JUL 11 ENGINE FUEL AND CONTROL - CFM 56 - EIU -
INTRODUCE VERSION 13
Applicable to: ALL
P3197 29 JUL 11 GENERAL - OPERATIONS FROM HIGH ALTITUDE
AIRPORT (CFM ENGINES) (PRESSURE ALTITUDE
LIMIT 9.200 FT)
Applicable to: ALL
P3202 29 JUL 11 AUTO FLIGHT - FCU - INTRODUCE FCU STANDARD
M10
Applicable to: ALL
P3204 29 JUL 11 AUTO FLIGHT-FMS-INTRODUCE FMGC A320/321 B1
STD WITH OPTIONS AND 400 KILOWORDS FOR CFM
56 VERSIONS
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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P3277 29 JUL 11 MINOR IMPROVEMENTS INTRODUCED FROM A/C
508 (ST2) TO A/C 521 (ST2)
Applicable to: ALL
P3365 29 JUL 11 ICE AND RAIN PROTECTION-ICE DETECTION-
PROVIDE ICE DETECTOR ILLUMINATION
Applicable to: ALL
P3401 29 JUL 11 AUTO FLIGHT - FLIGHT CONTROL UNIT (FCU)
DELETE "EXPEDITE" FUNCTION FROM FCU
Applicable to: ALL
P3510 29 JUL 11 NAVIGATION - ADIRS - INTRODUCE STD P/N AC06
Applicable to: ALL
P3511 29 JUL 11 AUTO FLIGHT - FAC - INSTALL TWO FACS P/N BAM
0509
Applicable to: ALL
P3524 29 JUL 11 ELECTRICAL POWER - AC AUXILIARY GENERATION
(APU GENERATOR) - INTRODUCE MODIFIED
GENERATOR
Applicable to: ALL
P3588 29 JUL 11 LANDING GEAR - A320/A321 TWIN WHEELS -
INTRODUCE BSCU STANDARD 7 (70B VERSION)
Applicable to: ALL
P3594 29 JUL 11 INDICATING/RECORDING SYSTEMS - ELECTRICAL
CLOCK - INSTALL A CLOCK SMITHS TYPE 2610
Applicable to: ALL
P3660 29 JUL 11 FLIGHT CONTROLS -S.E.C. SYSTEM INTRODUCE
A320/A321 S.E.C STANDARD P/N BAM0508
Applicable to: ALL
P3686 29 JUL 11 AUTO FLIGHT-FAC-INTRODUCE FAC P/N BAM 510
Applicable to: ALL
P3694 25 NOV 11 AUTO FLIGHT-FMGC-A320/321-FG STANDARD FOR
A321 CFM CAT III
Applicable to: ALL
P3737 29 JUL 11 ENGINE FUEL AND CONTROL-FUNCTIONAL
INTERFACE-INTRODUCE EIU VERSION 14 ON CFM56
ENGINES
Applicable to: ALL
P3756 29 JUL 11 AUTO FLIGHT - GENERAL - EXTEND CAT III B
AUTOMATIC LANDING CAPABILITY (FOR CFM
ENGINES)
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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FLIGHT CREW
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P3790 29 JUL 11 NAVIGATION-ADIRS-INTRODUCE 4MCU ADIRU
HONEYWELL P/N C06
Applicable to: ALL
P3812 29 JUL 11 PNEUMATIC-ENGINE BLEED AIR SUPPLY-
INTRODUCE A BLEED AIR MONITORNG COMPUTER
STD6
Applicable to: ALL
P3830 29 JUL 11 FLIGHT CONTROLS-SEC SYSTEM-"PARTIAL LIFT
DUMPING" FUNCTION ACTIVATION
Applicable to: ALL
P3878 29 JUL 11 FLIGHT CONTROLS-INTRODUCE ELAC STD L69J
Applicable to: ALL
P3897 29 JUL 11 INDICATING RECORDING SYSTEMS-DMC-
INTRODUCE D.M.C. V31 STANDARD
Applicable to: ALL
P3924 29 JUL 11 LANDING GEAR - MLG - MESSIER - INTRODUCE
BRAKES P/N C202253
Applicable to: ALL
P3955 29 JUL 11 NACELLES/PYLONS-PYLON STRUCTURE- ADAPT
PRIMARY STRUCTURE TO A321-200 VERSION
Applicable to: ALL
P3964 29 JUL 11 NAVIGATION-TCAS-INSTALL ATC/TCAS CONTROL
PANEL SEXTANT P/N 04-AA01.
Applicable to: ALL
P4054 29 JUL 11 AUTOFLIGHT-FCU-INTRODUCE F.C.U. STANDARD
M11
Applicable to: ALL
P4055 18 SEP 12 AUTOFLIGHT-FCU-INTRODUCE FCU STANDARD M11
WITHOUT EXPEDITE FUNCTION
Applicable to: ALL
P4079 29 JUL 11 AUTO FLIGHT - FMGC - PROVIDE ACARS AND
PRINTER INTERFACES IN FMS (CFM VERSION)
Applicable to: ALL
P4087 29 JUL 11 NAVIGATION-ADIRS-INSTALL HONEYWELL ADIRS
WITH GPS PRIMARY NAVIGATION CAPABILITY
Applicable to: ALL
P4089 29 JUL 11 AUTO FLIGHT-FMGC-REDUCE VAPP FOR A320
CFM/IAE
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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FLIGHT CREW
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P4121 29 JUL 11 EXHAUST-THRUST REVERSER CONTROL AND
INDICATING-ACTIVATE ADDITIONAL THRUST
REVERSER LOCK CONTROL
Applicable to: ALL
P4151 29 JUL 11 INDICATING/RECORDING SYSTEM - INSTALL A
PORTABLE DATA LOADER CONNECTOR AND DISK
STOWAGE
Applicable to: ALL
P4155 29 JUL 11 AUTOFLIGHT - FMGC - ACTIVATE ACARS
INTERFACE IN FMS (CFM AND IAE ENGINES)
Applicable to: ALL
P4170 29 JUL 11 FLIGHT CONTROLS - FCDC SYSTEM - PROVIDE
A VISUAL INDICATION FOR SIMULTANEOUS SIDE
STICK ACTION
Applicable to: ALL
P4191 29 JUL 11 NAVIGATION - GENERAL - CHANGE EQUIPMENTS
TO COMPLY WITH MARCH 95 SPECS.
Applicable to: ALL
P4205 29 JUL 11 AUTOFLIGHT - FMGC - ACTIVATE PRINTER
INTERFACE IN FMS (CFM AND IAE ENGINES)
Applicable to: ALL
P4230 29 JUL 11 POWER PLANT-GENERAL-INTRODUCE CFM56-5B/P
Applicable to: ALL
P4234 29 JUL 11 ICE AND RAIN PROTECTION-WINDSHIELD RAIN
PROTECTION-DESACTIVATION OF RAIN REPELLENT
SYSTEM
Applicable to: ALL
P4281 29 JUL 11 ENGINE FUEL AND CONTROL-CONTROLLING-
INTRODUCE ECU SOFTWARE-STANDARD 5BE-1
FOR CFM56-5B (SAC ENGINES)
Applicable to: ALL
P4287 29 JUL 11 INDICATING/RECORDING SYSTEMS - FWC -
DEFINE OEB REMINDER WITHIN FWC STD -E1 AND
SUBSEQUENT
Applicable to: ALL
P4319 29 JUL 11 AUTO FLIGHT - FCU - DEFINE FLIGHT DIRECTOR
ENGAGEMENT IN CROSSED BARS AT GO AROUND
Applicable to: ALL
P4320 29 JUL 11 AUTO FLIGHT-GENERAL-ACTIVATE GLOBAL SPEED
PROTECTION AND F/D DISENGAGEMENT UPON
SPEED CONSTRAINTS
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 15/28
FCOM 06 MAR 14
PRELIMINARY PAGES
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A318/A319/A320/A321
FLIGHT CREW
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P4417 29 JUL 11 ELECTRICAL POWER-DC GENERATION-
MODIFY TRANSFORMER RECTIFIER OVERHEAT
PROTECTION
Applicable to: ALL
P4497 29 JUL 11 DOORS EMERGENCY ESCAPE SLIDE RELEASE &
OVERPRESS. WARNING SYSTEMS-MODIFY CTRL
LOGIC OF THE OVERPRESS. WARNING SYST
Applicable to: ALL
P4502 29 JUL 11 INFORMATION SYSTEM - AIR TRAFFIC AND
INFORMATION SYSTEM (ATIMS) - INSTALL ATSU
COMPUTER FOR ACARS
Applicable to: ALL
P4528 29 JUL 11 ENGINE FUEL AND CONTROL-CONTROLLING
INTRODUCE ECU SOFTWARE STD5 BH FOR
CFM56-5B -SAC-
Applicable to: ALL
P4539 29 JUL 11 AUTOFLIGHT-FLIGHT CONTROL UNIT- (FCU)
INTRODUCE SEXTANT MODULAR FCU
Applicable to: ALL
P4576 29 JUL 11 LANDING GEAR-ALTERNATE BRAKING- INTRODUCE
MODIFIED ALTERNATE BRAKING SYSTEM
Applicable to: ALL
P4647 29 JUL 11 NAVIGATION - WEATHER RADAR SYSTEM -
ACTIVATE COLLINS DUAL PREDICTIVE WINDSHEAR
SYSTEM
Applicable to: ALL
P4709 29 JUL 11 ADDITIONAL CERTIFICATION ITEMS - LANDING WITH
A 15 KNOT TAILWIND
Applicable to: ALL
P4770 29 JUL 11 NAVIGATION-WEATHER RADAR SYSTEM- INSTALL
FULL PROVISION FOR 2ND TRANSCEIVER
Applicable to: ALL
P4773 29 JUL 11 NAVIGATION - ADF - INSTALL A SECOND ADF
RECEIVERS
Applicable to: ALL
P4789 29 JUL 11 NAVIGATION - ILS - INSTALL ADDITIONAL WIRING
PROVISIONS FOR MMR INSTALLATION
Applicable to: ALL
P4801 29 JUL 11 ELECTRICAL POWER-GENERAL-DEFINE NEW
ELECTRICAL GENERATION CONCEPT FOR SINGLE
AISLE A/C
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 16/28
FCOM 06 MAR 14
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A318/A319/A320/A321
FLIGHT CREW
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P4808 29 JUL 11 LANDING GEAR-WHEELS AND BRAKES- INTRODUCE
BSCU COMMON STD
Applicable to: ALL
P4885 29 JUL 11 NAVIGATION - GPWS - ACTIVATE ENHANCED
FUNCTIONS OF THE EGPWS
Applicable to: ALL
P4916 29 JUL 11 FLIGHT CONTROL -ELAC SYSTEM- INTRODUCE
E.L.A.C. WITH ENHANCED RELAYS
Applicable to: ALL
P4954 29 JUL 11 AUTO FLIGHT-FMGC-INTRODUCE FMGC CAM0102
FOR A319 AUTOLAND AND GPS/ACARS FOR CFM
ENGINES
Applicable to: ALL
P4956 29 JUL 11 FLIGHT CREW PORTABLE DEVICES - COCKPIT
PROTECTIVE BREATING EQUIPMENT (PBE) -
PURITAN BENNETT
Applicable to: ALL
P4977 29 JUL 11 INDICATING/RECORDING SYSTEMS - FWC -
PROVIDE NEW SYNTHETIC VOICE "DUAL INPUT"
Applicable to: ALL
P4983 29 JUL 11 AUTO-FLIGHT-FAC INTRODUCE FAC STD BAM 0513
Applicable to: ALL
P5071 29 JUL 11 ICE AND RAIN PROTECTION-WINSHIELD RAIN
PROTECTION-ACTIVATION OF RAIN REPELLENT
SYS.(FLUID COMPATIBLE WITH OZONE RULES)
Applicable to: ALL
P5138 29 JUL 11 FLIGHT CONTROLS-ELAC SYSTEM-INTRODUCE
ELAC SOFTWARE "L80"
Applicable to: ALL
P5168 29 JUL 11 NAVIGATION - MMR - INSTALL COLLINS MMR
PROVIDING ILS AND GPS FUNCTION
Applicable to: ALL
P5228 29 JUL 11 INDICATING/RECORDING SYSTEMS-ACTIVATE THE
"HI ALT SET" RIGHT MEMO FOR HIGH ALTITUDE
AIRPORT OPERATION
Applicable to: ALL
P5239 29 JUL 11 NAVIGATION-ATC MODE"S"-INTRODUCE ATC/TCAS
CONTROL UNIT P/N C12404AB02
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 17/28
FCOM 06 MAR 14
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P5241 29 JUL 11 NAVIGATION - WEATHER RADAR SYSTEM - INSTALL
COLLINS SINGLE WEATHER RADAR WITH FULL
PROVISION FOR A SECOND SYS
Applicable to: ALL
P5253 29 JUL 11 NAVIGATION - ADIRS - REPLACE ADIRS CDU BY
MSU (MODE SELECTOR UNIT)
Applicable to: ALL
P5314 29 JUL 11 AUTO FLIGHT - MULTIPURPOSE CONTROL AND
DISPLAY UNIT (MCDU) - INTRODUCE MCDU
HONEYWELL 2ND GENERATION (P/N -980)
Applicable to: ALL
P5377 29 JUL 11 INFORMATION SYSTEM-AIR TRAFFIC AND INFO
MANAGEMENT SYS(ATIMS)-COCKPIT-INTRODUCE
SYS PROVISIONS FOR FANS "A"(ATSU-2DCDU)
Applicable to: ALL
P5429 29 JUL 11 ENGINE FUEL AND CONTROL-FADEC SYSTEM-
CFM56-5B-SAC-INTRODUCE ECU SOFTWARE 5BI
Applicable to: ALL
P5451 29 JUL 11 ELECTRICAL POWER - GENERAL - AC-DC MAIN
DISTRIBUTION - INSTALL AC-DC SHEDDABLE
BUSBARS
Applicable to: ALL
P5459 29 JUL 11 AIR CONDITIONING - PACK COOLING AIR CONTROL
- INTRODUCE LOGIC RELAY FOR CONTROL PACK
CLOSURE AT ENGINE START
Applicable to: ALL
P5465 29 JUL 11 INDICATING/RECORDING SYSTEMS - ELECTRICAL
CLOCK- INSTALL AIR PRECISION P/N APE5100-1
CAPABLE OF GPS TIME
Applicable to: ALL
P5518 29 JUL 11 LANDING GEAR-NORMAL BRAKING- INTRODUCE
STD 8 BSCU (TWIN VERSION)
Applicable to: ALL
P5567 29 JUL 11 INDICATING RECORDING SYSTEM-DMC-
INTRODUCE DMC V40 STANDARD
Applicable to: ALL
P5583 29 JUL 11 NAVIGATION - ADIRS - REDUCE VERTICAL
SEPARATION MINIMUM USING ADR1 AND 2 ONLY
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 18/28
FCOM 06 MAR 14
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FLIGHT CREW
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P5638 29 JUL 11 NAVIGATION-STANDBY DATA : ALTITUDE AND
HEADING - INSTALL INTEGRATED STANDBY
INSTRUMENT SYSTEM (ISIS)
Applicable to: ALL
P5669 29 JUL 11 NAVIGATION - TCAS - INSTALL ALLIED SIGNAL TCAS
COMPUTER P/N 066-50000-2220 (WITH CHANGE 7.0)
Applicable to: ALL
P5685 29 JUL 11 COMMUNICATIONS - AUDIO MANAGEMENT
SYSTEM - INSTALL SATCOM AMU AND ACP
Applicable to: ALL
P5687 29 JUL 11 COMMUNICATION-SATCOM-ACTIVATE SATCOM
AERO-I COLLINS COCKPIT VOICE FUNCTION
Applicable to: ALL
P5706 29 JUL 11 INDICATING RECORDING SYSTEM-FWC-
INTRODUCE FWC STANDARD H2/E3P
Applicable to: ALL
P5768 29 JUL 11 ELEC PWR-AC EMERGENCY GENERATION-
ACTIVATE A319/A321 ELECTRICAL EMERGENCY
CONFIGURATION ON A320 A/C
Applicable to: ALL
P5895 29 JUL 11 NAVIGATION-GPWS-INTRODUCE EGPWS P/N
206-206 AND INHIBIT AUTOMATIC DEACTIVATION
ENHANCED FUNCTIONS
Applicable to: ALL
P5905 29 JUL 11 COMMUNICATIONS-SATELLITE COMMUNICATION-
INSTALL A COLLINS AERO I SATCOM AVIONIC (6
CHANNELS)
Applicable to: ALL
P6030 29 JUL 11 ELECTRICAL POWER - AC GENERATION - INSTALL
ELECTRICAL OUTLETS IN COCKPIT
Applicable to: ALL
P6044 29 JUL 11 ICE AND RAIN PROTECTION-WINSHIELD- RAIN
PROTECTION-INTRODUCE MODIFIED GAGE ASSY
-P/N 4020W35-2
Applicable to: ALL
P6067 29 JUL 11 LANDING GEAR-NOSE LANDING GEAR
WHEELS-REMOVE RUBBING STRIPS
Applicable to: ALL
P6071 29 JUL 11 INDICATING/RECORDING SYSTEMS - DMC -
DISPLAY ALTITUDE IN METRIC UNITS ON THE
PRIMARY FLIGHT DISPLAY (PFD)
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 19/28
FCOM 06 MAR 14
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P6142 29 JUL 11 NAV-STANDBY DATA: ATT AND HDG-INTRODUCE
COMPLETE PROV FOR INTEGRATED STANDBY
INSTRUMENT SYSTEM ELECTRICAL SUPPLY
Applicable to: ALL
P6146 29 JUL 11 INDICATING/RECORDING SYSTEM - FWC -
INTRODUCE "F/CTL FLAP LVR NOT ZERO" RED
WARNING
Applicable to: ALL
P6201 29 JUL 11 GENERAL-FLIGHT ENVIRONMENTAL ENVELOPE-
EXTENSION TO 12100 M (39800 FT)
Applicable to: ALL
P6251 29 JUL 11 ICE AND RAIN PROTECTION-WINDSHIELD RAIN
PROTECTION-INTRODUCE MODIFIED GAGE ASSY
WITH INPUT VALUE FUNCTION SUPPRESSED
Applicable to: ALL
P6283 29 JUL 11 CERTIFICATION DOCUMENTS - GENERAL - CERTIFY
LANDING ON WET RUNWAY PORUS FRICTION
COURSE TYPE (WITH BSCU STD 8)
Applicable to: ALL
P6314 29 JUL 11 AUTO FLIGHT - DEFINE "GUIDED RADAR APPROACH
WITH AUTOPILOT ENGAGED" PROCEDURE (MUH
250 FT)
Applicable to: ALL
P6375 29 JUL 11 LANDING GEAR-PARKING/ULTIMATE EMERGENCY
BRAKING-INTRODUCE A PRESSURE SWITCH
Applicable to: ALL
P6544 29 JUL 11 INDICATING/RECORDING SYSTEMS - FWC -
ACTIVATE SPECIFIC FWC PROCEDURE
Applicable to: ALL
P6578 29 JUL 11 INDICATING RECORDING SYSTEMS- EIS-INSTALL
DMC, DU AND DISKETTES FOR EIS2
Applicable to: ALL
P6588 29 JUL 11 INFORMATION SYSTEM - ATIMS - MODIFY ATSU
AIRCRAFT INTERFACE SOFTWARE ACCORDING TO
SERVICE PROVIDERS LIST
Applicable to: ALL
P6589 29 JUL 11 INDICATING/RECORDING SYSTEMS-CFDIU-
INTRODUCE CFDIU STANDARD 9B
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 20/28
FCOM 06 MAR 14
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P6630 29 JUL 11 CERTIFICATION DOCUMENTS - GENERAL - CERTIFY
AIRCRAFT FOR OPERATION ON RUNWAYS LESS
THAN 45M WIDTH
Applicable to: ALL
P6687 29 JUL 11 COMMUNICATIONS-RADIO MANAGEMENT-
INTRODUCE NEW RMP STANDARD 2A P/NO.
C12848CA01
Applicable to: ALL
P6688 29 JUL 11 COMMUNICATIONS-RADIO MANAGEMENT-INSTALL
A THIRD RADIO MANAGEMENT PANEL
Applicable to: ALL
P6703 29 JUL 11 AUTO-FLIGHT-FLIGHT AUGMENTATION
COMPUTER-INTRODUCE FAC SOFTWARE
STANDARD P/N B397BAM0515
Applicable to: ALL
P6777 29 JUL 11 INFORMATION SYSTEM-ATIMS- UPGRADE ATSU
HARDWARE FOR NEW ARINC 429 I/O BOARD
Applicable to: ALL
P6801 29 JUL 11 INDICATING/RECORDING SYSTEMS - FWC - INSTALL
FWC STANDARD H2E4
Applicable to: ALL
P6832 29 JUL 11 INFORMATION SYSTEMS - ATIMS - DEFINE
AND INSTALL MODIFIED SOFTWARE ATSU A/C
INTERFACE UPGRADED
Applicable to: ALL
P6863 29 JUL 11 NAVIGATION-STANDBY DATA-ISIS-ACT ACTIVATE
"V-BAR" AIRCRAFT SYMBOL IN PLACE OF "CROSS
BAR"
Applicable to: ALL
P6901 29 JUL 11 FLIGHT CONTROLS - ELAC SYSTEM - INTRODUCE
ELAC SOFTWARE "L90"
Applicable to: ALL
P6911 29 JUL 11 INDICATING/RECORDING SYSTEM : FROM FWC-F1
PIN-PROGRAMMING FOR IMPROVING THE
MONITORING ABOUT THE NORMAL BRAKING
SYSTEM
Applicable to: ALL
P6954 29 JUL 11 AUTO-FLIGHT - FLIGHT AUGMENTATION COMPUTER
(FAC) - INTRODUCE FAC SOFTWARE "BAM0616"
Applicable to: ALL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 21/28
FCOM 06 MAR 14
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P6985 29 JUL 11 NAVIGATION - ADIRS - INSTALL HONEYWELL ADIRU
4MCU P/N HG2030AE21 (A318 COEFF CFM ADDED)
Applicable to: ALL
P6987 29 JUL 11 AUTO-FLIGHT-FMGC-INSTALL FMGC P/N
B546CAM0103 (CFM GPS/ACARS)
Applicable to: ALL
P7005 29 JUL 11 LANDING GEAR - NORMAL BRAKING - INTRODUCE
STD 9 BSCU (TWIN VERSION)
Applicable to: ALL
P7092 29 JUL 11 INDICATING/RECORDING SYSTEM - EIS - ACTIVATE
FUEL FLOW/DELTA ISA FUNCTION BY PIN
PROGRAMMING ON DMC
Applicable to: ALL
P7125 29 JUL 11 INDICATING RECORDING SYSTEM-FWC-
INTRODUCE FWC STANDARD H2 F1
Applicable to: ALL
P7148 29 JUL 11 COMMUNICATIONS-HF SYSTEM-ACTIVATE DATA
LINK FUNCTION FOR HFDR1
Applicable to: ALL
P7175 29 JUL 11 ELECTRICAL POWER - GENERAL - INSTALL A
COMMERCIAL SHEDDING PUSH-BUTTON SWITCH IN
COCKPIT
Applicable to: ALL
P7186 29 JUL 11 NAVIGATION-GPWS-ACTIVATE PEAKS MODE ON
EGPWS IN CONJUNCTION WITH TERRAIN DISPLAY
Applicable to: ALL
P7187 29 JUL 11 NAVIGATIONS-EGPWS-ACTIVATE GEOMETRIC
ALTITUDE FUNCTION IN THE EGPWS
Applicable to: ALL
P7188 29 JUL 11 NAVIGATION - EGPWS - ACTIVATE OBSTACLE
OPTION ON THE EGPWS
Applicable to: ALL
P7247 29 JUL 11 FLIGHT CONTROLS - ELAC SYSTEM - INTRODUCE
ELAC STD L81
Applicable to: ALL
P7268 29 JUL 11 NAVIGATION-ADIRU-RESTORE RVSM 3 CIRCUIT
CAPABILITIES (SERIAL SOLUTION)
Applicable to: ALL
P7278 29 JUL 11 INDICATING/RECORDING SYSTEM-EIS2- INSTALL
MODIFIED EIS2 SOFTWARE
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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P7360 29 JUL 11 OXYGEN - OXYGEN DISTRIBUTION - INSTALL
FOURTH OXYGEN MASK EROS WITH ASSOCIATED
BOX
Applicable to: ALL
P7371 29 JUL 11 AUTO FLIGHT - FMGC - INSTALL FMGC CFMI P/N
C13042AA02 (FMS2 HONEYWELL)
Applicable to: ALL
P7397 29 JUL 11 NAVIGATION-ADIRS-INTRODUCE HONEYWELL
ADIRU 4 MCU P/N HG2030AE22
Applicable to: ALL
P7406 29 JUL 11 COMMUNICATIONS-AUDIO MANAGEMENT-INSTALL
ACP WITH A NEW FRONT FACE DESIGN TO COMPLY
WITH"LS"FUNCTIONS(PROD.SOLUTION)
Applicable to: ALL
P7407 29 JUL 11 COMMUNICATIONS - RADIO MANAGEMENT -
INSTALL RMP STANDARD 3 WITH MLS AND GLS
FUNCTION CAPABILITY
Applicable to: ALL
P7455 29 JUL 11 ELECTRICAL POWER-GENERAL-CHANGE IFE
POWER SUPPLY BUSBARS INTO SHEDDABLE
BUSBARS 220XP AND 212PP
Applicable to: ALL
P7519 29 JUL 11 AUTOFLIGHT-FMGC-INSTALL FMGC CFM
C13042AA01 (EQUIPPED WITH FMS2) HONEYWELL
Applicable to: ALL
P7613 29 JUL 11 AUTO FLIGHT - FMGC - ACTIVATE MORA DISPLAY
ON ND
Applicable to: ALL
P7635 29 JUL 11 FLIGHT CONTROLS - ELAC SYSTEM - INTRODUCE
ELAC SOFTWARE L82
Applicable to: ALL
P7752 29 JUL 11 INFORMATION SYSTEMS-ATIMS-ATSU PROVIDE
ATSU A/C INTERFACE SOFTWARE CSB 3.2C
CAPABLE OF VDL MODE 2
Applicable to: ALL
P7790 29 JUL 11 AUTO FLIGHT - FLIGHT MANAGEMENT
AND GUIDANCE SYSTEM - ACTIVATE FMA
ENHANCEMENT FUNCTION
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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A318/A319/A320/A321
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P7919 29 JUL 11 ENGINE FUEL AND CONTROL - FADEC SYSTEM
INTRODUCE NEW FADEC SOFTWARE "5BK" ON SAC
CFM56-5B ENGINES
Applicable to: ALL
P7929 29 JUL 11 NAVIGATION-WEATHER RADAR SYSTEM-INSTALL
COLLINS DUAL CONTROL PANEL TO ACTIVATE
MULTISCAN FUNCTION
Applicable to: ALL
P8069 29 JUL 11 ENGINE FUEL AND CONTROL - FADEC SYSTEM -
INSTALL "5BL" STANDARD ECU SOFTWARE FOR
CFM56-5B ENGINES (A318 CAPABLE)
Applicable to: ALL
P8076 29 JUL 11 LANDING GEAR - NORMAL BRAKING - INSTALL
BSCU STD L4.5
Applicable to: ALL
P8175 29 JUL 11 INDICATING/RECORDING SYSTEMS - SDAC -
ACTIVATE IAS DISCREPANCY MONITORING BY PIN
PROGRAMMING
Applicable to: ALL
P8176 29 JUL 11 INDICATING/RECORDING SYSTEMS - SDAC -
ACTIVATE DUAL PITOT MONITORING BY PIN
PROGRAMMING
Applicable to: ALL
P8194 29 JUL 11 NAVIGATION - ADIRS ACTIVATE ALIGNMENT
IMPROVEMENT FUNCTION ON ADIRU
Applicable to: ALL
P8232 29 JUL 11 INDICATING/RECORDING SYSTEMS - FWC -
INTRODUCE IAS DISCREPANCY AND DUAL PITOT
MONITORING ON FWC H2F1
Applicable to: ALL
P8243 29 JUL 11 CERTIFICATION DOCUMENTS - GENERAL - EXTEND
OPERATING FLIGHT ENVELOPE TO MINUS 2000FT
PRESSURE ALTITUDE
Applicable to: ALL
P8256 29 JUL 11 AUTO FLIGHT - FLIGHT AUGMENTATION
COMPUTER - INSTALL FAC STANDARD BAM0617
FOR A318
Applicable to: ALL
P8274 29 JUL 11 INDICATING RECORDING SYSTEM - FLIGHT
WARNING COMPUTER (FWC) - INSTALL FWC
STANDARD H2F2
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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P8303 29 JUL 11 NAVIGATION - DDRMI - REMOVE DDRMI
VOR/ADF/DME INDICATORS
Applicable to: ALL
P8564 29 JUL 11 INDICATING/RECORDING SYSTEM - ELECTRONIC
INSTRUMENT SYSTEM (EIS)- ACTIVATE ENGINE
AVAIL DISPLAY
Applicable to: ALL
P8606 29 JUL 11 NAVIGATION-TCAS-INSTALL A NEW HONEYWELL
TCAS TPA 100 CHANGE 7.0 WITH COLLINS ATC
TPR901 OR HNWL TRA67A
Applicable to: ALL
P8626 29 JUL 11 NAVIGATION - STANDBY DATA: INTEGRATED
STANDBY INSTRUMENT SYSTEM (ISIS) - INSTALL
ISIS STANDARD VA01
Applicable to: ALL
P8629 29 JUL 11 INFORMATION SYSTEMS - ATIMS - UPGRADE ATSU
A/C INTERFACE SOFTWARE FOR FANS A+ CSB4.1
IMPLEMENTATION
Applicable to: ALL
P8671 29 JUL 11 INDICATING/RECORDING SYSTEMS-ELECTRONIC
INSTRUMENT SYSTEM(EIS)- INSTALL DISPLAY
MANAGEMENT COMPUTER SOFTWARE EIS2 S4-2
Applicable to: ALL
P8708 29 JUL 11 AUTO FLIGHT - FLIGHT MANAGEMENT AND
GUIDANCE COMPUTER (FMGC)-INSTALL FMS2
HONEYWELL P1C11 ON A/C WITH CFMI PPS
Applicable to: ALL
P8710 29 JUL 11 NAVIGATION - WEATHER RADAR SYSTEM - INSTALL
COLLINS TRANSCEIVER FULLY COMPLIANT WITH
MULTI-SCAN FUNCTION
Applicable to: ALL
P8751 29 JUL 11 NAVIGATION - EGPWS - INSTALL EGPWC CAPABLE
OF PEAKS/OBSTACLE FUNCTIONS WITH EIS1 &
USING GPS LATERAL POSITION
Applicable to: ALL
P8799 29 JUL 11 NAVIGATION- GPWS - USE LATERAL GPS POSITION
WITH AUTOMATIC DESELECTION
Applicable to: ALL
P8850 29 JUL 11 PNEUMATIC - ENGINE BLEED AIR SUPPLY SYSTEM -
INSTALL BMC STD 9 CAPABLE OF A318 PW
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
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P8863 29 JUL 11 INDICATING/RECORDING SYSTEM FWC
ACQUISITION INTERFACE CONNECT FWC TO RPWS
TO PREVENT DOOR OPENING WITH RESIDUAL
CABIN PRESSURE
Applicable to: ALL
P8866 29 JUL 11 LANDING GEAR - NORMAL BRAKING - INSTALL
BSCU STD L4.8 (EM2)
Applicable to: ALL
P9038 29 JUL 11 AUTOFLIGHT-MULTIPURPOSE CONTROL AND
DISPLAY UNIT (MCDU) - INSTALL HONEYWELL LCD
MCDU
Applicable to: ALL
P9107 29 JUL 11 INDICATING/RECORDING SYSTEMS - FLIGHT
WARNING COMPUTER (FWC) - INSTALL FWC
STANDARD H2F3
Applicable to: ALL
P9171 29 JUL 11 NAVIGATION-AIR DATA/INERTIAL REFERENCE
SYSTEM (ADIRS) - INTRODUCE AIR DATA
MONITORING FUNCTION
Applicable to: ALL
P9196 29 JUL 11 NAVIGATION - STANDBY DATA: INTEGRATED
STANDBY INSTRUMENT SYSTEM (ISIS) - INSTALL
ISIS STD WB01
Applicable to: ALL
P9207 29 JUL 11 NAVIGATION - ATC/MODE S (SELECT) - CERTIFY
EHS FUNCTION
Applicable to: ALL
P9225 29 JUL 11 INDICATING/RECORDING SYSTEM-ELECTRONIC
INSTRUMENT SYSTEM (EIS)-INSTALL DISPLAY
MANAGEMENT COMPUTER SOFTWARE EIS2 S6-1
Applicable to: ALL
P9522 29 JUL 11 AUTO-FLIGHT-MULTIPURPOSE CONTROL AND
DISPLAY UNIT(MCDU) - ACTIVATE BACK-UP NAV
FUNCTION
Applicable to: ALL
P9552 29 JUL 11 ENGINE FUEL AND CONTROL - FADEC SYSTEM-
INSTALL "5BM" STANDARD ECU SOFTWARE FOR
CFM 56-5B ENGINES
Applicable to: ALL
P9594 29 JUL 11 PNEUMATIC - LEAK DETECTION - ACTIVATE PYLON
LEAK DETECTION MONITORING
Applicable to: ALL
Continued on the following page
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FCOM 06 MAR 14
PRELIMINARY PAGES
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(1)
M MODIFICATION Linked SB Incorp. Date Title
P9655 29 JUL 11 LANDING GEAR - NORMAL BRAKING - INSTALL
BSCU SOFTWARE STD "L4.9"
Applicable to: ALL
P9688 29 JUL 11 AUTO FLIGHT - FAC - ACTIVATE TAIL
STRIKE FUNCTION ON FAC 'BAM0618' BY
PIN-PROGRAMMING
Applicable to: ALL
P9824 29 JUL 11 INDICATING/RECORDING SYSTEMS-ELECTRONIC
INSTRUMENT SYSTEM(EIS)-INSTALL DISPLAY
MANAGEMENT COMPUTER SOFTWARE EIS2 S7
Applicable to: ALL
P9873 29 JUL 11 POWER PLANT - GENERAL - INTRODUCE
CFM56-5BX/3 ENGINE (SAC) "TECH INSERTION
PROGRAM"
Applicable to: ALL
P9894 29 JUL 11 AUTO FLIGHT - FLIGHT AUGMENTATION
COMPUTER - INTRODUCE TAIL STRIKE INDICATION
ON PFD FOR A320 AND A321 A/C
Applicable to: ALL
P9895 29 JUL 11 AUTO FLIGHT - FLIGHT AUGMENTATION
COMPUTER- INTRODUCE TAIL STRIKE "PITCH-
PITCH" CALL-OUT FOR A320 AND A321 A/C
Applicable to: ALL
P9902 29 JUL 11 NAVIGATION - WEATHER RADAR SYSTEM -
INSTALL COLLINS WXR MULTISCAN WRT -2100 P/N
822-1710-213
Applicable to: ALL
P9907 29 JUL 11 INDICATING RECORDING SYSTEM - FLIGHT
WARNING COMPUTER (FWC)- INSTALL FWC
STANDARD H2-F4
Applicable to: ALL
(1) Evolution code : N=New, R=Revised, E=Effectivity
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 27/28
FCOM 06 MAR 14
PRELIMINARY PAGES
LIST OF MODIFICATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PLP-LOM P 28/28
FCOM 06 MAR 14
GENERAL INFORMATION
Intentionally left blank
GENERAL INFORMATION
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
Main FCOM Changes..............................................................................................................................................A
FCOM Purpose........................................................................................................................................................ B
List of Effective Sections/Subsections (LESS) - Paper Only.................................................................................. C
List of Effective Operations Engineering Bulletins (LEOEB)...................................................................................D
List of Effective Documentary Units (LEDU) - Paper Only..................................................................................... E
List of Effective Temporary Documentary Units (LETDU) - Paper Only................................................................. F
Aircraft Allocation Table (AAT) - Paper Only..........................................................................................................G
List of Modifications (LOM) - Paper Only............................................................................................................... H
FCOM Use and Organization................................................................................................................................... I
FCOM Format and Style Information - Paper only..................................................................................................J
FCOM Revisions......................................................................................................................................................K
Abbreviations............................................................................................................................................................ L
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN-PLP-TOC P 1/2
FCOM 06 MAR 14
GENERAL INFORMATION
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN-PLP-TOC P 2/2
FCOM 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MAIN FCOM CHANGES
The purpose of the Main FCOM Changes is to provide operators with general information about the
most significant changes that are introduced in the current revision of the manual.
The main FCOM changes are available on the Airbus World portal, under the Flight Operations
Community channel - Flight Operations Manuals - Main FCOM / FCTM / MMEL changes.
In addition, every revised Documentary Unit (DU) has a revision highlight (HL) that:
‐ Indicates the change(s) made to the DU
‐ Can be found in the associated “Preliminary Pages – Summary of Highlights” subchapter.
In addition to the Main FCOM Changes, the Modification Operational Impact (MOI) documents
available on the Airbus World portal (Flight Operations community channel - Operational Material -
Modification Operational Impact MOI) provide the operational impact linked to a MOD number.
FCOM PURPOSE
FCOM PURPOSE
The Flight Crew Operating Manual (FCOM) is the support documentation for flight crews. It
provides them with the necessary information about the operational, technical, procedural,
and performance characteristics of the Single Aisle aircraft family, to ensure safe and efficient
operations of the aircraft during normal and abnormal/emergency situations, that may occur on
ground, or in flight.
The manual is not designed to provide basic jet aircraft piloting techniques, or information, that are
considered as basic airmanship for trained flight crews that are familiar with that type of aircraft
and with its general handling characteristics.
The FCOM is intended to be used:
‐ Directly as flight crew operating manual or to provide operators with a basis for their
development of a customized airline operations manual, in accordance with applicable
requirements
‐ As a comprehensive reference guide during initial and refresher flight crew training.
Practical and training-oriented information is addressed in the Flight Crew Training Manual
(FCTM).Refer to FCTM/OP-10 Introduction . Moreover, the FCOM is not intended to be used for
teaching basic piloting skills.
The Flight Crew Operating Manual complements the approved Airplane Flight Manual (AFM).
If the data contained in this manual differs from the data in the AFM, the AFM remains the
reference.
For any questions or comments related to this manual, the Operator’s Flight Operations
Management may contact the Airbus Flight Operations & Training support department.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 1/30
FCOM A to B → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FCOM CONTENTS
The contents of the FCOM are organized in the following six parts:
‐ System Descriptions (DSC, organized by ATA)
‐ Procedures
PRO ABN : Abnormal/Emergency
PRO NOR SOP : Normal
PRO NOR SRP : System Related
PRO SPO : Special Operations
PRO SUP : Supplementary
‐ Limitations (LIM)
‐ Performance (PER, organized by phase of flight)
‐ Operations Engineering Bulletins (OEB)
‐ Flight Crew Bulletins (FCB).
DOCUMENTARY UNITS
The FCOM is made of Documentary Units (DU). The DU is the smallest part of information with a
technical content.
The DUs are listed on a separate "List of Effective Documentary Units" (LEDU). Refer to the
General section.
Note: 1. DUs can be grouped into Group of DU (GDU)
2. Temporary information may be provided via Temporary DU (TDU).
IDENTIFICATION STRIP
Below the title of the DU, the identification strip provides:
‐ The list of MSN the DU is applicable to
‐ For TDU, the reference to the DU impacted by the TDU.
LIST OF EFFECTIVE SECTIONS/SUBSECTIONS (LESS) - PAPER ONLY
The List of Effective Sections/Subsections (LESS) summarizes all the sections and subsections
contained in the FCOM. For each revision, a new LESS is issued when at least one DU of the
section/subsection is changed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 2/30
FCOM ← B to C → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The LESS consists of:
‐ The "M" field that may provide the following evolution code:
• The "N" letter indicates a new section introduced by the revision
• The "R" letter indicates a section in which the content has been revised
• The "E" letter indicates an aircraft validity change within the section
• The "M” letter indicates a section that have move within the FCOM
‐ The “Localization” field that allows localizing the section within the manual with the product
structure
‐ The “Subsection title” field
‐ The “Rev. Date” field that indicated the date at which the section was changed.
LIST OF EFFECTIVE OPERATIONS ENGINEERING BULLETINS (LEOEB)
Refer to OEB-GEN Cross Reference Between the Former and New OEB Identifications
LIST OF EFFECTIVE DOCUMENTARY UNITS (LEDU) - PAPER ONLY
For each revision, a new List of Effective Documentary Units (LEDU) is issued at the section level.
The LEDU provides information about the DU localization, applicability, identification and issue date.
The LEDU consists of:
‐ The "M" field that may provide the following Evolution Code:
• The "N" letter indicates a new DU introduced by the revision
• The "R" letter indicates a revised DU: The content of the DU is updated by the revision. A
vertical line in the margin of the DU locates the modified part
• The "E" letter indicates an aircraft validity change for the DU: The list of MSNs for which the DU
is effective has been changed compared to the previous LEDU, by addition or deletion of one or
several MSN
‐ The “Localization” field that allows localizing the DU in the manual with the product structure of the
manual
‐ The "T" field (Temporary Information) that contains a cross if the associated DU is a TDU
‐ The "DU title" that provides the title of the DU
‐ The “DU identification” that identifies the DU with its own unique identification number or the GDU
with its own unique code.
‐ The “DU date” that indicates when the DU has been released
‐ The DU criteria which lists the technical or operational criteria for which the DU and solution is
applicable to.
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FCOM ← C to E → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
‐ The “Applicable to” which provides the list of aircraft this DU and solution is applicable to
‐ The “Impacted by TDU” which is the identification of the TDU superseding the DU
LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS (LETDU) - PAPER ONLY
The List of Effective Temporary Documentary Units (LETDU) provides a summary of the Temporary
DU impacting the section.
The LETDU consists of:
‐ The "M" field that may provide the following Evolution Code:
• The "N" letter indicates a new TDU introduced by the revision
• The "R" letter indicates a revised TDU: The content of the TDU is updated by the revision. A
vertical line in the margin of the TDU locates the modified part
• The "E" letter indicates an aircraft validity change for the TDU: The list of MSNs the TDU is
applicable to has been changed compared to the previous LETDU, by addition or deletion of
one or several MSN
‐ The “Localization” field that allows localizing the TDU in the manual with the product structure of
the manual
‐ The “TDU Title” that provides the title of the TDU
‐ The “TDU identification” that identifies the TDU with its identification number with its own unique
code
‐ The “TDU date” that indicates when the TDU has been released
‐ The TDU criteria which lists the technical or operational criteria, the it is applicable to
‐ The “Applicable to” which provides the list of aircraft this TDU is applicable to
‐ The “Impacted DU” which is the Identification of DU superseded by the TDU
‐ The “Reason for issue” of the TDU
Note: 1. TDU is displayed on a yellow background
2. within the QRH the TDU replaces the impacted DU
AIRCRAFT ALLOCATION TABLE (AAT) - PAPER ONLY
The Aircraft Allocation Table (AAT) provides a view of the fleet covered in the FCOM. For each
aircraft, the AAT provides its MSN, its registration number and the model.
LIST OF MODIFICATIONS (LOM) - PAPER ONLY
The List of Modifications (LOM) lists the criteria (Modification Proposal (MP) or Service Bulletins
(SB)) which the installation on the aircraft affects the FCOM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 4/30
FCOM ← E to H → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note: Each MP has one or more associated MODs. The MP/MOD correlation is available in
AirN@v / Engineering.
The LOM also indicates:
‐ The title of the criteria
‐ The date of incorporation of the criteria in the FCOM
‐ The list of aircraft that have the criteria
‐ The "M" field that may indicate the following evolution code
‐ The "E" letter indicates an aircraft validity change of the criteria. The list of aircraft to which the
criteria applies has changed compared to the previous FCOM revision, by addition or deletion of
one or several aircraft.
‐ The "N" letter indicates new criteria added by this FCOM revision
‐ The "R" letter indicates a change in the criteria title or associated SB
FCOM USE AND ORGANIZATION
DEFINITIONS OF WARNINGS, CAUTIONS AND NOTES
The following are the official definitions of warnings, cautions and notes taken directly from the
JAR25/CS-25 and applicable to Airbus flight operation documentation:
WARNING An operating procedure, technique, etc. that may result in personal injury or
loss of life if not followed.
CAUTION An operating procedure, technique, etc. that may result in damage to
equipment if not followed.
NOTE An operating procedure, technique, etc. considered essential to emphasize.
Information contained in notes may also be safety related.
INFORMATION TYPE AND LAYERS
The FCOM has technical information that may be used for:
‐ Flight crew operations in flight, or on ground
‐ Airlines operations on ground
‐ Training.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 5/30
FCOM ← H to I → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
To take the above-noted objectives into account, the FCOM is organized in three layers as follows:
‐ Layer 1: "Need to know"
Layer 1 presents information that is necessary in the cockpit.
‐ Layer 2: "Nice to know"
Layer 2 presents information that is used as a reference, in order to fully understand the logic of
the aircraft and pilot interfaces.
‐ Layer 3: Detailed information
Layer 3 provides more detailed explanations, that are not necessarily needed in flight.
Note: For paper only, the following examples show the visual characteristics of each kind of
layer
EXAMPLE
‐ Text in layer 1
Layer 1 is the default layer. No symbology when not following layer 2 or layer 3
information.
L2 EXAMPLE
‐ Text in layer 2
L3 EXAMPLE
‐ Text in layer 3
L1 EXAMPLE
‐ Text in layer 1 (as this text follows a text in layer 2 or 3, symbology "L1")
OPTIONAL EQUIPMENT
The legend (if installed) indicates that a paragraph or a schematic is applicable only if the
related equipment is installed.
FCOM FORMAT AND STYLE INFORMATION - PAPER ONLY
TABLE OF CONTENTS
Each TOC entry has an alphabetical index that identifies this TOC entry within its subsection. The
manual user can easily find a TOC entry content within the manual thanks to this alphabetical
index and the subsection identification. Both are indicated in the TOC and both cross-refer to the
paper page footer (see the TOC indexing part below).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 6/30
FCOM ← I to J → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HEADER AND FOOTER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 7/30
FCOM ←J→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
1. Airline logo
2. Aircraft types and manual
3. Level 2 chapter (PSL level 2 : GEN, DSC, PRO, LIM, OEB, FCB, PER)
4. Level 3 chapter
5. Level 4 chapter
6. Revision mark
7. Key product (document identification and aircraft designation)
8. Key product (manual code)
9. Page index
10. Last evolution date
11. Identification strip (list of impacted aircraft)
12. PSL path
REVISION MARK
In the paper format, a vertical bar in the margin of the DU identifies the modified part. Each
vertical bar has a numerical index that refers to the associated reason of the change in the
Summary of Highlight.
This Summary of Highlight lists all the changes and associated reasons of the change (if
necessary) that the revision has introduced.
TOC INDEXING
In the paper page footer, the TOC indexing is of the following type:
A : The paper page contains the whole "A" TOC entry content
A to B : The paper page contains the whole "A" and "B" TOC entries contents
A→ : The "A" TOC entry content starts on this paper page and continues on
the following paper page
←A : The "A" TOC entry content starts on a previous paper page and finishes
on this paper page
←A→ : The "A" TOC entry content starts on a previous paper page and
continues on the following paper page
A to C→ : The paper page contains the whole "A" and "B" TOC entries contents
but the "C" TOC entry content starts on this paper page and continues
on the following paper page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 8/30
FCOM ←J→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
← A to C : The paper page contains the whole "B" and "C" TOC entries contents
but the "A" TOC entry content starts on a previous paper page and
finishes on this paper page
← A to C → : The paper page contains the whole "B" TOC entry content but the "A"
TOC entry content starts on a previous paper page and finishes on this
paper page and the "C" TOC entry content starts on this paper page and
continues on the following paper page
Note: 1. The indexes follow the alphabetical order: A, B, C, ..., Z, AA, AB, AC, ..., AZ, BA,
BB, BC, ...
2. For each subsection, the index starts again from A.
3. When a TOC entry content continues on the following paper page, the text
"Continued on the following page" is also indicated.
FCOM REVISIONS
FCOM REVISION
FCOM revisions are issued to add, update, or revise information. The Operator determines the
revision periodicity.
When necessary, a revision may be issued in between the defined periodicity (e.g. need for urgent
update).
A vertical bar appears to the left of all revised parts of the manual.
TEMPORARY INFORMATION
Some FCOM sections may need a temporary update (e.g. to explain a system behavior that will
be modified by a future standard). In such cases, the applicable FCOM section is updated with a
Temporary Documentary Unit (TDU).
Information contained in the TDU is highlighted in the manual and the initial content of the FCOM
remains available for consultation and comparison and is highlighted (identification strip) as being
impacted by the TDU.
A List of Effective Documentary Units (LEDU) is provided in the FCOM
OPERATIONS ENGINEERING BULLETINS
Operations Engineering Bulletins (OEB) are issued, when it is necessary, to rapidly transmit
technical and procedural information.
The OEB chapter provides a list of all applicable OEBs.
FLIGHT CREW BULLETINS
Flight Crew Bulletins (FCB) are issued, when it is necessary, to transmit complementary technical
or operational information.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 9/30
FCOM ← J to K → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The FCB chapter provides a list of all applicable FCBs.
ABBREVIATIONS
A
Abbreviation Term
A>B A is greater than B
A≥B A is greater than or equal to B
A<B A is less than B
A≤B A is less than or equal to B
A/BRK Autobrake
A/C Aircraft
A/P Autopilot
AP Autopilot
A/S Airspeed
A/SKID Anti-skid
A/THR Auto Thrust
AA Airworthiness Authorities
AB Abort
ABCU Alternate Braking Control Unit
ABN Abnormal
ABV Above
AC Alternating Current
ACARS ARINC Communication Addressing and Reporting System
ACAS Airbrone Collision Avoidance System
ACCEL Acceleration
ACC Active Clearance Control
ACCU Accumulator
ACP Audio Control Panel
ACSC Air Conditioning System Controller
ACT Additional Center Tank
ADF Automatic Direction Finder
ADIRS Air Data Inertial Reference System
ADIRU Air Data Inertial Reference Unit
ADM Air Data Module
ADR Air Data Reference
ADS-B Automatic Dependent Surveillance-Broadcast
ADV Advisory
AEVC Avionic Equipment Ventilation Controller
AFM Airplane Flight Manual
AFS Auto Flight System
Continued on the following page
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FCOM ← K to L → 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
AGL Above Ground Level
AIDS Aircraft Integrated Data System
AIL Aileron
AIME Autonomous Integrity Monitoring Extrapolation
AIU Audio Interface Unit
ALT Altitude
ALTN Alternate
AMI Airline Modifiable Information
AMU Audio Management Unit
ANT Antenna
AOA Angle of Attack
AOC Airline Operational Control
APP Approach
APPR Approach
APPU Assymetry Position Pick-off Unit
APU Auxiliary Power Unit
AR Authorization Required
ARINC Aeronautical Radio Incorporated
ARN Aircraft Registration Number
ARP Aerospace Recommended Practice
ARPT Airport
ASAP As Soon As Possible
ASI Air Speed Indicator
ASP Audio Selector Panel
ATC Air Traffic Control
ATM Air Traffic Management
ATN Aeronautical Telecommunications Network
ATE Automatic Test Equipment
ATIS Airbus Technical Information System
ATS Auto Thrust System
ATSAW Airbrone Traffic Situational Awareness
ATSU Air Traffic Service Unit
ATT Attitude
AUTO Automatic
AVNCS Avionics
AWY Airway
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 11/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
B
Abbreviation Term
B/C Back Course
BARO Barometric
BAT Battery
BCL Battery Charge Limiter
BCDS Bite Centralized Data System
BCU Backup Control Unit
BDDV Brake Dual Distribution Valve
BITE Built-In Test Equipment
BIU BITE Interface Unit
BFE Buyer Furnished Equipment
BFO Beat Frequency Oscillator
BMC Bleed Monitoring Computer
BNR Binary
BRG Bearing
BRK Brake
BRT Bright
BSCU Braking Steering Control Unit
BTC Bus Tie Contactor
BTL Bottle
BUS Busbar
C
Abbreviation Term
C/B Circuit Breaker
CB Circuit Breaker
C/L Checklist
CL Checklist
CAB Cabin
CAPT Captain, Capture
CAS Calibrated Airspeed
CAT Category
CBMS Circuit Breaker Monitoring System
CCD Cursor Control Device
CDL Configuration Deviation List
CDLS Cockpit Door Locking System
CDSS Cockpit Door Surveillance System
CDU Control Display Unit
CF Cost of Fuel
CFDIU Centralized Fault Display Interface Unit
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 12/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
CFDS Centralized Fault Display System
CG Center of Gravity
CHAN Channel
CHG Change
CHK Check
CI Cost Index
CIDS Cabin Intercommunication Data System
CKPT Cockpit
CLB Climb
CLR Clear
CLSD Closed
CM1(2) Crewmember 1 (left seat) or 2 (right seat)
CM1 Crewmember 1 (left seat)
CM2 Crewmember 2 (right seat)
CMPTR Computer
CMS Constant Mach Segment
CMS Centralized Maintenance System
CNSU Cabin Network Server Unit
CO Company
CO RTE Company Route
COND Conditioning
CONF Configuration
CONT Continuous
CPC Cabin Pressure Controller
CPCU Cabin Pressure Controller Unit
CPDLC Controller-Pilot Data Link Communication
CRC Continuous Repetitive Chime
CRG Cargo
CRS Course
CRT Cathode Ray Tube
CRZ Cruise
CSAS Conditioned Service Air System
CSCU Cargo Smoke Control Unit
CSD Constant Speed Drive
CSM/G Constant Speed Motor/Generator
CSTR Constraint
CT Cost of Time
CTL Control
CTL PNL Control Panel
CTR Center
CVR Cockpit Voice Recorder
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 13/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
D
Abbreviation Term
DA Drift Angle
DAC Digital to Analog Converter
DAR Digital AIDS Recorder
DC Direct Current
DCDU Datalink Control and Display Unit
DCL Digital Cabin Logbook
DDRMI Digital Distance and Radio Magnetic Indicator
DECEL Deceleration
DES Descent
DEST Destination
DET Detection, Detector
DFA Delayed Flap Approach
DFDR Digital Flight Data Recorder
DH Decision Height
DIR Direction
DIR TO Direct To
DISC Disconnect
DISCH Discharge
DIST Distance
DITS Digital Information Transfer System
DIV Diverter
DMC Display Management Computer
DME Distance Measuring Equipment
DMU Data Management Unit (Aids)
DN Down
DSDL Dedicated Serial Data Link
DTG Distance To Go
DTO Derated Takeoff
DU Display Unit
DU Documentary Unit
E
Abbreviation Term
EWD Engine/Warning Display
ECAM Electronic Centralized Aircraft Monitoring
ECAS Emergency Cockpit Alerting System
ECB Electronic Control Box (APU)
ECM Engine Condition Monitoring
ECON Economic
Continued on the following page
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FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
ECP ECAM Control Panel
ECS Environmental Control System
ECU Engine Control Unit
EDP Engine-Driven Pump
EEC Electronic Engine Computer
EFB Electronic Flight Bag
EFCS Electronic Flight Control System
EFIS Electronic Flight Instruments System
EFOB Estimated Fuel On Board
EGPWS Enhanced Ground Proximity Warning System
EGT Exhaust Gas Temperature
EIS Electronic Instruments System
EIU Engine Interface Unit
ELAC Elevator Aileron Computer
ELEC Electrics
ELT Emergency Locator Transmitter
ELEV Elevator
ELV Elevation
EMER Emergency
EMER GEN Emergency Generator
ENG Engine
EO Engine-Out
EOSID Engine-Out Standard Instrument Departure
EPE Estimated Position Error (equal to EPU)
EPR Engine Pressure Ratio
EPU Emergency Power Unit
EPU Estimated Position Uncertainty (equal to EPE)
EROPS Extended Range Operation
ESS Essential
EST Estimated
ETA Estimated Time of Arrival
ETE Estimated Time Enroute
ETOPS Extended Twin Operations
ETP Equal Time Point
EVMU Engine Vibration Monitoring Unit
E/WD Engine/Warning Display
EXP Expedite
EXT PWR External Power
EXTN Extension
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 15/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F
Abbreviation Term
F Fuel
FAA Federal Aviation Administration
FAP Forward Attendant Panel
F/C Flight Crew
F/O First Officer
FO First Officer
FAC Flight Augmentation Computer
FADEC Full Authority Digital Engine Control System
FAF Final Approach Fix
FAP Forward Attendant Panel
FAR Federal Aviation Regulations
FAV Fan Air Valve
FCDC Flight Control Data Concentrator
FCMS Fuel Control and Monitoring System
FCOM Flight Crew Operating Manual
FCU Flight Control Unit
FD Flight Director
FDIMU Flight Data Interface and Management Unit
FDIU Flight Data Interface Unit
FDU Fire Detection Unit
FEP Final End Point
FF Fuel Flow
FG Flight Guidance
FGC Flight Guidance Computer
F-G/S FLS Glide Slope
FIDS Fault Isolation and Detection System
FL Flight Level
FLHV Fuel Lower Heating Value
F-LOC FLS Localizer
FLP Flap
FLS FMS Landing System
FLT Flight
F/CTL Flight Control
FLT CTL Flight Control
FLXTO Flexible Takeoff
FM Flight Management
FMA Flight Mode Annunciator
FMGC Flight Management and Guidance Computer
FMGS Flight Management and Guidance System
Continued on the following page
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FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
FMS Flight Management System
FNL Final
FOB Fuel On Board
FOM Figure Of Merit
FPA Flight Path Angle
F-PLN Flight Plan
FPD Flight Path Director
FPPU Feedback Position Pick-off Unit
FPV Flight Path Vector
FQI Fuel Quantity Indication
FQU Fuel Quantity Unit
FREQ Frequency
FRT Front
FRV Fuel Return Valve
FU Fuel Used
FWC Flight Warning Computer
FWD Forward
FWS Flight Warning System
G
Abbreviation Term
G/S Glideslope
GA Go-Around
GAPCU Ground and Auxiliary Power Control Unit
GBAS Ground Based Augmentation System
GCU Generator Control Unit
GDU Group of Documentary Unit
GEN Generator
GES Ground Earth Station
GLC Generator Line Contactor
GLS GBAS Landing System
GLS GNSS Landing System
GMT Greenwich Mean Time
GND Ground
GND TEMP Ground Temperature
GPCU Ground Power Control Unit
GPIRS Global Positioning and Inertial Reference System
GPS Global Positioning System
GPWS Ground Proximity Warning System
GRND Ground
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 17/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
GRP Geographic Reference Point
GRVTY Gravity
GS Ground Speed
GW Gross Weight
H
Abbreviation Term
HC Harness Connector
HCU Hydraulic Control Unit
HDG Heading
HDG/S Heading Selected
HDL Handle
HF High Frequency
HI High
HLD Hold
HM Holding Pattern with a Manual Termination
HMU Hydrau-Mechanical Unit
HMS Heat Management System
HP High Pressure
HPA Hectopascal
HPV High Pressure Valve
HUD Head Up Display
HYD Hydraulic
I
Abbreviation Term
I/O Inputs/Outputs
I/P Input or Intercept Profile
IAF Initial Approach Fix
IAS Indicated Airspeed
IATA International Air Transport Association
ICAO International Air Transport Organization
IDENT Identification
IDG Integrated Drive Generator
IFE In Flight Entertainment
IFR Instrument Flight Rules
IGGS Inert Gas Generation System
IGN Ignition
ILS Instrument Landing System
IM Inner Marker
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 18/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
IMM Immediate
INB Inbound
INBO Inboard
INCREM Increment
INIT Initialization
INOP Inoperative
INR Inner
INST Instrument
INTCP Intercept
INV Inverter
IP Intermediate Pressure
IPC Intermediate Pressure Check valve
IPPU Instrumentation Position Pick-off Unit
IR Inertial Reference
IRS Inertial Reference System
ISA International Standard Atmosphere
ISDU Initial System Display Unit
ISIS Integrated Standby Instrument System
ISOL Isolation
ISPSS In Seat Power Supply System
J
Abbreviation Term
K
Abbreviation Term
L
Abbreviation Term
L/G Landing Gear
LAF Load Alleviation Function
LAT Latitude
LAT REV Lateral Revision
LAV Lavatory
LCD Liquid Crystal Display
LCN Load Classification Number
Landing Distance Available
LDA
Localizer Directional Aid
LDG Landing
LDS Laptop Docking Station
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 19/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
LED Light Emiting Diode
LEDU List of Effective Documentary Units
LEFCB List of Effective Flight Crew Bulletins
LEOEB List of Effective Operations Engineering Bulletins
LESS List of Effective Section/Subsections
LF Low Frequency
LGCIU Landing Gear Control Interface Unit
LGPIU Landing Gear Position Indicator Unit
LH Left-Hand
LIM Limitation
LIS Localizer Inertial Smoothing
LK Lock
LL Latitude/Longitude
LLS Left-Line Select key
LO Low
LOC Localizer
LONG Longitude
LP Low Pressure
LRRA Low Range Radio Altimeter
LRU Line Replaceable Unit
LS Loudspeaker
LSK Line Select Key
LVL Level
LVL/CH Level Change
LVR Lever
LW Landing Weight
M
Abbreviation Term
MABH Minimum Approach Break-off Height
MAC Mean Aerodynamic Chord
MAG Magnetic
MAG DEC Magnetic Declination
MAG VAR Magnetic Variation
MAINT Maintenance
MAN Manual
MAP Missed Approach Point
MAX Maximum
MAX CLB Maximum Climb
MAX DES Maximum Descent
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 20/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
MAX END Maximum Endurance
MC Master Caution
MCDU Multipurpose Control and Display Unit
MCT Maximum Continuous Thrust
MCU Modular Concept Unit
MDA Minimum Descent Altitude
MDDU Multifunction Disk Drive Unit
MDH Minimum Descent Height
MECH Mechanic
MEA Minimum En Route Altitude
MED Medium
MEL Minimum Equipment List
MFA Memorized Fault Annunciator
MIN Minimum
MKR Marker
MLA Maneuver Load Alleviation
MLS Microwave Landing System
MLW Maximum Landing Weight
MM Middle Marker
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MMR Multi Mode Receiver
MN Mach number
MORA Minimum Off Route Altitude
MRIU Maintenance and Recording Interface Unit
MSA Minimum Safe Altitude
MSG Message
MSL Mean Sea Level
MSU Mode Selector Unit
MTBF Mean Time Between Failure
MTOW Maximum Takeoff Weight
MZFW Maximum Zero Fuel Weight
N
Abbreviation Term
N/A Not Applicable
NA Not Applicable
N1 Low Pressure Rotor Speed (in %)
N2 High Pressure Rotor Speed (in %)
NACA National Advisory Committee for Aeronautics
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 21/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
NAV Navigation
NAVAID Navigation Aid
NCD Non Computed Data
ND Navigation Display
NDB Non Directional Beacon
NLG Nose Landing Gear
NORM Normal
NW Nosewheel
NWS Nosewheel Steering
O
Abbreviation Term
O/P Output
OANS On-board Airport Navigation System
OAT Outside Air Temperature
OBRM On Board Replaceable Module
OEB Operations Engineering Bulletin
OFF/R Off Reset
OFST Offset
OIS Onboard Information System
OIT Onboard Information Terminal
OM Outer Marker
OP Open
OPP Opposite
OPS Operations
OPT Optimum
OUTB Outbound
OUTR Outer
OVBD Overboard
OVHD Overhead
OVHT Overheat
OVRD Override
OVSPD Overspeed
OXY Oxygen
P
Abbreviation Term
P/N Part Number
PN Part Number
PA Passenger Address
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 22/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
P-ALT Profile Altitude
PAX Passenger
PBE Portable Breathing Equipment
P-CLB Profile Climb
PCU Power Control Unit
P-DES Profile Descent
PDB Performance Data Base
PDU Pilot Display Unit
PERF Performance
PES Passenger Entertainment System
PF Pilot Flying
PFD Primary Flight Display
PHC Probes Heat Computer
P-MACH Profile Mach
PNF Pilot Non Flying
PNL Panel
POB Pressure Off Brake
POS Position
PPOS Present Position
PPU Position Pick-off Unit
PR Pressure
PRED Prediction
PRESS Pressure, Pressurization
PROC Procedure
PROC T Procedure Turn
PROF Profile
PROG Progress
PROTEC Protection
P-SPEED Profile Speed
PSL Product Structure Level
PSU Passenger Service Unit
PT Point
PTR Printer
PTT Push To Talk
PTU Power Transfer Unit (Hydraulic)
PVI Paravisual Indicator
PWR Power
PWS Predictive Windshear System
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 23/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Q
Abbreviation Term
QAR Quick Access Recorder
QFE Field Elevation Atmosphere Pressure
QFU Runway Heading
QNE Sea Level Standard Atmosphere Pressure (1013 hPa)
QNH Sea Level Atmosphere Pressure
QRH Quick Reference Handbook
QT Quart (US)
QTY Quantity
R
Abbreviation Term
R/I Radio/Inertial
RA Radio Altimeter
RA Resolution Advisory
RACC Rotor Active Clearance Control
RAD Radio
RAIM Receiver Autonomous Integrity Monitoring
RAT Ram Air Turbine
RATC Remote ATC Box
RCDR Recorder
RCL Recall
RCVR Receiver
REAC Reactive
REC Recommended
RED Reduction
REG Regulation
REL Release
REV Reverse
RH Right-Hand
RLSK Right Line Select Key
RMI Radio Magnetic Indicator
RMP Radio Management Panel
RNAV Area Navigation
RNG Range
RNP Required Navigation Performance
ROP Runway Overrun Protection
ROPS Runway Overrun Prevention System
ROW Runway Overrun Warning
RPCU Residual Pressure Control Unit
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 24/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
RPM Revolution Per Minute
RPTG Repeating
RQRD Required
RSV Reserves
RTE Route
RTL Rudder Travel Limit
RTO Rejected Takeoff
RTOW Regulatory Takeoff Weight
RUD Rudder
RVSM Reduced Vertical Separation Minimum
RWY Runway
S
Abbreviation Term
S South
S/C Step Climb
S/D Step Descent
S/D Shut Down
S/F Slats/Flaps
S/N Serial Number
SN Serial Number
SAAAR Special Aircrew and Aircraft Authorization Required
SAT Static Air Temperature
SATCOM Satellite Communication
SC Single Chime
SCP Software Control Panel
SD System Display
SDAC System Data Acquisition Concentrator
SDCU Smoke Detection Control Unit
SDF Simplified Directional Facility
SEC Spoiler Elevator Computer
SEL Selector
SFCC Slat/Flap Control Computer
SFE Seller-Furnished Equipment
SID Standard Instrument Departure
SIM Simulation
SLT Slat
SPD Speed
SPD LIM Speed Limit
SPLR Spoiler
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 25/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
SRS Speed Reference System
STAR Standard Terminal Arrival Route
STAT Static
STAT INV Static Inverter
STBY Standby
STD Standard
STEER Steering
STRG Steering
STS Status
SWTG Switching
SYNC Synchronize
SYS System
T
Abbreviation Term
T.O Takeoff
T/O Takeoff
TO Takeoff
T/C Top of Climb
T/D Top of Descent
TA Traffic Advisory
TAC Taxiing Aid Camera
TACAN Tactical Air Navigation
TACT Tactical
TAS True Air Speed
TAT Total Air Temperature
TAU Time to intercept
TBC To Be Confirmed
TBD To Be Determined
TCAS Traffic Collision Alert System or Threat-Analysis/Collision Avoidance System
TDU Temporary Documentary Unit
TEMP Temperature
TFTS Terrestrial Flight Telephon System
TGT Target
THR Thrust
THS Trimmable Horizontal Stabilizer
TK Tank
TK Track angle
TKE Track Angle Error
TLA Throttle Lever Angle
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 26/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
TLU Travel Limitation Unit
TMR Timer
TOGA Takeoff - Go-Around
TOGW Takeoff Gross Weight
TOW Takeoff Weight
T-P Turn Point
TPIS Tire Pressure Indicating System
TR Transformer Rectifier
T-R Transmitter-Receiver
TRANS Transition
TRK Track
TROPO Tropopause
TRU Transformer Rectifier Unit
TRV Travel
TSM Trouble Shooting Manual
TTG Time to Go
TVMC Minimum Control Speed Temperature
TWY Taxiway
U
Abbreviation Term
UFD Unit Fault Data
ULB Underwater Locator Beacon
UNLK Unlock
UP Up, Upper
UTC Universal Coordinated Time
V
Abbreviation Term
V/S Vertical Speed
V1 Decision Speed
V2 Takeoff Safety Speed
VAPP Approach Speed
VBV Variable Bypass Valve
VC Calibrated airspeed
VDEV Vertical Deviation
VEL Velocity
VERT Vertical
VERT REV Vertical Revisor
VFE Maximum Speed for each Flap configuration
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 27/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Abbreviation Term
VFEN VFE Next
VFTO Final Takeoff Speed
VHF Very High Frequency
VHV Very High Voltage
VIB Vibration
VIP Vertical Intersection Point
VLE Maximum Landing Gear Extended Speed
VLS Lowest Selectable Speed
VLV Valve
VM Maneuvering Speed
VMAX Maximum Allowable Speed
VMCA Minimum Control Speed in the Air
VMCG Minimum Control Speed on Ground
VMCL Minimum Control Speed at Landing
VMIN Minimum Operating Speed
VMO Maximum Operating Speed
VMU Minimum Unstick Speed
VOR VHF Omnidirectional Range
VOR-D VOR-DME
VR Rotation Speed
VREF Landing Reference Speed
VSI Vertical Speed Indicator
VSV Variable Stator Vane
VU Visual Unit
W
Abbreviation Term
WARN Warning
WBC Weight and Balance Computer
WBS Weight and Balance System
WGD Windshield Guidance Display
WHC Window Heat Computer
WNDW Window
WPT Waypoint
WSHLD Windshield
WT Weight
WTB Wing Tip Brake
WXR Weather Radar
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 28/30
FCOM ←L→ 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
X
Abbreviation Term
XBLD Crossbleed
XCVR Transceiver
XFR Transfer
XMTR Transmitter
XPDR Transponder
XTK Crosstrack Error
Y
Abbreviation Term
Z
Abbreviation Term
ZFCG Zero Fuel Center of Gravity
ZFW Zero Fuel Weight
ZFWCG Zero Fuel Weight Center of Gravity field
2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 29/30
FCOM ←L 06 MAR 14
GENERAL INFORMATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE GEN P 30/30
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
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AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
DSC-20 Aircraft General
DSC-21 Air Conditioning / Pressurization / Ventilation
DSC-22_10 Auto Flight - General
DSC-22_20 Auto Flight - Flight Management
DSC-22_30 Auto Flight - Flight Guidance
DSC-22_40 Auto Flight - Flight Augmentation
DSC-22_45 Auto Flight - AOC Functions
DSC-22_46 Auto Flight - Print Interface
DSC-23 Communications
DSC-24 Electrical
DSC-25 Equipment
DSC-26 Fire Protection
DSC-27 Flight Controls
DSC-28 Fuel
DSC-29 Hydraulic
DSC-30 Ice and Rain Protection
DSC-31 Indicating / Recording Systems
DSC-32 Landing Gear
DSC-33 Lights
DSC-34 Navigation
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-35 Oxygen
DSC-36 Pneumatic
DSC-38 Water / Waste
DSC-45 Maintenance System
DSC-46 Information Systems
DSC-49 APU
DSC-52 Doors
DSC-70 Power Plant
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
M Localization DU Title DU identification DU date
No Temporary Documentary Unit
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-PLP-LETDU P 1/2
FCOM 31 OCT 12
AIRCRAFT SYSTEMS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-PLP-LETDU P 2/2
FCOM 31 OCT 12
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
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AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-20-10 Introduction
General.....................................................................................................................................................................A
Engines.................................................................................................................................................................... B
Cockpit..................................................................................................................................................................... C
Cabin........................................................................................................................................................................D
Cargo........................................................................................................................................................................E
DSC-20-20 General Arrangement
GENERAL ARRANGEMENT...................................................................................................................................A
Principal Dimensions............................................................................................................................................... B
UNPRESSURIZED COMPARTMENTS...................................................................................................................C
Antenna Locations................................................................................................................................................... D
Ground Maneuvering............................................................................................................................................... E
Ground Service Connections and Panels............................................................................................................... F
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
GENERAL
The A320 is a subsonic, medium-range, civil transport aircraft.
ENGINES
The aircraft has two high bypass turbofan engines mounted under the wings.
COCKPIT
The cockpit is designed for a two-member crew. It also has a place for 2 observers.
CABIN
The passenger seating layout may vary, depending on operating requirements. The certified
maximum is 180 seats.
CARGO
Two cargo compartments are under the cabin floor.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-10 P 1/2
FCOM A to E 29 JUL 11
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW GENERAL ARRANGEMENT
OPERATING MANUAL
GENERAL ARRANGEMENT
This subchapter gives the principal aircraft dimensions, location of unpressurized areas, antennas,
ground service connections, and ground maneuvering characteristics.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-20 P 1/6
FCOM A 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW GENERAL ARRANGEMENT
OPERATING MANUAL
PRINCIPAL DIMENSIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-20 P 2/6
FCOM B 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW GENERAL ARRANGEMENT
OPERATING MANUAL
UNPRESSURIZED COMPARTMENTS
ANTENNA LOCATIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-20 P 3/6
FCOM C to D 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW GENERAL ARRANGEMENT
OPERATING MANUAL
GROUND MANEUVERING
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-20 P 4/6
FCOM E 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW GENERAL ARRANGEMENT
OPERATING MANUAL
GROUND SERVICE CONNECTIONS AND PANELS
(1) Toilet servicing
(2) Water filling and/or draining
(3) Electrical ground power receptacle
(4) LP ground air supply connector
(5) HP ground air supply connector
(6) Hydraulic
(7) IDG oil filling
(8) Engine oil filling
(9) Refueling/defueling
(10) Gravity filling panels
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-20 P 5/6
FCOM F→ 11 DEC 13
AIRCRAFT SYSTEMS
AIRCRAFT GENERAL
A318/A319/A320/A321
FLIGHT CREW GENERAL ARRANGEMENT
OPERATING MANUAL
(11) Refueling/defueling panel
(12) APU oil filling
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-20-20 P 6/6
FCOM ←F 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION /
VENTILATION
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AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-21-10 Air Conditioning
DSC-21-10-10 General
General.....................................................................................................................................................................A
Architecture.............................................................................................................................................................. B
DSC-21-10-20 Main Components
AIR CONDITIONING PACK.................................................................................................................................... A
Pack Schematic (Simplified)....................................................................................................................................B
PACK FLOW CONTROL VALVE............................................................................................................................C
RAM AIR..................................................................................................................................................................D
MIXER UNIT............................................................................................................................................................ E
Hot-Air Pressure-Regulating Valve.......................................................................................................................... F
Trim Air Valves........................................................................................................................................................G
DSC-21-10-30 Temperature and Flow Regulation
General.....................................................................................................................................................................A
Pack Controller........................................................................................................................................................ B
Temperature Regulation.......................................................................................................................................... C
Air Conditioning System Controllers....................................................................................................................... D
DSC-21-10-40 System Operation under Failure Condition
GENERAL................................................................................................................................................................ A
Air Conditioning System Controller......................................................................................................................... B
AIR CYCLE MACHINE FAILURE........................................................................................................................... C
HOT AIR PRESSURE REGULATING VALVE FAILURE....................................................................................... D
TRIM AIR VALVE FAILURE....................................................................................................................................E
DSC-21-10-50 Controls and Indicators
Controls on Overhead Panel...................................................................................................................................A
ECAM Bleed Page...................................................................................................................................................B
ECAM COND Page................................................................................................................................................. C
ECAM CAB PRESS Page.......................................................................................................................................D
ECAM Cruise Page................................................................................................................................................. E
DSC-21-10-60 Warnings and Cautions
WARNINGS AND CAUTIONS.................................................................................................................................A
DSC-21-10-70 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-PLP-TOC P 1/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-21-20 Pressurization
DSC-21-20-10 General
GENERAL................................................................................................................................................................ A
AUTOMATIC OPERATION......................................................................................................................................B
MANUAL OPERATION............................................................................................................................................C
SCHEMATICS..........................................................................................................................................................D
DSC-21-20-20 Main Components
CABIN PRESSURE CONTROLLERS..................................................................................................................... A
OUTFLOW VALVE.................................................................................................................................................. B
SAFETY VALVES....................................................................................................................................................C
RESIDUAL PRESSURE CONTROL UNIT..............................................................................................................D
DSC-21-20-30 System Operation
Automatic Pressure Control Mode.......................................................................................................................... A
Pressurization Modes Switching..............................................................................................................................B
Pressurization Flight Profile.....................................................................................................................................C
MANUAL PRESSURE CONTROL MODE.............................................................................................................. D
DITCHING................................................................................................................................................................ E
DSC-21-20-40 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
ECAM CAB PRESS Page.......................................................................................................................................B
ECAM Cruise Page................................................................................................................................................. C
ECAM Door Page....................................................................................................................................................D
DSC-21-20-50 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-21-20-60 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-21-30 Ventilation
DSC-21-30-10 General
General.....................................................................................................................................................................A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-PLP-TOC P 2/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-21-30-20 Avionics Ventilation
General.....................................................................................................................................................................A
Main Components....................................................................................................................................................B
Normal Operation, Open-Circuit Configuration....................................................................................................... C
Normal Operation, Close-Circuit Configuration....................................................................................................... D
Normal Operation, Intermediate Configuration........................................................................................................E
Abnormal Operation................................................................................................................................................. F
DSC-21-30-40 Battery Ventilation
BATTERY VENTILATION........................................................................................................................................A
DSC-21-30-50 Lavatory and Galley Ventilation
Lavatory and Galley.................................................................................................................................................A
DSC-21-30-60 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
ECAM CAB PRESS Page.......................................................................................................................................B
DSC-21-30-70 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-21-30-80 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-21-40 Cargo
DSC-21-40-10 General
General.....................................................................................................................................................................A
Schematic.................................................................................................................................................................B
DSC-21-40-20 System Operation
AFT CARGO COMPARTMENT VENTILATION......................................................................................................A
AFT CARGO COMPARTMENT HEATING............................................................................................................. B
DSC-21-40-30 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
DSC-21-40-35 ECAM Cond Page
ECAM COND Page................................................................................................................................................. A
DSC-21-40-40 Warnings and Cautions
WARNINGS AND CAUTIONS.................................................................................................................................A
DSC-21-40-50 Electrical Supply
Bus Equipment List..................................................................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-PLP-TOC P 3/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-PLP-TOC P 4/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - GENERAL
OPERATING MANUAL
GENERAL
The air conditioning system is fully automatic.
It provides continuous air renewal and maintains a constant, selected temperature in the following
three zones : COCKPIT, FWD CABIN, AFT CABIN. These three zones are independently controlled.
Air is supplied by the pneumatic system, via:
‐ Two pack flow control valves,
‐ Two packs,
‐ The mixing unit, which mixes the air that comes from the cabin and the packs.
Air is then distributed to the cockpit and the cabin.
Temperature regulation is optimized via the hot air pressure regulating valve, and the trim air valves
that add hot air, tapped upstream of the packs, to the mixing unit air.
In an emergency, a ram air inlet can provide ambient air to the mixing unit.
Temperature regulation is controlled by two Air Conditioning System Controllers. Flight deck and
cabin temperature can be selected from the cockpit’s AIR COND panel.
A control panel is provided on the Forward Attendant Panel. During cruise, the cabin crew can modify
each cabin zone temperature that is selected from the cockpit, with a limited authority of ± 2.5 °C. (±
4.5 °F).
Low-pressure air is supplied to the mixing unit by a ground connection.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-10 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - GENERAL
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-10 P 2/2
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - MAIN COMPONENTS
OPERATING MANUAL
AIR CONDITIONING PACK
The two packs operate automatically and independently of each other. Pack operation is controlled
by air conditioning system controller signals.
Warm pre-conditioned bleed air enters the cooling path via the pack flow control valve, and is ducted
to the primary heat exchanger.
Then, the cooled bleed air enters the compressor section of the air-cycle machine and is compressed
to a higher pressure and temperature.
It is cooled again in the main heat exchanger and enters the turbine section, where it expands and, in
expanding, generates power to drive the compressor and cooling air fan.
The removal of energy during this process reduces air temperature, resulting in very low air
temperature at turbine discharge.
L3 A water separator system dries the air before it enters the turbine section.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-20 P 1/4
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - MAIN COMPONENTS
OPERATING MANUAL
PACK SCHEMATIC (SIMPLIFIED)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-20 P 2/4
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - MAIN COMPONENTS
OPERATING MANUAL
PACK FLOW CONTROL VALVE
This valve is pneumatically-operated and electrically-controlled. It regulates the air flow in
accordance with signals received from the air conditioning system controllers.
In the absence of air pressure, a spring keeps the valve closed.
The valve closes automatically in case of pack overheating, engine starting, or operation of the fire or
ditching pushbutton. The valve is controlled from the AIR COND panel.
RAM AIR
An emergency ram air inlet ventilates the cockpit and cabin to remove smoke, or if both packs fail.
The emergency ram air inlet valve is controlled by the RAM AIR pushbutton on the AIR COND panel.
This pushbutton opens the ram air valve, provided that ditching is not selected.
When the RAM AIR pushbutton is ON : The outflow valve opens about 50 %, provided that it is under
automatic control and ΔP is less than 1 PSI. The outflow valve does not automatically open if it is
under manual control, even if ΔP is less than 1 PSI. If ΔP is greater than 1 PSI, the check valve
located downstream the ram air door will not open, even if the ram air door has been selected open.
No airflow will then be supplied.
MIXER UNIT
This unit mixes cold fresh air from the packs with the cabin air being recirculated through
recirculation fans. The mixer unit is also connected to the emergency ram air inlet and the low
pressure ground inlets.
HOT-AIR PRESSURE-REGULATING VALVE
In the absence of air, a spring keeps the valve closed. This pneumatically-operated and
electrically-controlled valve regulates hot air pressure, which is tapped upstream of the packs. The
air conditioning system controller 1 regulates this valve. This valve closes upon pressing the HOT
AIR pushbutton on the AIR COND panel, or when both lanes of one air conditioning system controller
fail.
The valve closes automatically, if:
‐ The duct overheats, or
‐ The cockpit trim air valve fails, or
‐ Both cabin trim air valves fail.
The hot-air pressure-regulating valve remains operative, even if either the forward or aft cabin trim air
valve fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-20 P 3/4
FCOM C to F 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - MAIN COMPONENTS
OPERATING MANUAL
TRIM AIR VALVES
These valves are electrically-controlled by the air conditioning system controllers. The cockpit trim air
valve, controlled by the air conditioning system controller 1, and the cabin trim air valves, controlled
by the air conditioning system controller 2, adjust the temperature by adding hot air.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-20 P 4/4
FCOM G 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - TEMPERATURE AND FLOW REGULATION
OPERATING MANUAL
GENERAL
Temperature regulation is automatic and controlled by the air conditioning system controllers.
PACK CONTROLLER
Each pack controller regulates the temperature of its associated pack, in accordance with a demand
signal from the zone controller, by modulating the bypass valve and the ram air inlet flaps.
The ram air inlet flaps close during takeoff and landing to avoid ingestion of foreign matter.
Note: During takeoff, the ram air inlet flaps close when TO power is set and the main landing gear
struts are compressed.
During landing they close as soon as the main landing gear struts are compressed, as long
as speed is at or above 70 kt.
They open 20 s after the speed drops below 70 kt.
The pack controllers also regulate flow by modulating the associated pack flow control valve.
TEMPERATURE REGULATION
The air conditioning system controller 2 regulates the temperature of the two cabin zones, and the air
conditioning system controller 1 regulates, the cockpit temperature.
BASIC TEMPERATURE REGULATION
The flight crew uses the temperature selectors on the cockpit’s air conditioning panel to select
the reference temperatures which are fine tuned through the Forward Attendant Panel (FAP) for
the cabin zones. The air conditioning system controllers compute a temperature demand from the
selected temperature and the actual temperature.
The actual temperature is measured by sensors:
‐ In the cockpit, for the cockpit zone;
‐ In the lavatory extraction circuit and galley ventilation system, for the cabin.
A signal corresponding to the lowest demanded zone temperature goes to the air conditioning
system controllers, which then make both packs produce the required outlet temperature.
OPTIMIZED TEMPERATURE REGULATION
The air conditioning system controllers optimize temperature by acting on the trim air valves.
The temperature selection range is from 18 °C (64 °F) to 30 °C (86 °F).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-30 P 1/2
FCOM A to C 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - TEMPERATURE AND FLOW REGULATION
OPERATING MANUAL
AIR CONDITIONING SYSTEM CONTROLLERS
Each air conditioning system controller regulates the temperature of its associated pack, by
modulating the bypass valve and the ram air inlet flap.
The ram air inlet flap closes during takeoff and landing to avoid the ingestion of foreign matter.
Note: During takeoff, the ram air inlet flap closes when takeoff power is set, and the main landing
gear struts are compressed.
During landing, it closes as soon as the main landing gear struts are compressed, as long
as speed is at or above 70 kt.
It opens 20 s after the speed drops below 70 kt.
The air conditioning system controllers also regulate flow by modulating the associated pack flow
control valve.
PACK FLOW CONTROL
The crew can use the PACK FLOW selector to adjust the pack flow for the number of passengers
and for external conditions.
Whatever the crew selects, the system delivers higher flow for any of the following circumstances:
‐ In single-pack operation,
‐ When the APU is supplying bleed air.
The system delivers normal flow if the crew selects LO flow and the temperature demand cannot
be satisfied.
ENGINE PRESSURE DEMAND
When the cooling demand in one zone cannot be satisfied, if the bleed pressure is too low, the
air conditioning system controller sends a pressure demand signal to both Engine Interface
Units (EIU) to increase the minimum idle and to raise the bleed pressure.
APU FLOW DEMAND
When the APU bleed valve is open, the air conditioning system controller signals the APU's
Electronic Control Box (ECB) to increase the APU flow output when any zone temperature
demand cannot be satisfied.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-30 P 2/2
FCOM D 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - SYSTEM OPERATION UNDER FAILURE CONDITION
OPERATING MANUAL
GENERAL
Each controller is comprised of two lanes. One lane controls the system, the other takes over full
control, in case of an active lane failure.
AIR CONDITIONING SYSTEM CONTROLLER
ONE LANE FAILURE
No effect, as the second lane takes over.
BOTH LANES FAILURE
The related pack is lost, and the hot air pressure-regulating valve and associated trim air valves
close.
AIR CYCLE MACHINE FAILURE
If the Air Cycle Machine (ACM) fails (compressor/turbine seizure), the affected pack may be operated
in heat exchanger cooling mode.
Warm pre-conditioned bleed air enters the cooling path via the pack valve and goes to the primary
heat exchanger. Then, the main part of the cooled air goes directly downstream of ACM turbine
through the bypass valve, and the rest goes through the failed ACM.
The ACM seizure reduces the pack flow.
As for normal pack operation :
‐ The air conditioning system controller regulates temperature by modulating the bypass valve and
the ram air inlet flap.
‐ The air conditioning system controller regulates the hot air flow through the trim air valves to
optimize cockpit/cabin temperature regulation. Hot air flow is lower than in normal pack operation,
because pack flow is reduced.
HOT AIR PRESSURE REGULATING VALVE FAILURE
Failed open : No effect.
Failed closed : Optimized regulation is lost. Trim air valves are driven to the fully closed position.
Pack 1 controls the cockpit temperature to the selected value and pack 2
controls the cabin temperature (FWD and AFT) to the mean value of the selected
temperatures.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-40 P 1/2
FCOM A to D 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - SYSTEM OPERATION UNDER FAILURE CONDITION
OPERATING MANUAL
TRIM AIR VALVE FAILURE
Optimized temperature regulation of the corresponding zone is lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-40 P 2/2
FCOM E 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
CONTROLS ON OVERHEAD PANEL
(1) Zone temperature rotary selector
‐ 12 o'clock position: 24 °C (76 °F).
‐ COLD position: 18 °C (64 °F).
‐ HOT position: 30 °C (86 °F).
(2) HOT AIR pushbutton
ON : The valve regulates hot air pressure.
OFF : The valve closes, and the trim air valves close.
The FAULT circuit is reset.
FAULT : The FAULT light comes on amber, along with an associated ECAM caution, when
duct overheat is detected. The fault circuit detects an overheat when the duct
temperature reaches 88 °C (190 °F) once.
The valve and trim air valves close automatically.
The FAULT light goes off when the temperature drops below 70 °C (158 °F), and
the flight crew selects OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 1/8
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
(3) PACK pb-sw
ON : The pack flow control valve is automatically-controlled.
It opens, except in the following cases:
‐ Upstream pressure below minimum.
‐ Compressor outlet overheat.
‐ Engine start sequence:
1. If the crossbleed valve is closed, the valve located on the starting engine
side immediately closes, when the MODE selector is set to IGN (or CRK).
2. It remains closed on the starting engine side (provided the crossbleed valve
is closed) when:
‐ the MASTER switch is set to ON (or MAN START pushbutton is set to
ON) and,
‐ the start valve is open and,
‐ N2 < 50 %.
Note: If the crossbleed valve is open at engine start, both pack flow
control valves close.
3. On ground, reopening of the valves is delayed for 30 s to avoid a
supplementary pack closure cycle during second engine start.
‐ Fire pushbutton, of the engine on the related side, is pressed,
‐ Ditching is selected.
OFF : The pack flow control valve closes.
FAULT lt : Comes on amber, and a caution appears on the ECAM, if the pack flow control
valve position disagrees with the selected position, or in the case of compressor
outlet overheat or pack outlet overheat.
(4) PACK FLOW sel
‐ Permits the selection of pack valve flow, according to the number of passengers and
ambient conditions (smoke removal, hot or wet conditions).
LO (80 %) – NORM (100 %) – HI (120 %).
‐ Manual selection is irrelevant in single pack operation, or with APU bleed supply. In these
cases, HI is automatically selected.
‐ If LO is selected, the pack flow can be automatically selected up to 100 % when the cooling
demand cannot be satisfied.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 2/8
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
(5) RAM AIR pushbutton (guarded)
ON : The ON light comes on white.
If the DITCHING pushbutton, on the CABIN PRESS panel, is in normal position:
‐ The RAM air inlet opens.
‐ If Δp ≥ 1 PSI: The outflow valve control remains normal. No emergency RAM air
flows in.
‐ If Δp < 1 PSI: The outflow valve opens to about 50 % when under automatic control.
It does not automatically open when it is under manual control. Emergency RAM
airflow is directly supplied to the mixer unit.
OFF: The RAM air inlet closes.
(1) CAB FAN pb
ON : The two cabin fans are on.
OFF: The two cabin fans are off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 3/8
FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM BLEED PAGE
(1) Pack outlet temperature
It appears in green. It becomes amber, if the temperature is higher than 90 °C.
(2) RAM AIR inlet
Crossline : The flap is normally closed.
– Green
In transit : The flap is partially open
– Amber
Inline – : The flap is fully open on ground.
Amber
Inline – : The flap is fully open in flight.
Green
(3) Pack bypass valve position
Indication is green.
C = Cold – Valve closed
H = Hot – Valve open.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 4/8
FCOM B→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
(4) Pack compressor outlet temperature
It appears in green. It becomes amber, if the temperature is higher than 260 °C.
(5) Pack flow
It appears in green. It becomes amber, if the pack flow control valve is closed.
Note: The pack flow indication can be up to 30 % below the actual flow rate.
(6) Pack flow control valve
Inline - Green : Open.
Inline - Amber : Open, and disagrees with the control position.
Crossline - Green : Fully closed.
Crossline - Amber : Fully closed, and disagrees with the control position.
(7) User Indication
It appears in green. It becomes amber, in flight, when RAM AIR flap is not fully open, and both
pack flow control valves are closed .
ECAM COND PAGE
(1) Cabin FAN fault indication
It appears in amber, if the recirculation fan is detected as faulty.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 5/8
FCOM ← B to C → 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) Zone temperature
It is in green.
(3) Zone duct temperature
It appears in green, and becomes amber at 80 °C (176 °F).
(4) Zone trim air valve position
The arrow is green. It is replaced by amber crosses (“XX”) if the valve fails.
C = Cold valve fully closed.
H = Hot valve fully open.
(5) Hot air pressure regulating valve
In line - Green : Valve is normally open.
In line - Amber : Valve is abnormally open (disagrees with control position).
Crossline - Green : Valve is normally fully closed.
Crossline - Amber : Valve is closed and pushbutton OFF, or valve position disagrees with
control position.
(6) TEMP
Unit of measure (°C or °F) is indicated in cyan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 6/8
FCOM ←C 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM CAB PRESS PAGE
(1) PACK indication
Triangle normally green, PACK 1(2) indication normally white. Both become amber when pack
flow control valve is closed with associated engine running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 7/8
FCOM D 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM CRUISE PAGE
(1) Zone indication
This field also displays the temperature scale in use (°C or °F).
(2) Zone temperature
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-50 P 8/8
FCOM E 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
PACK 1 ( or 2) OVHT
Pack compressor outlet temperature above 260 °C.
PACK 1 (or 2) FAULT
PACK
Pack valve disagree with selected position, or pack 3, 4, 5, 7, 8
FAULT lt
valve closed. BLEED
PACK 1 + 2 FAULT
Loss of ACSC 1 and ACSC 2.
PACK 1 (2) OFF 1, 2, 3, 4, 5,
SINGLE MASTER NIL
Pack pb at OFF with no failure. 7, 8, 9, 10
CHIME CAUT
CKPT (FWD CAB OR AFT CAB) DUCT OVHT
Duct temperature above 88 °C or above 80 °C four
times during one flight. HOT AIR
HOT AIR FAULT FAULT lt
COND
Hot air pressure regulating valve disagrees with
selected position.
3, 4, 5, 7, 8
L + R CAB FAN FAULT
Both fan failure.
PACK 1 (2) REGUL FAULT
Failure of the By Pass Valve, or the RAM Air Inlet,
BLEED
or the Compressor Outlet Temperature sensor or
the Flow Control Valve.
NIL 3, 4, 5,
LAV + GALLEY FAN FAULT
NIL NIL 7, 8, 9
TRIM AIR SYS FAULT
One trim air valve fault, or overpressure NIL 3, 4, 5, 7, 8
downstream hot air valve.
COND CTL 1 (2) - A (B) FAULT
3, 4, 5, 7, 8
The lane A (B) of ACSC 1 (2) fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-60 P 1/2
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - WARNINGS AND CAUTIONS
OPERATING MANUAL
MEMO DISPLAY
RAM AIR ON appears in green if the ram air pushbutton switch is ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-60 P 2/2
FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
1 lane 1 AC1 DC1
AIR COND 2 AC2 X
SYS CONT 2 lane 1 AC1 DC1
AIR
2 AC2 DC2
COND
PACK 1 VALVE CLOSURE SHED
PACK 2 VALVE CLOSURE DC2
RAM AIR INLET X
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-70 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-10-70 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - GENERAL
OPERATING MANUAL
GENERAL
The cabin pressurization system has four general functions :
‐ Ground function : Fully opens the outflow valve on ground.
‐ Prepressurization : During takeoff, increases cabin pressure to avoid a surge in cabin pressure
during rotation.
‐ Pressurization in flight : Adjusts cabin altitude, and rate of change to provide passengers with a
comfortable flight.
‐ Depressurization : After touchdown, gradually releases residual cabin overpressure before the
ground function fully opens the outflow valve.
The system consists of :
‐ Two Cabin Pressure Controllers (CPC)
‐ One Residual Pressure Control Unit (RPCU)
‐ One outflow valve, with an actuator that incorporates three motors (two for automatic operation,
one for manual operation)
‐ One control panel
‐ Two safety valves
Any one of the three independent electric motors may power the outflow valve.
Normally, one of the two cabin pressure controllers operates the outflow valve by means of its
associated automatic motor.
In case of ditching, an override switch on the control panel allows the flight crew to close the outflow
valve and all valves below the flotation line.
The flight crew can set the system to operate automatically, semi-automatically, or manually.
In normal operation, cabin pressurization is fully automatic.
AUTOMATIC OPERATION
The flight crew monitors the operation of the system, but does nothing to control it. Air pressure in
the cabin follows external schedules that the system receives as signals from the Flight Management
and Guidance System (FMGS).
When FMGS data is not available for automatic pressurization, the crew only needs to select the
landing field elevation.
The pressurization system then uses the manually-selected landing field elevation for internal
schedules.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-10 P 1/4
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - GENERAL
OPERATING MANUAL
MANUAL OPERATION
In manual mode, the flight crew controls the cabin altitude via the manual motor of the outflow valves,
by operating controls on the pressurization control panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-10 P 2/4
FCOM C 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - GENERAL
OPERATING MANUAL
SCHEMATICS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-10 P 3/4
FCOM D 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-10 P 4/4
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - MAIN COMPONENTS
OPERATING MANUAL
CABIN PRESSURE CONTROLLERS
Two identical, independent, digital controllers automatically control the system, by maintaining the
proper cabin pressure. They receive signals from the Air Data Inertial Reference System (ADIRS),
the Flight Management and Guidance Computer (FMGC), the Engine Interface Unit (EIU), and the
Landing Gear Control Interface Unit (LGCIU).
When the system is in automatic or semi-automatic mode, one controller is active, the other is on
standby.
The controllers also generate signals for the Electronic Centralized Aircraft Monitoring (ECAM).
For operation in manual mode, each controller has a backup section, which is powered by an
independent power supply in the controller N°1 position. This section also has a pressure sensor that
generates the cabin altitude and pressure signal for the ECAM, when MAN mode is selected.
The controllers communicate with each other via a cross-channel link.
OUTFLOW VALVE
The outflow valve is on the right-hand side of fuselage, behind the aft cargo compartment and below
the flotation line.
The outflow valve assembly consists of a flush, skin-mounted, rectangular frame, carrying inward and
outward opening flaps linked to the actuator. The actuator contains the drives of the two automatic
motors and the manual motor. Either of two automatic motors operates the valve in automatic mode,
and the manual motor operates it in manual mode.
In automatic mode, the operating controller signals the position of the valve to the ECAM.
In manual mode, the backup section of the N° 1 controller signals the position of the valve to the
ECAM.
Note: When the RAM AIR pushbutton is ON, and Δp is below 1 PSI, the system drives the outflow
valve about 50 % open if it is under automatic control. If the system is under manual
control, the outflow valve does not automatically open, even if Δp is below 1 PSI.
SAFETY VALVES
Two independent pneumatic safety valves prevent cabin pressure from going too high (8.6 PSI
above ambient) or too low (1 PSI below ambient).
They are located on the rear pressure bulkhead, above the flotation line.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-20 P 1/2
FCOM A to C 25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - MAIN COMPONENTS
OPERATING MANUAL
RESIDUAL PRESSURE CONTROL UNIT
The Residual Pressure Control Unit (RPCU) automatically depressurizes the aircraft in case of
abnormal residual pressure on ground. It automatically opens the outflow valve, when:
‐ The outflow valve is not fully open, and
‐ Both CPCs are failed, or manual mode is selected, and
‐ The aircraft is on ground, and
‐ All engines are shutdown, or all ADIRS indicate an airspeed below 100 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-20 P 2/2
FCOM D 25 NOV 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - SYSTEM OPERATION
OPERATING MANUAL
AUTOMATIC PRESSURE CONTROL MODE
GENERAL
‐ Two identical, independent, automatic systems (each consisting of a controller and its
associated motors) control cabin pressure.
Either system controls the single outflow valve.
Only one controller operates at a time.
An automatic transfer occurs:
• 70 s after each landing.
• If the operating system fails.
‐ The controller automatically controls the cabin pressure. It limits the cabin pressure to 8 000 ft
maximum and optimizes it during climb and descent phases.
‐ The controller normally uses the landing elevation and the QNH from the FMGC, and the
pressure altitude from ADIRS.
If FMGC data are not available, the controller uses the captain BARO Reference from the
ADIRS and the LDG ELEV selection.
‐ Pressurization is assumed through the following modes:
GROUND (GN)
Before takeoff, and 55 s after landing, the outflow valve fully opens to ensure that there is no
residual cabin pressure. At touchdown, any remaining cabin pressure is released at a cabin
vertical speed of 500 ft/min.
TAKEOFF (TO)
To avoid a pressure surge at rotation, the controller pre-pressurizes the aircraft at a rate of
400 ft/min, until the ΔP reaches 0.1 PSI. At liftoff, the controller initiates the climb phase.
CLIMB (CL)
During climb, the cabin altitude varies according to a fixed pre-programmed law that takes into
account the aircraft’s actual rate of climb.
CRUISE (CR)
During cruise, the controller maintains cabin altitude at the level-off value, or at the landing field
elevation, whichever is higher.
DESCENT (DE)
During descent, the controller maintains a cabin rate of descent, such that the cabin pressure is
equal to the landing field pressure +0.1 PSI, shortly before landing.
The maximum descent rate is 750 ft/min.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-30 P 1/4
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - SYSTEM OPERATION
OPERATING MANUAL
ABORT (AB)
If the aircraft does not climb after takeoff, the abort mode prevents the cabin altitude from
climbing.
Cabin pressure is set back to the takeoff altitude +0.1 PSI.
PRESSURIZATION MODES SWITCHING
L3
FROM GN TO GN CL AB TO CL CR CR DE DE AB
TO TO CL CL AB GN GN CR CL DE CL GN CL
ENG 1 and ENG 2 TLA ≥ MCT (1) 1 0
L/G SYS1 or SYS 2 COMPRESSED 1 1
One L/G SYS UNLOADED and A/C speed above
1 1
C 100 kt
O One L/G SYS COMPRESSED and A/C speed
1 1
N below 100 kt
D A/C ALT. < 8 000 ft 1A
I A/C ALT. ≥ 8 000 ft 1
T A/C ALT. CHANGE SINCE T/O ≤ 5 075 SLFT 1A
I A/C ALT. CHANGE SINCE T/O ≥ 5 075 SLFT 1
O A/C RATE OF CLIMB ≥ 21 SL FPM FOR 60 s. 1 1
N A/C RATE OF CLIMB ≥ 100 SL FPM FOR 30 s. 0 1
S
A/C RATE OF DESCENT ≥ 200 SL FPM FOR
1
30 s.
A/C RATE OF DESCENT ≥ 250 SL FPM FOR
1
30 s.
(1) Engine running
0 : Condition not valid
1 : Condition valid
1A : Only one A condition is necessary
EXAMPLE
The cabin pressure controller switches from Climb mode (CL) to Abort mode (AB)
when:
‐ The aircraft is below 8 000 ft, or the aircraft has changed altitude less than
5 075 ft since takeoff and,
‐ The aircraft rate of descent is greater than 200 ft/min for 30 s.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-30 P 2/4
FCOM ← A to B 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - SYSTEM OPERATION
OPERATING MANUAL
PRESSURIZATION FLIGHT PROFILE
MANUAL PRESSURE CONTROL MODE
If both automatic systems fail, the flight crew may use the CABIN PRESS control panel to take over
manual control of cabin pressurization.
• Release the MODE SEL pushbutton to select MAN, and
• Push the MAN V/S CTL switch UP or DN to increase or decrease cabin altitude.
The first of these actions cuts off power to the AUTO motors, and enables the MAN motor to control
the outflow valve.
Note: 1. Due to the slow operation of the outflow valves in manual mode, and the limited
resolution of the outflow valves' position on the ECAM, the visual ECAM indication of a
change in the outflow valves' position can take up to 5 s.
2. As the pressurization system is manually-controlled, the outflow valve does not open
automatically at touchdown.
DITCHING
To prepare for ditching, the flight crew must press the DITCHING pushbutton on the CABIN PRESS
control panel to close the outflow valve, the emergency ram air inlet, the avionics ventilation inlet and
extract valves, and the pack flow control valves.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-30 P 3/4
FCOM C to E 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - SYSTEM OPERATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-30 P 4/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) LDG ELEV knob
AUTO : The pressurization system uses the FMGS data to construct an optimized
pressure schedule.
To exit the AUTO position, pull out and turn the selector.
Other positions : The pressurization schedule does not use the landing elevation from the
FMGS, but instead uses the landing elevation selected with this knob
(from -2 000 to +14 000 ft) as its reference.
Note: The LDG ELEV knob scale is only given as an indication; refer
to the ECAM information for accurate adjustment.
(2) MODE SEL pb
AUTO : Automatic mode is operating. One of the two systems controls the outflow
valve.
MAN : This legend appears in white, and FAULT does not come on. The flight crew
then uses the MAN V/S CTL selector to control the outflow valve.
Note: Switching the MODE SEL pb to MAN, for at least 10 s, then returning it to AUTO will
select the other system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-40 P 1/6
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - CONTROLS AND INDICATORS
OPERATING MANUAL
FAULT lt : This legend appears in amber and the ECAM caution light comes on only when
both automatic systems are faulty.
Note: The pilot may notice a variation in the CAB ALT indication on the
ECAM PRESS page, when the system switches from the cabin
pressure control AUTO mode to MAN mode, due to the reduced
resolution of the backup pressure sensor.
(3) MAN V/S CTL toggle switch
The switch, springloaded to neutral controls the outflow valve position through operation of the
MAN motor, when the MODE SEL pb is in the MAN position.
UP : The valve moves towards the open position.
DN : The valve moves towards the closed position.
Note: To target precise cabin vertical speed rate, only short inputs should be applied on the
toggle switch.
(4) DITCHING guarded pushbutton
Normal : The system functions normally.
ON : The operating system sends a “close” signal to the outflow valve, emergency
ram air inlet, avionics ventilation inlet and extract valves, pack flow control
valves.
Note: The outflow valve will not close automatically, if it is under manual
control.
CAUTION If the ditching pb is set to ON, with the low pressure ground
cart connected and all doors closed, a differential pressure will
build up.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-40 P 2/6
FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM CAB PRESS PAGE
(1) LDG ELEV AUTO/MAN
‐ LDG ELEV AUTO: appears in green when the LDG ELEV selector is in AUTO.
‐ LDG ELEV MAN: appears in green when the LDG ELEV selector is not in AUTO.
Neither appears when the indications from SDAC are not valid.
(2) Landing elevation
The landing elevation selected either automatically by the FMGS or manually by the pilot
appears in green (but not when the MODE SEL pushbutton switch is in MAN).
(3) V/S FT/MIN (cabin vertical speed)
The analog and digital presentations appear in green when V/S is in the normal range.
The digital presentation pulses when V/S > 1 750 ft/min (resets at 1 650 ft/min).
(4) ΔP PSI (cabin differential pressure)
The analog and digital presentations appear in green when ΔP is in the normal range.
They appear in amber when ΔP ≤ –0.4 PSI or ≥ 8.5 PSI.
The digital presentation pulses if Δp > 1.5 PSI (resets at 1 PSI) during flight phase 7. (Refer to
DSC-21-20-50 Warnings and Cautions).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-40 P 3/6
FCOM B→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - CONTROLS AND INDICATORS
OPERATING MANUAL
(5) CAB ALT FT (cabin altitude)
The analog and digital presentations appear in green, in normal range.
They appear in red if the cabin altitude goes above 9 550 ft.
The digital presentation pulses if the cabin altitude is at or above 8 800 ft (resets at 8 600 ft).
(6) Active system indication (SYS 1 or SYS 2 or MAN)
SYS 1 or SYS 2 appears in green when active and in amber when faulty. When either system
is inactive, its title does not appear.
MAN appears in green when the MODE SEL switch is in MAN.
(7) Safety valve position
SAFETY appears in white and the diagram in green when both safety valves are fully closed.
SAFETY and the diagram appear in amber when either valve is not closed.
Note: The safety valve opens when the cabin differential pressure is between 8.2 and
8.9 PSI. The range is due to the reduced accuracy of ΔP measurements (in MAN
mode), combined with the decrease in cabin differential pressure that occurs
immediately after the safety valves open.
(8) Outflow valve position
The diagram is green when the valve is operating normally.
The diagram becomes amber when the valve opens more than 95 % during flight.
ECAM CRUISE PAGE
(1) LDG ELEV AUTO/MAN
Identifical to the CAB PRESS page
(2) CAB V/S FT/MIN (cabin vertical speed)
Green, in normal range.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-40 P 4/6
FCOM ← B to C → 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - CONTROLS AND INDICATORS
OPERATING MANUAL
Pulses, when the V/S > 1 750 ft/min (resets at 1 650 ft/min).
(3) CAB ALT FT (cabin altitude)
Green, in normal range.
Red, for excessive cabin altitude : ≥ 9 550 ft.
Pulses for cabin altitude at, or above, 8 800 ft (resets at 8 600 ft).
(4) ΔP indication
It is normally green. Pulses green when CAB ΔP ≥ 1.5 PSI before landing.
It becomes amber, when out of normal range Δp ≤ -0.4 PSI or ≥ 8.5 PSI.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-40 P 5/6
FCOM ←C 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM DOOR PAGE
(1) V/S (cabin vertical speed)
This number only appears during flight phases 5, 6 and 7. (Refer to DSC-21-20-50 Warnings
and Cautions for flight phase definitions).
‐ It is normally green.
‐ It pulses, when the V/S is greater than 1 750 ft/min and stops pulsing, when less than
1 650 ft/min.
‐ It becomes amber, when the V/S is greater than 2 000 ft/min, or less than -2 000 ft/min.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-40 P 6/6
FCOM D 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-50 P 1/2
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - WARNINGS AND CAUTIONS
OPERATING MANUAL
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
EXCESS CAB ALT
Cabin altitude exceeds:
‐ In CLB and DES the higher of: MASTER 1 to 5
CRC CAB PRESS NIL
9 550 ft or landing field elevation plus WARN 7 to 10
1 000 ft
‐ In CRZ 9 550 ft
SYS 1 + 2 FAULT MODE SEL
4, 5, 7, 8
Both pressure controllers fail. FAULT lt
LO DIFF PR
Time to reach ΔP = 0 < 1.5 min, and time to
reach ΔP = 0 ≤ (time for CAB ALT to reach
landing elevation) +30 s and aircraft is at least
1 to 5
3 000 ft above landing field.
7 to 10
Note: The warning is maintained, when
the aircraft descends below SINGLE MASTER
3 000 ft above landing field. CHIME CAUT
OFV NOT OPEN 3, 4, 5,
Valve not fully open on ground (time delay CAB PRESS 6, 7, 8
70 s) NIL
SAFETY VALVE OPEN 4, 5, 7,
Either safety valve not fully closed on ground 8, 9, 10
or not fully closed for more than 1 min in flight.
LDG ELEV FAULT 3, 4, 5, 7,
No FMGS LDG ELEV data is available. 8, 9, 10
SYS 1 (or 2) FAULT NIL NIL 3, 4, 5, 7, 8
Pressure controller fault.
EXCESS RESIDUAL PR
When or ground, the differential pressure is MASTER
CRC 1 to 9
still above 2.5 hPa (0.036 PSI) 12 s after last WARN
engine shutdown.
MEMO DISPLAY
The “MAN LDG ELEV” message is displayed in green, if the LDG ELEV knob is not in the AUTO
position.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-50 P 2/2
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
1 X
PRESS CAB PRESS CONT 2 DC2
MANUAL CTL DC BAT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-60 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-20-60 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - GENERAL
OPERATING MANUAL
GENERAL
The ventilation system includes ventilation for:
‐ The avionics, controlled by the avionics equipment ventilation controller (AEVC),
‐ The battery,
‐ The lavatories and galleys.
Note: For more information about cargo ventilation, Refer to DSC-21-40-10 General
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - AVIONICS VENTILATION
OPERATING MANUAL
GENERAL
The avionics ventilation system is fully automatic.
It cools the electrical and electronic components in the avionics compartment and on the flight deck,
including the instrument and circuit breaker panels. It uses two electric fans to force the circulation of
cooling air.
Whatever the configuration of the avionics ventilation system is, a part of the avionics ventilation air
is sucked from the cockpit through the different cockpit panels.
MAIN COMPONENTS
FANS
Two electric fans operate continuously, as long as the aircraft’s electrical system is supplied. They
make the air circulate around the avionics equipment.
SKIN AIR INLET AND EXTRACT VALVES
These valves admit air from outside the aircraft and evacuate hot air from the avionics equipment.
SKIN EXCHANGE INLET AND OUTLET BYPASS VALVES
These valves enable air to circulate between the avionics bay and the space under the cargo
compartment floor.
AIR CONDITIONING INLET VALVE
This valve opens to enable the air conditioning circuit to supply fresh air to the avionics bay.
SKIN EXCHANGE ISOLATION VALVE
This valve connects or isolates the skin heat exchanger.
AVIONICS EQUIPMENT VENTILATION CONTROLLER (AEVC)
The AEVC controls the operation of all fans and valves in the avionics ventilation system.
NORMAL OPERATION, OPEN-CIRCUIT CONFIGURATION
GROUND OPERATIONS
The open-circuit configuration operates when skin temperature is above the on-ground threshold.
On-ground threshold = +12 °C (53 °F), temperature increasing, or
+9 °C (48 °F), temperature decreasing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-20 P 1/6
FCOM A to C → 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - AVIONICS VENTILATION
OPERATING MANUAL
NORMAL OPERATION, CLOSE-CIRCUIT CONFIGURATION
FLIGHT OPERATIONS
The close-circuit configuration operates when skin temperature is beneath the in-flight threshold.
In flight threshold = +35 °C (95 °F), temperature increasing, or
+32 °C (90 °F), temperature decreasing.
GROUND OPERATIONS
The close-circuit configuration operates when skin temperature is beneath the on-ground
threshold.
On ground threshold = +12 °C (53 °F), temperature increasing, or
+9 °C (48 °F), temperature decreasing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-20 P 2/6
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - AVIONICS VENTILATION
OPERATING MANUAL
NORMAL OPERATION, INTERMEDIATE CONFIGURATION
FLIGHT OPERATIONS
The intermediate configuration operates when skin temperature is above the in-flight threshold.
In flight threshold = +35 °C (95 °F), temperature increasing, or
+32 °C (90 °F), temperature decreasing.
Note: The measuring range of the skin temperature sensed is between -50 °C and 80 °C.
Outside of this range, the AEVC sets the avionics ventilation configuration to the
intermediate configuration (partially open) until the temperature is within the operation
range again.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-20 P 3/6
FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - AVIONICS VENTILATION
OPERATING MANUAL
ABNORMAL OPERATION
BLOWER FAULT OR EXTRACT FAULT WARNING
When the BLOWER or the EXTRACT pushbutton switch is set at the OVRD (override) position,
the system is in closed-circuit configuration and adds air from the air conditioning system to the
ventilation air.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-20 P 4/6
FCOM ← E to F → 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - AVIONICS VENTILATION
OPERATING MANUAL
When the BLOWER pushbutton switch is set at OVRD, the blower fan is stopped and the extract
fan continues to run.
When the EXTRACT pushbutton switch is set at OVRD, the extract fan is controlled directly from
the pushbutton. Both fans continue to run.
SMOKE CONFIGURATION
When the smoke detector detects smoke in the avionics ventilation air the BLOWER and the
EXTRACT FAULT lights come on.
When both the BLOWER and the EXTRACT pushbuttons are set to the OVRD position, the air
conditioning system supplies cooling air, which is then exhausted overboard. The blower fan
stops.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-20 P 5/6
FCOM ←F→ 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - AVIONICS VENTILATION
OPERATING MANUAL
CONTROLLER FAILURE
The system goes to the same configuration as above, except that the skin exchange isolation
valve stays open.
The inlet valve and the skin exchange inlet bypass valve remain in the position they were in before
the failure occurred.
The extract fan keeps running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-20 P 6/6
FCOM ←F 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - BATTERY VENTILATION
OPERATING MANUAL
BATTERY VENTILATION
A venturi in the skin of the aircraft draws air from the space around the batteries and vents it
overboard. The resulting airflow ventilates the batteries.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - BATTERY VENTILATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - LAVATORY AND GALLEY VENTILATION
OPERATING MANUAL
LAVATORY AND GALLEY
An extraction fan draws ambient cabin air through the lavatories and galleys and exhausts it near the
outflow valve.
The extraction fan runs continually when electric power is available.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-50 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - LAVATORY AND GALLEY VENTILATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-50 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) BLOWER pb-sw and EXTRACT pb-sw
AUTO: : When both pushbutton switches are on AUTO:
‐ On the ground before the application of TO power, the ventilation system is in
open circuit configuration (closed configuration when the skin temperature is
below the ground threshold).
‐ On the ground after the application of TO power, and in flight, the ventilation
system is in closed circuit configuration.
OVRD: : When either pushbutton switch is on OVRD:
‐ The system goes to closed circuit configuration.
‐ Air from the air conditioning system is added to ventilation air. (The blower fan
stops if the BLOWER pushbutton switch is in the OVRD position).
When both pushbutton switches are on OVRD:
‐ Air flows from the air conditioning system and then overboard.
‐ The extract fan continues to run.
FAULT : Lights up amber (and ECAM activates)
lt: in the blower switch, if : ‐ blowing pressure is low (See *)
‐ duct overheats (See *)
‐ computer power supply fails
‐ smoke warning is activated
in the extract switch, if : ‐ extract pressure is low (See *)
‐ computer power supply fails
‐ smoke warning is activated.
* If the warning occurs on the ground when the engines are stopped, the
external horn sounds.
(2) Refer to DSC-21-10-50 Controls on Overhead Panel
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-60 P 1/4
FCOM A 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM CAB PRESS PAGE
(1) BLOWER, VENT and EXTRACT Indications
VENT message normally appears in white. It becomes amber, if there is a BLOWER FAULT,
EXTRACT FAULT, or AVNCS SYS FAULT.
BLOWER message appears in amber if there is a BLOWER FAULT.
EXTRACT message appears in amber if there is an EXTRACT FAULT.
(2) INLET and OUTLET Indications
Normally white. The corresponding indication becomes amber, when the inlet valve or the
outlet valve is failed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-60 P 2/4
FCOM B→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - CONTROLS AND INDICATORS
OPERATING MANUAL
(3) INLET and OUTLET Valve Diagrams
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-60 P 3/4
FCOM ←B 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-60 P 4/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
BLOWER FAULT BLOWER(1)
Blowing pressure low or duct overheat FAULT lt
3, 4, 5, 7, 8
EXTRACT FAULT EXTRACT
Extract pressure low FAULT lt
(1)
SKIN VALVE FAULT
SINGLE MASTER CAB
1. Extract valve fully open in phase 3 or CHIME CAUT PRESS NIL 4, 5, 7, 8
2. Extract valve fully open in flight or
3. Inlet valve not fully closed in flight
AVNCS SYS FAULT BLOWER and
3, 4, 5,
Power up test not satisfactory or AEVC not EXTRACT
6, 7, 8, 9
supplied or valves position disagree FAULT lts (2)
(1) Associated with ground external call.
(2) Only in case of AEVC power supply failure on ground.
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-30-70 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
1 AC1 DC1
CABIN FANS
2 AC2 DC2
AEVC DC1 SHED
VENT FAN BLOWER AC1 DC1
AVIONIC FANS
EXTRACT AC2 SHED
GND COOL AC2
UNIT FAN CONTROL
UNIT AC1
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - GENERAL
OPERATING MANUAL
GENERAL
An extraction fan draws air from the cargo compartments and exhausts it overboard. Air from
the cabin replaces the exhausted air, thus ventilating the cargo compartments.
The system can add hot bleed air to the air entering from the cabin, thus giving the flight crew control
of the temperature in the forward or aft cargo compartment .
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FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - GENERAL
OPERATING MANUAL
SCHEMATIC
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FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - SYSTEM OPERATION
OPERATING MANUAL
AFT CARGO COMPARTMENT VENTILATION
Air from the cabin goes via the inlet isolation valve to the aft cargo compartment, driven by an
extraction fan. Air is controlled by the outlet isolation valve and then goes outboard through the
outflow valve.
The cargo ventilation controller controls the operation of the inlet and outlet isolation valves and the
extraction fan.
When the isolation valves are fully open, the extraction fan operates continuously when the aircraft is
on the ground and during flight.
The controller closes the isolation valves and stops the extraction fan when :
‐ the flight crew turns the AFT ISOL VALVE pushbutton switch OFF, or
‐ the aft cargo smoke detection unit detects smoke.
AFT CARGO COMPARTMENT HEATING
The ventilation system for the aft cargo compartment uses hot engine bleed air (upstream of the
packs), mixing it with the ambient cabin air that flows through the cargo compartment.
The cargo regulating valve regulates the pressure of this hot air supply, and the trim air valve, which
is modulated electrically by the controller, controls the flow.
The cargo pressure regulating valve is pneumatically operated and electrically controlled from the
HOT AIR pushbutton on the CARGO HEAT panel.
The hot air is controlled by the cargo trim air valve which is modulated electrically by the controller.
The hot air is then mixed with air from the cabin and supplied to the cargo compartment through the
ventilation inlet isolation valve.
According to the temperature selector demand, the controller regulates the amount of hot air added
by the trim air valve, until the desired temperature is reached.
If the inlet temperature exceeds 70 °C, the controller closes the trim air valve.
If the inlet temperature exceeds 88 °C, the controller interprets this as a duct overheat and closes the
pressure regulating valve. This valve then remains closed until the flight crew resets the system by
pressing the HOT AIR pushbutton — which it cannot do until the temperature drops below 70 °C.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-40-20 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - SYSTEM OPERATION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-40-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) AFT ISOL VALVE pb
The switch controls the isolation valves and the extraction fan.
Auto : The inlet and outlet isolation valves open, extraction fan runs if there is no smoke
detected in the aft cargo bay.
OFF : The inlet and outlet isolation valves and the trim air valve close, the extraction fan
stops.
FAULT lt : The light, associated with the ECAM caution, comes on amber when either inlet
or outlet valve is not in the selected position.
(2) HOT AIR pb
Auto : The pressure regulating valve regulates the hot air pressure.
OFF : The pressure regulating valves and the trim air valve close. The fault circuit is
reset.
FAULT lt : The amber light and ECAM caution come on, when a duct overheat is detected
(88 °C – 190 °F).
The light goes out, when the temperature drops below 70 °C (158 °F), and OFF is
selected. Then, if the pushbutton is set to on, the system resets.
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FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - CONTROLS AND INDICATORS
OPERATING MANUAL
(3) Temperature pb
‐ COLD : Approximately 5 °C (41 °F)
position
‐ HOT : Approximately 26 °C (79 °F)
position
‐ Middle : Approximately 15 °C (59 °F)
position
Note: 1. The cargo compartment temperature may vary, depending on external factors
(flight duration, outside temperature...).
2. The actual bulk cargo compartment temperature may be 10 °C (18 °F) lower than
the selected temperature.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-40-30 P 2/2
FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - ECAM COND PAGE
OPERATING MANUAL
ECAM COND PAGE
(1) Cargo compartment temperature
This indication is green.
(2) Zone indication
It is white.
(3) Duct inlet temperature
This is normally green, it becomes amber when T ≥ 80 °C.
(4) Inlet isolation valve
In line – Green : Valve is open.
Crossline – Amber : Valve is closed.
(5) Outlet isolation valve
Crossline – Green : Valve is open.
In line – Amber : Valve is closed.
(6) Trim air valve
H - Hot (Green) : Valve is open.
C - Cold (Green) : Valve is closed.
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FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - ECAM COND PAGE
OPERATING MANUAL
(7) Hot air pressure regulating valve
In line and green : valve is open.
In line and amber : valve failed open.
Cross line and green : valve normally closed with the pushbutton in ON position.
Cross line and amber : valve is closed and the pushbutton in OFF position.
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FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
AFT (FWD) CARGO DUCT temperature
SINGLE MASTER HOT AIR
OVHT CHIME CAUT FAULT lt
Duct Temperature > 88 °C (190 °F) COND
AFT (FWD) CRG HEAT FAULT
Cargo heating controller fault 3, 4, 5, 7, 8
NIL
AFT (FWD) CRG VENT FAULT NIL NIL
Cargo fan fault
NIL
AFT (FWD) CRG ISOL VALVE ISOL VALVE
Cargo isolation valve FAULT It
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-21-40-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - WARNINGS AND CAUTIONS
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
VENT CONT DC BAT
FWD/AFT
HEAT CONT DC BAT
CARGO
VENT/HEAT FANS(S) AC 1
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW CARGO - ELECTRICAL SUPPLY
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-22_10-10 Description
FMGC Standard.......................................................................................................................................................A
Preamble.................................................................................................................................................................. B
Description............................................................................................................................................................... C
General Philosophy................................................................................................................................................. D
Flight Management Guidance Computer (FMGC).................................................................................................. E
Multipurpose Control and Display Unit (MCDU)......................................................................................................F
Flight Control Unit (FCU)........................................................................................................................................ G
Flight Augmentation Computer (FAC).....................................................................................................................H
Other Flight Crew Interfaces.....................................................................................................................................I
Flight Crew Interface with FMGC............................................................................................................................ J
DSC-22_10-20 System Interface Diagram
System Interface Diagram....................................................................................................................................... A
DSC-22_10-30 FMGS Modes of Operation
General.....................................................................................................................................................................A
Dual Mode................................................................................................................................................................B
Independent Mode...................................................................................................................................................C
Single Mode.............................................................................................................................................................D
Back Up Navigation Mode.......................................................................................................................................E
DSC-22_10-40 Pilot Interface
DSC-22_10-40-05 Management of the Displays
General.....................................................................................................................................................................A
DSC-22_10-40-10 MCDU
MCDU.......................................................................................................................................................................A
DSC-22_10-40-20 FCU
FCU.......................................................................................................................................................................... A
FCU Philosophy....................................................................................................................................................... B
Speed/Mach Control Area....................................................................................................................................... C
Lateral Control Area................................................................................................................................................ D
AP-A/THR Control Area...........................................................................................................................................E
Vertical Control Area................................................................................................................................................F
DSC-22_10-40-30 Thrust Levers
Thrust Levers........................................................................................................................................................... A
Continued on the following page
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FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_10-40-40 Primary Flight Display
PFD.......................................................................................................................................................................... A
Climb Phase.............................................................................................................................................................B
Approach Phase...................................................................................................................................................... C
DSC-22_10-40-50 Navigation Display
ND............................................................................................................................................................................ A
Arc Mode..................................................................................................................................................................B
Plan Mode................................................................................................................................................................C
Rose Modes.............................................................................................................................................................D
Flight Plan Display Colors....................................................................................................................................... E
DSC-22_10-50 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-22_10-60 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
FMGC STANDARD
The aircraft is equipped with FMS2 HONEYWELL Release 1A H2 and FG C12.
PREAMBLE
This section gives a general description of the Auto Flight System and its functions:
‐ Architecture
‐ Function description
‐ Basic principle of systems:
• Reversion
• Protection
• Managed and selected guidance modes.
‐ Mode information
‐ Display characteristics
‐ Operational principles
‐ Flight crew interface (MCDU pages)
‐ Degraded modes of operations.
DESCRIPTION
The Flight Management Guidance System (FMGS) contains the following units:
‐ Two Flight Management Guidance Computers (FMGC)
‐ Two Multipurpose Control and Display Units (MCDU) (third MCDU optional)
‐ One Flight Control Unit (FCU)
‐ Two Flight Augmentation Computers (FAC).
GENERAL PHILOSOPHY
The Flight Management and Guidance System (FMGS) provides predictions of flight time, mileage,
speed, economy profiles and altitude.
It reduces cockpit workload, improves efficiency, and eliminates many routine operations generally
performed by the flight crew.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-10 P 1/6
FCOM A to D → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
The Flight Management Guidance System (FMGS) operates as follows:
‐ During cockpit preparation the flight crew uses the Multipurpose Control and Display Unit (MCDU)
to insert a preplanned route from origin to destination. This route includes SID, EN ROUTE,
WAYPOINTS, STAR, APPROACH, MISSED APPR, and ALTN route as available from the
navigation database.
‐ Subsequently the system defines a vertical profile and a speed profile, taking into account ATC
requirements and performance criteria.
Either FMGC performs all operations, if one FMGC fails.
The FMGS computes the aircraft position continually, using stored aircraft performance data and
navigation data. Therefore it can steer the aircraft along a preplanned route and vertical and speed
profiles. This type of guidance is said to be “managed”.
If the flight crew wants to modify any flight parameter (SPD, V/S, HDG, etc.) temporarily, they may do
so by using the various Flight Control Unit (FCU) selectors. The FMGS then guides the aircraft to the
target value of this parameter that they have selected. This type of guidance is said to be “selected”.
The two available types of guidance, then, are:
‐ Managed guidance guides the aircraft along the preplanned route and the vertical and
speed/Mach profile. (The FMGS computes the target values of the various flight parameters).
‐ Selected guidance guides the aircraft to the target values of the various flight parameters the flight
crew selects by using the FCU selectors.
Selected guidance always has priority over managed guidance.
FLIGHT MANAGEMENT GUIDANCE COMPUTER (FMGC)
Each FMGC is divided into two main parts:
‐ The Flight Management (FM) part controls the following functions:
• Navigation and management of navigation radios
• Management of flight planning
• Prediction and optimization of performance
• Display management.
‐ The Flight Guidance (FG) part performs the following functions:
• Autopilot (AP) command
• Flight Director (FD) command
• Autothrust (A/THR) command.
Each FMGC has its own set of databases. The individual databases can be independently loaded
into their respective FMGC, or independently copied from one FMGC to the other.
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FCOM ← D to E → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
Each FMGC contains these main databases:
1. The Navigation database (2.8 Mbytes) contains standard navigation data: Navaids, waypoints,
airways, enroute information, holding patterns, airports, runways, procedures (SIDs, STARs, etc.),
company routes, alternates.
The airline updates this part every 28 days, and is responsible for defining, acquiring, updating,
loading, and using this data. The updating operation takes 20 min to complete or 5 min if cross
loaded from the opposite FMGC.
2. The Airline Modifiable Information (AMI), also described as the FM Airline Configuration file,
contains:
‐ Airline policy values: THR RED altitude, ACC altitude, EO ACC altitude, PERF factor, IDLE
factor.
‐ Fuel policy values: Fuel for taxi, % of route reserve, maximum and minimum values of route
reserve, etc.
‐ AOC functions customization.
3. The Aircraft Performance database includes the Engine model, Aerodynamical model, and
Performance model. The airline cannot modify this database.
4. The Magnetic Variation database.
5. Each FMGC contains elements stored by the flight crew that enable them to create 20 waypoints,
10 runways, 20 navaids, and 5 routes.
MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU)
Two MCDUs are installed on the pedestal for flight crew loading and display of data. The use of
the MCDU allows the flight crew to interface with the FMGC by selection of a flight plan for lateral
and vertical trajectories and speed profiles. The flight crew may also modify selected navigation
or performance data and specific functions of Flight Management (revised flight plan, engine-out,
secondary flight plan, etc.). Additional data from peripherals (Centralized Fault Display System
(CFDS), ARINC Communication Addressing and Reporting System (ACARS), Air Traffic Service Unit
(ATSU)...) can also be displayed. Data that is entered into the MCDU that is illogical or beyond the
aircraft capabilities will either be disregarded or will generate an advisory message.
The MCDUs allow the activation of the back–up navigation in the case of a dual FM Failure.
FLIGHT CONTROL UNIT (FCU)
The FCU located on the glareshield, is the short-term interface between the flight crew and the
FMGC. It is used to select any flight parameters or modify those selected in the MCDU. The
autopilots and autothrust functions may be engaged or disengaged. Different guidance modes can
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-10 P 3/6
FCOM ← E to G → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
be selected to change various targets (speed, heading, track, altitude, flight path angle, vertical
speed).
FLIGHT AUGMENTATION COMPUTER (FAC)
The FAC controls rudder, rudder trim and yaw damper inputs. It computes data for the flight envelope
and speed functions. The FAC also provides warning for low-energy and windshear detection if these
functions are installed.
OTHER FLIGHT CREW INTERFACES
THRUST LEVERS
The thrust levers are the main interface between the Flight Management Guidance Computer
(FMGC), the Full Authority Digital Engine Control System (FADEC), and the flight crew.
The thrust levers:
‐ Arm the autothrust at takeoff, when FLX or TOGA is selected
‐ Limit the maximum thrust by their position when autothrust is active
‐ Disconnect the autothrust system when the flight crew sets them to IDLE
‐ Command the thrust manually when autothrust is not active
‐ Engage the common modes (takeoff or go-around) when TOGA (or FLX for takeoff) is set
‐ Set the autothrust to the active mode when they are between IDLE and CL detent (MCT in
engine out).
ELECTRONIC FLIGHT INSTRUMENTS (EFIS)
Two Primary Flight Displays (PFD) and Navigation Displays (ND) provide the flight crew with
full-time flight guidance, navigation and system advisory information for all flight phases. An
EFIS control panel is located at each end of the glareshield and is used to control both Primary
and Navigation Displays. This panel includes controls to select various modes within the PFD.
A selector allows the barometric altimeter setting to be displayed on the PFD. Various distance
ranges can be selected on the ND, and two switches allow either the left or right VOR/ADF bearing
pointers to be displayed on the ND.
PRIMARY FLIGHT DISPLAYS
The PFDs combine several conventional flight instrument indications on one color display panel,
for centralized reference of flight data.
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FCOM ← G to I → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
This centralized color display includes:
‐ Flight Director attitude guidance targets
‐ Armed and engaged modes
‐ Navigation and instrument approach information
‐ Altimeter setting
‐ Barometric altitude
‐ System messages.
NAVIGATION DISPLAYS
Five different color navigation compass displays can be selected:
‐ ARC (map mode)
‐ ROSE NAV (map mode)
‐ ROSE VOR
‐ ROSE LS
‐ PLAN.
Information displayed on these modes uses the aircraft’s position as a reference point for the flight
plan navigation data (lateral and vertical information).
FLIGHT CREW INTERFACE WITH FMGC
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AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW SYSTEM INTERFACE DIAGRAM
OPERATING MANUAL
SYSTEM INTERFACE DIAGRAM
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FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW SYSTEM INTERFACE DIAGRAM
OPERATING MANUAL
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FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW FMGS MODES OF OPERATION
OPERATING MANUAL
GENERAL
The FMGS has four modes of operation:
‐ Dual mode (the normal mode)
‐ Independent mode. Each FMGC being controlled by its associated MCDU
‐ Single mode (using one FMGC only)
‐ Back–up navigation mode.
DUAL MODE
This is the normal mode. The two FMGCs are synchronized: each performs its own computations
and exchanges data with the other through a crosstalk bus.
One FMGC is the master, the other the slave, so that some data in the slave FMGC comes from the
master.
All data inserted into any MCDU is transferred to both FMGCs and to all peripherals.
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FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW FMGS MODES OF OPERATION
OPERATING MANUAL
MASTER FMGC LOGIC
‐ If one autopilot (AP) is engaged, the related FMGC is master:
• It uses the onside FD for guidance
• It controls the A/THR
• It controls the FMA 1 and 2.
‐ If two APs are engaged, FMGC1 is master.
‐ If no AP is engaged, and
• The FD1 pb is on, then FMGC1 is master
• The FD1 pb is off, and FD2 pb on then FMGC2 is master.
‐ If no AP/FD is engaged, A/THR is controlled by FMGC1.
INDEPENDENT MODE
The system automatically selects this degraded mode under specific abnormal conditions (e.g.
different database validity on both FMGCs).
Both FMGCs work independently and are linked only to peripherals on their own sides of the flight
deck (“onside” peripherals).
When this occurs, the “INDEPENDENT OPERATION” message is displayed on both MCDU
scratchpads.
Each MCDU transmits data it receives from its onside FMGC. It affects only the onside EFIS
(Electronic Flight Instrument System) and RMP (Radio Management Panel).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-30 P 2/6
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW FMGS MODES OF OPERATION
OPERATING MANUAL
On the POS MONITOR page (and GPS MONITOR page ), FMGS position (and GPS position
) from the opposite FMGC is not displayed.
On the RAD NAV page (and PROG page, if the FMGS GPS is not installed), navaids tuned on the
opposite MCDU are not displayed. Corresponding fields are blank.
PROCEDURES ON GROUND
If each FMGC is loaded with a different database, the FMGS will only operate in
independent mode.
CHECK the database number and validity.
CROSSLOAD the database to restore the dual operation.
Crossload function is available on ground only (in preflight or done phase), when an
independent operation is detected.
PROCEDURES IN FLIGHT
DO NOT SWITCH the navigation databases.
MAKE the same entries on both MCDUs to have both AP/FDs similar orders.
Both FGs being valid, 2 APs may be engaged for CAT II or CAT III operations.
In the event of a go-around and when the second AP is disconnected:
ENSURE that the FMGC in command has correct flight plan orders and an updated nav
database.
Airbus does not recommend pulling one FMGC circuit breaker to force the system to operate
in SINGLE mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-30 P 3/6
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW FMGS MODES OF OPERATION
OPERATING MANUAL
SINGLE MODE
The system automatically selects this degraded mode when one FMGC fails.
When this occurs, the failed FMGC displays “OPP FMGC IN PROCESS” in white on the MCDU
scratchpad.
On the ND usually associated with the failed FM:
‐ If the NDs are not both in the same mode or range, the associated ND displays "MAP NOT AVAIL"
and "SET OFFSIDE RNG/MODE".
‐ If the NDs are in the same mode and range, the associated ND displays the "OFFSIDE FM
CONTROL" amber message.
Both POS MONITOR pages display the same position (operative FMGC position).
Both FDs are driven by the same FMGC. Any entry on either MCDU is sent to the operative FMGC.
PROCEDURES
If a transient failure triggers a single mode of operation:
DO NOT USE the MCDU(s) until the PLEASE WAIT message is suppressed.
SET both NDs on the same range and mode to display the same information from the
operative FMGC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-30 P 4/6
FCOM D→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW FMGS MODES OF OPERATION
OPERATING MANUAL
When convenient, RESET the failed FMGC. (Refer to PRO-SUP-22-10 Manual FMGS Reset
- General).
BACK UP NAVIGATION MODE
The flight crew selects on the MCDU MENU page this degraded mode when both FMGCs fail. They
recover the navigation function through the MCDU and IRS/GPS .
The MCDU continuously memorizes the active flight plan in its memory.
If both FMGCs fail, the back up navigation provides the following functions:
‐ Flight Planning
‐ Aircraft position using onside IRS, IRS3, or GPIRS position (if GPS )
‐ F-PLN display on ND
‐ No AP/FD NAV mode
‐ Limited lateral revision
‐ F-PLN automatic sequencing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-30 P 5/6
FCOM ← D to E 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW FMGS MODES OF OPERATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-30 P 6/6
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MANAGEMENT OF THE DISPLAYS
OPERATING MANUAL
GENERAL
The flight management system displays navigation, performance and guidance information on the:
‐ Multipurpose Control and Display Unit (MCDU)
‐ Navigation Display (ND) of the Electronic Flight Instrument System (EFIS)
‐ Primary Flight Display (PFD) of the EFIS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-05 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MANAGEMENT OF THE DISPLAYS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-05 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
MCDU
MCDU INTERFACE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 1/10
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
GENERAL
The Multipurpose Control and Display Unit (MCDU) has a Liquid Crystal Display (LCD) with 14
lines of 24 characters each, including:
‐ A title line that gives the name of the current page in large letters
‐ Six label lines, each of which names the data displayed just below it (on the data field line)
‐ Six data field lines that display computed data or data inserted by the flight crew
‐ The scratchpad line that displays:
• Specific messages
• Information the flight crew has entered by means of the number and letter keys and which
can then be moved to one of the data fields.
LINE SELECT KEYS
There is a column of Line Select Keys (LSKs) on each side of the screen.
The flight crew uses these keys to:
‐ Move a parameter they have entered in the scratchpad to the appropriate line on the main
screen
‐ Call up a specific function page indicated by a prompt displayed on the adjacent line
‐ Call up lateral or vertical revision pages from the flight plan page.
KEYBOARD
The keyboard includes:
‐ Function and Page Call up functions and pages the flight crew uses for flight management
keys functions and computations.
↑ ↓ (or SLEW) keys Move a page up or down to display portions that are off the screen.
← → keys Moves to the next page of a multi-page element. An arrow in the top right
corner indicates that another page is available.
AIRPORT key Calls up the flight plan page that contains the next airport along the
current flight plan. Successive pushes on the key show the alternate
airport, the origin airport (before takeoff), and the next airport again.
‐ Number and letter keys allow the flight crew to insert data in the scratchpad so that they can use
a line select key to enter it in the main display.
‐ Three keys have special functions:
CLR (clear) key Erases material (messages or inserted data) from the scratchpad or from
certain areas of displayed pages.
OVFY (overfly) key Allows the aircraft to overfly a selected waypoint.
SP (space) key Allows to insert a space in specific message.
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FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
ANNUNCIATORS (ON THE SIDE OF THE KEYBOARD)
FAIL (amber) Indicates that the Multipurpose Control and Display Unit (MCDU) has
failed.
MCDU MENU (white) Indicates that the flight crew should call up a peripheral linked to the
MCDU (such as ACARS, ATSU or CFDS).
FM (white) Comes on while the flight crew is using the MCDU to display peripherals.
This light tells the flight crew that the FMGC has an important message
to deliver. The flight crew accesses the message by pressing the MCDU
MENU key and the line select key adjacent to the FMGC prompt.
ANNUNCIATORS (ON THE TOP OF THE KEYBOARD)
FM 1 and FM 2 (amber) The onside FM is failed
IND (amber) The onside FM detects an independent mode of operation while both FM
are healthly.
RDY (green) MCDU has passed its power up test after it was turned off using its DIM
key.
BRT AND DIM KEYS
Control the light intensity of the entire MCDU. MCDU power up is performed with the BRT key and
MCDU shut down is performed with the DIM key.
DATA ENTRY
The flight crew enters data by typing it into the scratchpad on the MCDU. Next, pressing the line
select key (LSK) will load the data from the scratchpad into the desired field. An error message
displays if the data is out of range or not formatted correctly. To correct data, the flight crew may
clear the message with the clear (CLR) key and then retype the message into the scratchpad.
Pressing the CLR key when the scratchpad is empty displays “CLR”. To clear data from a field,
select CLR from the scratchpad to the data field to be cleared.
MCDU ENTRY FORMAT
The flight crew enters information into the MCDU at the bottom line of the scratchpad. When data
has lead zeros, they may be omitted if desired. For example a three-digit wind direction of 060
may be typed as 60. The display will still show 060. To enter an altitude below 1 000 ft, the lead
zero must be added as 0400 for 400 ft. This differentiates the altitude from a flight level.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 3/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
To enter a double data entry such a speed/altitude, the separating slash must be used. If entering
only the first part of a double entry, omit the slash. To enter only the second part of a double entry,
a leading slash must be used i.e. /0400.
MESSAGES
The scratchpad displays various messages for flight crew information. Theses messages are
prioritized by importance to the flight crew as either amber or white.
Amber messages are:
‐ Navigation messages
‐ Data entry messages
‐ EFIS repeat messages.
Amber messages are categorized into two types:
‐ Type 1 message that is a direct result of a flight crew action. Type 1 messages are displayed
immediately in the scratchpad ahead of other messages.
‐ Type 2 messages inform the flight crew of a given situation or request a specific action. Stored
in “last in”, “first out” message queue that holds maximum of 5 messages.
Type 2 messages are displayed in the scratchpad only if there are no Type 1 messages or other
data and will remain until all the messages have been viewed and cleared with the CLR key.
White messages are advisory only.
CHARACTERS
Small and large fonts are displayed according to the following rules:
‐ The title line and the scratchpad are displayed in large font
‐ Datafields are usually displayed in large font
‐ Label lines are displayed in small font
‐ Flight crew entries and modifiable data are displayed in large font
‐ Defaulted/computed and non modifiable data are displayed in small font.
COLORS
DATA MCDU COLOR
TITLES, COMMENTS, <, >, ↑ ↓, WHITE
← →, DASHES, MINOR MESSAGES
BLUE
‐ MODIFIABLE DATA
‐ SELECTABLE DATA
‐ BRACKETS
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 4/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
Continued from the previous page
DATA MCDU COLOR
GREEN
‐ NON MODIFIABLE DATA
‐ ACTIVE DATA
AMBER
‐ MANDATORY DATA (BOXES)
‐ FLIGHT CREW ACTION REQUIRED
‐ IMPORTANT MESSAGES
‐ MISSED CONSTRAINT
MAGENTA
‐ CONSTRAINTS
‐ MAX ALTITUDE
PRIMARY F-PLN GREEN WAYPOINTS, WHITE LEGS
TEMPORARY F-PLN YELLOW WAYPOINTS, WHITE LEGS
SECONDARY F-PLN WHITE WAYPOINTS AND LEGS
MISSED APPROACH (not active) BLUE WAYPOINTS, WHITE LEGS
ALTERNATE F-PLN (not active) BLUE WAYPOINTS, WHITE LEGS
OFFSET GREEN WAYPOINTS, WHITE LEGS,
OFST DISPLAYED IN THE TITLE OF THE F-PLN PAGE
TUNED NAVAID BLUE
"TO" WAYPOINT AND DESTINATION WHITE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 5/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
SCREEN PROMPTS
MCDU FUNCTION KEYS
The function keys on the Multipurpose Control and Display Units allow the flight crew to call up
MCDU pages quickly.
The following is a summary of the purpose of each key:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 6/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
DIR Calls up the DIR TO page, and enables the flight crew to proceed directly from
the present position to any waypoint, entered manually or selected in the active
flight plan.
PROG Calls up the progress page corresponding to the phase of the active flight plan
that is in progress.
This page displays navigation information and active data such as the optimum
and maximum recommended cruise flight levels. It enables the flight crew to
update the FMGS position and to obtain a bearing and distance to any location.
PERF Calls up the performance pages, that display the optimum speed or Mach number
for each phase. The flight crew can amend these pages. The first page to be
displayed is the one corresponding to the current flight phase (except for preflight
and done phases).
The flight crew can then use the appropriate 6L or 6R LSK to call up pages
corresponding to future flight phases.
INIT Calls up the flight plan initialization A page, which also gives the flight crew
access to the B page. The flight crew uses the INIT pages to initialize Flight
Management for the flight.
The flight crew uses the INIT A page primarily to insert his flight plan and to align
the inertial reference system.
The flight crew uses the INIT B page to insert aircraft weight, fuel on board, CG
and various fuel requirements. The FMGS uses this data to compute predictions
and fuel planning parameters.
The flight crew has access to the INIT A page only in the preflight phase.
INIT B page (not accessible after engine start) is called up by pressing the "NEXT
PAGE" key.
DATA Calls up the data index page. This gives the flight crew access to various
reference pages that show aircraft position, aircraft status, runways, waypoints,
navaids, routes, and data stored by the flight crew.
F-PLN Calls up the flight plan A and B pages, which contain a leg-by-leg description of
the active primary flight plan.
The flight crew can use the slewing keys to review the entire active flight plan.
They can make all lateral and vertical revisions to the flight plan through these
pages, using the left LSKs for lateral revision and the right keys for vertical
revision.
RAD NAV Calls up the radio navigation page. This page displays the Radio Navaids tuned
automatically or manually through the FMGC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 7/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
FUEL PRED Calls up the fuel prediction page. Once the engines are started, this page
displays the fuel predicted to be remaining at the destination and the alternate, as
well as fuel management data.
SEC F-PLN Calls up the index page for the secondary flight plan. The flight crew can use
this page to call up the secondary flight plan and all the functions related to it
(copying, deleting, reviewing, activating, and the INIT and PERF pages).
ATC COMM Calls up the ATC applications (not activated).
MCDU MENU Calls up the MCDU MENU page, which displays the subsystems currently
addressed via the MCDU. The key next to the name of a subsystem enables the
flight crew to select that subsystem.
When the MCDU MENU annunciator lights up, the flight crew should press the
MCDU MENU key. The menu will have [REQ] displayed next to the name of the
subsystem that requires attention.
MCDU DISPLAY
The MCDUs display:
‐ Position and accuracy information
‐ Tuned navaids
‐ Lateral and vertical flight plans (waypoints, pseudo waypoints, constraints)
‐ Predictions (SPD, TIME, ALT, WIND)
‐ Fuel predictions and fuel management information (estimated fuel on board, extra fuel)
‐ Performance data.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 8/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 9/10
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - MCDU
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-10 P 10/10
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
FCU
The Flight Control Unit (FCU) is located on the glareshield and is constituted of three control panels:
One for the automatic flight controls and two for the Electronic Flight Instrument System (EFIS). The
FCU has two channels, each of which can independently command the central control panel. If one
channel fails, the other channel can control all the functions.
FCU PHILOSOPHY
The flight crew can use two types of guidance to control the aircraft in auto flight. One type is
managed by the Flight Management Guidance System (FMGS). The other uses target quantities
which are manually entered by the flight crew.
When the aircraft uses target quantities from the FMGS (managed guidance), the FCU windows
display dashes and the white dots next to those windows light up. When the aircraft uses target
quantities, entered by the flight crew (selected guidance), the windows display the selected numbers
and the white dots do not light up.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 1/8
FCOM A to B → 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
Note: The altitude window always displays an altitude selected by the flight crew (never dashes).
The FCU has four knobs:
‐ SPD-MACH
‐ HDG-TRK
‐ ALT
‐ V/S-FPA.
The knobs can be rotated, pushed in, and pulled out:
‐ In order to arm or engage managed guidance for a given mode, the flight crew pushes in the
associated knob. If, for example, they push in the HDG knob, they engage or arms the NAV mode.
‐ In order to engage a selected guidance mode, the flight crew turns the knob to set the desired
value, then pulls the knob out to engage the mode with a target value equal to the selected value.
Note: In managed guidance (lateral, vertical guidance or managed speed), the corresponding
window is dashed. Turning a knob without pulling it, displays a value that is the sum of the
current target and the turn action value. The display remains 45 s on the HDG/TRK and V/S
windows and 10 s on the SPD/MACH window before the dashes reappear. This rule does
not apply to the ALT knob/window.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 2/8
FCOM ←B 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
SPEED/MACH CONTROL AREA
SPD/MACH knob
Display range: between 100 and 399 kt for speed, between 0.10 and 0.99 for Mach number.
One rotation of the knob corresponds to approximately 32 kt or M 0.32.
SPD/MACH pb
Pushing this pushbutton changes the SPD target to the corresponding MACH target and vice
versa.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 3/8
FCOM C 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
LATERAL CONTROL AREA
HDG/TRK knob
Display range: between 0 ° and 359 °.
One rotation of the knob corresponds to 32 ° (1 ° per click).
LOC pb
Pushing this pushbutton arms, engages, or disengages the LOC mode.
HDG V/S – TRK FPA pb
The flight crew uses this pushbutton to select HDG (associated with V/S) or TRK (associated with
FPA). Pushing it:
‐ Displays the Flight Path Vector (FPV) on the Primary Flight Display (PFD) or deletes it.
‐ On the PFD, changes the FD crossbar display (with the aircraft attitude as its reference) to the
aircraft Flight Path Director (with the flight path vector as its reference) and vice versa.
‐ Changes heading reference into track reference in the HDG/TRK window and vice versa.
‐ Changes vertical speed reference target into flight path angle reference target in the V/S-FPA
window and vice versa.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 4/8
FCOM D→ 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
AP-A/THR CONTROL AREA
AP1 pb AND AP2 pb
The flight crew uses these pushbuttons to engage or disengage the autopilots. The buttons
illuminate green when the autopilot is engaged.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 5/8
FCOM ← D to E → 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
A/THR pb
The flight crew uses this pushbutton to arm, activate, or disconnect the autothrust (A/THR). This
button illuminates green if the A/THR is armed or active.
VERTICAL CONTROL AREA
The FCU altitude window always displays a target value selected by the flight crew. It never displays
dashes.
Altitude knob (INNER AND OUTER)
Display range: 100 to 49 000 ft
‐ The outer knob has two positions: 100 and 1000
‐ The inner knob sets the altitude in the FCU window in increments of 100 or 1 000 ft, depending
upon the position of the outer knob.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 6/8
FCOM ← E to F → 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
METRIC ALT pb
This pushbutton is used to display the FCU altitude target in meters on the ECAM, or the current
altitude and FCU/FM altitude target in meters on the PFD .
V/S or FPA knob
Range (V/S) : –6 000 to +6 000 ft/min
2 clicks = 100 ft/min
If the flight crew turns the knob slowly, each click equals 100 ft/min.
Range (FPA) : –9.9 ° to +9.9 °
1 click = 0.1 °
The flight crew turns this knob to set the value of the vertical speed (V/S) or flight path angle (FPA)
to be displayed in the V/S or FPA window (They choose which, V/S or FPA, is to be displayed by
pushing the HDG V/S - TRK FPA pb).
One rotation of the knob corresponds to 32 clicks.
When the flight crew pushes in the V/S or FPA knob, the system commands an immediate level-off
by engaging the V/S or FPA mode with a target of zero. The flight mode annunciator (FMA) then
displays ALT in green when V/S or FPA is nulled. If the flight crew now turns the knob to put in a
new setting for V/S or FPA, the aircraft changes flight path accordingly.
APPR pb
This pushbutton arms, disarms, engages, or disengages the approach modes:
‐ LOC and G/S modes, if an ILS approach is selected in the active F-PLN.
‐ APP NAV-FINAL modes, if a non precision approach is selected in the active F-PLN.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 7/8
FCOM ←F 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - FCU
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-20 P 8/8
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - THRUST LEVERS
OPERATING MANUAL
THRUST LEVERS
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FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - THRUST LEVERS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-30 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - PRIMARY FLIGHT DISPLAY
OPERATING MANUAL
PFD
The Flight Management and Guidance System generates the following information to the EFIS
Primary Flight Display:
‐ Armed and engaged modes on the Flight Mode Annunciator (FMA)
‐ FMGS guidance targets (SPD, ALT, HDG)
‐ Vertical deviation from descent profile
‐ Messages
‐ Navigation information.
CLIMB PHASE
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FCOM A to B 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - PRIMARY FLIGHT DISPLAY
OPERATING MANUAL
APPROACH PHASE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_10-40-40 P 2/2
FCOM C 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - NAVIGATION DISPLAY
OPERATING MANUAL
ND
The FMGS generates the following information, displayed on the EFIS Navigation Displays:
‐ Flight plan (active secondary, temporary, dashed)
‐ Aircraft position and lateral deviation from the flight plan
‐ Pseudo-waypoints along the flight plan
‐ Raw data from tuned Navaids and type of selected approach
‐ Various display options (waypoints, Navaids, NDBs, airports, constraints)
‐ Wind information and various messages.
ARC MODE
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FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - NAVIGATION DISPLAY
OPERATING MANUAL
PLAN MODE
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FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - NAVIGATION DISPLAY
OPERATING MANUAL
ROSE MODES
FLIGHT PLAN DISPLAY COLORS
F-PLN Color
Primary Flight Plan
‐ Managed mode: Steady green
‐ Selected mode: Dashed green
Track line Steady green
Alternate flight plan Dashed blue
Missed approach Steady blue
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW PILOT INTERFACE - NAVIGATION DISPLAY
OPERATING MANUAL
Continued from the previous page
F-PLN Color
Offset flight plan Steady green (Original flight plan: Dashed green)
Temporary flight plan Dashed yellow
Engine-out SID (not inserted) Steady yellow
Secondary flight plan Steady dimmed white
Abeam/Radial Dashed blue
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FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
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FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
E/WD: FAILURE TITLE SD PAGE FLT PHASE
AURAL WARNING MASTER LIGHT LOCAL WARNING
conditions CALLED INHIB
FAC 1 (2) FAULT SINGLE CHIME MASTER CAUT FAC FAULT lt 3, 4, 5, 7, 8
3, 4, 5,
YAW DAMPER 1 (2) 7, 8, 10
RUDDER TRIM 1 (2)
FAULT NIL NIL NIL
NIL 3, 4, 5, 7, 8
RUD TRV LIM 1 (2)
FCU 1 (2) FAULT
FAC 1 + 2 FAULT FAC FAULT lts 4, 5, 7, 8
YAW DAMPER SYS 4, 5, 7, 8, 10
RUD TRIM SYS F/CTL 4, 5, 7, 8
RUD TRV LIM SYS 4, 5
SINGLE CHIME MASTER CAUT
A/THR OFF
A/THR disconnection
(Refer to DSC-22_30-90 4, 8, 10
A/THR Disconnection -
General).
A/THR LIMITED
A/THR is active but thrust SINGLE CHIME MASTER 1, 2, 3, 4,
levers are set below CL every 5 s CAUT every 5 s 8, 9, 10
detent (2 engines), or MCT
detent (1 engine).
FCU 1 + 2 FAULT SINGLE CHIME MASTER CAUT 3, 4, 5, 7, 8
AP OFF NIL
AP disengagement (Refer CAVALRY CHARGE MASTER WARN NIL -
to DSC-22_30-30 AP
Disengagement).
(ILS) CAPABILITY
DOWNGRADE
Condition(s) required
for CAT3/CAT2 are no
longer fulfilled. (Refer to
PRO-NOR-SRP-01-70 2, 3, 4, 5,
TRIPLE CLICK NIL
Failures and Associated 8, 9, 10
Actions Above 1 000 ft for
CAT II or CAT III).
Mode Reversions
Refer to DSC-22_30-10
Mode Reversions
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
E/WD: FAILURE TITLE SD PAGE FLT PHASE
AURAL WARNING MASTER LIGHT LOCAL WARNING
conditions CALLED INHIB
SYNTHETIC VOICE
WINDSHEAR "WINDSHEAR"
"WINDSHEAR"
2, 3, 4, 8, 9
No ECAM message. on PFDs
repeated 3 times
WINDSHEAR DET
FAULT or REAC W/S SINGLE CHIME MASTER CAUT 3, 4, 5, 8
DET FAULT
LOW ENERGY
WARNING SYNTHETIC
1, 2, 3, 4,
Available between 100 and VOICE "SPEED" NIL NIL 8, 9, 10
2 000 ft in CONF ≥ 2. 3 times every 5 s
No ECAM message.
AUTOLAND
(No ECAM message) AUTOLAND (red) 2, 3, 4, 5,
Only available below on glareshield 8, 9, 10
200 ft.
NIL
GPS PRIMARY LOST
When GPS primary is lost, NIL ND/MCDU message NIL
the MCDU and ND display
this message.
NAV FMS/GPS POS
DISAGREE
Is triggered, when FMS 1
or 2 position differs from
GPS 1 or 2 position by
more than:
‐ A longitude threshold
that depends on the
latitude:
• 0.5 min for latitudes SINGLE CHIME MASTER CAUT NIL 1, 3, 4, 10
below 55 °,
• 0.9 min for latitudes
at or above 55 °, and
below 70 °,
‐ A latitude threshold of
0.5 min , regardless of
the latitude.
Above 70 ° of latitude, a
longitude difference does
not trigger the alarm.
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FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
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FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
1 SHED
FMGC
2 DC2
1 SHED
MCDU 2 AC2
3 AC1
1 X
FCU
2 DC2
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - GENERAL
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-22_20-10 General
General.....................................................................................................................................................................A
DSC-22_20-20 Navigation
DSC-22_20-20-05 General
Navigation................................................................................................................................................................ A
DSC-22_20-20-10 Position Computation
General.....................................................................................................................................................................A
MIX IRS Position..................................................................................................................................................... B
GPS Position........................................................................................................................................................... C
Radio Position..........................................................................................................................................................D
FM Position.............................................................................................................................................................. E
Position Monitor....................................................................................................................................................... F
Takeoff Update (GPS PRIMARY not Active)..........................................................................................................G
Navigation Modes.................................................................................................................................................... H
DSC-22_20-20-20 Evaluation of Position Accuracy
General.....................................................................................................................................................................A
Estimated Position Uncertainty................................................................................................................................B
FM/GPS Position Disagreement..............................................................................................................................C
Predictive GPS Page...............................................................................................................................................D
Navigation Accuracy Check.....................................................................................................................................E
DSC-22_20-20-30 Radio Navigation Tuning
General.....................................................................................................................................................................A
Architecture.............................................................................................................................................................. B
VOR......................................................................................................................................................................... C
DME......................................................................................................................................................................... D
ADF.......................................................................................................................................................................... E
ILS............................................................................................................................................................................ F
Selection of Navaids on MCDU Pages...................................................................................................................G
Manual Tuning......................................................................................................................................................... H
Navaid Identification.................................................................................................................................................. I
DSC-22_20-20-40 Alignment of Inertial Reference System
Alignment of Inertial Reference System..................................................................................................................A
DSC-22_20-20-50 Navigation Database
General.....................................................................................................................................................................A
Operations with an Outdated Navigation Database................................................................................................B
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_20-30 Flight Planning
DSC-22_20-30-05 General
Flight Planning......................................................................................................................................................... A
DSC-22_20-30-10 Lateral Functions
DSC-22_20-30-10-05 General
General.....................................................................................................................................................................A
Manual Legs............................................................................................................................................................ B
Flight Plan Construction.......................................................................................................................................... C
Flight Plan Capacity................................................................................................................................................ D
Lateral Revisions..................................................................................................................................................... E
DSC-22_20-30-10-15 FMS2 HONEYWELL
General.....................................................................................................................................................................A
Temporary F-PLN (TMPY)...................................................................................................................................... B
Inserting an Airway with "Via"................................................................................................................................. C
Inserting a Waypoint................................................................................................................................................D
Fix Info..................................................................................................................................................................... E
Inserting a New Destination.....................................................................................................................................F
Holding Pattern........................................................................................................................................................G
Offset........................................................................................................................................................................H
Alternate Function..................................................................................................................................................... I
Enable ALTN............................................................................................................................................................ J
DIR Key (Direct-to-Function)................................................................................................................................... K
OVFY (Overfly) Key................................................................................................................................................. L
"Update at".............................................................................................................................................................. M
DSC-22_20-30-20 Vertical Functions
DSC-22_20-30-20-05 General
General.....................................................................................................................................................................A
Vertical Flight Planning............................................................................................................................................B
Flight Phases........................................................................................................................................................... C
Vertical Revision...................................................................................................................................................... D
Vertical Constraints (Speed, Altitude, Time)........................................................................................................... E
DSC-22_20-30-20-25 FMS2 Honeywell
General.....................................................................................................................................................................A
Required Time of Arrival (RTA)...............................................................................................................................B
Wind - Temperature - QNH.....................................................................................................................................C
Constant Mach Segment.........................................................................................................................................D
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_20-40 Performance
DSC-22_20-40-10 Optimization
General.....................................................................................................................................................................A
Optimization............................................................................................................................................................. B
DSC-22_20-40-20 Cost Index
Cost Index (CI)........................................................................................................................................................ A
DSC-22_20-40-30 Predictions
General.....................................................................................................................................................................A
Predictions for the Primary Flight Plan................................................................................................................... B
Computation of Predictions..................................................................................................................................... C
Predictions Displayed on the Navigation Display................................................................................................... D
Predictions Displayed on the MCDU.......................................................................................................................E
Type of Predictions.................................................................................................................................................. F
Examples of MCDU Predictions..............................................................................................................................G
Constraint Symbols (Star)....................................................................................................................................... H
Vertical Deviation...................................................................................................................................................... I
Operation Rules Concerning Predictions.................................................................................................................J
Other Computations.................................................................................................................................................K
Return-to-Trajectory Assumptions............................................................................................................................L
Energy Circle...........................................................................................................................................................M
Introduction to PERF and IDLE Factors................................................................................................................. N
PERF Factor............................................................................................................................................................O
IDLE Factor..............................................................................................................................................................P
Procedure to Modify the PERF and IDLE Factors................................................................................................. Q
DSC-22_20-50 Controls and Indicators
DSC-22_20-50-10 MCDU - Page Description
DSC-22_20-50-10-25 FMS2 Honeywell
General.....................................................................................................................................................................A
MCDU MENU Page.................................................................................................................................................B
INIT A Page.............................................................................................................................................................C
Route Selection Page..............................................................................................................................................D
IRS INIT Page......................................................................................................................................................... E
WIND Pages............................................................................................................................................................ F
INIT B Page.............................................................................................................................................................G
Fuel Prediction Page............................................................................................................................................... H
Flight Plan Pages......................................................................................................................................................I
Lateral Revision Pages............................................................................................................................................ J
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
Fix Info Page........................................................................................................................................................... K
Offset Page.............................................................................................................................................................. L
Airways Page.......................................................................................................................................................... M
Departure Pages......................................................................................................................................................N
Hold Pages.............................................................................................................................................................. O
Direct TO Page........................................................................................................................................................P
ARRIVAL Pages...................................................................................................................................................... Q
Alternate Page......................................................................................................................................................... R
Route Selection Page for Alternate.........................................................................................................................S
VERTICAL REVISION Pages..................................................................................................................................T
Step ALTS Page......................................................................................................................................................U
RTA Page................................................................................................................................................................ V
Data Index Pages................................................................................................................................................... W
Waypoint/Stored Waypoint/New Waypoint Pages...................................................................................................X
NAVAID/Stored NAVAID/New NAVAID Pages....................................................................................................... Y
Runways/Stored Runways/New Runway Pages..................................................................................................... Z
Route/Stored Route/New Route Pages................................................................................................................ AA
Aircraft Status Page.............................................................................................................................................. AB
P/N XLOAD Page................................................................................................................................................. AC
P/N Status Pages..................................................................................................................................................AD
Duplicate Names Page......................................................................................................................................... AE
Position Monitor Page........................................................................................................................................... AF
Position Monitor and Position Frozen Page......................................................................................................... AG
Selected NAVAIDS Page......................................................................................................................................AH
IRS Monitor Page................................................................................................................................................... AI
GPS Monitor Page.................................................................................................................................................AJ
Closest Airports Pages..........................................................................................................................................AK
Equi-Time Point Page............................................................................................................................................AL
Print Function Pages............................................................................................................................................ AM
ACARS Function Page......................................................................................................................................... AN
ACARS Function Page 1......................................................................................................................................AO
Uplink TO Data REQ Pages................................................................................................................................. AP
Uplink MAX TO Data Pages.................................................................................................................................AQ
Uplink FLX TO Data Pages.................................................................................................................................. AR
ACARS Function Page 2...................................................................................................................................... AS
PERF Page............................................................................................................................................................AT
PERF Takeoff Page.............................................................................................................................................. AU
PERF Climb Page................................................................................................................................................. AV
PERF Cruise Page...............................................................................................................................................AW
PERF Descent Page............................................................................................................................................. AX
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PERF APPR Page................................................................................................................................................ AY
PERF Go Around Page.........................................................................................................................................AZ
PROG Pages.........................................................................................................................................................BA
Predictive GPS Pages...........................................................................................................................................BB
Report Page.......................................................................................................................................................... BC
Radio NAV Page...................................................................................................................................................BD
Secondary Pages.................................................................................................................................................. BE
Back Up NAV Pages.............................................................................................................................................BF
DSC-22_20-50-20 MCDU - Messages
DSC-22_20-50-20-35 FMS2 Honeywell
MCDU Message List................................................................................................................................................A
DSC-22_20-50-30 MCDU - Data Format List
MCDU Data Format List..........................................................................................................................................A
DSC-22_20-60 Other Functions
DSC-22_20-60-10 Effect of Baro Reference Setting
GENERAL................................................................................................................................................................ A
MCDU Altitude Predictions...................................................................................................................................... B
Target Altitude on PFD........................................................................................................................................... C
Procedures...............................................................................................................................................................D
DSC-22_20-60-20 Clear Key (Clearing Function)
Clearing the Scratchpad of Data or Messages.......................................................................................................A
Clearing Data Fields................................................................................................................................................ B
DSC-22_20-60-30 How to Execute a Diversion
General.....................................................................................................................................................................A
En Route Diversion with Several Airports Available............................................................................................... B
En Route Diversion over Oceanic or Desertic Area............................................................................................... C
Diversion Preparation on the Secondary Flight Plan..............................................................................................D
Miscellaneous...........................................................................................................................................................E
Execution of the Diversion.......................................................................................................................................F
Diversion to the Alternate Airport............................................................................................................................G
DSC-22_20-60-40 Engine Out
General.....................................................................................................................................................................A
Flight Management Part.......................................................................................................................................... B
Flight Guidance Part................................................................................................................................................C
Autothrust.................................................................................................................................................................D
Engine-Out Conditions.............................................................................................................................................E
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
Engine-Out SID........................................................................................................................................................ F
Engine-Out in CLB Phase (above acceleration altitude)........................................................................................ G
Engine-Out in Cruise Phase....................................................................................................................................H
Engine-Out in Descent Phase.................................................................................................................................. I
Engine-Out In Approach Phase............................................................................................................................... J
Engine-Out in Go-Around Phase.............................................................................................................................K
DSC-22_20-60-50 Secondary Flight Plan
Secondary Flight Plan............................................................................................................................................. A
DSC-22_20-60-60 Pilots/Stored Route Function
Stored Route Function.............................................................................................................................................A
DSC-22_20-60-70 Report Page
General.....................................................................................................................................................................A
Report Page Acces..................................................................................................................................................B
DSC-22_20-60-80 Closest Airports
Closest Airports........................................................................................................................................................A
DSC-22_20-60-90 Time Marker
General.....................................................................................................................................................................A
How to Insert a Time Marker.................................................................................................................................. B
DSC-22_20-60-100 Step ALTS
Step Climb/Step Descent........................................................................................................................................ A
DSC-22_20-60-110 Required Time of Arrival (RTA)
General.....................................................................................................................................................................A
Estimated Takeoff Time (ETT)................................................................................................................................ B
DSC-22_20-60-120 Equitime Point
Equitime Point..........................................................................................................................................................A
Equitime Point Entry................................................................................................................................................ B
DSC-22_20-60-130 MCDU Back Up Navigation
General.....................................................................................................................................................................A
Back Up NAV Selection.......................................................................................................................................... B
Back Up NAV Operation......................................................................................................................................... C
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_20-70 AOC Functions
Flight Plan Initialization Through ACARS................................................................................................................A
Takeoff Data............................................................................................................................................................ B
Wind Data................................................................................................................................................................ C
DSC-22_20-80 Print Functions
Print Function...........................................................................................................................................................A
Print Function Access..............................................................................................................................................B
On Ground Before Engine Start..............................................................................................................................C
Example (FM Preflight Report)................................................................................................................................D
In Flight.................................................................................................................................................................... E
Example (FM Inflight Report)...................................................................................................................................F
Reaching the Gate After Landing........................................................................................................................... G
Example (FM Postflight Report).............................................................................................................................. H
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-PLP-TOC P 8/8
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
The flight management and guidance system (FMGS) performs navigation functions and lateral and
vertical flight planning functions. It also computes performance parameters and guides the aircraft
along a preplanned route.
The Flight Management (FM) part controls the following functions:
‐ Navigation
‐ Management of flight planning
‐ Prediction and optimization of performance
‐ Management of navigation radios
‐ Management of displays
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - GENERAL
OPERATING MANUAL
NAVIGATION
Essential navigation functions are:
‐ Computation of position
‐ Evaluation of position accuracy
‐ Radio navigation tuning
‐ Alignment of Inertial Reference System.
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - GENERAL
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
GENERAL
Each FMGC computes its own aircraft position (called the "FM position") from a MIX IRS position and
a computed radio position, or a 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 DSC-22_20-20-10 Navigation
Modes).
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.
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FCOM A to B 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
GPS POSITION
Each IRS computes a mixed IRS/GPS position called the GPIRS position. For this, each IRS can
independently select their GPS source in order to maximize the availability of GPS data.
Of the three GPIRS positions that each FMGC receives, the FMS selects one GPIRS position based
on a figure of merit and priority.
The FMS uses the following hierarchy to perform the selection:
‐ Onside GPIRS position
‐ GPIRS 3
‐ Opposite GPIRS position.
If the GPIRS data does not comply with an integrity criterion that is based on a Horizontal Integrity
Limit (HIL) and on the automatic detection of failed satellites, the FMS rejects the GPS mode and
uses the radio position update.
The flight crew can deselect/select the GPS position on the SELECTED NAVAIDS page, if
necessary.
Information about the GPS position is displayed on the GPS MONITOR page.
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FCOM C→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
Note: In nominal case, ADIRU1 selects GPS1 and ADIRU2 selects GPS2. The GPS selection
by ADIRU3 depends on the position of the ATT HDG selector switch. If one of the GPS
source is rejected by the ADIRUs, all ADIRUs will select the same GPS source. As a result,
the data of the GPS that is not selected is dashed on the GPS MONITOR page. The “GPS
PRIMARY LOST” message may not be displayed.
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.
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FCOM ← C to D → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
(1) VOR/DME selection (auto or manual) for display (onside VOR).
(2) DMEs automatic selection for DME/DME onside radio position.
(3) ILS selection (auto or manual) for LOC update computation.
FM POSITION
At flight initialization, each FMGC displays an FM position that is a MIX IRS/GPS position (GPIRS):
‐ At takeoff, when the FM position is updated to the runway threshold position as stored in the
database, possibly corrected by the takeoff shift entered on PERF TO page.
‐ In flight, the FM position approaches the radio position or the GPS position at a rate depending
upon the aircraft altitude.
Note: The FM position update at takeoff is inhibited when GPS PRIMARY is active.
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FCOM ← D to E → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
BIAS
Each FMGC computes a vector from its MIX IRS position to the radio position or GPIRS position.
This vector is called the “bias”.
Each FMGC updates its bias continuously as long as a radio position or a GPIRS position is
available.
If an FMGC loses its radio/GPIRS position, it memorizes the bias and uses it to compute the FM
position, which equals the MIX IRS position plus the bias. Until the radio or the GPIRS position is
restored, the bias does not change.
The flight crew can update the FM position manually. This also updates the bias.
POSITION MONITOR
The flight crew may check the position computation using the GPS MONITOR or POSITION
MONITOR page.
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FCOM ← E to F → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
TAKEOFF UPDATE (GPS PRIMARY NOT ACTIVE)
A takeoff update requires that the takeoff runway be part of the flight plan. This provides the most
accurate position update.
If the takeoff run starts at an intersection, enter a takeoff shift on the PERF TO page to refine the
takeoff update.
An accurate takeoff update ensures a precise aircraft position during departure.
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FCOM ← F to G → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
NAVIGATION MODES
The FMGS updates the FM position via the use of radio navaids or GPS, if available. It can use four
different FM navigation modes to make this update.
The decreasing order of priority is:
‐ IRS-GPS
‐ IRS-DME/DME
‐ IRS-VOR/DME
‐ IRS only.
During ILS approaches, the system performs a temporary lateral update, via one of the following
modes:
‐ IRS-GPS/LOC
‐ IRS-DME/DME-LOC
‐ IRS-VOR/DME-LOC
‐ IRS-LOC.
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FCOM ← G to H 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - POSITION COMPUTATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-10 P 8/8
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - EVALUATION OF POSITION ACCURACY
OPERATING MANUAL
GENERAL
The FMGS continuously computes an Estimated Position Uncertainty (EPU).
It is an estimate of how much the FM position diverged, and it is a function of the navigation mode
that the system uses.
CURRENT NAV MODE EPU REMARK
(RATE or THRESHOLD)
IRS/GPS FOM = Figure of Merit of GPS.
If above 0.28 nm, the FMS rejects the
(in meters). GPS position.
IRS/DME/DME Moves toward 0.28 nm. EPU decreases from initial value to
0.28 nm.
IRS/VOR/DME 0.1 nm + 0.05 X DME DIST. Dependent on the distance between the
Minimum : 0.28 nm. aircraft and the VOR/DME.
IRS ONLY +8 nm/h for the first 30 min. EPU increases continuously.
0 nm/h for the following 60 min.
+4 nm/h for the following 30 min.
0 nm/h for the following 60 min.
+2 nm/h after.
Note: After an IRS alignment or at takeoff, the EPU is set to 0.2 nm.
ESTIMATED POSITION UNCERTAINTY
The FMS displays the EPU to the flight crew and compares it with the Required Navigation
Performance (RNP):
‐ If the EPU does not exceed the RNP, accuracy is HIGH
‐ If the EPU exceeds the RNP, accuracy is LOW.
The RNP is displayed in the REQUIRED field of the PROG page. The displayed RNP is (in a
decreasing order of priority):
‐ The value that the flight crew entered
‐ The navigation database procedure value
‐ The system’s default value.
When a flight crew enters an RNP that is higher 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 flight crew should verify the RNP value that was manually entered in the REQUIRED field
of the PROG page, and clear or modify it if necessary.
The "AREA RNP IS XX.XX" message is also displayed at the change of flight area if the new RNP
(default value) is smaller than the displayed RNP (manually entered).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-20 P 1/6
FCOM A to B → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - EVALUATION OF POSITION ACCURACY
OPERATING MANUAL
DEFAULT AREA RNP VALUES
EN ROUTE 2.0 nm
TERMINAL 1.0 nm
APPROACH GPS 0.3 nm
OTHER CASES 0.5 nm
When one FMGC changes the NAV accuracy from LOW to HIGH (or HIGH to LOW), the MCDU and
the ND display the "NAV ACCUR UPGRAD" (or DOWNGRAD) message.
These messages are inhibited when the navigation mode is IRS/GPS.
When in IRS/GPS mode, the GPS PRIMARY status combines two different criteria:
‐ The accuracy criterion previously described (HIGH/LOW accuracy)
‐ An integrity criterion: This is the capability to detect a failure and provide appropriate warning of it.
This criterion indicates the confidence that the flight crew can have in the FMS position.
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FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - EVALUATION OF POSITION ACCURACY
OPERATING MANUAL
If the GPS PRIMARY status complies with both criteria, "GPS PRIMARY" is displayed on the MCDU
(PROG page, [5R] field and scratchpad) and temporarily on the ND.
If the GPS PRIMARY status no longer complies with one of these criteria (Navigation downgraded
or integrity lost), the GPS PRIMARY status is lost and the MCDU and the ND display the "GPS
PRIMARY LOST" message. It is possible to clear the scratchpad message on the MCDU, but not on
the ND.
CAUTION "HIGH" or "LOW" on the PROG page indicates the FM position accuracy, based
on estimated uncertainty. When GPS PRIMARY mode is lost, the flight crew must
periodically check this position accuracy. In GPS PRIMARY mode, the position
accuracy is always at HIGH.
When the GPS is manually deselected, the "GPS IS DESELECTED" message is displayed on the
MCDU, 80 nm before the T/D or at approach phase transition.
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FCOM ←B 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - EVALUATION OF POSITION ACCURACY
OPERATING MANUAL
FM/GPS POSITION DISAGREEMENT
When the GPS PRIMARY function is active, and either of the FM positions deviate from the GPS
positions 1 or 2 by more than:
‐ A longitude threshold that depends on the latitude:
• 0.5' for latitudes below 55°
• 0.9' for latitudes at or above 55°, and below 70°.
‐ A latitude threshold of 0.5', regardless of the latitude,
then, the lower ECAM displays the NAV FM/GPS POS DISAGREE amber caution. The master
caution light comes on and the single chime sounds.
This amber caution is inhibited during the takeoff phase.
Above 70° of latitude, a longitude difference does not trigger the alarm.
PREDICTIVE GPS PAGE
The predictive GPS page is only operative with the Honeywell ADIRS equipment. All fields are blank
with Litton ADIRS equipment.
The predictive GPS function predicts the availability of the GPS within ± 15 min of ETA at
destination, or at any waypoint entered by the flight crew.
Predictions are displayed on the predictive GPS page at time intervals of 5 min (+15 and –15 min of
ETA).
To access this page, press the 5L key of the PROG page. This page also enables the deselection of
up to 4 satellites at a time.
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FCOM C to D 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - EVALUATION OF POSITION ACCURACY
OPERATING MANUAL
NAVIGATION ACCURACY CHECK
When GPS PRIMARY is available, the navigation accuracy check is not required.
When GPS PRIMARY is not available, the flight crew must perform this essential check:
‐ Periodically in cruise
‐ At 10 000 ft in descent.
When entering a terminal/approach area, the flight crew must monitor navigation accuracy only.
The procedure is:
‐ While en route, check the HIGH/LOW accuracy information.
• If accuracy is "LOW" (and whenever "NAV ACCUR DOWNGRAD" appears), compare raw data
from the tuned navaids with the corresponding FM computed data on the ND or the MCDU
PROG page
• If accuracy is "HIGH", periodically perform the comparison (about once per hour).
‐ In descent, and in terminal and approach areas, validate the estimated accuracy, whether it
is "HIGH" or "LOW", by comparing the FM data with the raw data from the VOR/DME at the
destination airfield, if available.
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FCOM E→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - EVALUATION OF POSITION ACCURACY
OPERATING MANUAL
This check verifies and quantifies the FM accuracy. It confirms the reliability of FMGS data itself and
navigation display presentation. It also validates the use of the NAV mode.
By comparing the bearing, the flight crew may evaluate the validity of the overall check. In area with
high magnetic variation change, the comparison of bearings may not be adequate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-20 P 6/6
FCOM ←E 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - RADIO NAVIGATION TUNING
OPERATING MANUAL
GENERAL
Radio navaids are tuned for two different purposes: Display and computation.
It is possible to perform tuning for display in three different ways:
‐ Automatic tuning via FMGC software
‐ Manual tuning via the MCDU RAD NAV page
‐ Manual tuning via the Radio Management Panel (RMP) if both FMGCs or both MCDUs fail.
The FMGS automatically tunes the radio navaids for computation of the radio position.
Note: The manual selection of a VOR or VOR/DME may prevent the FMGS from automatically
tuning a VOR/DME to compute position. In this case, the related MCDU displays “TUNE
BBB FFF.FF” (BBB = ident, FFF.FF = frequency).
ARCHITECTURE
‐ In dual mode and independent mode, each FMGC simultaneously tunes the navaids on its
own side (one VOR, one DME, one ILS and one ADF). In these modes, the flight crew can also
manually tune the VOR (and associated DME), ILS, and ADF.
‐ In single mode, the valid FMGC tunes navaids on both sides. The flight crew can also use the
RAD NAV page to manually tune both VORs, both ADFs and the ILS.
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FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - RADIO NAVIGATION TUNING
OPERATING MANUAL
Manual tuning has priority over automatic tuning.
Note: If one radio receiver fails, both FMGCs use the operative radio receiver to compute the
position of the aircraft.
VOR
Each FMGC may tune only one VOR (manually or automatically).
Automatic tuning complies with the following priorities for tuning the VOR:
1. The specified navaid for the approach
2. The navaid that the flight crew should use to compute the current radio position
3. For display purposes:
‐ A navaid specified for the active flight leg
‐ The “TO” waypoint (TO WPT), if it is a navaid
‐ The “FROM” waypoint (FROM WPT), if it is a navaid
‐ A waypoint farther along the flight path, if it is a navaid
‐ The navaid closest to the current position of the aircraft.
The scratchpad displays “SPECIFIC VOR-D UNAVAIL”, if the VOR or the VOR/DME that the flight
crew requires for tuning is deselected.
DME
Each FMGC automatically uses its four DME frequencies as follows:
‐ One DME frequency for display. It is possible to tune it manually or automatically. This DME
frequency is also used for VOR/DME position computation.
‐ Two DME frequencies in DME/DME mode for calculating the radio position of the aircraft. The
FMGC automatically tunes these as a function of their best accuracy. The flight crew does not
receive any indication that this process is happening.
‐ One DME frequency is connected to the ILS/DME.
ADF
The FMGC automatically tunes one ADF, when the flight plan specifies a Non Directional Beacon
(NDB) approach and a fix in the approach is the “TO” waypoint.
The scratchpad displays “SPECIFIC NDB UNAVAIL”, if the NDB that the flight crew requires for
autotuning is deselected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-30 P 2/6
FCOM ← B to E 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - RADIO NAVIGATION TUNING
OPERATING MANUAL
ILS
Each FMGC automatically tunes one ILS frequency:
‐ In the PREFLIGHT or TAKEOFF phase, when the takeoff runway has an associated ILS.
‐ In the CLIMB, CRUISE, DESCENT, APPROACH, or GO-AROUND phase, when the type of
approach in the flight plan is ILS.
The scratchpad displays “RWY/ILS MISMATCH” when the flight crew manually tunes the ILS and the
entered frequency does not agree with the ILS or the LOC IDENT/FREQ that the flight crew requests
for automatic tuning. The FMGS logic does not enable the flight crew to modify the course of an ILS
when its frequency is identical to the ILS selected in the F-PLN.
SELECTION OF NAVAIDS ON MCDU PAGES
The MCDU displays the navaids tuned by the FMGC on two pages:
‐ RADIO NAV Page
‐ SELECTED NAVAIDS Page.
RADIO NAV PAGE
This page shows which navaids have been tuned automatically or manually for display purposes.
SELECTED NAVAIDS PAGE
This page lists the navaids tuned by the onside FMGC. No navaids can be modified on this page.
The flight crew may deselect as many as four unreliable navaids for the whole flight (using 1R key,
or deselect them all, using 5L key).
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FCOM F to G → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - RADIO NAVIGATION TUNING
OPERATING MANUAL
MANUAL TUNING
WRITE the identifier on the RADIO NAV page.
Preferably use the identifier.
If the MCDU displays “NOT IN DATA BASE”:
WRITE the frequency.
DISREGARD the ident that appears in small font on the MCDU.
When a frequency is entered in the VOR field, the FMGC automatically associates to the tuned
frequency the closest navaid identifier with the same frequency, and displays it on the RAD NAV
page. This identifier may not correspond to the tuned navaid.
If the closest navaid, found in the database, is of a different type (e.g. VOR instead of
VOR/DME), the flight crew will obtain a partial tuning (e.g. VOR indication instead of VOR/DME
indication).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-30 P 4/6
FCOM ← G to H → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - RADIO NAVIGATION TUNING
OPERATING MANUAL
ENTER the course.
If the flight crew intends to manually tune an ILS that is not in the Navigation Database or to
manually tune an ILS by its frequency (ident not entered), and if they do not enter the course, the
flight crew will not be able to arm approach modes.
NAVAID IDENTIFICATION
CHECK the ILS identifier decoding on the PFD, and the VOR or ADF identifier on the ND.
When the navaid identifier is decoded in agreement with that published, no audio check is necessary.
When the decoding is different from the published one, check the audio. Due to morse coding
inaccuracy, wrong decoding may sometimes occur.
Note: When a DME or a TACAN only is selected using either its identifier or its frequency, the
NDs do not display the decoded indication.
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FCOM ← H to I 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - RADIO NAVIGATION TUNING
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-30 P 6/6
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - ALIGNMENT OF INERTIAL REFERENCE SYSTEM
OPERATING MANUAL
ALIGNMENT OF INERTIAL REFERENCE SYSTEM
The FMGS uses the reference point coordinates of the departure airport to align the IRS.
It calls these up from the database automatically after the flight crew has entered a company route
or an origin-destination city pair and pressed the ALIGN IRS key on the MCDU. The flight crew can
adjust these coordinates manually to the gate position. A normal alignment takes 10 min, a fast
alignment 30 s.
Fast alignment is used to refine a position when time is limited.
Note: If the “IRS IN ALIGN” memo flashes on the E/WD during the alignment process, it indicates
one of the following:
‐ It has detected excessive motion. (It automatically restarts the alignment)
‐ It has detected a disagreement between the position the MCDU has sent to the IRS,
and the last memorized IRS position. The flight crew must enter new coordinates in the
MCDU, and realign the IRS
‐ It has detected a disagreement between the latitude the MCDU has sent to the IRS, and
the latitude the IRS has computed during the alignment
‐ The IRS has not received a position from the MCDU .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-40 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - ALIGNMENT OF INERTIAL REFERENCE SYSTEM
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-40 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - NAVIGATION DATABASE
OPERATING MANUAL
GENERAL
Overall navigation performance is mainly based on two elements:
‐ The accuracy of the aircraft position calculation
‐ The validity of the flight path definition, as extracted from the navigation database.
The level of validation depends on the type of operations. For example, JAA TGL 10 requires that, for
Precision RNAV in terminal area, providers and operators implement a quality assurance program for
the navigation database, which may include a navigation database validation process. The highest
level of validation is required for RNAV approach, with lateral and vertical navigation.
The navigation databases are revised every 28 days (ARINC cycle). Flights should be conducted
with a navigation database that is within its cycle. This should be checked on the AIRCRAFT
STATUS MCDU page.
OPERATIONS WITH AN OUTDATED NAVIGATION DATABASE
Airbus recommends flying with an updated navigation database. However, in exceptional
circumstances, and for a limited period of time, an aircraft can continue to operate beyond the end
date of the database cycle, provided it is approved by the national authorities.
The following precautions need to be considered:
‐ Prior to flight, identify recent changes on the intended route, with the navigation charts and
manuals. Some “strategic” new waypoints, not in the navigation database, may be worth entering
as DEFINED WAYPOINT on MCDU.
Note: Flying with an outdated database, in an airspace that was recently restructured with
numerous new waypoints, should be avoided.
‐ Check SID, STAR, and approach procedures of departure, destination and required alternates for
recent changes.
Do not attempt to modify or manually construct terminal instrument procedures or approaches.
‐ Fly terminal instrument procedures and approaches with managed guidance, that are in the
navigation database and that have been checked for accuracy. Otherwise, fly the procedure, or
the approach, in selected guidance with conventional radio navaid raw data.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-50 P 1/2
FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW NAVIGATION - NAVIGATION DATABASE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-20-50 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - GENERAL
OPERATING MANUAL
FLIGHT PLANNING
The flight crew uses the MCDU to insert flight plans into the FMGS:
‐ A lateral flight plan that defines the intended horizontal flight path
‐ A vertical flight plan that defines the intended speed and altitude profile for the aircraft to follow
while flying the lateral flight plan.
Note: The flight planning function is available for both the primary and secondary flight plans.
The FMGS can contain two different flight plans:
‐ The ACTIVE flight plan, which is the basis for:
• Lateral and vertical guidance
• MCDU and ND display
• Radio navigation autotuning
• Performance predictions
• Fuel planning.
‐ The SECONDARY flight plan which the flight crew may use:
• When an alternate takeoff runway is probable
• To plan a diversion
• To prepare the next flight
• To compare predictions or evaluations.
Each flight plan is composed of the same elements:
‐ The primary flight plan, from origin to destination and missed approach
‐ The alternate flight plan, from destination to alternate destination.
The flight crew enters the flight plan in either of two ways:
‐ Automatically by selecting a company route. Such a selection will call all the elements of the route
out of the database.
‐ Manually by selecting an ORIGIN/DEST pair, and then selecting all successive waypoints,
procedures, and vertical constraints on the MCDU.
The flight crew may then modify the flight plan on the ground or in flight, by making lateral and
vertical revisions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-30-05 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-30-05 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
General
GENERAL
To insert the lateral flight plan, the flight crew can use either a company route number or an ICAO
four-letter city pair.
The lateral flight plan includes the following elements:
‐ Departure
• Takeoff runway
• SID
• En route transition.
‐ En route
• En route waypoints and airways.
‐ Arrival
• En route transition
• STARs/VIAs
• Landing runway with selected approach
• Missed approach.
‐ Alternate flight plan.
These elements are defined by waypoints and legs between the waypoints.
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FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The FMGC automatically strings the legs in sequence.
The flight plan has a discontinuity if any two waypoints do not have a leg defined between them.
The computer assumes that the aircraft will fly a direct leg between the two waypoints that define the
discontinuity.
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FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
Note: 1. When the aircraft overflies a flight plan discontinuity, the NAV mode automatically reverts
to the HDG (TRK) mode.
2. In HDG/TRK mode, a waypoint is sequenced when it passes behind the aircraft, and the
aircraft is less than 7 nm from it, and also when the difference between the track of the
aircraft and the track of the leg is less than 90 °.
If the aircraft is flying a discontinuity towards a waypoint, this waypoint is sequenced
when the aircraft is less than 5 nm from it.
The same conditions apply in NAV mode, except that no distance to the waypoint is
taken into account.
The FMGS automatically strings additional types of legs, when departure or arrival procedures (SID -
STAR - TRANS) are defined.
Those strings correspond to specific patterns that are heading or track referenced and are defined in
the database, such as:
‐ DME arc leg
‐ Holding pattern to a fix, or reverse turn
‐ Course-to-fix leg
‐ Radius-to-fix leg
‐ Heading leg
‐ MANUAL leg.
The flight crew cannot create these types of legs: They are part of the stored departure/arrival
procedures they have selected.
The flight crew can only create direct legs between manually defined geographic points (navaids,
airports, waypoints).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-30-10-05 P 3/12
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
Note: The departure and arrival procedures are defined in the database to minimize the amount
of memory required.
They are divided, as follows:
‐ DEPARTURE = SID + EN ROUTE TRANSITION
‐ ARRIVAL = APPR VIA + STAR + EN ROUTE TRANSITION
The SID is the central common part of the departure procedure, as the STAR is of the
arrival procedure. Enroute transitions (TRANS) are the various possible trajectories defined
between the last SID point and the first enroute waypoints, and between the last enroute
waypoint and the first fix of the STAR . ”APPR VIAs” are the possible trajectories, defined
between the last STAR point and the first point of the approach.
MANUAL LEGS
A MANUAL leg stays on a constant TRK or HDG and has no termination point. The flight crew
cannot insert it into a flight plan manually: it is part of a given procedure such as a SID or a STAR.
When the aircraft is flying a MANUAL leg, the NAV mode remains engaged and predictions assume
that the aircraft will fly a direct leg from its present position to the next waypoint (DIR TO). When the
aircraft is cleared to fly to the next waypoint of the flight plan, the flight crew performs a DIR TO.
Note: 1. In NAV mode, a MANUAL leg is sequenced only by performing a DIR TO.
2. The use of the descent mode (DES) on a MANUAL leg is not recommended.
FLIGHT PLAN CONSTRUCTION
There are three ways of defining the route:
1. A company route, that is in the database, and is known by the flight crew.
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OPERATING MANUAL
The flight crew enters the name of the CO RTE into the [1L] field of the INIT A page. This action
enters all the elements of the flight plan. The database usually includes an alternate route
associated with the destination.
2. A company route, that is in the database, but the flight crew does not know it is there.
The flight crew enters a city pair in the [1R] field. The ROUTE SELECTION page automatically
appears and enables the flight crew to review all stored routes between the two cities before
selecting one of them.
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3. There is no company route between the two cities.
The flight crew enters the city pair in the [1R] field. The ROUTE SELECTION page appears and
displays “NONE”.
The flight crew has to manually construct the entire flight plan.
For procedure, Refer to PRO-NOR-SRP-01-10 Flight Plan Initialization - General.
FLIGHT PLAN CAPACITY
In terms of flight plan capacity, the FMS takes into account 3 flight plans:
‐ The active flight plan
‐ The secondary flight plan
‐ The temporary flight plan.
Each flight plan can contain up to 200 legs. If a flight plan contains 200 legs, and if the flight crew
attempts to perform a lateral revision that increases the number of legs of this flight plan, the
FMS rejects the revision and the MCDU displays the “F-PLN FULL” message. For the active and
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secondary flight plans, the primary parts must contain less than 135 legs, and the alternate parts
must contain lesgs than 65 legs.
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OPERATING MANUAL
LATERAL REVISIONS
The flight crew can revise the lateral flight plan following two types of revisions:
1. Lateral revisions that have an immediate effect on the active flight plan:
‐ The flight crew inserts a new waypoint directly on the F-PLN page, deletes, or changes a
waypoint from it:
When the flight crew enters a new waypoint, which does not exist in the flight plan, the following
waypoint moves down the flight plan, with a discontinuity shown after the new waypoint.
‐ The flight crew adds a direct leg (DIR TO) from his present position to a selected waypoint:
The flight crew can change the “TO” waypoint of the active leg. The DIR TO function gives
access to DIR TO, DIR TO ABEAM, or DIR TO/INTERCEPT. The active leg then goes from the
present position (T/P) to the waypoint selected or inserted as the new “TO” waypoint.
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OPERATING MANUAL
2. Lateral revisions that lead to a temporary flight plan (TMPY) before they take effect:
The flight crew creates a temporary flight plan, then inserts it as a revision to the active flight plan.
The flight crew does this when selecting, deleting, or modifying several waypoints of an airway or
procedure at once (SID, STAR, HOLD, TAKEOFF or LANDING RWY). This modification is made
on specific “LAT REV” pages from the flight plan page.
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OPERATING MANUAL
Possible revisions are:
‐ Insert or modify the departure procedure
‐ Insert or modify the arrival procedure
‐ Insert a waypoint
‐ Change the destination
‐ Insert an airway
‐ Insert an offset
‐ Insert a holding pattern
‐ Select or enable an alternate flight plan
‐ Fix information.
The purpose of the temporary flight plan is to allow the flight crew to check a revision on the
MCDU and on the ND before inserting the changes into the active flight plan. It is a copy of the
active flight plan that has been changed according to the flight crew revision. While it is displayed,
the aircraft will continue to follow the original active flight plan.
No predictions are computed or displayed on the pages of the temporary flight plan.
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A temporary flight plan is displayed for a check and/or new modification. Inserting the temporary
revision will modify the active flight plan.
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Intentionally left blank
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FMS2 HONEYWELL
GENERAL
The lateral revision function allows the pilot to create or modify the following parts of the flight plan:
‐ Airway
‐ Waypoint
‐ New destination
‐ Holding pattern
‐ Offset
‐ Alternate
‐ Fix information
Each time the pilot activates one of the above-listed revisions, he accesses a temporary flight plan
that enables the modification to be checked before inserting it in the active flight plan. The crew
selects these functions by pressing the left keys on F-PLN A or B.
‐ Direct to and overfly functions are accessed via the MCDU keys. No temporary flight plan is
created with these functions.
‐ “Update at” capability is a specific function that manually updates the FM position. It does not .use
a temporary flight plan, but the pilot must confirm its insertion before it is activated.
TEMPORARY F-PLN (TMPY)
When a pilot makes a lateral revision to the F-PLN, the FMGS creates a temporary flight plan. This is
a copy of the active F-PLN, but is corrected by the lateral revision in progress.
The aircraft continues to follow the active F-PLN, until the temporary revision is inserted.
The revision appears in yellow font on both MCDUs and NDs.
‐ Lateral and vertical revisions cannot be made to a temporary F-PLN.
‐ Only one temporary F-PLN may be accessed at a time.
‐ The “DIRECT TO” function, when used, erases a temporary F-PLN.
‐ When a DIR TO is in process, a temporary revision cannot be displayed on the other MCDU.
‐ A TMPY F-PLN changes the title of the flight plan pages. (TMPY appears in all titles).
‐ No predictions are computed for a temporary flight plan (dashes are displayed).
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Temporary data is displayed in yellow (ND and MCDU). Once inserted, it becomes active and is
displayed in green.
INSERTING AN AIRWAY WITH "VIA"
GENERAL
In the active flight plan, the pilot can insert up to 5 successive airway segments, going from a
revised waypoint or ending at a given waypoint of the flight plan.
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SELECT the revised waypoint (here CDN).
PRESS [ 5R ] to select the airways function.
THE PILOT WISHES TO INSERT SUCCESSIVE AIRWAY SEGMENTS FROM A WAYPOINT
e.g. from CDN - Airways UB19 – Airways UB25 – Ending point AAA.
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WRITE the first airway in the scratchpad (here UB19).
PRESS [ 1L ] to insert it into the VIA field.
WRITE the second airway in the scratchpad (here UB25).
PRESS [ 2L ] to insert it into the VIA field.
The system automatically determines the first downpath intersection point between the 2 airways.
‐ If the airways have a common waypoint, the system selects it as the ending point of the first
VIA.
‐ If they have no common waypoint, but have a single intersection, the system creates this
intersection as an FM-computed point and displays X followed by the airway IDENT (here
XUB25).
‐ If they have no common waypoint or intersection, the system displays NO INTERSECTION
FOUND in the scratchpad.
Once the pilot has entered the required airways (up to 5), he must enter the ending point of the
last selected airways:
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WRITE the ending waypoint in the scratchpad (here AAA).
PRESS [ 2R ] to insert the ending waypoint into the TO field.
Note: If two waypoints with the same IDENT belong to the same airway, the DUPLICATE
NAMES page will not be called up, and the system selects the first one in the database.
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THE PILOT WISHES TO INSERT ONE AIRWAY SEGMENT TO AN ENDING WAYPOINT
WRITE the airway IDENT in the scratchpad (here UB19).
PRESS [ 1L ] to insert it into the VIA field.
WRITE the ending waypoint in the scratchpad (here PON).
PRESS [ 1R ] to insert it into the TO field.
Note: ‐ If the revise waypoint, or the ending waypoint, does not belong to the entered airway,
the system displays AWY/WPT MISMATCH in the scratchpad.
‐ If two waypoints with the same IDENT belong to the same airway, the DUPLICATE
NAMES page will not be called up and the system selects the first one in the database.
FLIGHT PLAN INSERTION
The flight crew either inserts the flight plan directly from the AIRWAYS page, or from the TMPY
F-PLN page. In both cases:
PRESS [ 6R ] to insert the temporary flight plan. Clear flight plan discontinuity, as needed.
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FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
INSERTING A WAYPOINT
GENERAL
Waypoints can be inserted in two ways:
‐ Directly into the flight plan. All modifications go directly into the active flight plan. No temporary
flight plan is created.
‐ By means of a lateral revision at the “NEXT WAYPOINT”, a process that creates a temporary
flight plan.
The second method enables the temporary flight plan to be checked before it is inserted.
WAYPOINT IDENTIFICATION
The pilot can identify a waypoint by:
‐ Its identifier (if it is in the navigation database).
‐ A Latitude/Longitude (LL).
‐ A Place/Bearing/Distance (PBD). The waypoint is defined by its bearing and distance from a
place.
‐ A Place-Bearing/Place-Bearing (PBX). The waypoint is defined by the interception of 2 radials
from 2 places.
‐ A Place/Distance (PD). The waypoint is defined by a distance from a place, along the F-PLN.
Note: If a slash or a dash is not entered properly, the MCDU displays a “FORMAT ERROR”
message.
When the Flight Management Guidance System receives a waypoint that is not in the database,
it identifies it as LLxx or PBD xx or PBX xx or PD xx (xx is a two-digit number between 01 and 20)
and stores it in the stored waypoints file of the database.
Note: When NAV mode is engaged, the crew cannot modify the “TO” waypoint (active leg)
using the waypoint insertion function. If the crew wants to modify it, the DIR TO function
will be used.
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WAYPOINT INSERTED DIRECTLY IN THE FLIGHT PLAN
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WRITE the waypoint identifier or LAT/LONG, Place/Bearing/Distance or
Place-Bearing/Place-Bearing into the scratchpad. (Example: Place: LMG, Bearing: 330 °,
Distance: 135 nm).
PRESS the appropriate key to enter the waypoint into the flight plan. The rule is that the new
waypoint appears next to the pressed key, and the previous waypoint moves down the flight plan
path.
This operation creates a discontinuity between the new waypoint and the previous one.
The new flight plan will have to be cleared of the discontinuity and some waypoints erased.
ALONG TRACK WAYPOINT INSERTION
On the F-PLN or STEP ALTS page, the pilot can enter an along track waypoint, defined as a
place/distance waypoint.
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WRITE the waypoint identifier and distance from this place.
According to the sign of the distance, the crew may define an along track waypoint before or after
the revised place. (Example: AMB/-040).
PRESS the appropriate key adjacent to the place identifier. The system automatically positions the
waypoint in the flight plan.
This operation does not create any discontinuity.
The system does not accept an along track waypoint entered at the FROM waypoint.
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WAYPOINT INSERTED THROUGH THE USE OF “NEXT WAYPOINT”
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SELECT the lateral revision (LAT REV) function at an appropriate waypoint.
WRITE the waypoint identifier, or LAT/LONG, or Place/Bearing/Distance, or Place-Bearing /
Place-Bearing into the scratchpad.
ENTER it in the brackets under NEXT WPT (next waypoint).
INSERT the temporary flight plan by pressing the [ 6R ] key.
CLEAR the F-PLN discontinuity, as appropriate.
LATITUDE/LONGITUDE CROSSING WAYPOINT INSERTION
This function allows the insertion of one or several points along the flight-plan beyond the revised
waypoint, at fixed latitude or longitude intervals (INCR) from a specified latitude or longitude.
These waypoints are not considered as part of the pilot-defined elements. The system deletes
them when sequenced.
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WRITE the latitude (NXX, XXN, SXX or XXS), the required increment in degrees between the
successive waypoints, and the number of required waypoints.
(Example: The pilot wants to obtain 3 points, every degree from latitude N46: He enters N46/1/3).
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OPERATING MANUAL
PRESS [ 2R ] to insert it into the LL XING/INCR/NO field.
PRESS [ 6R ] to insert the new waypoints in the flight plan without discontinuity.
The system does not store these waypoints in the database.
FIX INFO
GENERAL
When using the FIX INFO function, the flight crew defines waypoint intersections of the flight plan
with radials, circle or abeam associated to a fix.
When the flight crew inserts the intersection points, the system automatically identifies these
points, but does not store them in the navigation database.
INSERTING A RADIAL INTERCEPT WAYPOINT
The flight crew accesses the radial intercept function from the lateral revision page at the origin or
“from” waypoint.
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WRITE the reference fix identifier into the scratchpad (here POI), and ENTER it [1L].
It may be any database or pilot-defined fix.
WRITE the radial into the scratchpad (here 120 °) and ENTER it [ 2L ].
The defined radial appears as a blue dashed line on the ND.
If the radial line intersects the active flight plan, the system computes the time, distance to go, and
the altitude at the intersection point.
Up to two radials can be entered.
SELECT the required radial to insert the associated waypoint into the flight plan (if needed):
The system automatically assigns its IDENT as the three first characters of the reference fix
IDENT, followed by the radial. (Example: ABC 140). The blue dashed line disappears from the ND.
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INSERTING A CIRCLE INTERCEPT WAYPOINT
WRITE the reference fix identifier into the scratchpad (here POI), and ENTER it [1L].
WRITE the circle radius in the scratchpad (here 20 nm), and ENTER it [ 4L ]:
The defined circle appears as a blue dashed circle on the ND. If the circle intersects the active
flight plan, the system computes the time, along path distance to go and altitude at the first
intersection point from the current aircraft position.
SELECT the required radius to insert the associated waypoint into the flight plan (if needed).
The system automatically assigns its IDENT as a D, followed by the radius, and followed by the
three first characters of the reference fix IDENT (example D020 POI). The blue dashed circle
disappears from the ND.
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INSERTING AN ABEAM INTERCEPT WAYPOINT
WRITE the reference fix identifier into the scratchpad (here POI), and ENTER it [1L]
SELECT the ABEAM prompt [ 5L ]:
A blue dashed line from the reference fix and perpendicular to the flight plan appears on the
ND. The system computes the radial, time, distance to go, altitude and predictions related to the
waypoint abeam the reference fix.
SELECT [ 5L ] to insert the abeam intercept waypoint into the flight plan (if needed):
The system automatically assigns its identifier as AB, followed by the first five characters of the
reference fix identifier (Example ABXYZ). The blue dashed line disappears from the ND.
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INSERTING A NEW DESTINATION
The pilot may define a new destination and insert it via the lateral revision page. The pilot may then
call up the new destination from any waypoint along the flight plan, except the FROM waypoint, the
destination, and the missed-approach waypoint. When the new destination has been inserted, a flight
plan discontinuity appears between the revision waypoint and the new destination. All waypoints
beyond the revision waypoint (including the previous destination and associated missed approach)
are deleted.
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SELECT the lateral revision function at an appropriate waypoint.
WRITE the new destination in the scratchpad.
Enter it in the brackets under “NEW DEST”.
INSERT the temporary flight plan ([ 6R ] key), and complete the flight plan to the new destination.
HOLDING PATTERN
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GENERAL
This section describes holding patterns, associated guidance and flight crew procedures.
The Flight Management and Guidance Computer (FMGC) has three types of holding patterns that
the pilot can use in a flight plan.
HOLD TO FIX (HF)
The holding pattern is always part of an arrival or departure procedure. The aircraft flies it once
and then automatically exits the holding pattern at the fix. The predicted speed in the holding
pattern is the lowest of the ICAO speed limit, max endurance speed, or any speed constraint.
Guidance to the fix in the holding pattern is similar to that on any leg of a flight plan. The HF
patterns are part of the navigation database and cannot be created by the crew.
HOLD TO ALTITUDE (HA)
The aircraft flies the hold until it reaches the specified altitude. Then, it automatically exits the hold
at the fix.
The predicted speed for the holding pattern is the lowest of the ICAO speed limits, the max
endurance speed, or any speed constraint.
The size of the holding pattern is a function of the predicted speed.
Guidance in a hold to altitude (HA) is similar to that for any leg of a flight plan.
The HAs are in the navigation database, as part of the arrival or departure procedures, and cannot
be created by the crew.
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HOLD WITH MANUAL TERMINATION (HM)
This type of holding pattern may be part of an arrival procedure, or the pilot may enter it at the
present position or at any flight plan waypoint.
The pilot will use this type of holding pattern to comply with a defined procedure or a clearance
limit, or to meet an operational need (such as losing altitude, holding for weather improvement, or
absorbing an ATC delay).
This type of holding pattern is exited according to the pilot's decision, not automatically.
There are 3 types of HM.
All are modifiable.
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DATABASE HOLD
If the holding pattern is part of the database, it is named DATABASE HOLD and all its
associated data (inbound course, turn direction, time/distance) are defined in the database. The
flight crew can modify this data.
COMPUTED HOLD AT...
If the holding pattern is not in the database, the FMGC designs a holding pattern and proposes
it to the pilot. The associated data consists of default values that the pilot can modify.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
HOLD AT...
If the pilot inserts into the active flight plan a holding pattern that is manually-corrected from
a hold defined by the FMGS, the screen displays a “HOLD AT...” page. The 2R field displays
REVERT TO DATABASE or REVERT TO COMPUTED to restore the database data, if
necessary.
PREDICTIONS AND GUIDANCE ASSOCIATED WITH A HM HOLDING PATTERN (HOLD WITH
MANUAL TERMINATION)
Before deceleration
If an altitude constraint is defined at the hold entry fix, then the FMS duplicates this constraint
on the hold exit.
However, different constraints may be inserted at entry and exit fixes.
Although the hold is inserted into the flight plan, the FMGS does not take it into account for
predictions until the aircraft enters the hold.
However, if the hold is not deleted by the crew, the FMGS schedules a deceleration point and
displays it on the ND.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The FMGS predicts the estimated time and amount of fuel remaining at which the aircraft
must exit holding, so as to comply with the fuel policy specified on the fuel prediction page.
When the aircraft enters the holding pattern, the FMGS revises all predictions and assumes
the aircraft will fly one turn of the holding pattern.
All predictions are revised for one more holding circuit at holding fix overfly.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
Upon reaching the speed change pseudo waypoint
The FMGS either causes the aircraft to decelerate to the hold speed (if managed speed
is active and NAV mode engaged), or displays “SET HOLD SPD” (set hold speed) on the
MCDU and primary flight display, if the flight crew had selected a speed target.
The default hold speed is the lowest of the:
‐ Maximum endurance speed
‐ ICAO limit holding speed
‐ Speed constraint (if any).
When no specific speed limit applies, the default hold speed is approximately equal to:
‐ Green Dot speed on the A318, A319, A320 (CFM) and A321
‐ Green Dot + 20 kt for altitude lower than 20 000 ft, on the A320 (IAE).
‐ Green Dot + 5 kt for altitude bigger than 20 000 ft, on the A320 (IAE).
The flight plan predictions for time and fuel do not yet consider that the hold will be flown,
however, the navigation display shows the hold entry and holding pattern trajectory.
Deceleration receives priority, so that when the aircraft is in descent with the descent mode
engaged, it will deviate above the descent path to decelerate. (VDEV becomes positive on
the progress page).
The flight plan page displays an immediate exit prompt.
If the flight crew presses the key next to “IMM EXIT” before arriving at the holding fix, the
aircraft will not enter the holding pattern, but will resume its phase-related managed-speed
profile.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
After reaching the hold entry fix
The aircraft enters the hold. The MCDU HOLD page displays the associated holding data:
‐ The inbound course (INB CRS)
‐ The TURN direction (L or R)
‐ The TIME/DIST
‐ The LAST EXIT time and the associated fuel to reach the alternate airport with no extra
fuel.
The FMS assumes that the aircraft will fly one turn of the holding pattern, and revises the
predictions accordingly.
When the holding pattern is defined by a leg time (and not a leg distance), the system revises
the size of the hold as a function of the target speed.
‐ If managed speed is active, the system uses the predicted holding speed to calculate the
size of the holding pattern.
‐ If the selected speed is active, the system uses the target speed selected by the flight crew
at the entry fix sequencing to calculate the size of the holding pattern.
‐ The VDEV displayed on the primary flight display and the PROG page when the aircraft
is flying in the HM (hold pattern with manual termination) is the difference between the
aircraft's current altitude and the altitude at which it should be when it reaches the hold exit
fix in order to be correctly positioned on the descent path.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
With IMM EXIT pressed (aircraft in the holding pattern)
The predictions and guidance assume that the aircraft is immediately returning to the hold fix.
Sequencing the hold fix, the aircraft exits the holding pattern and resumes its navigation.
The flight plan page displays “RESUME HOLD*” instead of “IMM EXIT*”.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
HOLD EXIT PROCEDURE
Position (1) If “IMM EXIT” pressed, the aircraft will exit at the next fix overfly.
Position (2) If “IMM EXIT” pressed, the aircraft will make an immediate turn to the fix where the
hold will be exited.
If managed speed is active:
The computer sets the target speed to the applicable speed of the current phase (for
example, speed constraint, ECON speed, or speed limit).
The computer then bases its predictions on the assumption that the flight will continue on
the descent path, if the aircraft is in descent.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
If DES mode is engaged:
The following applies:
‐ The holding pattern is never included in the descent path computation.
‐ The flight crew cannot enter altitude and speed constraints at the hold exit fix. (This is
only allowed at the hold entry fix).
‐ The vertical guidance in the HM, during the descent phase, calls for a constant
-1 000 ft/min. But the computer considers altitude constraints that will take effect farther
down the flight path as it calculates vertical guidance and predictions. The system will not
allow the aircraft to descend below the next altitude constraint, neither the FCU selected
altitude. If the aircraft reaches the next altitude constraint, it will level off and the altitude
constraint mode will engage.
With RESUME HOLD pressed
If the flight crew presses the key next to “RESUME HOLD”, the aircraft remains in the holding
pattern, and “IMM EXIT” is displayed again.
After that, each time the aircraft flies over the holding fix, the system updates the predictions
for one more holding circuit.
HOLDING PATTERN ENTRIES
The FMGS offers three types of entry into holding patterns:
1. Direct entry
2. Teardrop entry
3. Parallel entry
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
1. The direct entry
2. The teardrop entry
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
3. The parallel entry
Note: If the leg the aircraft is flying toward the holding fix is on a “limit” between a teardrop
entry and a parallel entry, the FMGC may compute and display either of the two
entries. The pilot should keep this in mind and should not assume that the FMGC is
malfunctioning.
If the flight plan leg toward the hold entry fix is on a course that is the reciprocal of
the inbound course of the holding pattern, the aircraft will fly a parallel entry.
PROCEDURE TO INSERT A HOLD (HOLD WITH MANUAL TERMINATION)
The HOLD prompt allows the flight crew to enter a hold with manual termination (HM), at the
revised waypoint or at the present position.
The flight crew accesses the HOLD page from a lateral revision at the present position (PPOS) or
at a waypoint.
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FCOM ←G→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
SELECT lateral revision at present position (PPOS), or an applicable waypoint.
PRESS the HOLD prompt [3L].
A TMPY F-PLN is created and if applicable, the database hold is proposed.
If no database hold is available, the computed hold is proposed.
CHECK and (if necessary) MODIFY the HOLD data.
CHECK the temporary flight plan and INSERT it, if appropriate.
PROCEDURE TO DELETE A HOLD (HOLD WITH MANUAL TERMINATION)
CLEAR the HOLD directly in the flight plan, as can be done for a normal waypoint.
OFFSET
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FCOM ← G to H → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
GENERAL
Offset allows the flight crew to define on offset of the active flight plan. The offset can be
immediate or deferred to start on a downstream leg. The offset will end by default or at a
pre-planned end waypoint. Additionally, the flight crew can specify the intercept angle used for the
transitions to and from the offset path.
In most cases, the pilot will use it enroute because of an ATC clearance, or to avoid bad weather
expected along the flight plan route.
This page is accessed from LAT REV page at the FROM waypoint or at any waypoint downpath
the flight plan, except the destination airport.
After inserting the offset in the flight plan, the flight plan page shows OFST in its title, left or right
arrows are displayed on every label line between the start and end waypoints of the offset, and the
navigation display shows the offset flight plan with a solid green line and the original flight plan with
a dashed green line.
The offset is cleared:
‐ Automatically (holding pattern, approach), or
‐ Manually with the clear (CLR) key, or by entering “o” in the offset value field [ 1L ] or by using
the delete prompt in the OFFSET page.
Note: If the pilot enters an OFFSET when the aircraft is too close to the TO waypoint, the
FMGS may refuse to accept it, in which case the MCDU displays the “ENTRY OUT OF
RANGE” message.
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FCOM ←H→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
INSERTING AN OFFSET
SELECT LAT REV page at a waypoint.
SELECT OFFSET function by pressing [ 2L ].
WRITE the required offset value and direction (for example, L5 or 5L), and enter it into [ 1L ] field.
CHECK or INSERT the START WPT from the list in [ 3L ] - [ 5L ] fields or manually enter it.
CHECK or ENTER the INTCP ANGLE in [ 1R ] field.
CHECK OR INSERT the END WPT from the list in [ 3R ] - [ 5R ] fields or manually enter it.
PRESS INSERT in [ 6R ] field to activate the OFFSET.
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FCOM ←H→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
MANUAL CANCELLATION OF AN OFFSET
There are two standard methods for cancelling an offset:
1. SELECT DIR TO a waypoint (the next waypoint, for example).
2. SELECT a Lateral Revision (LAT REV) at FROM WPT.
CLEAR the OFFSET field or enter “0” in the OFFSET value field [1L], and press INSERT* in [6R]
to activate the temporary flight plan (cancelling OFFSET), or
PRESS the OFFSET DELETE prompt [6R] to activate the temporary flight plan (cancelling
OFFSET).
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FCOM ←H→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
ALTERNATE FUNCTION
GENERAL
The ALTERNATE FUNCTION performs two actions:
‐ It reviews and defines alternate airports and inserts them into the flight plan.
‐ It allows a diversion to be activated through the ENABLE ALTN command.
REVIEW AND SELECTION OF ALTERNATE AIRPORT
Several alternate airfields may be stored in the database and assigned to a destination. When
the pilot selects a company route (CO RTE) (or a city pair), the computer strings the preferred
alternate into the active flight plan.
The pilot may review the alternate airports on the ALTN page and, if the one selected is not
suitable because of weather or fuel considerations, another alternate may be strung into the active
flight plan.
The pilot may define an additional alternate airport into the list, if necessary.
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FCOM ← H to I → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The ALTERNATE page shows the track and distance (airway or direct) between destination and
alternate, as well as fuel management data (EXTRA fuel, assuming the associated airfield is the
alternate airport). This data will help the pilot change the preferred alternate, if necessary.
Access the ALTERNATE page through the ALTN prompt on the LAT REV page at destination.
Alternate airfields are attached to the destination.
ENTERING NEW ALTERNATE INTO THE F-PLN
If the preferred alternate is unsuitable, proceed as follows:
SELECT F-PLN key on MCDU.
SELECT LAT REV at destination.
SELECT ALTN [5L].
SELECT an AIRFIELD IDENTIFIER.
INSERT the temporary flight plan.
Note: If weather and destination airfield conditions permit, you may select “NO ALTN”.
Fuel predictions will be computed without alternate fuel.
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FCOM ←I→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
SELECTION OF ANOTHER ALTERNATE
Fuel management information for flight to another alternate airfield may be obtained by selecting
the OTHER ALTN field.
SELECT LAT REV at DESTINATION.
SELECT ALTN [5L].
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FCOM ←I→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
ENTER the airfield identifier in the brackets.
‐ If the airfield is not in the database, the NEW RUNWAY page automatically appears.
‐ If the airfield is in the database and there is a company route (CO RTE) to it, the ROUTE
SELECTION page automatically appears.
SELECT the route, as appropriate, or RETURN to the ALTN page.
ENTER the distance in the brackets (if required). XTRA fuel and track (TRK) will appear.
SELECT the other alternate (OTHER ALTN) as a primary alternate if convenient. (EXTRA fuel
and DIST revert to AIRWAY distance).
INSERT it, if you want to have it as a primary alternate.
Note: ‐ The pilot can always overwrite the “OTHER ALTN”. The new “OTHER ALTN” then
replaces the previous one, which is lost.
‐ The pilot can select OTHER ALTN as a primary alternate (active flight plan), to
replace any alternate on the initial list.
‐ If the pilot selects the other alternate as a primary alternate, and overwrites the
OTHER ALTN field by entering a new airport, the first one will remain a primary
alternate and the system will memorize a second OTHER ALTN.
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FCOM ←I→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The pilot may enter a distance in the OTHER ALTN field. The system will compute the extra fuel
and the track for this distance.
PREDICTED DATA FOR ALTERNATE
Data predictions are based on:
‐ Aircraft weight being equal to landing weight at primary destination.
‐ Flight at FL 100 if the alternate F-PLN length is less than 100 nm , at FL 220 if the alternate
F-PLN length is comprised between 100 and 200 nm , or else at FL 310.
‐ Cost index 0.
‐ Constant wind (as entered in the alternate field of the DES WIND page).
‐ Constant delta ISA (equal to delta ISA at primary destination).
‐ The along flight path distance from the destination to the alternate airport. If the flight crew
enters an ALTN fuel value, this value is the one taken into account.
ENABLE ALTN
This enables the pilot to initiate a diversion by entering the alternate flight plan just after the revision
waypoint (with a discontinuity).
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FCOM ← I to J → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The pilot may have to adjust the resulting flight plan (use “direct to”, or add or suppress waypoints),
depending on the circumstances.
TO ACTIVATE THE PRIMARY ALTN:
SELECT a LAT REV at the “TO” waypoint (or at another suitable waypoint).
PRESS the ENABLE ALTN key.
INSERT the temporary flight plan.
ENTER an appropriate waypoint in DIRECT TO and adjust the flight plan.
ADJUST the cost index on the PERF page and the defaulted cruise flight level (CRZ FL) on the
PROG page, as required.
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FCOM ←J→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
When ENABLE ALT is pressed at ABE, a flight plan discontinuity is created from ABE down to
destination and the alternate route is linked to the active flight plan.
DIR KEY (DIRECT-TO-FUNCTION)
GENERAL
The pilot uses the “Direct To” function to define a direct leg from the present position to any
waypoint on the active flight plan or to any waypoint.
The designated waypoint may be entered by its identifier (if it is stored in the database) or by a
latitude/longitude, place/bearing/distance, or a place-bearing/place-bearing.
Note: If the autopilot or flight director is in the heading/track or localizer mode, the “DIR TO”
function engages the NAV mode.
Three functions are available through the DIR TO key:
‐ The DIR TO defines a direct leg from the present position to a specified waypoint.
NAV mode engages simultaneously to the DIR TO selection.
When the pilot uses DIR TO, the present position (PPOS) becomes the “FROM” waypoint and
the active flight plan shows it as the T-P (turn point).
‐ The DIR TO/ABEAM function, defines the abeam waypoints along the direct leg. These
waypoints are the projection on the direct leg of the initial F-PLN waypoints located between the
aircraft position and the specified waypoint.
NAV mode engages simultaneously to the DIR TO/ABEAM selection.
‐ The DIR TO/INTCPT function allows the definition of a specified RADIAL INBOUND or
OUTBOUND at an inserted waypoint. The current aircraft track is used to compute the INTCPT
point with the specified radial.
NAV mode is armed simultaneously to the DIR TO/INTCPT selection.
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FCOM ← J to K → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The ND displays the DIR TO leg as a temporary flight plan leg between current aircraft position
and specified waypoint. In case of a DIR TO/INTCPT, the leg is not displayed when the angle
between the current aircraft track and the intercept radial exceeds 160 °.
PROCEDURE FOR DIR TO WAYPOINT
CASE 1. THE “TO” WAYPOINT IS IN THE FLIGHT PLAN
Example : DIR TO FRZ
PRESS the DIR key on the MCDU.
PRESS the line select key next to “FRZ”.
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
CASE 2. THE “TO” WAYPOINT DOES NOT BELONG TO THE FLIGHT PLAN
Example : Direct to ABC (ABC being an ident, LL or PBD or PBX (Place/Bearing-Place/Bearing)
PRESS the DIR key.
WRITE the waypoint identifier (e.g. ABC) into the scratchpad.
PRESS [1 L] to enter “ABC” in the “DIR TO” field.
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
Clear the discontinuity and the waypoints that are not included in the new flight plan.
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
PARTICULAR CASES FOR USE OF DIR TO
‐ If the pilot is flying a manual leg (part of a SID or STAR), the flight plan page displays “F-PLN
DISCONTINUITY”, preceded by “MANUAL” (see below).
These legs are specific heading or track legs flown with no defined end waypoint.
‐ When the pilot encounters a flight plan discontinuity, or if a major reset occurs, the flight plan
page displays “PPOS - F-PLAN DISCONTINUITY”, and the pilot looses managed guidance in
both the lateral and vertical plans.
The autopilot or flight director reverts to the basic HDG V/S (or TRK FPA) modes. Predictions
remain available and are based on the assumption that the aircraft will fly a direct leg from its
present position to the next waypoint.
‐ In both of these cases, the only way to get back to a standard flight plan is to perform a
“DIR TO” to a designated waypoint.
‐ Following a DIR TO, the message “MAP PARTLY DISPLAYED” may appear on the NDs, if the
new flight plan includes a very long leg (Refer to DSC-31-45 Flags and Messages Displayed on
ND). When this message comes up, enter an intermediate waypoint to shorten the leg.
Note: During cruise, the DIR TO function is not available as long as uplink wind data, received
through ACARS , is not inserted or cancelled on the CRUISE WIND page.
PROCEDURE FOR DIR TO/ABEAM
Example : DIR TO/ABEAM BEROK
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
PRESS the DIR on the MCDU.
WRITE the waypoint identifier into the scratchpad (Example : BEROK).
PRESS [1 L] to enter the waypoint in the DIR TO field.
SELECT the ABEAM PTS function.
The display reverts to F-PLN A page.
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
Note: 1. If, between two waypoints projected on the direct leg, there was a discontinuity in the
original flight plan, this discontinuity disappears between the corresponding abeam
points on the direct leg.
2. . Abeam waypoints computed from latitude/longitude-type waypoints are renamed by
the system as “AB XXXXX”, where “xxxxx” is an abbreviation in 5 characters, of the
latitude and longitude of the initial waypoints.
PROCEDURE FOR DIR TO/INTERCEPT
PRESS the DIR key.
WRITE the waypoint identifier into the scratchpad.
PRESS [1L] to enter the waypoint in the DIR TO field.
In the [1R] and [2R] fields, the MCDU displays the functions radial inbound and radial outbound
from the waypoint.
If the waypoint belongs to the flight plan, the system displays the flight plan track as the default
inbound radial. The crew can modify it.
WRITE the required in or out radial into the scratchpad.
PRESS [1R] or [2R] to enter the radial in the required field.
The ND displays the entered radial as an amber dotted line : The pilot can still modify it.
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
PRESS [1R] or [2R] to confirm the DIR TO/INTERCEPT selection.
The display reverts to the F-PLN A page, the system arms the NAV mode, and engages the
HDG mode. The FROM waypoint is the aircraft position at the time of the DIR TO/INTERCEPT
selection. The MCDU indicates it as INBND or OUTBND.
Note: 1. If the waypoint does not belong to the flight plan, the system strings the
DIR TO/INTERCEPT leg to this waypoint, and inserts a discontinuity following the
waypoint.
2. A DIR TO/INTERCEPT cancels any active offset.
3. If the current AP/FD lateral mode is HDG or TRK, NAV becomes armed.
If the NAV mode was engaged, NAV becomes armed. FCU HDG or TRK must be
used to guide the aircraft.
The ND displays an intercept point, if the intercept angle is less than 120 °. The
system constantly updates it to reflect the current aircraft track and position with
respect to the intercept radial. The NAV mode engages when reaching the intercept
point.
EXAMPLE: RADIAL INBND
DIR TO AMB - RADIAL 200 ° INBOUND
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
EXAMPLE: RADIAL OUTBND
DIR TO AMB - RADIAL 200 ° OUTBOUND
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
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FCOM ←K→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
OVFY (OVERFLY) KEY
The overfly key programs the Flight Management Guidance Computer to fly over a specific waypoint
or NAVAID. To use it:
PRESS the “OVFY” key.
A “Δ” appears in the scratchpad.
INSERT it by pressing the key adjacent to the waypoint to be overflown. [3L] in this example.
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FCOM ← K to L → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
The pilot cannot cancel the overfly program. If you do not want to fly over the point you have entered,
use DIR TO (direct to) the next waypoint or engage the heading mode, whichever is more suitable.
The overfly function allows you to fly over a specific waypoint, and return the aircraft to the great
circle track.
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FCOM ←L 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
"UPDATE AT"
To manually change the position computed by the FMGC (FM position and bias), the pilot uses
“UPDATE AT” on the progress page.
Use this facility with extreme caution: It is apt to be inaccurate, because it relies on the pilot's
estimation of when a designated position has been reached.
WRITE the ident for the NAVAID (or waypoint or airport), or the coordinates, or the PBD or PBX
(Place/Bearing-Place/Bearing) at which the update is intended.
PRESS [3L] to enter the ident in the “UPDATE AT” field. The coordinates of the point, along with its
identifier (or “ENTRY”, if the identifier is not in the database), appear in that field.
PRESS [3R] to activate the update, when you estimate that you are at the position.
Note: The system reinitializes the Estimated Position Error computation when a position update
is performed. This may lead to the appearance of a “NAV ACCUR DOWNGRAD” or “NAV
ACCUR UPGRAD” message.
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FCOM M→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
If the “UPDATE AT” does not properly take effect, it corrupts the FM position.
‐ In an area with good radio NAVAID coverage:
• If the update error is small, subsequent radio position updating will correct the FM position.
• If the update error is large, the system will reject any radio updating because its internal
“reasonableness test” will reject the various NAVAIDs. Thus, the FM position will only be the
MIX IRS position corrected by the position bias, determined at the time of the update, and the
error will be maintained.
‐ In an area without proper NAVAID coverage, radio position updating will not be available and the
FM position, if incorrect, will remain incorrect until a new manual update is performed.
‐ Therefore, the pilot should only use “UPDATE AT” in case of a major position problem, such as:
• On the ground, no flight plan appears on the navigation display and ARC/ROSE NAV mode is
selected.
• A “CHECK IRS/FM POSITION” message appears on the MCDU.
• A “FM/IR POSITION DISAGREE” message appears on the ECAM.
When GPS PRIMARY is operative, the FM position will always converge towards the GPS position at
a rate depending on the aircraft altitude. Therefore, when GPS PRIMARY is operative, an inaccurate
“update at” will have a temporary effect on the FM position.
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FCOM ←M 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - LATERAL FUNCTIONS
OPERATING MANUAL
Intentionally left blank
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FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
General
GENERAL
The vertical flight plan is divided into the following flight phases:
Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Done.
All but “Preflight” and “Done” phases are associated with speed and altitude profiles.
Each phase has an assigned profile of target speeds. For each phase the FMGS computes an
optimum (ECON) speed as a function of the strategic parameters (CI, CRZ FL, ZFW, ZFWCG, block
FUEL) and performance criteria.
ECON speed is the basis of the managed speed profile.
The ECON speed can be modified by:
‐ Presetting a speed or Mach number on the MCDU (PERF page) for the next phase
‐ Selecting on the FCU a speed or a Mach number for the active phase
‐ Inserting speed constraints or speed limits on the MCDU vertical revision (VERT REV) page.
The vertical flight plan includes vertical constraints (altitude, speed, time) that may be stored in the
data base or entered manually by the flight crew through vertical revision pages.
The flight crew may also define step climbs or step descents for cruise purposes. If the flight crew
plans to climb to a higher flight level or descend to a lower level, they can use a vertical revision at
any waypoint to insert the new level.
When all the vertical data has been defined, the FMGC computes the vertical profile and the
managed speed/Mach profile from takeoff to landing.
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FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
VERTICAL FLIGHT PLANNING
DATA ENTRY
The vertical flight plan provides the FMGS with all the data required to calculate performance and
predictions. This data is either entered by the flight crew or calculated by the FMS.
There are three categories of data:
‐ Strategic data, that applies to the overall flight profile:
• Cost Index (CI)
• Cruise Flight Level (CRZ FL) and STEP ALTS if any
• Zero-Fuel Weight (ZFW)
• Zero-Fuel Weight Center of Gravity (ZFWCG)
• Block Fuel.
‐ Weather data:
• Winds (for climb, cruise, descent, approach)
• Sea level atmospheric pressure (QNH) at destination
• Surface temperature (TEMP) at destination
• Temperature in cruise phase
• The Tropopause altitude (TROPO).
‐ Tactical data for the flight phases:
• Phase switching conditions:
▪ Setting of the thrust levers to TOGA or FLEX positions
▪ Reaching acceleration altitude (ACCEL ALT)
▪ Entering cruise (T/C)
▪ Initiation of descent (T/D)
▪ Passing a deceleration pseudo waypoint (DECEL PSEUDO WPT)
▪ Touchdown.
• Speed profile:
▪ V2
▪ Economy climb speed or Mach (ECON CLB SPD/MACH)
▪ Preselected speed or Mach (SPD/MACH PRESELECTION)
▪ Economy cruise Mach (ECON CRZ MACH)
▪ Constant Mach
▪ Economy descent Mach or speed (ECON DES MACH/SPD)
▪ Approach speed (VAPP).
• Vertical limitations:
▪ Speed limits (SPD LIMIT)
▪ Speed and altitude constraints (SPD AND ALT CSTR)
▪ Time constraints or Required Time of Arrival (RTA).
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FCOM B→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
In addition to the data entered by the flight crew, the FMS uses some real flight data parameters
(CRZ SAT, actual wind) to improve the accuracy of the computed predictions.
FLIGHT PHASES
The vertical flight plan is divided into flight phases. For each phase, the FMGS computes the
optimum speed or Mach Profile. These flight phases are:
Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Done.
SWITCHING CONDITIONS
FLIGHT PHASES OPTIMUM SPEED PROFILE
TO NEXT PHASE
PREFLIGHT / SRS takeoff mode engaged and N1 >
85 %(EPR ≥ 1.25) or Ground Speed >90 kt
TAKEOFF V2 At acceleration altitude or by engagement of
(V2 + 10) another vertical mode.
CLIMB ECON CLB SPD / MACH Reaching cruise FL
CRUISE ECON CRZ MACH No step descent, and distance to destination
< 200 nm, or all engines operative and
selected altitude below Max [FL 200,
highest DES ALT CSTR]
DESCENT ECON DES MACH / SPD
‐ Overflying (DECEL) pseudo waypoint
with NAV (or LOC*/LOC) mode engaged
and altitude <9 500 ft AGL
‐ Manual activation of the approach phase.
APPROACH VAPP
1. To Go-Around: When thrust levers at
(GS Min)
TOGA detent, or
2. To Done: 30 s after landing, or
3. To Climb: When inserting a new CRZ FL.
GO-AROUND VAPP or current SPD,
1. To Approach: Manual activation of the
whichever is greater.
approach phase, or
Green Dot at ACC ALT
2. To Climb: Above acceleration altitude by
‐ Selecting ALTN, or
‐ inserting NEW DEST
DONE / To preflight: When INIT or PERF key
depressed.
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FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
Note: During the preflight phase, the flight crew inserts the flight plan, which includes all data
needed for the flight.
During the Done phase, the FMGC erases the data entered for the flight. If the descent
or the approach phase is inadvertently activated (manual approach phase activation, for
example), the flight crew may reselect a CRZ FL on the PROG page to reactivate the CRZ
phase.
VERTICAL REVISION
The flight crew uses vertical revisions to enter or modify:
‐ The speed limit in the climb and descent phases
‐ An altitude or speed constraint at the revised waypoint
‐ A step climb or a step descent
‐ New wind data
‐ A time constraint.
The vertical revision page is accessed by pressing a right hand select key of the flight plan page.
VERTICAL CONSTRAINTS (SPEED, ALTITUDE, TIME)
The flight crew enters speed, altitude and time constraint, either to comply with ATC requests and
specified procedures, or at the discretion of the flight crew, in response to operational variables.
SPEED LIMIT
A speed limit is associated with altitude as a maximum speed below a specified altitude (only one
in climb and one in descent).
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FCOM ← C to E → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
ALTITUDE CONSTRAINT
Altitude constraints may be attached to specific waypoints in the climb, descent, or approach
phases.
To meet the altitude constraint, the aircraft must fly over the waypoint at an altitude equal, above
or below the altitude constraint as specified by the flight crew or the database.
An altitude constraint is considered as missed if the system predicts more than 250 ft of difference
between the constraint value and the predicted aircraft altitude.
Altitude constraints are observed in CLB or DES or APP NAV-FINAL modes.
Note: The database may contain an altitude constraint window (two altitudes between which
the aircraft must fly passing over a given waypoint), but the flight crew cannot enter such
a constraint manually.
SPEED CONSTRAINT
Speed constraints may be attached to specific waypoints in the climb, descent or approach
phases. To meet the speed constraint, the aircraft must fly over the waypoint with a speed equal or
less than the speed constraint.
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FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
A speed constraint is considered as missed if the system predicts an aircraft speed 10 kt greater
than the speed constraint.
Speed constraints are observed when NAV mode is engaged and speed target is managed.
Otherwise speed constraints are disregarded.
TIME CONSTRAINT
Time constraint may be attached to any waypoint except the "from" waypoint.
Note: No constraint can be associated with go-around waypoints.
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FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
FMS2 Honeywell
GENERAL
The vertical revision function allows the pilot to modify the following parts of the flight plan:
‐ Speed limit
‐ Speed and altitude constraints
‐ Time constraints
‐ Wind
‐ Step climb or step descent
‐ Constant Mach Segment
The pilot selects these functions by pressing the right key on flight plan A or B.
Note: This vertical functions section only describes the following three functions: Wind and time
constraints, and Constant Mach Segment.
For other vertical revision functions: Refer to the Systems Related Procedures section.
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FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
REQUIRED TIME OF ARRIVAL (RTA)
GENERAL
A Required Time of Arrival (RTA) is a time requirement to be met over a specified waypoint of the
lateral flight plan, including destination but excluding the origin and FROM waypoints. When the
predictions are available, the time constraint value is replaced by the predicted time at the related
waypoint, highlighted by a star (*):
‐ If the RTA is predicted as matched, the star (*) is in magenta.
‐ If the RTA is predicted as missed, the star (*) is in amber.
No specific symbol is provided on the ND.
A time constraint is cleared in the same way as any other constraints. If a time constraint is
automatically deleted. The MCDU displays an “RTA DELETED” message.
ENTERING A REQUIRED TIME OF ARRIVAL
SELECT the F-PLN key on the MCDU.
SELECT a VERT REV at the revised waypoint.
SELECT the RTA prompt (2R).
CHECK, ENTER or MODIFY the identifier of the waypoint at which the time constraint is to be
defined in the [1L] field.
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FCOM B→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
WRITE the required time of arrival.
The format is +/- HHMMSS (entry of seconds is not mandatory).
ENTER it in the 1R field.
CHECK the 2R and 3R fields to determine whether the entered constraint can be met.
WIND - TEMPERATURE - QNH
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FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
GENERAL
In order to receive the best predictions, the pilot must enter wind and temperature values for the
different phases and for the various waypoints of the cruise phase.
The system uses the temperature value at a given altitude, associated with the tropopause
entered on the INIT A page, to optimize the temperature profile.
ENTERING THE TRIP WIND AND TEMPERATURE DURING F-PLN INITIALIZATION
The trip wind is a mean wind component for the entire flight from origin to destination. The pilot
can enter it on the INIT B page prior to engine start. It is usually defined by the airline's flight
operations on the computerized flight plan.
The FMGS does not consider the trip wind for alternate predictions.
The trip wind is used as long as no winds are entered in the CLB, CRZ, and DES WIND pages.
When the pilot enters a CLB, CRZ or DES WIND, the FMGS disregards the trip wind.
PRESS the INIT key.
INSERT the temperature at cruise FL.
On the INIT B page, INSERT the TRIP WIND.
The trip wind is defined as a headwind component (HDXX, XXHD or –XX), or as a tailwind (TLXX,
XXTL or +XX).
The FMGS uses the trip wind to compute preliminary performance, time and fuel predictions.
CHECK the predictions on the F-PLN B page.
ENTERING THE WIND AND TEMPERATURE DURING F-PLN INITIALIZATION
When completing the INIT A page, and once the wind and cruise FL temperature forecasts are
available, the pilot may enter them, if significantly different, by pressing the wind prompt.
The pilot will access the different wind pages by using the NEXT PHASE and PREV PHASE
prompts. He will slew the CRZ WIND page to access the various cruise wind waypoints.
The pilot will enter wind data as follows:
‐ For climb phase: By inserting either the HISTORY WIND data (as recorded during the last
descent), or by inserting winds (at up to 5 altitudes) on the CLIMB WIND page.
‐ For cruise phase: By inserting winds (at up to 4 FL) at various CRZ waypoints on the CRZ
WIND pages. The 4 levels are the same for all the cruise waypoints. The pilot may enter the
temperature of each waypoint and at destination on this page.
‐ For descent phase: By inserting winds (at up to 5 FL/altitudes) on the DES WIND page.
‐ For the ALTN F-PLN, an average wind may be entered on the DES WIND page for alternate
cruise flight level.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
Note: Wind can be automatically received (and inserted) through the ACARS system (Refer to
DSC-22_20-70 Wind Data - Request for Wind Data).
Once a CLIMB, CRZ, or DESCENT WIND is entered, the system ignores the TRIP WIND.
Once temperature and winds are inserted, the FMGS computes the ISA profile, and the F-PLN B
page displays the forescast wind profile (by linear interpolation and propagation).
WIND ENTRY RULES
When a wind entry is performed from an empty field, direction/velocity/altitude (or flight level)
must be entered simultaneously. One entry in each bracket.
Overwriting a wind cancels the previous one.
Entered wind data can be cleared: The field reverts to brackets.
Propagated wind cannot be cleared.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
Entering a new altitude, over an existing altitude, replaces that existing altitude at all cruise
waypoints. Any winds entered at the overwritten altitude are lost at all cruise waypoints.
ENTERING THE HISTORY WIND (F-PLN INITIALIZATION)
The pilot may insert the history wind, but cannot modify this page.
If convenient, PRESS the (6R) prompt to insert. After insertion, the [6R] prompt is suppressed,
but the page still displays the wind values for information.
ENTERING THE CLIMB WIND (F-PLN INITIALIZATION)
If history winds are not convenient:
SELECT CLIMB WIND page from INIT A page or VERT REV page.
WRITE new winds into the scratchpad and ENTER.
Winds entered on the CLIMB, CRZ, and DESCENT WIND pages are always true north
referenced.
Tower wind, entered on PERF APPR page is magnetic-referenced.
The pilot can enter “GRND” in the altitude field for wind at destination.
CLIMB WIND cannot be modified when the climb phase is active.
At climb phase transition, wind data switches from blue to green, and any attempted
modification will trigger the “NOT ALLOWED” message.
The system extrapolates the highest wind entry to all higher levels.
The system interpolates winds between 2 entered levels.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
ENTERING THE CRUISE WINDS AND TEMPERATURES
At flight plan initialization, the CRZ WIND page displays all cruise waypoints with empty brackets.
In flight, only downpath waypoints are displayed.
SELECT VERT REV at WPT.
PRESS the WIND prompt.
SELECT NEXT PHASE.
SLEW until relevant waypoint is displayed.
WRITE and ENTER the new temperature into the scratchpad.
WRITE and ENTER the new wind data into the scratchpad.
WIND and temperature may be entered through the ACARS pages. (Refer to DSC-22_20-70 Wind
Data - Procedure to Insert Wind Data).
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
The crew will modify the entered winds and temperatures in flight, if a significant difference is
expected (greater than 30 kt or 30 ° for the wind data and greater than 5 °C for the temperature).
The system propagates the pilot’s (or ACARS) wind and temperature entries downpath, until a
waypoint for which a different temperature or wind has been entered (for the same flight level), or
until the last cruise waypoint.
The forecast winds at a waypoint are determined as follows:
‐ If the predicted altitude at the waypoint matches an altitude defined in the CRZ WIND page, the
forecast wind, is the corresponding entered or propagated wind, displayed at that waypoint on
the CRZ WIND page.
‐ If the predicted altitude lies between two altitudes entered on the CRZ WIND page, the wind
direction and velocity are linearly interpolated.
‐ If the predicted altitude is above or below the set of cruise altitudes, the forecast wind is a
constant value extrapolated from the entered or propagated wind at the highest (or lowest)
altitude displayed on the CRZ WIND page for that point.
Once in flight, the FMGS considers the actual measured wind up to 200 nm ahead of the aircraft to
permanently update the wind profile. This updated wind profile is used to compute the predictions
and the performance data, but is not displayed to the crew.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
The CRZ WIND pages display the propagated values in small blue font, and the pilot (or ACARS)
entries in large blue font.
Note: The CRZ WIND page displays ACARS or crew-entered or propagated data. It never
displays computed data (F-PLN B page only).
Example:
EFFECT OF WIND ENTRIES ON OPTIMUM FLIGHT LEVEL
The OPT FL computation considers the wind entries made at different altitudes (normally at the
different CRZ FL).
When flying the subsequent CRZ FL, the OPT FL proposed by the PROG page may be affected
by the wind entries made at the previous CRZ FL; these winds are automatically propagated and
may be significantly different from the actual winds.
We recommend the following procedure: If the propagated winds at the lower altitudes are
significantly different from the actual winds, enter the wind at these altitudes, or if not available, the
wind measured at the current CRZ FL.
ENTERING THE DESCENT WINDS
The pilot will enter as many as one wind at 5 different FL or altitudes. This wind data will be used
for descent profile and prediction computation.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
From the vertical revision page, or from the CRZ WIND page:
PRESS the WIND prompt.
SELECT the DESCENT WIND page.
ENTER up to 5 different “wind/altitude”.
A wind is written as true direction/velocity/flight level or altitude in feet.
If the crew enters “GRND” in the altitude field, the system uses the associated wind as wind at
destination.
The descent profile is corrected, as well as the tower wind entered in the PERF APPR page.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
When the winds have been entered, the F-PLN B page displays the forecasted wind profile at all
descent waypoints, using values it has interpolated from manual entries. Descent winds are not
modifiable when the descent, approach, or go-around phase is active. At descent phase transition,
wind data switches from blue to green, and any attempted modification will trigger the “NOT
ALLOWED” message.
ENTERING THE ALTERNATE WIND
Alternate wind is entered on the DESCENT WIND page.
The alternate cruise (ALTN CRZ) level defaults to:
‐ FL 220 if the length of the ALTN F-PLN is less than 200 nm.
‐ FL 310 if the length of the ALTN F-PLN is greater than 200 nm.
If an alternate wind is not defined, the predictions are computed with a wind defaulted to zero.
Alternate wind can be modified at any time.
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FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
The alternate wind profile is as follows:
‐ ALTN CLB wind : Mean wind between ALTN CRZ wind (as entered on the DESCENT
WIND page), and the wind at primary DEST (as entered on the PERF
APPR page).
‐ ALTN CRZ wind : If no ALTN WIND has been entered on the DESCENT WIND page,
the WIND at primary DEST (as entered on the PERF APPR page) is
considered.
In case no entry is made, zero wind is assumed.
‐ ALTN DES wind : Mean wind between ALTN CRZ WIND and wind at FL 100.
Wind at FL 100 = Interpolation between wind at ALTN CRZ FL and zero
at ALTN DEST.
ENTERING THE APPROACH WIND TEMPERATURE AND QNH
The wind at destination is entered in the 3L field of the PERF APPR page.
It is copied in true reference into the DESCENT WIND page at ground level (GRND), and
F-PLN B page at destination. A ground entry on the DESCENT WIND page is, in the same way,
automatically copied to F-PLN B page and the PERF APPR page.
This wind is modifiable in descent, approach, and go-around phases.
SELECT the PERF key on the MCDU.
PRESS NEXT PHASE (6R).
WRITE QNH and temperature, and enter them.
WRITE the surface wind in the scratchpad, and enter it.
Note: At each wind entry, the descent profile is recomputed. Therefore, it is recommended
to enter all winds, temperature, and QNH at the same time in order to minimize
recomputation time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-30-20-25 P 12/14
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
CONSTANT MACH SEGMENT
GENERAL
The pilot can enter the start and end points of a constant Mach segment, and its associated Mach
number, from the VERT REV page.
Only one constant Mach segment may be defined in the active flight plan, and only one in the
secondary flight plan. No constant Mach segment can be defined in the alternate flight plan.
ENTERING A CONSTANT MACH SEGMENT
SELECT the F-PLN key on the MCDU.
SELECT VERT REV at a waypoint.
(Except the destination and alternate flight plan waypoint).
WRITE the Mach/start waypoint pair.
It is possible to enter only the Mach or the waypoint. But, for the first entry, a Mach entry is
mandatory.
The waypoint must be located in front of the aircraft and must be part of the cruise.
ENTER it in the 4L field
The END WPT prompt appears in the 4R field.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-30-20-25 P 13/14
FCOM D→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW FLIGHT PLANNING - VERTICAL FUNCTIONS
OPERATING MANUAL
WRITE the end waypoint.
The end waypoint must be part of the cruise.
ENTER it in the 4R field.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-30-20-25 P 14/14
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
GENERAL
The performance function:
‐ Optimizes a flight plan
‐ Computes predictions.
OPTIMIZATION
The FMGC minimizes cost by optimizing the following items:
‐ Takeoff, approach, and go-around speeds (F, S, Green Dot, VAPP)
‐ Target speed for CLB, CRZ and DES phases (ECON SPD/MACH)
‐ Flight Level (for flight crew's information)
‐ Descent profile from CRZ FL down to the destination airport.
These items depend on the data the flight crew inserts during lateral and vertical flight planning and
revision procedures.
Most are displayed on the PERF pages associated with the appropriate flight phases.
WIND PROFILE
To obtain the best predictions, the flight crew must enter the wind for the various flight phases and
specifically for waypoints in cruise.
ON GROUND:
During flight planning initialization, enter the winds for the climb and cruise phases using the
HISTORY WIND and WIND pages. Enter, manually or with ACARS, different wind values in
the climb and cruise phases. The system will compute a wind for all waypoints of the F-PLN
using linear interpolation between manual/ACARS entries.
The wind profile will be displayed on the F-PLN B page, and is called forecast wind profile.
Flight crew or ACARS entries are displayed in large font, and system-computed winds in small
font.
IN FLIGHT:
The system updates the predictions and the current ECON speed, using the measured wind at
the present position. It combines actual wind and forecast winds to compute the wind ahead of
the aircraft, but this is totally transparent to the flight crew.
During cruise, the flight crew will enter the descent winds and the approach wind. The system
will update the final predictions, compute the optimum descent profile and compute the
optimum speed in descent and approach.
The forecast wind profile will be used to compute fuel and time predictions, as well as ECON
speed/Mach targets.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 1/8
FCOM A to B → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
OPTIMUM TAKEOFF, APPROACH AND GO-AROUND SPEEDS
The FMGC computes takeoff speeds (F, S, Green Dot) during the preflight and takeoff phases,
using the performance model in the database and the takeoff weight.
The flight crew has to insert V1, VR, and V2 in the PERF TO page manually.
The FMGC uses the performance model and either the predicted landing weight or the current
gross weight at transition to the approach phase to compute approach speeds (VLS, VAPP, F, S,
Green Dot).
On the PERF APPR page, the selected LDG CONF determines the applicable VLS and VAPP,
the latter being updated by the WIND correction that the flight crew enters on the same page. The
FMGC uses the performance model and gross weight to compute go-around speeds (F, S, Green
Dot).
OPTIMUM TARGET SPEED FOR CLIMB, CRUISE AND DESCENT (ECON SPD/MACH)
The FMGS computes the optimum target speed (ECON SPD/MACH) as a function of:
‐ Cost index (CI)
‐ Cruise flight level (CRZ FL)
‐ Gross weight (GW)
‐ Wind and temperature models
‐ Performance factor.
The computer processes the ECON SPDs for the climb and descent phases before the initiation of
the flight phase, and freezes the values once the flight phase becomes active.
When there is no time or speed constraint/limit, ECON SPEED is the optimum speed for the
selected cost index. It refers to fuel and time cost and not directly to fuel saving.
The FM calculates ECON CLB, ECON DES and the associated top of climb and top of descent as
a function of cost index, cruise FL, and meteo data.
The computer continually updates ECON CRUISE MACH (SPD), taking into account current
weather conditions and modifications to the flight plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 2/8
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
Note: If the cruise FL is below FL 250, ECON CRUISE SPEED is computed.
If the cruise FL is above FL 250, ECON CRUISE MACH is computed.
PRESET TARGET SPEED FOR CLB PHASE
The flight crew can preselect the climb speed before the CLB phase begins, by inserting a
speed in the PRESEL field:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 3/8
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
The active mode field changes from MANAGED to SELECTED, and the FM will use the entered
speed for climb predictions computation.
The flight crew can revert to managed mode by pressing the 3L key.
PRESET TARGET SPEED/MACH FOR DES PHASE
The flight crew can change the speed and/or Mach displayed in the MANAGED field by inserting
a speed and/or Mach in the MANAGED field.
Although the entered speed is chosen by the flight crew, the FMGS uses it to compute the
descent flight path and top of descent. It is therefore part of the managed descent profile.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 4/8
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
The flight crew can revert to the optimum speed/Mach by clearing the 3L field.
OPTIMUM FLIGHT LEVEL
The optimum flight level (OPT FL) indicates the most economic flight level for a given cost index,
weight, weather data. It is continuously updated in flight. It requires a 5 min minimum cruise time,
at a minimum cruise flight level of FL 100.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 5/8
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
The OPT FL is a compromise between fuel and time saving. As a result, the flight crew may
observe jumps in OPT FL due to GW, ISA, or wind changes. The computation of the OPT FL
considers the wind entries made at the different altitudes (normally at the different CRZ FL).
When flying the subsequent CRZ FL, the OPT FL proposed by the PROG page may be affected
by the wind entries made at the previous CRZ FL; these winds are automatically propagated and
may be significantly different from the actual winds.
Note: For simplification purposes, the FCOM/QRH gives the OPT FL at a given Mach number.
It does not consider the cost index, therefore the FMGS and the FCOM/QRH values are
different.
FM displays OPT FL on the PROG page. The PROG page displays dashes for this quantity when
the system detects an engine-out condition.
OPTIMUM DESCENT PATH
The vertical flight path is computed to minimize fuel consumption, while satisfying the various
altitude constraints and the descent speed profile, in order to reach VAPP at 1 000 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 6/8
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
The computer calculates the descent profile before the descent phase is initiated, taking into
account:
‐ All lateral and vertical flight plan data
‐ The descent and approach winds, as inserted into the DESCENT WIND page and PERF APPR
page, and the required maximum cabin rate of descent.
During descent, the descent profile is updated only if the flight plan is modified, or if data for the
APPR phase (WIND, VAPP, or LDG CONF) are changed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 7/8
FCOM ←B 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - OPTIMIZATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-10 P 8/8
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - COST INDEX
OPERATING MANUAL
COST INDEX (CI)
The cost index is a fundamental input for the ECON SPEED or ECON MACH computation. ECON
SPEED and ECON MACH reduce the total flight cost in terms of flight time and fuel consumption
(and not only in terms of fuel saving).
CI is the ratio of flight time cost (CT) to fuel cost (CF).
CI = CT/CF (kg/min or 100 lb/h).
CI = 0 corresponds to minimum fuel consumption (Max Range).
CI = 999 corresponds to minimum time.
CI = Long Range Cruise (Refer to PRO-NOR-SRP-01-50 Preparation for Descent and Approach -
Cost Index for Long-Range Cruise).
Note: The airline's operations department usually defines the cost index, to optimize each
company route. The flight crew does not ordinarily modify the cost index during a flight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - COST INDEX
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
GENERAL
The FMGC computes predictions for the primary and secondary flight plans and displays them on
the Multipurpose Control and Display Units (MCDUs), and on the navigation display (ND) of the
Electronic Flight Instrument System (EFIS).
The computations use the current state of the aircraft (GW, CG, position, altitude, speed, engaged
mode of the autopilot or flight director, time, wind, temperature) for the active flight plan.
The computations use data entered by the flight crew for the secondary flight plan when it is not a
copy of the active flight plan. When the secondary flight plan is a copy of the active flight plan, it uses
the same data.
PREDICTIONS FOR THE PRIMARY FLIGHT PLAN
The predictions displayed on the MCDU assume that the FMGS will guide the aircraft along the
preplanned lateral and vertical flight plans.
The predictions displayed on the ND assume that the aircraft will continue to operate in the modes
(selected or managed) that are currently active.
As long as the aircraft is flying the flight plan under managed guidance, the predictions on the MCDU
will match those on the ND.
If the flight crew does not fly the flight plan, the MCDU predictions assume that:
‐ The flight crew will fly back towards the flight-planned route
‐ The flight crew will immediately resume flying the FMGC managed modes.
If the flight crew does not fly the managed speed profile, the MCDU predictions assume that they will
maintain the selected speed until they reach:
‐ In the climb or descent phase, the next speed limit or speed constraint if any, or next phase
‐ In cruise, the top of descent.
Then, the predictions assume that the flight crew will revert to managed speed.
COMPUTATION OF PREDICTIONS
The system calculates various predictions for the active flight plan and updates them continually
during flight as functions of:
‐ Revisions to the lateral and vertical flight plans
‐ Cost index
‐ Current winds and temperature
‐ Present position versus lateral and vertical flight plans
‐ Current guidance modes
‐ Speed control (managed/selected).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 1/18
FCOM A to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
The MCDU and the ND show these predictions, each of which is based on specific assumptions.
Note: During computation, prediction fields on the MCDU pages display dashes.
PREDICTIONS DISPLAYED ON THE NAVIGATION DISPLAY
These predictions consist of symbols positioned along the lateral flight plan (NAV mode engaged)
or the track line (NAV mode not engaged). These symbols (named as pseudo waypoints) and their
meanings are:
Pseudo waypoint Definition
Level symbol at the position (top of climb or level-off) where the aircraft will reach:
‐ The FCU selected altitude (blue) or
‐ The constrained altitude, if it is more restrictive than the FCU altitude and if appropriate modes
are engaged (magenta).
Top of descent or continue descent symbol:
‐ Top of descent (always white)
‐ Continue descent symbol (white if DES is not armed, blue if it is).
Start of CLIMB symbol:
‐ White if CLB is not armed
‐ Blue if CLB is armed.
Intercept point symbol:
The point where the aircraft is predicted to intercept the descent path, if there is any vertical
deviation when the aircraft is in DES mode (white if DES is not engaged, blue if it is).
• Speed change symbol:
The point at which the aircraft will initiate an automatic ACCEL or DECEL from current speed to a
new computed speed if it encounters a SPD LIM, SPD CSTR, or HOLDING SPD (magenta).
Decelerate point symbol:
‐ Indicates the point at which the aircraft is predicted to decelerate for approach (and thus switch
to the approach phase)
‐ Magenta, if in managed speed and NAV or approach mode is engaged
‐ White, if in selected speed or HDG/TRK mode
‐ Automatic deceleration only occurs when displayed in magenta.
ALT CSTR symbol set around the constrained waypoint:
‐ Magenta, when the ALT CSTR is predicted to be met
‐ Amber, when the ALT CSTR is predicted to be missed
‐ White, when the ALT CSTR is not taken into account by the FMGS, and the NAV mode is
engaged.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 2/18
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
Continued from the previous page
Pseudo waypoint Definition
(10 45) Time marker and equitime point symbols appear in green to indicate where the aircraft reaches
the time marker or equitime point.
(ETP)
Energy circle symbol (green arc) centered on the aircraft position and oriented to the current track
line. Represents the Required Distance to Land.
Only displayed 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.
Crosstrack error The crosstrack error displays the lateral deviation between the aircraft position and the track of
XX.XR or XX.XL the F-PLN active leg.
(X is a number) The value is limited to 99.9 nm left or right.
INTCPT Intercept waypoint is displayed on the ND at the point at which the present track intercepts the
F-PLN.
The predicted time of arrival at the TO WPT is located in the upper right-hand corner of the ND. It
assumes direct distance from the aircraft position to the TO WPT and assumes current ground speed
will be constant.
As a general rule, the ND indicates what the aircraft will fly, with the current active FG modes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 3/18
FCOM ←D→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
For example:
‐ The continuous green line on the ND represents the track the aircraft is currently flying:
• If HDG/TRK is engaged, the track line is green and the flight plan is dashed
• If NAV mode is engaged, the green line is the flight plan.
‐ If the speed target is manually selected, the speed-change symbol is no longer displayed because
it will not be taken into account.
‐ When the aircraft is not following the vertical flight plan (OP CLB, OP DES, V/S) but the NAV
mode is engaged, the system disregards any altitude constraints and puts white circles around the
waypoints that have these constraints and positions level symbols accordingly.
‐ Pseudo waypoints are adjusted each time predictions are updated.
PREDICTIONS DISPLAYED ON THE MCDU
The predictions displayed on the MCDU assume that AP (or FD order) is controlling the aircraft and
flying it along the preplanned lateral and vertical flight plan.
Therefore:
‐ If the aircraft is guided along the flight plan (managed guidance), the MCDU predictions
correspond exactly to what the aircraft is doing
‐ If the aircraft is not guided along the flight plan (selected guidance), the MCDU predictions assume
that it will return immediately to the flight plan, intercepting at a predetermined angle, and will then
proceed under managed guidance
‐ If the aircraft does not fly the managed speed profile (ECON, SPD CSTR...), the MCDU
predictions assume that it will remain at the present selected speed/Mach until it reaches the next
SPD CSTR or SPD LIM or enters the next flight phase.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 4/18
FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
Note: For secondary flight plan predictions, Refer to DSC-22_20-60-50 Secondary Flight Plan.
TYPE OF PREDICTIONS
MCDU PAGE
Pseudo waypoints: T/C, T/D, S/C, S/D, I/P, SPD LIM, DECEL F-PLN A and B
TIME/SPD/ALT at each WPT and pseudo-WPT F-PLN A
ETA/DIST TO DEST along F-PLN/EFOB at destination F-PLN A and B
EFOB/T-WIND at each WPT and pseudo-WPT F-PLN B
Constraint symbol * at each constrained WPT (TIME/SPD/ALT) F-PLN A and B
Altitude error in case of missed ALT constraint VERT REV
EFOB/EXTRA FUEL at each WPT VERT REV
TIME/EFOB at destination FUEL PRED/PERF
CLB/CRZ/DES
TIME/DIST to a selected altitude PERF CLB or DES
Fuel prediction prior engine start INIT B
REC MAX FL PROG
TIME/EFOB at Alternate FUEL PRED
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 5/18
FCOM ← E to F → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
Continued from the previous page
MCDU PAGE
XTRA FUEL for various Alternates ALTN
VDEV vertical deviation from vertical flight path PROG
EXAMPLES OF MCDU PREDICTIONS
The following MCDU pages display some of the prediction types.
‐ Pseudo-waypoints:
Top of Climb (T/C), Top-of-Descent (T/D), Start of Climb (S/C) or Start of Descent (S/D) for Step
Climb/Descent, Speed Limit (SPD LIM), deceleration to approach phase (DECEL)
‐ Time, speed, and altitude predictions:
TIME/SPD/ALT for all waypoints and pseudo-waypoints.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 6/18
FCOM ← F to G → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
CONSTRAINT SYMBOLS (STAR)
When a time speed or an altitude constraint is part of the vertical flight plan, it appears on the F-PLN
A page only at the time of insertion, or when predictions are not yet available.
Once available, the time speed and altitude predictions are displayed for all F-PLN waypoints: when
a speed or an altitude constraint is at a waypoint, a star symbol appears adjacent to the speed or
altitude prediction. If the star is magenta, the constraint is predicted to be matched. If the star is
amber, the constraint is predicted to be missed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 7/18
FCOM ← G to H → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
Note: If an altitude constraint is predicted as missed, the system tells you what will be the error at
the specific waypoint.
VERTICAL DEVIATION
During descent, the system indicates to the flight crew the vertical deviation from the computed
descent profile (PFD and MCDU) and predicts where the flight crew can rejoin it.
VDEV on the PFD and PROG page, predictions on the MCDU F-PLN page, symbols on the ND,
enable assess to the vertical position versus the computed flight profile.
OPERATION RULES CONCERNING PREDICTIONS
The flight crew must properly update the flight plan data during the flight, in order to obtain accurate
and meaningful predictions.
The flight crew should rely on the ND for short-term predictions. It indicates what the aircraft will do
under the currently engaged modes (selected or managed).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 8/18
FCOM ← H to J → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
The flight crew should rely on the MCDU for long-term predictions, when managed guidance is active
or about to be reengaged.
OTHER COMPUTATIONS
ENGINE-OUT CASE
The FMGS computes an engine-out target speed for each flight phase. It computes an engine-out
maximum altitude at long-range cruise speed, and displays it on the PROG page.
The new speed target becomes Green Dot in climb, and EO CRZ SPD in cruise.
The system computes the flight plan predictions down to the primary destination. If the aircraft
is above EO MAX ALT, the predictions are computed, assuming that a drift down descent will
immediately be performed to reach EO MAX ALT.
RECOMMENDED MAXIMUM ALTITUDE (REC MAX)
The recommended maximum altitude is the lowest of the maximum altitude that:
‐ The aircraft can reach with a 0.3 g buffet margin
‐ The aircraft can fly in level flight at MAX CRZ rating
‐ The aircraft can maintain a V/S of 300 ft/min at MAX CLB thrust
‐ The aircraft can fly at a speed higher than Green Dot and lower than VMO/MMO
‐ The aircraft is certified at.
The REC MAX altitude is displayed on the PROG page.
Anti-ice is not taken into account for this computation. Refer to QRH graphs if icing conditions are
expected.
A maximum altitude using a 0.2 g buffet margin is also computed. It is not displayed, but the
system uses it to limit CRZ ALT entry.
PREDICTIONS FOR ALTERNATES
Predictions for alternates are displayed on the ALTERNATES page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 9/18
FCOM ← J to K → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
They are based on:
‐ A default cruise FL equal to 220, if the airway distance is less than 200 nm. Otherwise, it is
FL 310
‐ Simplified wind/temperature models, based on flight crew entries:
• ALT CRZ wind, as entered on the FUEL PRED page
• CRZ temperature interpolated from the temperature model for the primary flight plan.
‐ Airway distance, or direct distance, as provided by the database (manual entry, if not in the
database)
‐ Cost index = 0 (minimum fuel)
‐ Initial aircraft weight equal to landing weight at primary destination.
Note: 1. No step can be inserted in an alternate flight plan
2. No predictions are displayed for the selected alternate on flight plan pages. However,
the flight crew can read ALTN trip fuel and time on the INIT B page before engine start,
and estimated time and estimated fuel on board at alternate on the FUEL PRED page
after engine start.
RETURN-TO-TRAJECTORY ASSUMPTIONS
If the aircraft is not on the lateral flight plan, predictions assume an immediate return to the active
lateral leg with a 45 ° convergence angle, or that it will fly directly to the “TO” waypoint, when the
required convergence angle is greater than 45 °.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-40-30 P 10/18
FCOM ← K to L → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
ENERGY CIRCLE
The energy circle is a green arc, centered on the aircraft’s position and oriented towards the
current track line. It is displayed on the NDs during descent, when HDG or TRK mode is selected. It
represents the required distance to land from the aircraft’s position down to airport elevation at VAPP
speed, considering all speed constraints on the vertical profile.
INTRODUCTION TO PERF AND IDLE FACTORS
The FMGS contains a performance database to compute the predictions and the performance
data. This performance database has a model of several aircraft configurations (aircraft type/engine
model) to tune the performance and the FMGS predictions. For some aircraft configurations, the
model can differ from the real aircraft performance. In these cases, the FMGS has to correct the
computation of the performance and the predictions. This is the aim of PERF and IDLE factors.
With time, the real aircraft drag and engine performance can deviate from the nominal model.
The airline Flight Operations should periodically revise the value of these factors to adapt FMGS
predictions to actual aircraft performance.
Note: The IDLE factor is not available on aircraft with FMS1 Honeywell Legacy.
PERF FACTOR
GENERAL
The FMGS uses the PERF factor to correct the predicted fuel flow that is used for the computation
of the fuel predictions.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
The PERF factor modifies the predicted fuel flow, according to the following formula:
FFpred is the FF used for prediction.
FFmodel is the FF from the aero-engine model.
This correction is applied throughout the entire flight, and modifies the performance predictions
and the ECON speed or Mach.
For example: Entering a PERF factor of +1.5 means that Flight Operations have evaluated the
aircraft fuel deviation as 1.5 %, compared to the basic performance model (0.0).
PERF FACTOR VALUES
The PERF factors to be used on FMS2, depending on engine type, are:
‐ For CFM 56-5B engines only:
Depending on the engine type: CFM 56–5B SAC (Single Annular Chamber) or DAC (Double
Annular Chambers), or non/P (without the new LP and HP blade compressor), a positive
performance factor has to be entered on the MCDU STATUS page to increase the FMGS’
predicted fuel consumption and match the actual fuel burnt.
NON/P /P or /3
SAC DAC SAC DAC
A321-111 CFM56-5B1 2 2 0 1
A321-112 CFM56-5B2 2 2 0 1
A321-211 CFM56-5B3 2 2 0 1
A321-212 CFM56-5B1 2 2 0 1
A321-213 CFM56-5B2 2 2 0 1
A321-214 CFM56-5B4 - - 1 -
A320-214 CFM56-5B4 3 3 0 1
A320-215 CFM56-5B5 - - 0 -
A320-216 CFM56-5B6 - - 0 -
A319-111 CFM56-5B5 4.5 4.5 0 1
A319-112 CFM56-5B6 4.5 4.5 0 1
A319-115 CFM56-5B7 4.5 4.5 0 1
A318-111 CFM56-5B8 - - 0 -
A318-112 CFM56-5B9 - - 0 -
‐ For other engines:
• A318 “PW": 0.0 %
• A319/A320 “CFM” Family fitted with CFM 56-5A engines: 0.0 %
• A319/A320/A321 “IAE” Family: 0.0 %
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
All these numbers assume that:
‐ The aircraft is brand-new
‐ Anti-ice is OFF
‐ The air conditioning is on NORMAL for “IAE” engines and on LOW for “CFM” engines
‐ The conservative Fuel Lower Heating Value (FLHV) is 18400 btu/lb.
When an aircraft ages, fuel consumption degradation will be measured to determine the so-called
“monitored fuel factor”. This factor corresponds to the deviation of the aircraft’s actual fuel
consumption from the nominal model. Generally, the FLHV that is used during fuel factor
monitoring is higher than the FMS value.
In order not to penalize FMS predictions, it is necessary to correct the “monitored fuel factor”.
For example, add -1 % to the “monitored fuel factor”, when an FLHV of 18590 btu/lb is used.
Once this factor is established by the airline, it should be arithmetically added to the above-noted
performance factor.
Note: 1. At delivery, ENTER the PERF factor (given in the table above) directly in the MCDU
(no correction factor is needed).
2. When replacing an FMS1 Legacy by an FMS2, on any given aircraft model, the
performance model that is stored in the FMS2 may be different from the one that was
previously stored in the FMS1 Legacy.
As a result, DISREGARD the PERF factor previously entered in the MCDU.
ADD the “monitored fuel factor” (when available) to the PERF factor (given above),
and ENTER the resulting factor in the MCDU.
IDLE FACTOR
GENERAL
The FMGS uses the IDLE factor to adjust the computation of the vertical profile during the descent
phase (IDLE segment).
The FMGS computes the vertical profile and the predictions from the Top of Descent (T/D) to the
first altitude constraint with the following assumptions:
‐ The aircraft has a given thrust
‐ The aircraft has a given speed (within the speed target range).
The IDLE Factor adjusts the value of the given thrust by an addition of a delta (DELTA) thrust to
IDLE thrust. With this additional thrust, the IDLE Factor gives flexibility to maintain the aircraft on
the computed vertical profile in case of external perturbations such windy conditions (previously
entered by the flight crew in WIND pages).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
Depending on the IDLE factor value, the FMGS modifies the position of the T/D and computes a
vertical profile in function of the given thrust (IDLE + DELTA).
Therefore, the IDLE factor has a direct impact on:
‐ The computation of vertical profile
‐ The capability of the aircraft to maintain the vertical profile.
IMPACT ON VERTICAL PROFILE
‐ If the IDLE factor is positive, the vertical profile is less steep than with IDLE factor 0. The
descent phase starts earlier.
‐ If the IDLE factor is negative, the descent path is steeper than with IDLE factor 0. The descent
phase start later.
The following graph provides an example (average values) of the IDLE factor's effect on descent
length:
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FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
Example: An IDLE factor of -3 decreases the computed descent length by 5 nm.
IMPACT ON GUIDANCE
In DES mode, the FMGS maintains the aircraft on the vertical profile and keeps the IAS within the
speed target range.
If the aircraft deviates above the profile, the IAS will increase to return to the vertical profile.
When the aircraft returns to the descent profile, the IAS will decrease to the target speed.
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A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
IDLE FACTOR AT DELIVERY
The IDLE factor to be used at delivery is 0 %.
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A318/A319/A320/A321
FLIGHT CREW PERFORMANCE - PREDICTIONS
OPERATING MANUAL
PROCEDURE TO MODIFY THE PERF AND IDLE FACTORS
PROCEDURE TO MODIFY THE PERF AND IDLE FACTORS (ON GROUND ONLY)
‐ PRESS the MCDU DATA key and then the A/C STATUS prompt in order to access the A/C
STATUS page
‐ For aircraft with FMS2 Honeywell or Thales:
• ENTER the change code in the CHG CODE field.
The default value for this code is “ARM” but it is possible to modify it on airline request.
The applicable code is then coded in the Airline Modifiable Information (AMI).
When a valid change code is entered, the IDLE and PERF factors are displayed in blue.
• ENTER the new IDLE and PERF factors in the MCDU scratchpad separated by a "/".
For example: "-2/+1"
• PRESS the corresponding key to insert the new IDLE and PERF factors.
The new IDLE and PERF factors are displayed in large blue font.
Note: Only authorized personnel should take the responsibility to update the IDLE and PERF
factor values.
‐ For aircraft with FMS1 Honeywell Legacy:
• ENTER the new PERF factor in the MCDU scratchpad.
• PRESS the corresponding key to insert the new PERF factor.
The new PERF factor is displayed in large blue font.
Note: 1. Only authorized personnel should take the responsibility to update the PERF factor
value.
2. The IDLE Factor is not available on aircraft with FMS1 Honeywell Legacy.
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OPERATING MANUAL
Intentionally left blank
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A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
FMS2 Honeywell
GENERAL
The Flight Management and Guidance System (FMGS) displays information on various “pages”.
When a page cannot display all of the assigned information, it cues the pilot to call up additional
information. There are three types of pages, and each type has its particular way of cuing the pilot to
call up additional information.
FIRST TYPE
When this page cannot simultaneously display all the information on the screen (more information
than the six pairs of lines can hold), the pilot can scroll the page up or down.
In this case, the screen displays a ↑↓ symbol in the bottom righthand corner (F-PLN pages,
secondary F-PLN page, departure/arrival pages,...).
SECOND TYPE
When the information is on successive pages, the pilot presses the “NEXT PAGE” key to
sequentially call up these pages.
In this case, an arrow is displayed in the top righthand corner of the screen (INIT pages).
THIRD TYPE
When different types of information are on successive pages, the pilot calls up these pages by
pressing the key adjacent to the prompts >, < or *.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
MCDU MENU PAGE
This page lists the various systems which the pilot can access via the MCDU.
The flight crew selects a system by pressing the key adjacent to the name of that system.
The name of the selected system is displayed in green, all others in white.
If the MCDU cannot establish communication with the selected system, it displays “OUT”.
When a system calls for the flight crew attention, the MCDU displays “REQ” next to the system’s
name, and the “MCDU MENU” annunciator lights up.
When the flight crew presses the key next to the name of the system requiring attention, the “MCDU
MENU” annunciator light goes out.
SELECT Pressing the [1R] key selects the NAV B/UP function and DESELECT
NAV B/UP NAV B/UP appears in the [1R] field.
If the NAV B/UP is inoperative, the field is blank.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
RETURN This field is displayed when a function is active
When the MCDU communicated with a system other than the FMGC, the flight crew should use the
MCDU MENU page to revert to the FMGC system.
INIT A PAGE
The flight crew uses the INIT A page to initialize the flight plan and align the inertial reference
system.
‐ The flight crew accesses to this page by pressing the INIT key on the MCDU. The INIT A page can
be accessed on ground or in flight.
‐ The flight crew may also call up this page by:
• Pressing the “NEXT PAGE” key on the MCDU console, while on the INIT B page, or
• Pressing the key next to “RETURN” or “INSERT” on the route selection page, or
• Pressing the key next to “INSERT” on the wind page.
‐ When in the done phase, the pilot may press the INIT key to switch to the next preflight phase.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 1L ] CO RTE If the flight crew enters a company route number, the screen displays all
data associated with that route (8 or 10 characters, depending on the pin
program).
Inserting the CO RTE into the RTE selection page also enters the CO RTE
number in this field.
[ 2L ] ALTN/CO RTE This field is dashed, until a primary destination is entered in the 1R field.
(blue) If a preferred alternate is associated with the primary destination, it is
displayed in this field with the company route identification. The crew may
manually enter an alternate and company route.
If preferred alternate is not associated with the primary destination, NONE
is displayed in this field.
When the alternate route and the primary destination do not match, the
MCDU scratchpad displays “DEST/ALTN MISMATCH”.
If the primary destination is changed, this field is modified accordingly.
[ 3L ] FLIGHT NUMBER The flight number automatically appears in this field, if it is stored with the
company route. The flight crew may modify it, or enter a new number here.
[ 5L ] COST INDEX This is usually stored in the database along with the company route.
The flight crew may modify it, or enter a new value here. It defaults to the
last entered value, if a value is not stored in the database.
[ 6L ] CRZ FL/TEMP The cruise flight level is usually stored in the database along with the
(cruise flight level and company route. If not, it has to be entered manually.
temperature) If no cruise flight level is entered, the system will not furnish predictions,
while the aircraft is on the ground.
The flight crew has to enter the temperature at cruise flight level in order to
refine the predictions. Otherwise, these are computed for ISA conditions.
(If no sign is entered, the system uses a plus).
[ 1R ] FROM/TO This field allows the pilot to enter a city pair (ICAO codes for city of origin
and destination).
This entry automatically deletes any previously entered company route
and calls up the route selection page. If one airfield of the pair is not in the
database, the display changes to the NEW RWY page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 2R ] INIT REQUEST This prompt is displayed if the pilot did not enter an active flight plan
or entered a flight number or a company route that is not in the aircraft
database. Selecting this prompt sends the ground a request for active
flight plan initialization (downlink message). When the star is not
displayed, a downlink message cannot be sent.
The uplink flight plan is automatically inserted in the active flight plan, prior
to engine start, provided an active flight plan does not exist.
After engine start, the uplink flight plan is sent to the secondary flight plan
and manually inserted or rejected. (Refer to DSC-22_20-70 Flight Plan
Initialization Through ACARS).
[ 3R ] IRS INIT The flight crew presses this key to access the IRS INIT page.
[ 5R ] WIND The pilot presses this key in order to gain access to the climb wind page,
unless a temporary flight plan exists. In this case, the scratchpad displays
TEMPORARY F-PLN EXISTS.
[ 6R ] TROPO The default tropopause altitude is 36 090 ft. The pilot can use this field to
modify it (60 000 ft maximum).
ROUTE SELECTION PAGE
This page displays all the company routes, stored in the database, that are associated with the
inserted city pair. They can be called up manually, or displayed automatically.
‐ Manually : The pilot presses the FROM/TO or ALTN key on the INIT A page when a city pair is
displayed.
‐ Automatically : The system displays it, when the pilot enters a city pair, or defines an alternate on
the INIT A page of the active or secondary flight plan.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE Idents for the city pair inserted on the INIT A page.
(The numbers in the upper righthand corner are the total number of
company routes from this city pair stored in the database).
[ 1L ] This field shows the name of the company route. NONE appears, if there is
no company route for this city pair.
Line 2 to Line 5 These fields display the various elements of the company route:
Waypoints in large green font, and airways in small white font.
[ 6L ] RETURN The pilot presses this key to return to the INIT A page.
[ 6R ] INSERT The pilot presses this key to insert the displayed company route in the flight
plan, and return to the INIT A page.
Note: The pilot can slew the display to show the rest of the route, if one page does not show it all,
or to display other company routes for this city pair.
IRS INIT PAGE
The flight crew uses the IRS INIT page to align the inertial reference system. The crew accesses this
page, by pressing the IRS INIT key on the INIT A page.
Line 1 This line provides the latitude and longitude of the FM reference
LAT-REFERENCE-LONG position. This reference is extracted from the navigation database.
The flight crew can modify this reference. Only when the FM reference
position matches the origin airport position, the airport identifier is
displayed in green. Otherwise, there are dashes at the place of the
airport identifier. Latitude and longitude of the FM reference position are
displayed in blue. The flight crew can modify the latitude and longitude
values using the scroll keys.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 2 LAT-GPS This line displays the GPS position latitude and longitude.
POSITION-LONG
Line 3 to 5 These lines display the IRS 1-2-3 alignment state, source and
latitude/longitude.
The alignment status can be ALIGNING ON XXX, or ALIGNED ON
XXX or IN ATT. XXX is the alignment source and can be GPS or CDU
or REF. It is displayed in white font.
The latitude and longitude values are displayed in green.
[ 6L] RETURN This prompt enables the flight crew to return to the INIT A page.
[ 6R] If a reference is available, field displays ALIGN ON REF → in blue
which is replaced by CONFIRM ALIGN* in amber when 6R prompt is
pressed. Pressing again the 6R prompt enables the transmission of the
FM reference position displayed in line 1.
WIND PAGES
Winds in climb, cruise, descent and approach are necessary to provide the pilot with reliable
predictions and performance. Wind pages enable the pilot to enter and/or review the winds
propagated by the FMGS or sent by ACARS for the various flight phases.
Note: On WIND pages, wind direction is always true-referenced.
CLIMB WIND PAGE
This page enables the pilot to enter and/or review predicted wind vectors (direction and velocity) at
up to 5 different levels.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
THE CLIMB WIND PAGE IS ACCESSED FROM:
TITLE CLIMB WIND in large white font.
[ 1L ] to [ 5L ] TRU This field displays the winds, entered at various climb altitudes : In
WIND/ALT blue before climb phase activation, and in green after climb phase
activation.
This field may also display history winds or uplink winds. Large
blue brackets are displayed before any wind entry. Pilot-entered
and uplinked winds are displayed in large font. History wind data is
displayed in small font.
Upon sequencing the top of climb, the climb winds are deleted.
Note: Climb winds are not deleted, when the origin airport is
changed.
[ 1R ] HISTORY WIND Displayed in preflight phase only. This key calls up the history wind
page. This page is not modifiable (small green font), but can be
inserted into the CLIMB WIND page by using the 6R key and modified
accordingly.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 2R ] WIND REQUEST Pressing this key sends a request for ACARS winds. (Refer to
DSC-22_20-70 Wind Data - Request for Wind Data).
[ 5R ] NEXT PHASE Pressing this key calls up the CRUISE WIND page, or the DESCENT
WIND page, if no cruise waypoint exists.
HISTORY WIND PAGE
[ 6L ] CLIMB WIND This key reverts the display to the CLIMB WIND page.
[ 6R ] INSERT This key inserts the history wind values into the CLIMB WIND page.
CRZ WIND PAGE
This page displays the wind direction and velocity for each cruise waypoint.
The cruise wind page enables the definition of a temperature at a given altitude, and is accessed
as follows:
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE CRZ WIND AT in large white font.
[ 1L ] to [ 4L ] TRU These fields display the entered wind at various altitudes in blue.
WIND/ALT The entered winds are propagated at the same altitude to the downpath
cruise waypoints, if no other winds are entered.
The propagated wind direction and velocity are displayed in small fonts.
Both uplinked winds and pilot-entered winds are displayed in large blue
font. Wind data is modifiable during cruise.
[ 5L ] SAT/ALT This field allows the pilot to enter a temperature at a given flight level, or
to display a propagated value.
The crew must enter both temperature and altitude at the first entry.
They can then independently modify the temperature, or the altitude.
[ 2R ] WIND REQUEST Pressing this key sends a request for ACARS winds. (Refer to
DSC-22_20-70 Wind Data - Request for Wind Data)
[ 4R ] PREV PHASE This prompt is displayed in Preflight, Takeoff, Climb and Done phases.
Pressing this prompt calls up the CLIMB WIND page.
[ 5R ] NEXT PHASE Pressing this prompt calls up the DES WIND page.
Any new entry performed on the CRZ WIND page is immediately inserted into the corresponding
flight plan. Predictions are dashed on the F-PLN pages during the recomputation time. CRZ WIND
page automatically reverts to F-PLN page, if a temporary flight plan is created or the secondary
flight plan is activated.
DESCENT WIND PAGE
This page enables the pilot to define and display the winds used for computing the descent profile.
The pilot calls it up by selecting NEXT PHASE on the CRUISE WIND page, or the WIND prompt
on the VERT REV page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 1L ] to [ 5L ] This displays inserted winds or uplinked winds, in large blue fonts, prior
to activating the descent phase (modifiable values), and in green after
descent phase activation (not modifiable values).
An entry of “GRND” in the “ALT” field is seen as the wind at ground level.
This wind is copied on the PERF APPR page (and corrected for the
magnetic variation).
A clear action on one key reverts the line to blue brackets.
[ 6L ] ALTERNATE This field is only displayed when an alternate is defined.
The pilot-entered value or uplinked value is displayed in large blue font.
It is always modifiable by the pilot.
[ 2R ] WIND REQUEST* Pressing this key sends a request for ACARS winds. (Refer to
DSC-22_20-70 Wind Data - Request for Wind Data).
[ 4R ] PREV PHASE Pressing this key calls up the CRUISE WIND page. The field is erased
after the top of descent has sequenced.
Note: Descent winds and alternate wind are deleted, if the destination airport is changed.
INIT B PAGE
The pilot uses this page to initialize the gross weight and center of gravity, before starting the
engines.
The pilot can call it up from the INIT A page during preflight phase prior to engine start, by pressing
the NEXT PAGE key on the MCDU console, as long as engines have not been started.
This page automatically reverts to the FUEL PRED page after the first engine is started.
The FMGC will stop using the pilot-entered block fuel and will compute its predictions based on the
FOB indicated by the FQI computer (or the FAC as a back up) from that moment on.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 1L ] TAXI This is the taxi fuel, which defaults to a preset value, (usually 200 kg or
400 lb in the AMI file). The crew can change the value through this field.
[ 2L ] TRIP/TIME (green) This field displays trip fuel and time when predictions become available.
The pilot cannot modify this data.
[ 3L ] RTE RSV/% (blue) This field displays the contingency fuel for the route and the corresponding
percentage of trip fuel. It may be equal to 0.0, if such is the policy of the
operator. The flight crew can either enter a fuel quantity, or a percentage.
[ 4L ] ALTN/TIME Displays alternate trip fuel and time, assuming that the Cost Index =
(blue/green) 0 and that the aircraft flies at the default cruise flight level. (Refer to
DSC-22_20-30-10-15 Alternate Function - Review and Selection of
Alternate Airport). The flight crew can modify the alternate fuel as required.
In this case, alternate time will be dashed.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 5L ] FINAL/TIME (blue) Displays the final reserve fuel and time calculated at the alternate airport
(or destination airport, if selected in the “airline fuel policy” section of the
AMI). Before any crew entry, the FINAL field is dashed and FINAL TIME
field is defaulted to the value specified in the AMI file (typically 30 min).
The flight crew may enter a final fuel or time, and the system will compute
associated holding time/fuel available.
The system assumes a holding pattern at 1 500 ft AGL, with the aircraft
in CONF 1 at maximum endurance speed (racetrack pattern, altitude and
selected airport can be modified through the “airline fuel policy” section of
the AMI).
[ 6L ] MIN DEST FOB Displays the expected minimum fuel at destination. It is equal by default
(blue) to the ALTN + FINAL fuel. This field can be modified directly by the flight
crew, and is also impacted by the modification of ALTN and/or FINAL fuel.
Note: If pilot entry of MIN DEST FOB is lower than ALTN + FINAL
fuel, the message “CHECK MIN DEST FOB” is triggered on the
MCDU.
[ 1R ] ZFW/ZFWCG (blue)Displays the Zero Fuel Weight (ZFW) and Zero Fuel Weight CG (ZFWCG).
The flight crew must enter the ZFW/ZFWCG values (as appropriate) to
obtain a speed profile and predictions.
Note: If the flight crew enters a ZFW value that exceeds the acceptable
range (as defined in the OPC or in the performance database),
the “ENTRY OUT OF RANGE” message appears and the value
is rejected.
[ 2R ] BLOCK The block fuel in this field is a mandatory entry.
When the flight crew enters a block fuel, the page title changes to INIT
FUEL PREDICTION.
[ 3R ] FUEL PLANNING Initiates an FMGC block fuel computation using current hypothesis and
(amber) extra = 0. When the pilot selects this function, FUEL PLANNING becomes
green, and the BLOCK field is dashed during FMGC computation. The title
of the page changes to INIT FUEL PLANNING, and BLOCK CONFIRM*
replaces the FUEL PLANNING prompt, when the block fuel is computed
by the FMGC. If the pilot modifies the parameters used to compute
prediction before confirmation, the computation automatically restarts and
FUEL PLANNING is displayed in green.
[ 4R ] TOW/LW (green) Displays the computed Takeoff Weight (TOW) and Landing Weight (LW)
at the primary destination. This cannot be modified.
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OPERATING MANUAL
[ 5R ] TRIP WIND (blue) This field allows the entry of a mean wind component for the trip from the
origin to the destination. Upon entry of a CO RTE or FROM/TO pair, this
field defaults to HD 000 in small font.
An entry preceeded by –, H, HD is considered to be headwind, +, T, TL to
be tailwind. The entered speed is displayed in large blue font.
When the flight crew inserts a wind on the CLIMB, CRUISE or DESCENT
WIND page, or on the PERF APP page, the system no longer considers
the trip wind, and the corresponding field is dashed.
[ 6R ] EXTRA/TIME Displays the amount of extra fuel, and the resulting time available for
(green) holding over the primary destination.
EXTRA FUEL = BLOCK – (TAXI + TRIP + RSV + MIN DEST FOB).
The field displays its information in small font, and it cannot be modified by
the flight crew.
FUEL PREDICTION PAGE
The pilot presses the FUEL PRED key on the MCDU console to display fuel prediction information at
destination and alternate, as well as fuel management data after the engines are started.
[ 1L ] - [ 1R ] Display time and fuel predictions to the primary destination.
AT-UTC/TIME-EFOB TIME is displayed before takeoff. UTC predictions are displayed after
(green) takeoff. If the flight crew has entered an Estimated Takeoff Time (ETT), the
UTC is displayed.
The EFOB at destination will turn to amber, if it becomes less than the MIN
DEST FOB value.
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A318/A319/A320/A321
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[ 2L ] - [ 2R ] These lines display time and fuel predictions to the alternate airport. (Refer
AT-UTC/TIME-EFOB to DSC-22_20-30-10-15 Alternate Function - General).
(green)
[ 3L ] RTE RSV% (blue) Before departure, this field displays the route reserve fuel and the
corresponding percentage of trip fuel. It may be equal to 0.0, if such is
the policy of the operator. The crew can either enter a fuel quantity or a
percentage. After takeoff, it becomes green 0.0/0.0, and the corresponding
fuel is added to the EXTRA fuel.
[ 4L ] ALTN/TIME Displays alternate trip fuel and time, assuming that the Cost Index = 0 and
(blue/green) that the aircraft flies at the default cruise flight level.
(Refer to DSC-22_20-30-10-15 Alternate Function - Review and Selection of
Alternate Airport).
The flight crew can modify the alternate fuel as required.
In this case, alternate time will be dashed.
[ 5L ] FINAL/TIME Displays the final reserve fuel and time calculated at the alternate airport (or
(blue) destination airport, if selected in the “airline fuel policy” section of the AMI).
The flight crew may enter a final fuel or time, and the system will compute
associated holding time/fuel available.
The system assumes a holding pattern at 1 500 ft AGL, with the aircraft
in CONF 1 at maximum endurance speed (racetrack pattern, altitude and
selected airport can be modified through the “airline fuel policy” section of
the AMI).
[ 6L ] MIN DEST FOB Displays the expected Minimum Fuel at Destination. It is equal to the FINAL
(blue) + ALTN fuel. The field can be modified directly by the flight crew, and is also
impacted by the modification of the ALTN and/or the FINAL fuel.
[ 3R ] ZFW/ZFWCG Displays the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of
(blue) Gravity (ZFWCG) values, as entered before engine start on the INIT B page.
The flight crew can re-enter or modify these values after engine start on
the FUEL PRED page. If at engine start, no ZFW or ZFWCG values have
been entered, amber boxes are displayed in the corresponding field. The
flight crew must enter the ZFW/ZFWCG values to obtain a speed profile and
predictions.
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[ 4R ] FOB (blue) Displays the Fuel On Board (FOB) calculated by the FMGS and the following
fuel sensors:
‐ Fuel flow and fuel quantity sensors (/FF+FQ)
‐ Fuel flow sensors only (/FF).
‐ Fuel quantity sensors only (/FQ).
The flight crew can modify the FOB value in flight, or modify the sensors
used by entering “/FF”, “/FQ” or “/FF+FQ”, as required.
[ 5R ] GW/CG (green) The FMS continuously updates the GrossWeight (GW) and Center of Gravity
(CG) during the flight. The field displays dashes, as long as the system is not
calculating the Fuel On Board, or the ZFW has not been entered by the flight
crew.
The field cannot be modified.
[ 6R ] EXTRA/TIME Displays the amount of extra fuel, and the resulting time available for holding
(green) over the primary destination.
EXTRA FUEL = FOB – (TAXI + TRIP + RSV + MIN DEST FOB).
This field displays its information in small green font, and it cannot be
modified by the flight crew.
Note: All fields are dashed before engines are started.
FLIGHT PLAN PAGES
These pages display all waypoints of the active and alternate flight plans, along with associated
predictions.
The pilot can make all revisions to the lateral and vertical flight plans from these pages:
He presses the left key to revise the lateral flight plan, and the right key to revise the vertical flight
plan.
He presses the F-PLN key on the MCDU console to access the page A of the active flight plan.
FLIGHT PLAN A PAGE
Page A displays time, speed, and altitude predictions for each waypoint of the active flight plan.
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OPERATING MANUAL
TITLE FLIGHT NUMBER (blank, if no flight number has been entered).
This line may display: TMPY in yellow if a temporary flight plan exists;
OFST in white, if a lateral offset is flown; or, OFST in yellow, if a lateral
offset revision is pending.
Line 1 to Line 5 WPT, These lines display consecutive waypoints along with associated
UTC, SPD, ALT predictions of time, speed or Mach and altitude for each.
TIME is displayed before takeoff, and UTC after takeoff. After the pilot
enters an estimated takeoff time (ETT), UTC is displayed.
The time and flight level display at the FROM waypoint (first line of
the flight plan) are values that the system memorized at waypoint
sequencing.
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A318/A319/A320/A321
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[ 1R ] SPD/ALT The field dedicated to SPEED or MACH is blank at the FROM waypoint,
except at the departure airport. (V1 associated with runway elevation, is
displayed).
Note: When the HOLD marker is slewed, the HOLD SPD Label will
overwrite the TIME/UTC title.
Line 6, DEST UTC/TIME DIST is the distance to destination along the displayed flight plan.
DIST, EFOB EFOB is the estimated fuel on board at destination. The EFOB at
destination will turn to amber, if it becomes less than the MIN DEST FOB
value.
The sixth line is permanent and is displayed in white font once
predictions are available, except when a TMPY F-PLN is displayed or
in some cases when an ALT CSTR is entered (“*CLB or DES*” prompt
appears).
Note: The predicted altitude at a waypoint is related to the QNH below the transition altitude,
and is given as a flight level above the transition altitude.
The generic flight plan page displays the FROM waypoint (last waypoint to be overflown) on the
first line, and the TO waypoint (in white) on the second line. The FROM/TO flight plan leg is called
the active leg.
The flight crew can use the scroll keys to review all flight plan legs down to the last point of the
alternate flight plan. The AIRPORT key serves as a fast slew key. The pilot can press it to call up
the next airport (DEST, ALTN, ORIGIN) to be displayed on the flight plan page.
In order to return to the beginning of the flight plan page, the pilot presses the F-PLN key on the
MCDU console.
The display shows the name of the leg between two waypoints, and the distance between them on
a line between the lines that identify them. During an approach, this in-between line also defines
the angle of the final descent path. For example, “2-3 °” indicates that the leg is two nautical miles
long, and the flight path angle is -3 °.
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OPERATING MANUAL
The display shows the bearing between FROM and TO waypoints as the bearing from the aircraft
position to the TO waypoint. It shows track (TRK) between the waypoints shown in lines 2 and 3.
This is the outbound track of the next leg.
If the database contains a published missed approach procedure, or if someone has inserted one
manually, the display shows it in blue after the destination runway identification. It turns green
when the go-around phase becomes active.
After the last waypoint of the missed approach, the display shows the alternate flight plan in NAV
mode.
When NAV mode is engaged, the flight crew can only clear or modify the TO waypoint by using
the DIR key on the MCDU console.
PREDICTIONS
The system calculates and displays predictions for all waypoints.
It uses the current wind to compute TO waypoint predictions, and uses predicted winds to
compute all others.
CONSTRAINTS
The database may define an altitude and speed constraint for each waypoint of the climb,
descent, and approach phases, or the pilot may manually insert such constraints (except at
origin, destination, FROM, and pseudo-waypoints).
The constraints are displayed in magenta, as long as predictions are not completed.
Once predictions are available, constraints are replaced by speed and altitude predictions,
preceded by stars. If the star is in magenta, the system predicts that the aircraft will match the
constraint (altitude within 250 ft, speed not more than 10 kt above the constraints). If the star is
in amber, the system predicts that the aircraft will miss the constraint and the MCDU displays:
“SPD ERROR AT WPT”.
Note: SPD and ALT CSTR may either be entered on the VERT REV page or directly on the
F-PLN A page, whereas TIME CSTR may only be entered from the RTA page.
PSEUDO-WAYPOINTS
Pseudo-waypoints are geographical positions corresponding to an event in the vertical flight
plan: T/C (top of climb), T/D (top of descent), SPD/LIM (speed limit), DECEL (deceleration for
approach), etc. The display shows them as waypoints in parentheses.
APPROACH DISPLAY
The flight crew cannot enter an altitude constraint at destination or Missed Approach Point
(MAP).
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OPERATING MANUAL
FLIGHT PLAN B PAGE
This page displays fuel predictions and forecast winds at each waypoint.
The pilot calls it up by pressing the NEXT PAGE key when the FLIGHT PLAN A page is displayed.
TITLE FLIGHT NUMBER (blank if no flight number has been entered).
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OPERATING MANUAL
Line 1 to Line 5 These lines display consecutive waypoints and associated fuel
WPT-EFOB-WIND predictions, and the forecast wind profile.
The direction of forecast winds is relative to true north.
Forecast winds include winds entered by the pilot (large font) and the
propagated winds at intermediate waypoints (small font).
If the flight crew uses a trip wind, it will be displayed for each waypoint.
If no other wind entry is made after takeoff, the FROM waypoint will
display the actually recorded wind, and the waypoints downpath will still
display the trip wind.
Line 6 Identical to F-PLN A page.
DEST-UTC/DIST-EFOB
LATERAL REVISION PAGES
These pages give the pilot a list of the lateral flight plan revisions, which can be used to change the
flight plan beyond a selected waypoint.
The pilot calls up these pages from the flight plan pages (A or B) by pressing the left key adjacent to
the selected waypoint.
Different lateral flight plan revisions are available for different waypoints.
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A318/A319/A320/A321
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OPERATING MANUAL
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A318/A319/A320/A321
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OPERATING MANUAL
TITLE The ident of the waypoint or airport selected for revision, along with its
latitude and longitude.
If the selected waypoint is the FROM waypoint, the title omits the aircraft
latitude and longitude, and displays the “PPOS” (present position) instead.
[ 1L ] DEPARTURE This prompt gives the pilot access to the departure pages, where he can
select and insert runways, SIDs, and TRANSs.
[ 2L ] OFFSET This prompt gives the flight crew access to the OFFSET page.
[ 3L ] HOLD This prompt gives access to the hold pages.
[ 4L ] ENABLE ALTN This prompt allows the pilot to switch to the alternate flight plan at the
selected revision waypoint, and use it as a new active flight plan.
The system never displays this prompt at the FROM waypoint.
[ 5L ] ALTN This prompt gives access to the alternate airport page. The system
displays it only at the destination.
[ 6L ] RETURN This prompt returns the display to the flight plan page.
[ 1R ] ARRIVAL This prompt calls up the arrival pages, where RWY, APPR, STAR TRANS
and VIA can be selected and inserted.
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A318/A319/A320/A321
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OPERATING MANUAL
[ 1R ] FIX INFO FIX INFO is only displayed on the lateral revision page at the origin or
FROM waypoint. It gives access to the FIX INFO page.
[ 2R ] LLXING/INCR/NO This prompt allows the pilot to create the latitude/longitude crossing point.
The increment (INCR) ranges from 1 to 20 °, and the number of crossing
points from 1 to 99. This prompt is not displayed for waypoints belonging
to the descent procedure.
[ 3R ] NEXT WPT The pilot uses this prompt to enter the next waypoint. If this waypoint is
a latitude/longitude, or is neither in the database nor in the pilot-defined
elements, the display reverts to the NEW WAYPOINT PAGE.
[ 4R ] NEW DEST The pilot uses this prompt to enter a new destination.
[ 5R ] AIRWAYS The pilot uses this prompt to access the AIRWAYS page.
[ 6R ] INSERT This prompt is displayed when the pilot has created a temporary flight
plan. It can be used to activate the temporary flight plan.
TEMPORARY REVISION
When the pilot selects a lateral revision, the system creates a “Temporary F-PLN” and displays
it in yellow on the MCDU, and as a dashed yellow line on the ND, enabling the pilot to review the
data before inserting it. As long as the temporary flight plan is not inserted, the previous flight plan
remains active and the system guides the aircraft along it.
FIX INFO PAGE
This page provides access to the RADIAL, CIRCLE, and ABEAM intercept functions.
The reference may be a given database fix or a pilot-defined element.
If the radial, circle or abeam intercepts the active flight plan, the intersection point can be converted
to a waypoint and inserted into the flight plan.
The FIX INFO page may be accessed from the LAT REV page at the origin airport, or at FROM.
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OPERATING MANUAL
[ 1L ] REF FIX (blue) Allows entries of the REF FIX. This reference may be any database element
(navaid, waypoint, NDB, airport, runway) or a pilot-defined element. Prior to
entry, amber boxes are displayed.
[ 2L ] - [ 2R ] RADIAL Enables entry of a radial from the REF FIX.
(blue) and [ 3L ] - [ 3R ]
If the radial line intersects the active flight plan, the FMGS will compute
(blue)
the time, the along path DTG (Distance To Go), and the altitude at the
intersection point (small green font). A large blue star is then displayed to
insert the intersection waypoint into the flight plan. This waypoint is not part
of the pilot-stored elements. Format of the created waypoint is:
XXXNNN XXX = First 3 letters of REF FIX ident.
NNN = Value of the radial
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OPERATING MANUAL
[ 4L ] - [ 4R ] RADIUS This function enables the flight crew to enter a radius that defines a circle
(blue) around the REF FIX.
When the circle intercepts the current flight path, the FMGS will compute the
time, the along path distance and the altitude at the first intersection point,
from the current aircraft position (small green front).
A large blue star is then displayed to insert the intersection waypoint into the
flight plan. This waypoint is not part of the pilot stored element.
The waypoint is automatically labelled:
“DNNNXXX” NNN = Value of the radius
XXX = First 3 letters of the REF FIX ident.
[ 5L ] - [ 5R ] ABEAM This function enables the pilot to create waypoints on a flight plan (primary
or secondary) that are abeam a reference fix.
Once computed, the page displays the radial number in large green font.
Time, distance and altitude predictions are displayed in small green font.
Selecting the key adjacent to the star creates the waypoint and inserts it into
the flight plan.
The waypoint is identified by AB + the REF FIX ident e.g. AB TLS.
Abeam waypoints are not stored in the pilot-stored waypoint database.
Note: Four FIX INFO pages, providing the capability to define four different REF FIX elements,
are available.
OFFSET PAGE
This page allows the flight crew to insert a preplanned offset into the flight plan by entering:
‐ A start waypoint
‐ An end waypoint
‐ An offset distance to the left or to the right
‐ The intercept angle value.
The flight crew calls up this page from the LATERAL REVISION page, by pressing [2L] key.
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A318/A319/A320/A321
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OPERATING MANUAL
TITLE OFFSET in white large font. If a temporary flight plan exists, it is displayed
in yellow large font.
[ 1L ] OFFSET This field displays the lateral offset distance, left or right, in the flight plan.
The offset may be between 1 and 50 nm. Blue brackets are displayed until
an offset is inserted. When the flight crew enters an offset, or modifies
another element in the OFFSET page, the OFFSET field becomes yellow.
One time the temporary flight plan is inserted, the field becomes blue.
The flight crew can delete an inserted offset either by pressing the CLR
key, by entering a zero for the amount of the offset, or by pressing
OFFSET DELETE in 6L field.
[ 2L ] START WPT The START WPT ident for the offset is displayed in yellow if a temporary
flight plan exists, in blue if already inserted, or in green when the field is
not modifiable.
The default START WPT shall be the waypoint where the lateral revision is
performed, the first waypoint offsettable, or PPOS if the offset is currently
flown.
This waypoint can also be selected from the list of waypoints in the fields
3L to 5L, or can be manually entered by the flight crew.
[ 3L ] to [ 5L ] Display the start waypoints available for selection. Two scrolling list are
available. The active start waypoint is displayed in green in the list. Other
waypoints are displayed in blue. The currently selected start waypoint
does not have selection arrow associated.
[ 6L ] RETURN ERASE RETURN: The flight crew presses this key to return to the last displayed
LAT REV page.
ERASE: It is displayed when a temporary flight plan has been created, and
it enables the flight crew to erase the temporary flight plan.
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OPERATING MANUAL
[ 1R ] INTCPT ANGLE This field displays the intercept angle. The angle may be between 10 ° and
50 °. The intercept angle in the AMI is the default value, and is shown in
blue. When the flight crew enters an intercept angle, or modifies another
element in the OFFSET page, the field becomes yellow. One time the
temporary flight plan is inserted, the field becomes blue.
[ 2R ] END WPT The END WPT ident for the offset is displayed in yellow if a temporary
flight plan exists, or in blue if already inserted. The default END WPT
shall be the waypoint terminating the last consecutive offsettable leg from
default or currently selected START WPT.
This waypoint can also be selected from the list of waypoints in the fields
3R to 5R, or can be manually entered by the flight crew.
[ 3R] to [ 5R ] Display the end waypoints available for selection. Two scrolling lists are
available. The active end waypoint is displayed in green in the lists. Other
waypoints are displayed in blue. The currently selected end waypoint does
not have selection arrow associated.
[ 6R ] INSERT OFFSET INSERT: This field allows the flight crew to activate the temporary flight
DELETE plan and reverts the display to the active flight plan. This field is displayed
when the offset segment is completely defined on OFFSET page.
OFFSET DELETE: This prompt enables the flight crew to create a
temporary flight plan where the predefined offset is canceled. This field is
displayed when an offset exists in the active flight plan.
Note: If the waypoint lists in lines 3 to 5 do not fit in one page, the flight crew can scroll in an open
loop, two lines by two lines. To keep the initial order of the list, two markers appear:
‐ - START OF LIST - : This marker is displayed at the beginning of the list
‐ - END OF LIST - : This marker is displayed at the end of the list.
AIRWAYS PAGE
This page allows the pilot to select up to five airways for stringing into the flight plan, after the revise
waypoint.
The pilot calls up this page by pressing the lateral revision page [ 5R ] key.
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A318/A319/A320/A321
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OPERATING MANUAL
TITLE Revise point ident (large green font)
[ 1L ] to [ 5L ] VIA This field displays the airways entered by the pilot.
[ 6L ] ERASE or The flight crew presses this key to return to the lateral revision page. This
RETURN field displays ERASE when a temporary flight plan is created. It enables the
temporary flight plan to be erased.
[ 1R ] to [ 5R ] TO Displays the end points of the corresponding airways entered on the
[ 1L ] to [ 5L ] entries. The ending point is displayed in large blue font, if
manually-entered, in blue small font if FMGC-computed.
[ 6R ] INSERT (amber) Allows the entered VIA/TO segments to be inserted into the flight plan. The
display reverts to the F-PLN page.
Note: 1. If the entered airway contains at least one fixed radius transition waypoint as defined in
the navigation database, and the TO waypoint is defined and, the fixed radius transition
waypoint is in the flight plan, then, “FIXED TURN RADIUS AWY” is displayed between
the VIA and TO fields.
2. If the condition for display “FIXED TURN RADIUS AWY” is satisfied for two consecutives
airways lines, the second line displays (“) instead of the whole message.
DEPARTURE PAGES
These pages allow the pilot to review departure procedures (RWY, SID, TRANS) and enter them into
the active flight plan.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
When the display shows the lateral revision page for the origin, the pilot calls them up by pressing
the 1L key.
Three pages are available: RWY, and SIDS and TRANS (if any).
The pilot sequentially calls up each page by selecting a data item (such as RWY), or by pressing the
NEXT PAGE key on the MCDU console.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 1 RWY, SID This line displays the RWY, SID, and TRANS in green after they have been
TRANS inserted into the active flight plan, or in yellow if selected but not yet inserted.
If nothing has been selected or inserted, the line displays dashes.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 2L ] to [ 5L ] These fields display selectable and selected RWYs or SIDs (including
RWY/SIDs EOSID and NO SID option). The pilot can slew each list. Selectable RWYs
and SIDs are displayed in blue with an arrow.
Once a RWY or SID is selected, the arrow disappears.
A RWY or SID, already inserted in the flight plan, is displayed in green.
The display shows the length, heading, and, if available, the ILS ident and
frequency for each runway.
[ 6L ] ERASE or The pilot presses this key to erase a selected data item and revert to the
RETURN previous selection.
If the pilot erases the page, the display reverts to the active flight plan page.
The display shows RETURN instead of ERASE, when the pilot has not
created a temporary flight plan.
[ 2R ] to [ 5R ] TRANS This field displays the selectable and selected enroute transitions in blue and
green respectively. They are blank, if there are no transitions.
[ 6R ] INSERT or The pilot uses this key to insert a temporary procedure into the flight
BLANK plan. The page reverts to the active flight plan page, when the insertion is
completed.
It is associated with RETURN (6L).
[ 6M ] EOSID Once a runway is inserted into the flight plan, this field displays any ENG
OUT SID for that runway. If there is none, it displays NONE.
HOLD PAGES
These pages allow the pilot to review and modify the holding pattern parameters at the selected
revise waypoint.
The flight crew calls up these pages by pressing the HOLD key on the LAT REV page for the
waypoint. The flight crew can insert database hold, holds computed by the FMS or holds that they
manually define.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
At first access, the HOLD page appears as follow:
DATABASE HOLD
If a hold is defined in the navigation database for the revised waypoint, and can be inserted, the
parameters in [ 1L ], [ 2L ] and [ 3L ] appear in yellow.
COMPUTED HOLD
If a default hold is computed by the FMS and can be inserted, the parameters in [ 1L ], [ 2L ] and
[ 3L ] appear in yellow.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
A computed hold has the following default parameters:
[ 1L ] INB CRS Inbound track of the F-PLN leg leading to the revised waypoint
[ 2L ] TURN Direction right (R) to turn in the hold
[ 3L ] TIME/DIST TIME on outbound leg is 1.5 min above 14 000 ft, 1 min below 14 000 ft.
[ 2R ] This field shows “REVERT TO COMPUTED” when the flight crew has
modified the holding pattern.
HOLD MODIFIED BY FLIGHT CREW
If the flight plan contains a holding pattern that was defined by the pilot from an existing database
or computed hold, the parameters in [ 1L ], [ 2L ] and [ 3L ] appear in blue.
If the pilot has modified holding pattern data from the database, the field next to [2R] displays
“REVERT TO DATABASE” or “REVERT TO COMPUTED” to enable the pilot to revert to default
parameters.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
EXAMPLE The pilot modifies the inbound course.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 1L ] INB CRS This field displays the inbound course of the holding pattern. The data may
be manually or automatically modified.
[ 2L ] TURN This field shows the direction to turn in the hold (L or R). The data may be
modified.
[ 3L ] TIME/DIST This field shows the time and distance for the outbound leg. The data may
be modified, but time and distance cannot be entered simultaneously.
Time and distance are dependent values that the system calculates from
the predicted true airspeed, which in turn depends upon the holding speed
(speed for maximum endurance, ICAO speed limit, or constraint speed,
whichever is lower).
[ 6L ] ERASE or The pilot presses this key when the field shows “ERASE”, to erase the
RETURN holding pattern.
The pilot presses this key when the field shows “RETURN”, to return to the
LAT REV page, if the hold is already inserted in the flight plan.
[ 2R ] REVERT TO... The pilot presses this key to delete manual modifications to the database
hold (or computed hold), and to revert to the database (or computed)
holding data.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 6R ] INSERT The pilot presses this key to insert the hold into the active flight plan.
LAST EXIT UTC FUEL This field displays the time at which the aircraft must leave the holding
pattern in order to meet fuel policy criteria (extra fuel = 0). The system
also displays the estimated fuel on board at that time. Always displayed in
thousand of kilograms or pounds.
DIRECT TO PAGE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Pressing the “DIR” key under the MCDU screen brings up the DIR TO page. On this page, the [ 1L ]
key is the DIR TO key. The pilot presses it to modify the flight plan by creating a direct leg from the
aircraft's present position to any selected waypoint. When in NAV mode, the pilot must use this key
to modify the active leg or the TO waypoint. The pilot cannot call up this page when the aircraft's
present position is not valid.
[ 1L ] DIR TO Pressing this key selects the DIRECT TO or INTERCEPT waypoint.
The pilot can identify the waypoint to be inserted by using its
identifier, its latitude and longitude, place/bearing/distance, or
place-bearing/place-bearing.
Note: If the entered DIR TO is a latitude/longitude, the NEW WAYPOINT
page is automatically called up.
If the pilot does not select the RADIAL IN (1R) or RADIAL OUT (2R) or
ABEAM PTS (2L), the DIR TO function routes the aircraft from the present
position to the waypoint inserted in the DIR TO field.
Line 3 to Line 6 These lines display the active flight plan with time/speed/distance
predictions. The display may be slewed ↑↓.
Pressing any key activates the DIRECT TO function from the present
position to the waypoint adjacent to that key.
[ 2L ] ABEAM PTS The flight crew presses this key to activate the DIR TO/ABEAM function
which projects the flight plan waypoints perpendiculary on the DIR TO leg:
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
EXAMPLE: DIR TO BEROK - ABEAM.
[ 1R ] RADIAL IN and The pilot fills in these fields to define a radial, associated to the waypoint
[ 2R ] RADIAL OUT defined in 1L. These keys respectively activate the DIR TO/INTERCEPT
TO and DIR TO/INTERCEPT FROM functions. The pilot enters the radial
in, or radial out, as : XXX, XXX being the radial.
The aircraft intercepts from its current position and tracks the selected
waypoint and radial to (or from) this waypoint.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
EXAMPLE: RADIAL INBND - DIR TO BEROK - RADIAL 270 ° INBOUND
If the DIR TO/INTCPT WPT entry is to a waypoint already in the flight plan, a default RADIAL IN is
displayed in small font. However, no radial is displayed on the ND for this default radial. No default
radial is provided for the RADIAL OUT field.
Selecting the INTCPT TO (RADIAL IN [ 1R ]) function:
‐ Activates the intercept radial INTO the WPT.
‐ Sets the course = radial IN + 180 °.
‐ Reverts the display to the F-PLN A page.
Selecting the INTCPT FROM (RADIAL OUT [ 2R ]) function:
‐ Activates the intercept radial FROM the WPT.
‐ Sets the course = radial OUT.
‐ Reverts the display to F-PLN A page.
For details, DSC_22_20_30 Flight Planning.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
ARRIVAL PAGES
These pages enable the pilot to review arrival procedures (approaches, VIAs, STARs, TRANS) and
enter them into the active flight plan.
The pilot calls them up from the LAT REV page for the destination by the pressing the 1R key.
Three pages, APPR, STAR, and VIA, are available, along with a fourth,TRANS, if there are any
transitions.
The pilot calls up each page sequentially, either by selecting a data item (such as APPR), or by
pressing the NEXT PAGE key on the MCDU console.
Line [ 1L ] - [ 1R ] [ 2R ] This line displays the APPR, VIA, STAR, and TRANS in green, if they have
been inserted in the flight plan, and in yellow, as a temporary flight plan, if
they have been selected but not yet inserted.
It displays dashes or NONE, if nothing has been selected or inserted.
[ 2L ] APPR VIAS The pilot presses this key to call up transitions from the last point of the
STAR to the first point of the approach.
[ 3L ] to [ 5L ] These fields list selectable and selected APPRs, STARs, and VIAs. The
flight crew can slew the pages, when necessary. Selectable APPRs, STARs,
and VIAs are displayed in blue with an arrow.
Once the pilot has selected an APPR, STAR, or VIA, the arrow disappears.
After the APPR, STAR, or VIA is inserted into the flight plan, it is displayed in
green.
For each approach, the display shows runway length, heading, and the
frequency and identifier of the ILS when ILS is available.
In case there are multiple approaches for the same runway, the approach is
identified with the runway plus the multiple indicator (i.e. ILS 33L-S).
[ 6L ] ERASE or The pilot presses this key to erase selected data and to revert to the
RETURN previous selection. The page reverts to the LAT REV page.
The field displays “RETURN”, instead of ERASE, when the flight crew has
not created a temporary flight plan.
[ 3R ] TRANS to [ 5R ] These fields display selectable and selected enroute transitions (if any).
They are blue when selected, and become green when inserted into the
active flight plan.
[ 6R ] INSERT The pilot presses this key to insert the temporary procedure into the active
flight plan. The page reverts to the active flight plan page when this occurs.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
ALTERNATE PAGE
This page enables the pilot to review, in the NAV database, the alternate airports that are paired
with the destination, and define additional alternates, if needed. (Alternate airports are linked to the
destination). The pilot calls up this page with the ALTN prompt, from the lateral revision page for the
destination.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE The destination airport is displayed large green font.
[ 1L ] ALTN This field displays the selected alternate: In green, if it is active; in yellow, if
it is temporary. “NONE” is displayed, if NO ALTN option is selected, or if the
destination has no alternate.
Line 2 to line 5 These lines display the identifications of alternates (up to 6), the extra fuel
weight remaining after landing at the alternates, and the great-circle track
and distances to them from the destination.
If the database contains a company route between the destination and
the alternate, the distance shown is an airway distance, not a great-circle
distance.
When the database defines a preferred alternate, it is displayed on Line 2 (if
no scrolling has been performed).
[ 4L ] OTHER ALTN The pilot can enter an airport identifier in the brackets (Line 3). If that airport
is not stored in the database , the NEW RUNWAY page appears for the pilot
to use in defining it.
If it is stored in the database, the ROUTE SELECTION page appears, and
the pilot can use it to select the best route.
The pilot may enter a distance in the DIST field of the OTHER ALTN prompt,
in order to get preliminary fuel predictions. However, once he has selected
the alternate airfield as a temporary alternate and then inserted it, the ALTN
distance reverts either to the airway distance, if he has selected a company
route, or otherwise to the direct distance to the alternate.
The pilot can use OTHER ALTN to overwrite and replace the previous
OTHER ALTN.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
NO ALTN The pilot uses this key to select the NO ALTN option.
[ 6L ] RETURN or The pilot presses this key to make the display revert to the LAT REV page.
ERASE Pressing this key erases the temporary selection.
[ 1R ] CO RTE Pressing this key displays the active company route between the destination
and the selected alternate.
[ 6R ] INSERT Pressing this key activates the temporary selection.
ROUTE SELECTION PAGE FOR ALTERNATE
This page enables the pilot to review the company route between the destination and the alternate,
and to select a different route, if that seems appropriate.
This page comes up automatically, when the flight crew enters an ident in the OTHER ALTN field.
See the “Route Selection” page Refer to DSC-22_20-50-10-25 Route Selection Pagefor a description
of this page.
[ 6R ] SELECT Pressing this key reverts the display to the alternate page. (The distance
between the destination and the alternate is then the airway distance).
VERTICAL REVISION PAGES
These pages contain the menu of available vertical flight plan revisions that can be applied at a
selected waypoint.
The pilot calls up these pages from the flight plan A or B pages by pressing the right hand key next to
the selected revised waypoint.
The pilot may make several different vertical revisions (although some may not be available at all
waypoints): Speed limit, speed constraint, altitude constraint, time constraint, wind page and STEP
ALTS page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE (white) “VERT REV AT [location]”
The second line shows remaining fuel and extra fuel at the waypoint being
revised.
[ 1L ] “TOO This message is displayed, if the waypoint is part of a leg with too steep a
STEEP PATH descent path.
BEYOND” (amber)
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 2L ] CLB/DES SPD This field displays the speed limit applicable to the climb or descent phase. It
LIM (magenta) displays it in large font when data has been inserted manually, and in small
font when data comes from the database.
[ 3L ] SPD CSTR This field displays any speed constraint assigned to the revised waypoint. It
(magenta) is in large font when inserted manually, and in small font when it comes from
the database.
It is not displayed at the origin airport, at a FROM waypoint, a speed limit
pseudo waypoint, or the destination airport.
[ 4L ] QNH This field only functions when the revised waypoint is the primary
destination.
It allows the pilot to enter the atmospheric pressure at sea level.
This field is identical to the QNH field of the PERF APPR page.
[ 4L ] MACH/START This prompt allows the pilot to enter or modify the start point of a
WPT (blue) constant Mach segment, and its associated Mach. It is not displayed
at primary destination and alternate flight plan waypoints. (Refer to
DSC-22_20-30-20-25 Constant Mach Segment - Entering a Constant Mach
Segment).
[ 5L ] WIND (blue) The pilot presses this key to access the wind pages.
The first wind displayed page, corresponds to the selected waypoint (e.g.
climb page), if the selected waypoint is a climb phase waypoint.
A CLR action reverts it to brackets.
[ 6L ] RETURN or CLB The pilot presses this key to return to the last displayed flight plan page.
When displayed, pressing this key assigns the constraint to CLB phase and
inserts it into the vertical flight plan. The page reverts to the flight plan page.
[ 2R ] RTA prompt This prompt gives access to the RTA page. It is not displayed when the
VERT REV page is accessed from the alternate F-PLN.
[ 3R ] ALT CSTR This field displays the altitude constraint assigned to this revised waypoint.
(magenta) It uses large font when the constraint is manually-entered, and small font
when it is from the database.
A CLR action reverts it to brackets.
The constraint may be:
‐ “At”, entered as XXXXX (Example: FL 180).
‐ “At or above”, entered as + XXXXX or XXXXX + (Example: FL +310).
‐ “At or below”, entered as – XXXXX or XXXXX – (Example: -5 000).
‐ A “window” constraint.
The altitude window consists of two altitudes between which the aircraft
should fly. The crew cannot manually enter a “window” constraint.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
G/S INTCP (green) This field displays the glide intercept altitude for an ILS approach on the
vertical revision page at destination.
[ 4R ] ALT ERROR When the aircraft misses a predicted altitude constraint, this field displays
(green) the difference between the altitude constraint and the predicted altitude.
If, for example, “-500” appears in this field in green, the aircraft will reach the
waypoint at an altitude 500 ft below the constraint altitude.
This only applies to waypoints in the climb and descent phases.
[4R] END WPT (blue) This prompt allows the pilot to enter or modify the endpoint of a constant
Mach segment. It is displayed when a pair Mach/start exists in 4L field.
This prompt is not displayed on the destination VERT REV page. (Refer to
DSC-22_20-30-20-25 Constant Mach Segment - Entering a Constant Mach
Segment).
[ 5R ] STEP ALTS This legend appears for any waypoint, once a cruise altitude has been
(white) entered. It is not available in engine-out, descent, approach, and go-around
phases.
This gives the pilot access to the STEP ALTS page.
[ 6R ] DES When this field displays “DES”, pressing this key assigns the constraints to
the descent phase and inserts them into the vertical flight plan. The page
reverts to the F-PLN page. (See note below).
Note: Altitude and speed constraints may apply to the climb, descent, or approach phase, but
never to the cruise phase. Fields 6L/6R display “CLB/DES” when the revised waypoint is a
cruise phase waypoint and the FMGS needs to know if the new constraint is to be applied
in climb or descent phase. The FMGS will modify the cruise phase accordingly. These 2
prompts also display “CLB/DES” when the predictions are not computed. (Top of climb and
top of descent not yet defined).
STEP ALTS PAGE
This page allows the pilot to insert up to four geographic step points and one optimal step point into
the flight plan. This page also displays the fuel/time savings associated with the optional step.
The flight crew calls it up either from the vertical revision page.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE [1L] - [1R] [4L] - STEP ALTS in white followed by the current cruise altitude in green.
[4R]
ALT/WPT {blue} : The waypoint identifier, as well as the altitude to step, can be entered in this
field. Both are displayed in large font. The waypoint may either be an active
(or secondary) flight plan waypoint, or an inserted optimal point (OPT).
When an entry is made, a temporary F-PLN is created.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
DIST / TIME (UTC) Displays the distance to go, and time from the present aircraft position along
(small green font) the flight plan to the step point.
Note: The following messages may be displayed in the DIST/TIME field:
‐ ABOVE MAX, if the step altitude exceeds the MAX altitude.
‐ “IGNORED”, if the step start or end point is less than 50 nm from
the top of descent or if the step climb is located prior to the top of
climb or after the top of descent.
‐ “STEP AHEAD”, when the aircraft is within 20 nm of the start
step point.
‐ “NO OPTIMAL” if a non inserted optimal step falls in a
discontinuity due to a flight plan change, or when no new optimal
exists after an UPDATE or when no optimal step point exists for
the entered altitude.
Note: If no optimal step point exists for the altitude displayed in [ 1L ], the “NO OPTIMAL”
message is displayed in the FUEL/TIME field. This message is also displayed, if the optimal
step falls into a discontinuity.
[ 5L ] OPT STEP: This field displays the distance and time to an uninserted optimal step point,
ENTER ONLY ALT if one exists. It is displayed to guide the flight crew for the entry format of an
(white) TO OPT S/C optional step.
(green small front)
Note: On any flight plan change, an inserted optimal step remains in the
flight plan at a fixed distance to destination.
[ 6L ] RETURN The flight crew presses this key to return to the previous page.
[ 5R ] SAVINGS This field displays the fuel and time savings prior to the insertion of the
optimal step point.
Fuel savings are displayed in thousand of kilograms (or pounds) (maxi 99.9).
The value is preceded by:
“–” in case of fuel saving,
“+” in case of additional fuel cost.
Time savings are displayed in hours and minutes. The value is preceded by
“–” in case of time saving,
“+” in case of additional time cost.
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A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 6R ] INSERT* (amber) This field displays INSERT*, when an optimal step point exists but is not yet
inserted. When INSERT is selected:
‐ The optimal step point is inserted into the flight plan.
‐ OPT is displayed in line 1L.
‐ Optimal step distance and time are deleted in line 5L.
‐ The UPDATE* blue prompt replaces the INSERT* prompt.
UPDATE* This prompt enables the computation of another optimal step point.
The UPDATE* prompt is then replaced by the INSERT* prompt.
RTA PAGE
The Required Time of Arrival (RTA) page allows the entry and display of a waypoint identifier, with
associated time constraints. The page also displays the entered or computed Estimated Takeoff
Time (ETT), as well as the following data:
‐ Predicted ETA at the time-constrained waypoint;
‐ Performance adjusted SPD target;
‐ Time error;
‐ Distance to time constrained waypoint;
‐ Active speed mode;
The flight crew calls up this page with the RTA prompt from the vertical revision page.
TITLE RTA (large white font)
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FCOM ← U to V → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
line 1 This line displays:
‐ AT WPT, DIST and RTA when a time constraint can be defined. The
identifier of the revised waypoint or the first following waypoint at which
the time constraint can be defined, is displayed by default in large blue
font
‐ AT WPT, DIST and RTA when a time constraint has already been
defined. The associated constrained waypoint identifier is displayed by
default in large blue font
‐ AT WPT and white dashes when no time constraint can be defined
‐ AT WPT and blue brackets if a time constraint can only be introduced
before the waypoint at which the VERT REV has been initiated.
Only when the waypoint identifier has been defined (by the flight crew or by
default), blue brackets and a blue start are displayed in [ 1R ] field.
The flight crew enters the time constraint as “HHMMSS”, preceded by:
- for at or before;
+ for at or after;
no sign for at.
[2L] MANAGED This field displays the FMGS-computed ECON speed/Mach (Refer to
DSC-22_20-40-10 Optimization)
[3L] ACT MODE This field displays the active speed mode : MANAGED or SELECTED/NNN
(NNN is the selected target speed).
The pilot cannot modify it through this field.
[6L] RETURN The pilot presses this key to revert the display to the VERT REV page.
[2R] ETA When a required time at arrival has been defined, the 2R field displays the
estimated time of arrival as “HHMMSS”.
[3R] RTA ERROR This field is blank when the RTA is predicted as made.
If the RTA is predicted as missed, “RTA ERROR” is displayed in small white
font, and the time error between ETA and RTA is displayed in small amber
font.
[6R] ETT The Estimated Takeoff Time (ETT) field is available in the preflight phase.
If no ETT is available, the 6R field displays blue brackets and a blue star.
Once available, the ETT is displayed in magenta.
UTC Universal time is displayed in green for takeoff, climb, cruise, descent and
approach phases.
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FCOM ←V 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
DATA INDEX PAGES
There are two INDEX pages:
The DATA INDEX 1/2 page gives access to various pages devoted to navigation.
The DATA INDEX 2/2 page lists the navigation data, entered in the FMGS.
The pilot enters those items labeled “stored” and can modify them. The pilot can call up the others,
but cannot modify them.
The pilot calls up these pages by pressing the DATA key on the MCDU console:
DATA INDEX 1/2 PAGE
[1L] POSITION When the flight crew presses these keys, the display shows all essential
MONITOR - [2L] IRS navigation data.
MONITOR
[3L] GPS MONITOR This key calls up the GPS MONITOR page.
[4L] A/C STATUS This key calls up the aircraft status page.
[5L] CLOSEST This key calls up the closest airports page.
AIRPORTS.
[6L] EQUITIME POINT This key calls up the equitime point page.
[6R] ACARS/PRINT This key calls up the PRINT function pages and the ACARS function
pages.
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FCOM W→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
DATA INDEX 2/2 PAGE
[ 1L ] WAYPOINTS These keys call up descriptions of waypoints, NAVAIDs, runways, and routes
[ 2L ] NAVAIDS stored in the database, so that they can be reviewed.
[ 3L ] RUNWAYS
[ 4L ] ROUTES
[ 1R ] STORED WAYPOINTS These keys call up waypoints, NAVAIDs, runways, and routes that the pilot has
[ 2R ] STORED NAVAIDS stored, enabling the pilot to review and store them in, or delete them from, the
[ 3R ] STORED RUNWAYS database.
[ 4R ] STORED ROUTES The airline can choose to automatically have all pilot-stored data erased in the
done phase.
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FCOM ←W 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
WAYPOINT/STORED WAYPOINT/NEW WAYPOINT PAGES
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
WAYPOINT PAGE
‐ The pilot can call up this page by pressing the 1L key on the DATA INDEX page. The display
then shows waypoint information associated with the identifier the flight crew inserts it in the
[ 1L ] field.
‐ With this page it is possible to call any waypoint not stored in the stored waypoint list, if they
belong to the active, temporary, or secondary flight plan.
STORED WAYPOINT PAGE
The pilot calls up this page by pressing the 1R key on the DATA INDEX page.
This page displays waypoints, defined and stored by the pilot. It lists each stored waypoint, along
with a number that shows the relative order in which it was inserted in the database. This number
is displayed in the upper righthand corner of the page. For example, “1/20” indicates that the
waypoint was the first of 20 stored.
Note: Latitude/Longitude crossing points and Abeam/Radial Intercept points are never included
in the stored waypoint list.
[ 1L ] IDENT To delete a waypoint, the pilot clears the 1L ident display.
[ 2L ] LAT/LONG Latitude and longitude of the waypoint are displayed in this field.
[ 3L ] This field either displays PLACE/BRG/DIST or PLACE-BRG/
PLACE-BRG or PLACE/DIST, depending on how the waypoint was
defined.
[ 5R ] NEW The pilot presses this key to call up the NEW WAYPOINT page.
WAYPOINT
[ 6R ] DELETE ALL The pilot presses this key and the label changes to amber CONFIRM
DELETE ALL. Pressing this key a second time deletes all the waypoints,
stored by the flight crew, except those currently used in the active or
secondary flight plan. (“F-PLN ELEMENT RETAINED” appears on the
MCDU).
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FCOM ←X→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
NEW WAYPOINT PAGE
‐ The pilot calls up this page by pressing the 5R key on the STORED WAYPOINT page.
‐ The pilot can use this page to define and store up to 20 waypoints. Entering an additional
waypoint deletes the first one.
The pilot defines a waypoint by entering its ident in the data field next to 1L, then by entering its
position in the amber boxes.
The STORE prompt appears next to 6R when the boxes are filled in, and the pilot presses the
key to store the waypoint in the database.
If the pilot enters the waypoint's position as place/bearing/distance, or
place-bearing/place-bearing, the FMGC computes its latitude and longitude.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
NAVAID/STORED NAVAID/NEW NAVAID PAGES
NAVAID PAGE
The pilot calls up this page by pressing the 2L key on the DATA INDEX page 2.
This page displays NAVAID information associated with the identifier the pilot inserts in the [ 1L ]
field.
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FCOM Y→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 2L ] CLASS This field identifies the NAVAID as VOR, DME, VOR DME, VORTAC,
NDB, LOC, ILS, MLS, ILS/DME, MLS/DME, ILS/TAC or TACAN. It
displays NON COLLOCATED, if the NAVAID is uncollocated.
[ 4L ] FREQ or CHAN CHAN is displayed, if the class of NAVAID is an MLS or an MLS DME.
[ 5L ] ELV This field gives the NAVAID elevation in feet above sea level. It is not
displayed for VOR or NDB.
[ 6L ] FIG OF MERIT This field shows how far out the FMGS can autotune a VOR, VOR/DME,
VORTAC, or DME for display or for computing position.
0 : up to 40 nm
1 : up to 70 nm
2 : up to 130 nm
3 : up to 250 nm
[ 1R ] STATION DEC This is the magnetic declination in the NAVAID area (used only for VOR,
or RWY IDENT VOR/DME, and VORTAC).
The field displays RWY IDENT, if the NAVAID is a LOC, ILS, MLS,
ILS/DME, MLS/DME or ILS/TAC.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 2R ] CATEGORY This field shows the NAVAID's category, if it is an ILS, ILS/DME, MLS,
MLS/DME or ILS/TAC. A LOC DME has a category = 0.
[ 3R ] COURSE This is the localizer course, if the NAVAID is an ILS or a LOC.
[ 6R ] RETURN This prompt is displayed, if the page has been accessed from the
SELECTED NAVAID page. The pilot presses this key to return to the
SELECTED NAVAID page.
STORED NAVAID PAGE
The pilot calls up this page by pressing the 2R key on the DATA INDEX page. This page is used to
display or delete defined and stored NAVAIDs.
A number in the upper righthand corner of the screen shows the relative order in which the
NAVAIDs were stored. (For example, 3/7 means the third out of the seven stored).
Slew keys give the pilot access to the different stored NAVAIDs.
[ 1L ] IDENT The pilot deletes a stored NAVAID by entering its ident in this field, then by
pressing the CLR key at the bottom of the MCDU control panel.
[ 6R ] DELETE ALL The pilot presses this key to erase all the stored NAVAIDs, except those
and CONFIRM currently used in the active or secondary flight plan. (The MCDU displays
DELETE ALL “F-PLN ELEMENT RETAINED.”).
NEW NAVAID PAGE
The pilot calls up this page by pressing the 5R key on the STORED NAVAID page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
It can be used to define and store up to 20 NAVAIDs. Entering an additional waypoint deletes the
first one. The NAVAID elements must be entered in two steps:
1. Enter the data in the lines of amber boxes.
2. Enter frequency, elevation, figure of merit, and station declination or ILS category and course, if
applicable.
Note: The pilot cannot create an ILS/DME or an uncollocated NAVAID.
If the runway associated with the ILS has been entered through the new runway page,
the course, IDENT, and runway IDENT are already displayed on the new NAVAID page
when it comes up (copied from the new runway page). For details, see the new runway
page info below.
[ 1R ] STATION DEC The pilot must enter the magnetic declination, if the prompt is displayed.
This prompt is displayed only for VOR, VORTAC or VOR/DME.
[ 3R ] COURSE If the NAVAID is an ILS, LOC, enter the course.
[ 6R ] STORE This prompt appears when all the amber boxes are filled in. The pilot
presses the key to store the NAVAID.
A stored NAVAID is never used for position computation.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
RUNWAYS/STORED RUNWAYS/NEW RUNWAY PAGES
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FCOM Z→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
RUNWAY PAGE
This page displays the following information:
[ 1L ] IDENT The runway IDENT, which comprises the airport identification and the
runway direction, uses six or seven digits (Example: CYYZ 24L and LFRJ
08).
[ 2L ] LAT/LONG The latitude and longitude of the runway threshold.
[ 4L ] LENGTH The runway length in meters (M) or feet (ft), in five digits (9 999 ft).
[ 5L ] ELV The elevation of the threshold in feet above sea level.
[ 6L ] CRS The runway course (degrees magnetic).
[ 1R ] LS IDENT The LOC or ILS identifier.
STORED RUNWAY PAGE
The pilot uses this page to display or delete the defined and stored runways. The stored runways
are listed and numbered in the order in which they were inserted. The number is displayed in the
upper righthand corner of the page. (For example, 2/4 means the runway is the second of the four
stored runways).
The pilot can delete any stored runway from the database by displaying its IDENT in the 1L field,
then by pressing the CLR key on the MCDU control panel.
[ 6R ] DELETE ALL The pilot presses this key to erase all the stored runways, except those
and CONFIRM used in the active or secondary flight plan. (The MCDU displays “F-PLN
DELETE ALL ELEMENT RETAINED”).
[ 1L ] to [ 6L ] These fields are similar to the RUNWAY page fields.
NEW RUNWAY PAGE
The pilot can use this page to define and store up to 10 runways.
When the pilot enters an ILS/LOC IDENT in the [ 1R ] field the new NAVAID page comes
up. When the pilot has entered and stored the necessary data in the new NAVAID page,
the new runway page reappears.
The new runway page and the new NAVAID page (ILS/LOC) are not independent:
When the flight crew first defines the ILS/LOC (on the new NAVAID page) the new
runway page, when called up, already displays the RWY course, RWY IDENT, and ILS
IDENT (copied from the new NAVAID page).
When the flight crew first defines the runway (on the new runway page) the new
NAVAID page, when called up, already displays the ILS course, ILS IDENT, and runway
IDENT.
The pilot must enter the two runway directions on two different new runway pages (Example: LFRJ
08 and LFRJ 26) to allow the flight plan to select either one.
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FCOM ←Z→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Note: When 10 runways are stored, entering a new stored runway deletes the first one of the
list (1/10).
[ 1L ] to [ 6L ] Enter information about the new runway.
[ 1R ] LS IDENT Enter the ILS/LOC IDENT. The NEW NAVAID page comes up.
[ 5R ] RETURN The pilot presses this key to return to the NEW NAVAID page.
[ 6R ] STORE This prompt only appears when all the amber boxes have been filled in.
Note: The NEW RUNWAY may be used for departure or destination, but no SID or STAR
can be associated or stored with this runway. Therefore, the pilot will use it as an
“independent” airport.
A new runway is identified by the 4–letter ICAO airport identifier, although all six or seven
digits must be entered.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
ROUTE/STORED ROUTE/NEW ROUTE PAGES
ROUTE PAGES
(Not-modifiable)
[ 1L ] CO RTE Any company route IDENT, entered in this field, causes all the elements of
the route to be displayed.
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FCOM AA → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 2 to Line 6 These lines display the various route elements, including waypoints and
airways.
[ 1R ] FROM/TO This field is automatically filled in, when the pilot enters the IDENT for
a company route. When the pilot manually enters a city pair, the MCDU
displays “NOT IN DATA BASE” if the city pair is not in the navigation
database. If the city pair is in the database, the CO RTE field displays the
first route stored (small blue font). If more than one route is stored, the
pilot can slew to see the different routes.
STORED ROUTE PAGE
This page displays up to 5 routes, stored by the pilot. The stored routes are listed and numbered in
the order of insertion. The number is displayed in the upper right-hand corner of the page.
[ 1L ] CO RTE This field identifies the stored route. Clearing this field deletes the stored
route.
Line 2 to Line 5 The fields in these lines are identical to the corresponding fields in the
route page.
[ 6L ] DELETE ALL Pressing this key changes the label to amber CONFIRM DELETE ALL.
Pressing this key a second time deletes all previously-stored routes.
[ 1R ] FROM/TO This identifies the city pair of the stored route.
[ 6R ] NEW ROUTE Pressing this key calls up the new route page.
NEW ROUTE PAGE
The pilot calls up this page by pressing the NEW ROUTE key on the stored route page. It can be
used to store up to five new routes that have already been defined in the active or secondary flight
plan.
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FCOM ← AA → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 1L ] CO RTE This field enables the pilot to enter a new company route IDENT. If that
IDENT has already been assigned, the entry is rejected.
[ 2L ] STORE ACTIVE Pressing this key stores parameters of the active flight plan as new route.
F-PLN (blue) The display shows this prompt when the system contains a FROM/TO, but
only during preflight.
[ 3L ] STORE Pressing this key stores parameters of the secondary flight plan as
SECONDARY F-PLN new route. The display shows this prompt when the system contains a
(blue) FROM/TO and the secondary flight plan has not yet been sequenced.
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FCOM ← AA → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Note: ‐ If it has not already been named, a stored route is automatically named when stored:
SRTE 1 to SRTE 5.
‐ When 5 routes are already stored, the pilot cannot insert a new stored route. The
“STORED ROUTE FULL” message is displayed, and the pilot must manually delete a
route in order to store a new one.
‐ Several flight plan elements are not retained when the route is stored:
‐ Pilot-entered holds
‐ Offset
‐ Pilot-entered constraints
‐ Modifications to terminal procedures
‐ Pseudo-waypoints
‐ Step at optimum.
‐ Pilot-entered constant Mach segment.
The MCDU then displays “REVISIONS NOT STORED”.
AIRCRAFT STATUS PAGE
The system automatically displays this page at power up, but the pilot may also call it up by pressing
the DATA key on the MCDU console.
TITLE AIRCRAFT TYPE
[ 1L ] ENGINE TYPE The system uses this to calculate predictions.
Note: When the same performance database is used for various aircraft configurations, the
aircraft type displayed may differ from the actual aircraft.
[ 2L ] ACTIVE The validity period and part number are displayed in large font.
DATABASE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 3L ] SECOND The validity period is displayed in small font. The pilot can press the 3L key
DATABASE to switch to the second database as the active database.
CAUTION Cycling the database erases the primary and secondary flight plans, as well as the
stored data. The flight crew must never do this in flight.
[ 5L ] CHG CODE This field allows the entry of a code to change the IDLE and/or PERF factor,
displayed in 6L. It is displayed in the PREFLIGHT and DONE phases. The
label is displayed in small white font. The brackets, or the entered value, is
displayed in large blue font.
[ 6L ] IDLE/PERF It is only possible to modify these factors when the aircraft is on ground. If
no value was entered, the FMS displays default values coded in the Airline
Modifiable Information (AMI) file.
Default values are displayed in small font, although manually entered values
are displayed in large font.
When it is necessary to modify the IDLE or the PERF factor:
‐ ENTER the change code in the CHG CODE field [5L].
The default value for this code is “ARM” but it is possible to modify it on
airline request (the applicable code is then coded in the Airline Modifiable
Information (AMI) file).
When a valid change code is entered, the IDLE and PERF factors are
displayed in blue.
‐ ENTER the new IDLE and/or PERF factor(s) in the scratchpad.
‐ PRESS the [6L] key to insert the new IDLE and/or PERF factor(s).
The new IDLE and/or PERF factor(s) is (are) displayed in large blue font.
[4R] STORED This field displays pilot-stored data in a large green font. The field is blank,
if no data is stored. (The airline can choose to have this data automatically
erased at the done phase).
[5R] DELETE ALL Pressing this key changes the label to amber CONFIRM DELETE ALL.
Pressing this key a second time deletes all pilot-stored data, except data that
is part of the active and secondary flight plans.
[6R] STATUS/XLOAD This prompt gives access to the P/N STATUS and P/N XLOAD pages.
P/N XLOAD PAGE
This page allows the crossloading of all databases or configuration files part numbers which are
different between both sides. Crossloading from this page avoids reviewing each individual P/N
STATUS page.
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FCOM ← AB to AC → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE P/N XLOAD
[1L] FMS 1 UPDATE: FMS 1 can be loaded on the right side MCDU.
FMS 2 UPDATE: FMS 2 can be loaded on the left side MCDU
[4L] START XLOAD: This blue prompt is displayed, only if the system detects a
difference between both sides' part numbers.
FMS 1/FMS 2 IDENTICAL: Displayed in green, when there is no difference
between both sides' part numbers.
Line 5 FM 1 TO FM 2 or FM 2 TO FM 1: Indicates the crossloading direction. This
line is not displayed when there is no difference between both side part
numbers.
[5L] A/C STATUS: This white prompt is displayed, when there is no crossloading
in process. It gives access to the A/C STATUS page.
MM: SS MIN REMAINING: Indicates the time remaining for crossload
completion, when a crossload is in process.
[6L] PREV PAGE The pilot presses this key to return to the A/C STATUS page.
[6R] NEXT PAGE Pressing this key calls up the next P/N XLOAD page.
P/N STATUS PAGES
These pages allow reviewing and crossloading the following databases and configuration files
between both FMS:
‐ Page 2 FMS SOFTWARE part numbers
‐ Page 3 NAV DATA BASE part numbers
‐ Page 4 FM AIRLINE CONFIG part numbers
‐ Page 5 FM OPTIONS CONFIG part numbers
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
‐ Page 6 PERF DATA BASE part numbers
‐ Page 7 FLIGHT TEST DATA BASE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE P/N STATUS
Line 1 ELEMENT Indicates the name of the database or configuration file that can be
crossloaded:
‐ FMS SOFTWARE on Page 2
‐ NAV DATA BASE on Page 3
‐ FM AIRLINE CONFIG on Page 4
‐ FM OPTIONS CONFIG on Page 5
‐ PERF DATA BASE on Page 6
‐ FLIGHT TEST DATABASE on Page 7.
Line 2 FMS1 P/N Line 3 These fields display the part numbers of the database or configuration file
FMS2 P/N (stated on line 1), that are installed on the FMS 1 and 2.
Identical part numbers are displayed in green, different ones in amber.
During crossload, the updated part number is replaced by the amber
“ACCEPTING XLOAD” message.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 4 This line is empty when the active flight phase is not Preflight or Done.
XLOAD FMx TO FMy or START XLOAD FMx TO FMy: This blue prompt is
displayed when the database or configuration file (stated on line 1) can be
crossloaded.
XLOAD ARMED: Displayed in blue on the receiving FM when the crossload
has been requested, but not yet confirmed.
XLOAD IN PROCESS: Displayed in white when the crossload is ongoing.
XLOAD NOT SUPPORTED: Crossloading is unavailable for this element.
NO P/N TO XLOAD: The element is missing.
NEED FG 1/FG 2 IDENTICAL TO XLOAD: The receiving side's FG software
is incompatible with the FG software to be crossloaded.
NEED FM 1/FM 2 SOFTWARE IDENTICAL TO XLOAD: The crossloaded
element is incompatible with the receiving side's FM software.
[5L] A/C STATUS This prompt is available, when no crossload is in process. This gives the
pilot access to the aircraft status page.
MM: SS MIN REMAINING: Displays the time remaining to complete the
crossload, when a crossload is in process.
[6L] PREV PAGE This key calls up the previous P/N STATUS page.
ABORT This amber prompt is displayed when a crossload is in process. The pilot
uses it to stop the crossload.
[6R] NEXT PAGE This key calls up the next P/N STATUS page.
CONFIRM* This amber prompt is displayed when a crossload has been armed. The pilot
presses it to start the crossload.
DUPLICATE NAMES PAGE
This page, which automatically appears, allows the pilot to select a specific waypoint, airport, or
NAVAID when the database holds more than one under the same identifier.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
The pilot presses the key adjacent to a waypoint, NAVAID, or airport to select it as the one to be
entered. When the pilot has finished, the page automatically reverts to the previously displayed page.
DISTANCE
The direct distance to the aircraft is displayed in green above each name. If this distance is greater
than 9 999 nm, 9 999 nm is displayed.
LAT/LONG COLUMN
This column lists the rounded off latitudes and longitudes of the different points, using the same
identifier.
FREQ/CHAN COLUMN
This column lists the NAVAIDs frequencies, if any. It displays CHAN for a MLS.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Note: ‐ The DUPLICATE NAMES page is not displayed when 2 waypoints with the same
IDENT belong to the same airway. The system selects the first waypoint found in the
database.
‐ The waypoints or NAVAIDs are ranked by their distance from the aircraft position.
‐ When a waypoint is named using ICAO phonetic alpha characters, a minus sign and
the ICAO code of the country where the waypoint is located, are displayed. e.g. Alpha
in France becomes A-LF; Bravo in England becomes B-EG.
POSITION MONITOR PAGE
This page displays all the different positions that the FMGC has computed with the various available
methods of navigation. It also shows which method obtained each position. (The positions should be
almost identical).
The pilot calls up this page by pressing the 1L key on the data index page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
POSITION MONITOR AND POSITION FROZEN PAGE
Line 1 FMGC 1 This line shows the latitude and longitude, as calculated by the FMGC 1, and
the navigation method used by the FMGC for that calculation (Example: “3
IRS/DME/DME”).
Line 2 FMGC 2 This line shows the latitude and longitude, as calculated by the FMGC 2, and
the navigation method used.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 3 RADIO or GPS This line shows the latitude and longitude, calculated by the onside FMGC
or GPIRS from selected radio NAVAIDs (Example: DME/DME, VOR/DME, or LOC) or
from GPS or GPIRS.
Line 4 MIX IRS This line shows the latitude and longitude of the weighted mean inertial
reference system (IRS) calculated by the onside FMGC from the available
IRSs.
Line 5 IRS 1,2,3 This line shows the deviation in nautical miles of each IRS position from the
onside FMGC position. It also displays the IRS mode, which can be INVAL,
ALIGN, NAV or ATT.
Note: INVAL is displayed when an ADIRS has failed, or the IRS position
is not refreshed.
[ 6L ] The pilot presses this key to freeze (or unfreeze) all the data displayed on
FREEZE/UNFREEZE the page. When the data is frozen, the title of the page specifies the time at
which it was frozen.
[ 6R ] SEL NAVAIDS The pilot presses this key to access the selected NAVAIDs page.
SELECTED NAVAIDS PAGE
MODIFIABLE ONLY FOR DESELECTION
Line 1 This field displays the NAVAID tuned for display purposes, and the tuning
mode (AUTO, MAN, or RMP).
Line 2 and 3 These fields display the NAVAIDs, if any, tuned for the calculation of radio
position by the FMGC.
[ 4L ] This field displays the tuned ILS, GLS , MLS , if any.
[ 5L ] The flight crew presses this key to manually select or deselect the
DESELECT/SELECT NAVAIDs.
RADIONAV If the flight crew selects (deselects) the NAVAIDs for position calculation,
“RADIONAV SELECTED” (“RADIONAV DESELECTED”) is displayed in
the label line in blue small font and “DESELECT” (“SELECT”) is displayed
in white large font. By default NAVAIDs are selected.
The deselection of the RADIONAV inhibits use of radio position (either
DME/DME or VOR/DME) for position calculation.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 6L ] The crew presses this key to manually select or deselect the GPS for
DESELECT/SELECT position computation. Upon transition to the DONE phase, the prompt
GPS returns to DESELECT status.
If the pilot deselects the GPS, “GPS IS DESELECTED” is displayed when
the aircraft is less than 80 nm from the top of descent, or in approach
phase.
[ 1R ] DESELECT to The pilot deselects a NAVAID by entering its identifier in one of these
[ 4R ] six fields. Once deselected in this way, the NAVAID can no longer be
tuned manually through the entry of its IDENT, nor can it be autotuned for
display or determination of the position for the rest of the flight.
The deselection is cleared:
‐ Manually, by a CLR action into this field, or
‐ Automatically upon transition to the done or preflight phase, or upon
activation of the second database.
The pilot may deselect as many as four stations.
[ 6R ] RETURN The pilot presses this key to return to the POSITION MONITOR page.
IRS MONITOR PAGE
This page displays the IRS data. The crew calls up this page by pressing the IRS monitor prompt of
the DATA INDEX page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE DRIFT AT XXXX Displays “DRIFT AT” runway identifier, if at least one IRS average drift is
(amber) displayed.
[1L] to [3L] IRS 1(2) (3) These prompts allow access to the associated IRS pages. Each label line
(white) displays the mode (NAV, ALIGN, ATT or INVAL), the average drift (upon
transition to DONE phase), and the Time To NAV (if IRS in align) for each
IRS.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[1R] to [3R] Displays the status message of the associated IRS in small green font.
List of available messages:
IR FAULT
CHECK C/B
DELAYED MAINT
CDU FAULT
ENTER PPOS
ENTER HEADING
SELECT ATT
REENTER PPOS
EXCESS MOTION
SYS BELOW -15 °
SWITCH ADR
[5R] SET HDG (white) This field is displayed, if at least one IRS is in ATT mode.
This function allows initialization of a heading for IRS in ATT mode:
‐ If a heading has been entered in this field, or on the ADIRS panel, the
value is displayed in blue.
‐ If not, amber boxes are displayed.
IRS 1 (2)(3) PAGE
This page displays the IRS parameters and GPS/IRS hybrid parameters. The pilot calls up this
page by pressing either the 1L key from the IRS MONITOR page, or the NEXT IRS prompt on
another IRS page (closed loop).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE Displays the selected IRS in large white font.
When data is frozen, IRS is replaced by “IRS FROZEN AT”, followed by
the time at which the pilot has frozen the display.
[1L] POSITION Displays the latitude/longitude given by the selected IRS.
[2L] TTRK True track
[3L] THDG True heading
[4L] WIND True wind direction/velocity
[5L] GPIRS GPS/IRS hybrid position of the IRS
[6L] Allows the crew to freeze or unfreeze all data displayed on all three IRS
FREEZE/UNFREEZE pages. When the data is frozen, the title of the page specifies the time at
which it was frozen. It is automatically unfrozen when exiting the page.
[2R] GS Ground speed
[3R] MHDG Magnetic heading
[4R] GPIRS ACCUR GPS/IRS Figure of Merit (meters or feet)
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[6R] NEXT IRS This prompt enables another IRS page (closed loop IRS 1 → 2 → 3 → 1)
to be displayed.
GPS MONITOR PAGE
This page displays the GPS data. The pilot calls up this page by pressing the GPS MONITOR
prompt of the DATA INDEX page.
Line 1 and 4 GPS 1,2 POSITION
[ 2L ] and [ 5L ] TTRK GPS 1, 2 true track
[ 3L ] and [ 6L ] MERIT GPS 1, 2 figure of merit (meters or feet)
[ 2R ] and [ 5R ] GS GPS 1, 2 ground speed
[ 3R ] and [ 6R ] GPS 1, 2 mode (INIT, ACQ, NAV, TEST, FAULT, AIDED or ALTAID) and
MODE/SAT Number of satellites tracked.
INIT : System initialization
ACQ : Satellite acquisition
NAV : Normal mode
TEST : System test
FAULT : Invalid system
ALTAID/AIDED : Degraded modes. GPS uses aircraft inputs for
computation purposes.
[ 2 ] and [ 5 ] UTC : GPS 1, 2 UTC
[ 3 ] and [ 6 ] GPS : GPS altitude is displayed for information purposes. It is not used by the
ALT FMGS.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
CLOSEST AIRPORTS PAGES
The system automatically selects the closest 4 airports from the current aircraft position, and displays
them on these pages. A fifth one can be selected by the pilot.
Page 1 displays the bearing, distance, and time to go to each airport; page 2 displays the EFOB and
allows the crew to enter an effective wind to be flown to each airport.
The flight crew accesses the CLOSEST AIRPORTS page 1 by pressing the 5L key from the DATA
INDEX A page. They access the CLOSEST AIRPORTS page 2 by pressing the EFOB/WIND prompt
(6R key) on page 1.
[1L] - [1R] to [4L] - [4R] The closest four airports are extracted from the database, and ranked by
distance from the aircraft position.
BRG Displays the current bearing from the aircraft's position
to the airport.
DIST Displays the current great-circle distance from the
aircraft's position to the airport.
TIME or UTC Displays the predicted time to the airport, computed
using the current wind or a wind vector entered on
page 2, and the speed according to the current mode
(managed or selected).
The time is only computed in cruise phase.
[5L] The crew may enter a fifth airport here, using the 4-letter code. The entry
may be modified at any time, even when “LIST FROZEN” is displayed.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
If the pilot enters an airport that is not in the database, then “NOT IN DATABASE” appears in the
scratchpad.
[1L] - [1R] EFOB to [5L] Displays the EFOB at each airport. EFOB is only computed in cruise phase.
- [5R] EFF WIND Used to enter an anticipated headwind or tailwind along the bearing to the
airport. If the entry is preceded by +, T, or TL, a tailwind is assumed.
If the entry is preceded by -, H, or HD, a headwind is assumed.
Before pilot entry, a default value may be displayed, based on the current
wind.
The effective wind is used to compute the EFOB and time to the airport.
[6L] This prompt enables the pilot to freeze and unfreeze the list of four airports.
FREEZE/UNFREEZE The list is automatically frozen when accessing page 2. It will remain frozen
upon returning to page 1.
The “LIST FROZEN” message is always displayed on page 2.
RETURN Returns to page 1.
[6R] EFOB/WIND Gives access to page 2.
Pressing this prompt automatically freezes the list of the four closest
airports.
Note: ‐ If the aircraft position becomes invalid, all fields are dashed, FREEZE/UNFREEZE and
EFOB/WIND prompts are removed, LIST FROZEN is displayed, and the A/C POSITION
INVALID message is displayed in the scratchpad. Page 2 cannot be accessed.
‐ Predictions (EFOB, TIME) displayed on the page assume:
• ECON CRZ speed (managed) or current selected speed (selected)
• CI (for managed speed only) and CRZ FL from primary F-PLN are kept
• constant wind value
• In case of engine out, the aircraft altitude is the minimum of (CRZ FL, EO MAX ALT)
• Downpath steps are not considered
• Descent fuel burn is a conservative value which only depends on the difference
between current CRZ ALT and destination altitude.
EQUI-TIME POINT PAGE
The pilot uses this page to require an equitime point computation between two different points
(airport, NAVAID, runway, NDB or waypoint). This pseudo-waypoint (ETP) is displayed on the
navigation display along the F-PLN. The EQUI-TIME POINT page is accessed by pressing the 6L
key from the DATA INDEX page:
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[1L] A/C TO and (blue) [3L] Displays reference waypoint 1.
Displays reference waypoint 2.
Note: Origin and destination airports are used by default for respective reference points 1 and 2,
until a pilot entry is made.
[1R] BRG/DIST/UTC and Displays the bearing, distance, time, from the aircraft’s current position
[3R] (green) to the reference waypoint 1.
Displays the bearing, distance, time, from the current position of the
aircraft to the reference waypoint 2.
BRG : Displays the current great-circle bearing from the position
of the aircraft to the reference waypoint.
DIST : Displays the current great-circle distance from the position
of the aircraft to the reference waypoint.
UTC : Displays the predicted time of arrival at the reference
waypoint (computed using the current wind or a wind
vector, entered by the crew).
The time is only computed in cruise phase. In other
phases, it is dashed.
[2L] and [4L] TRU WIND The pilot may enter the wind (direction/velocity) at the reference
(blue) waypoint and the CRZ FL:
This wind is used to compute the time from the aircraft's position to the
reference waypoint, and to locate the equitime point.
If no entry is made, the wind/velocity field will read zero.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[2R] and [4R] EPT TO XXX This field displays the bearing distance and the time from the equitime
(green) point position (ETP) to the reference waypoint.
[5R] ETP LOCATION This field displays the ident of the next waypoint following the equitime
point. It provides the distance along the flight plan from the equitime
point to the indicated waypoint.
[6L] - [6R] A/C TO (ETP) This field displays the distance and time from the aircraft's current
DIST/UTC (green) position to the equitime point along the flight plan.
If at least one reference waypoint exists, but no equitime point exists,
the field is blank and NO ETP is displayed in 6L.
Note: The assumptions for the equitime point computation include the cost index, speed managed
(with SPD LIM), and winds.
In case of engine-out, the EO LRC speed is considered.
PRINT FUNCTION PAGES
The PRINT FUNCTION pages enable the crew to print the data relative to the current flight.
This data comes from 2 different sources:
‐ ACARS uplink messages, and
‐ Active data from the current flight.
The pilot may access these pages from the “DATA INDEX” page1/2 by pressing the [6R]
ACARS/PRINT FUNCTION key.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
PRINT FUNCTION PAGE 1/2
This page displays the status of the automatic printing capabilities, for the uplink messages (left
column), and the status of the manual printing capabilities of the current active data (right column).
LEFT COLUMN
AUTO
* YES (blue) Line 1: Uplink messages related to flight plan INIT data are automatically
printed when received.
Line 2: Uplink messages related to takeoff data are automatically printed
when received.
Line 3: Uplink messages related to wind data are automatically printed
when received.
* NO (blue) When “NO”, preceded by a star, is displayed in front of a line, automatic printing
is deselected. The pilot can reactivate it by pressing the left key of the line.
NO (without a star) Automatic printing is internally deactivated for the data of the line. The pilot
cannot reactivate it manually.
Blank The ACARS function is not available for this line. Uplink messages can neither
be received nor automatically printed.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
RIGHT COLUMN
MANUAL Displays the status of the manual printing capability of the active data (and not of
the ACARS uplink data).
PRINT * (amber) Pressing the right keys prints the following active data:
Line 1: Active flight plan INIT data
Line 2: Active takeoff data
Line 3: Active wind data
If the star is not displayed, printing is not possible.
When the key is pressed, the star is removed until the data is printed.
[6L] RETURN Pressing this key reverts the display to the DATA INDEX page.
[6R] ACARS FUNCTION Pressing this key reverts the display to the ACARS FUNCTION
page.
PRINT FUNCTION PAGE 2/2
This page describes the printing capabilities of the reports displayed on lines 1 to 4.
LEFT COLUMN
AUTO (white)
* YES (blue) Line 1: The PREFLIGHT report is automatically printed at engine start.
Line 2: The INFLIGHT report is automatically printed at takeoff.
Line 3: The POSTFLIGHT report is automatically printed at engine
shutdown.
* NO (blue) The report, displayed on the line, is not printed automatically. The pilot can
reactivate the function by pressing the left key of the line.
NO (without a star) Automatic printing is internally deactivated for the report. The pilot cannot
reactivate it.
RIGHT COLUMN
MANUAL Pressing a right key prints the report displayed on the line.
PRINT * If the star is not displayed, printing is not possible.
When the key is pressed, the star is removed until the report is printed.
For the PREFLIGHT, INFLIGHT and POSTFLIGHT reports, only one type of
report is available for printing at any given time, depending on the current flight
phase.
For the SEC F-PLN report, the print selection start is only displayed if a
secondary flight plan exists.
ACARS FUNCTION PAGE
The ACARS FUNCTION pages display the functions enabling the crew to send manual requests or
reports to the ground.
All functions, displayed on pages 1 and 2, may be inhibited through a pin program.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
The ACARS/PRINT FUNCTION prompt is displayed on the DATA INDEX page 1/2. Pressing this key
displays the PRINT FUNCTION page from which the ACARS FUNCTION page can be accessed.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
ACARS FUNCTION PAGE 1
TITLE ACARS FUNCTION 1/2 in white
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 1 F-PLN INIT REQ* Pressing this key sends a request for flight plan to the ground (downlink
message)
The INIT REQUEST prompt of the INIT A page provides the same
function.
Line 2 TO DATA REQ* Pressing this key sends a request for takeoff data.
Displayed in the DONE and PREFLIGHT phases.
The TO DATA REQUEST prompt of the UPLINK TO DATA REQ page
provides the same function.
Line 3 WIND DATA REQ* Pressing this key sends a request for wind data.
The WIND REQUEST prompt of the CLIMB, CRUISE, and DESCENT
WIND pages provides the same function.
Note: If “REQ” is not followed by a star, the request cannot be sent (downlink message).
When a function (line 1 or 2 or 3) is deactivated internally, the corresponding line is blank.
[6L] RETURN The pilot presses this key to make the display revert to the DATA INDEX
page.
[6R] PRINT FUNCTION The pilot presses this key to access the PRINT FUNCTION page. (Refer to
DSC-22_20-50-10-25 Print Function Pages).
UPLINK TO DATA REQ PAGES
This page allows the flight crew to send a request for takeoff data for up to 2 runways. There is one
page for each runway. The page is accessed from the PERF TAKEOFF page, or from the UPLINK
XXX (MAX or DRT or FLX) TO DATA page, by pressing the UPLINK TO DATA prompt.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE White.
[ 1L ] TOW/TOCG This field is dashed, until a runway is defined in the [ 1R ] field.
(green) The TOW/TOCG is defaulted to the values of the INIT B and FUEL PRED
pages. If not available, dashes are displayed.
It cannot be modified by the pilot.
[ 2L ] TEMP/QNH or This field is dashed, until a runway is defined in the [ 1R ] field. It displays
QFE (green/blue) the temperature at origin and baro setting.
TEMP = If the temperature is not defined, blue brackets are displayed, and
the flight crew can modify this field according to the weather information.
BARO = Defaulted to FCU selection and can be modified by the pilot.
[ 3L ] MAG WIND (blue) This field is dashed, until a runway is defined in the [ 1R ] field. It displays
the wind at the origin.
If the wind is not defined, blue brackets are displayed.
The pilot can modify this field.
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AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 4L ] CONTAM (blue) This field is dashed, until a runway is defined in the [ 1R ] field. The display
is defaulted to DRY.
The scroll keys allow the crew to modify the runway contamination.
DRY, WET, 1/4 WATER, 1/2 WATER, 1/4 SLUSH, 1/2 SLUSH, COMP
SNOW.
[ 6L ] RECEIVED TO This field calls up the UPLINK MAX (or FLX or DRT) TO DATA page that
DATA displays the data received by AOC.
[ 1R ] SHIFT/RWY This field is dashed, until a runway is defined in the F-PLN. If a runway is
(blue) defined in the F-PLN, it is automatically filled in as:
SHIFT = Value from the PERF TO page, or blue brackets [ ], if no
value is defined.
RWY = F-PLN departure runway. The pilot can modify this field.
[ 2R ] TO LIMIT (blue) It is dashed, until a runway is defined in the [ 1R ] field.
It displays blue brackets [ ], when a runway is defined.
The pilot may enter a length, considering runway obstacles.
[ 3R ] FLAPS/THS This field is dashed, until a runway is defined in the [ 1R ] field; it is then
(blue) defaulted to values from the PERF TO page. Blue brackets are displayed, if
the PERF TO page does not have any defined values.
[ 4R ] FLEX TO TEMP This field is dashed, until a runway is defined in the [ 1R ] field; it is then
(blue) defaulted to values from the PERF TO page. Blue brackets are displayed, if
the PERF TO page does not have any defined values.
The pilot can modify this field and enter a FLEX TO temperature (FXX).
[ 6R ] TO DATA Pressing the key sends the takeoff data request message to the ground.
REQUEST* (amber) The asterisk disappears when the request is sent. It reappears when the
data is available.
Page 2/2 is a page used for requesting a second runway data.
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FCOM ← AP → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Note: If the UPLINK TO DATA REQ Page 2 is accessed (Page 1 being filled), the fields of this
page are filled with default values after entry of a runway in [ 1R ]. QNH or QFE and wind
are common with Page 1.
UPLINK MAX TO DATA PAGES
This page is accessed from the UPLINK TO DATA REQ page by pressing the RECEIVED TO DATA
key.
There is a set of 2 pages (MAX TO DATA and FLEX TO DATA) for each of the 4 uplinked runway
data. Uplinked data is displayed in green. (It cannot be modified by the flight crew).
[1L] TOW/TOCG Uplinked reference Takeoff Gross Weight and Takeoff Center of Gravity.
[2L] TEMP/QNH (or Uplinked assumed temperature and BARO setting.
QFE)
[3L] MAG WIND Uplinked takeoff runway wind.
[4L] CONTAM Uplinked takeoff runway contamination.
[5L] THR RED/ACC Uplinked Thrust Reduction and Acceleration altitudes.
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FCOM ← AP to AQ → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[6L] UPLINK TO DATA Pressing the key calls up the UPLINK TO DATA REQ page.
V1, VR, V2 Uplinked takeoff speeds.
[1R] SHIFT/RWY Uplinked TO runway IDENT, runway intersection and position shift.
[2R] TO LIMIT Uplinked runway length remaining.
[3R] FLAPS/THS Uplinked FLAPS/SLATS CONF and TRIM position.
[4R] FLEX TO Pressing this key calls up the UPLINK FLEX TO DATA pages.
[5R] ENG OUT ACC Uplinked engine-out acceleration altitude.
[ 6R ] INSERT UPLINK* Uplinked takeoff data is available for insertion.
Selecting this prompt inserts the following data on the PERF TO page:
‐ V1, VR, V2
‐ THR RED/ACC, ENG OUT ACC altitudes
‐ FLAPS/THS
‐ SHIFT
‐ FLEX
The display reverts to the PERF TO page, the asterisk disappears.
This field is not displayed, if the runway does not match the active runway.
If the runway matches the active runway but the uplinked TOW differs from
the current TOW (the uplinked TOW is 3 t greater or 1 t lower than the TOW
estimated by the FMS):
‐ The asterisk disappears and the insertion is not possible
‐ The TOW value is displayed in amber in [1L] field.
Note: All previously-received data is replaced by the new uplinked data.
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FCOM ← AQ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
UPLINK FLX TO DATA PAGES
TITLE UPLINK FLX TO DATA.
[2L] FLX/QNH (or QFE)
When the UPLINK FLEX TO DATA page is selected, it displays uplink
assumed Flex Temperature and BARO setting (QNH or QFE).
[4R] MAX TO Pressing this key calls up the MAX TO DATA page.
For all other fields, Refer to DSC-22_20-50-10-25 Uplink MAX TO Data
Pages
ACARS FUNCTION PAGE 2
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FCOM AR to AS → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Line 1 F-PLN RPT Pressing this key sends the flight plan report to the ground.
SEND
Line 2 POSITION RPT Pressing this key sends a Position Report to the ground.
SEND
Note: ‐ No report can be sent, if “SEND” is not followed by a star
‐ When a function (line 1 or 2) is deactivated through the navigation database policy file,
the corresponding line is blank.
[6L] RETURN The pilot presses this key to revert to the DATA INDEX page.
[6R] PRINT FUNCTION The pilot presses this key to access the PRINT FUNCTION page.
PERF PAGE
The flight plan is divided into the following phases:
PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, GO-AROUND, DONE.
Each phase, except for the preflight and done phases, has a performance (PERF) page. The PERF
pages display performance data, speeds related to the various phases, and predictions.
Pressing the PERF key on the MCDU console calls up the performance page for the current active
phase. Performance pages, relating to phases already flown, are not available.
In the preflight and done phases, pressing the PERF key brings up the takeoff performance page.
Pressing the PERF key in the done phase makes the phase transition to the preflight phase.
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FCOM ← AS to AT → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
The FMGS flight phases are not related to the FWC flight phases.
Line 6 Fields may display two different prompts, depending upon whether the
phase is active or not.
[6L] PREV PHASE To review the performance page for the previous phase.
The prompt is unavailable on the takeoff performance page. It is also
unavailable for phases already flown.
[6L] ACTIVATE APPR To activate, then confirm, the APPR phase. Available only on the page
PHASE corresponding to the active phase.
[6R] NEXT PHASE To review the performance page for the next phase.
Note: Engine-out condition
‐ When the FMGS detects an engine-out condition, the system automatically calls up
the performance page for the current flight phase (except when this occurs before the
diversion point during takeoff or no EOSID exists in the flight plan) and displays “EO
CLR*” in the [1R] field and EO LRC (engine-out long range cruise) in the [2L] field. On
the CLB, CRZ and DES (when the descent phase is not active) PERF pages, the pilot
can enter a cost index value and overwrite to “EO LRC”. Clearing the cost index reverts
to EO LRC.
If the pilot presses the [1R] key, the system reverts to the normal processing (with no
engine failed) and suppresses the EO information. (Refer to DSC-22_20-30-10-15
General).
‐ If the engine-out condition is detected before the diversion point at takeoff, a temporary
flight plan is created.
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FCOM ← AT 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
PERF TAKEOFF PAGE
During the preflight phase, the pilot presses the PERF key to call up the takeoff performance page.
TITLE TAKE OFF RWY is in large green font when the takeoff phase is active, and
in large white font when it is inactive. The active flight plan selected runway
is displayed in large green font.
Note: If the takeoff shift, or the flaps/THS, or the runway is changed after
V1, VR or V2 insertion, but the origin airport remains the same,
the MCDU “CHECK TAKE OFF DATA” message appears. All
takeoff parameters are retained except in case of runway change.
In case of runway change, the parameters are invalidated, but
still displayed adjacent to each field. The “CONFIRM TO DATA”
prompt in [6R] allows reverting to the previous values.
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FCOM AU → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[1L] V1 [2L] VR [3L] V2 The boxes remain amber, as long as the pilot does not make entries in them.
The pilot can modify any entry, as long as the takeoff phase is not active.
Note: 1. If the flight crew does not enter V2, the SRS mode will be
unavailable at takeoff.
2. The MCDU “V1/VR/V2 DISAGREE” amber message appears if
the inserted V1, VR, V2 speeds do not satisfy the condition: V1 ≤
VR ≤ V2.
3. The MCDU “TO SPEED TOO LOW” amber message appears
if the inserted V1, VR, V2 speeds do not satisfy the existing
regulatory conditions regarding VMC and VS1G speeds.
[4L] TRANS ALT This field displays the navigation database default altitude (if defined) once
(transion altitude) the origin airport is entered. The pilot can modify it.
[5L] THR RED (thrust This is the altitude at which the pilot should reduce the thrust from
reduction altitude) TOGA/FLX to MAX CLIMB (CL detent) with all engines operative (“CLB” or
“LVR CLB” flashing on the FMA).
‐ The thrust reduction altitude defaults to 1 500 ft above the runway
elevation, or to the altitude set by the airline
‐ The pilot can modify this altitude: The minimum is 400 ft above the runway
elevation.
ACC (Acceleration This is the altitude at which the climb phase is triggered.
altitude) ‐ The target speed jumps to the initial climb speed
‐ The default value is 1 500 ft above runway elevation
‐ The flight crew can modify the value. The minimum value is 400 ft above
runway elevation, and it can be higher than, or equal to, or lower than
THR RED.
Note: ‐ A clearing action reverts both values to the defaulted ones
‐ When the flight crew selects an altitude on the FCU that is
below THR RED, it brings THR RED and ACC down to this
altitude. (The 400 ft minimum still applies).
[6L] UPLINK TO DATA This key calls up the UPLINK TO DATA REQ page.
It is only displayed in the preflight and done phases.
[1R] EO CLR EO CLR is displayed when an engine-out is detected and when active flight
phase is takeoff.
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FCOM ← AU → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[2R] TO SHIFT The takeoff shift is the distance in meters or feet between the beginning
of the runway and the aircraft's takeoff position. When taking off from an
intersection, the flight crew should insert this value to ensure a correct
update of the FM position. The takeoff shift value must be positive, and
cannot be greater than the runway length.
[3R] FLAPS/THS This is a flight crew entry for the positions of the flaps and the trimmable
horizontal stabilizer (THS) at takeoff.
The flight crew can modify it until takeoff, by entering “UP X.X” or “X.X UP”,
or “DN X.X” or “X.X DN” for the THS.
[4R] FLX TO TEMP The flight crew inserts the FLX TO temperature for FLX takeoff setting
purposes. The flight crew can only enter it during preflight.
The system sends it to the FADEC and displays the entered data on the
upper ECAM display. The TEMP value is always entered in degrees Celsius.
[5R] ENG OUT ACC This field displays the engine-out acceleration altitude, as defined in the
database, or is manually entered by the flight crew. This is for display only,
as a reminder. It cannot be cleared. The above ACC altitude rules of [5L]
apply to this field.
[6R] NEXT PAGE or This key calls up the climb performance page, or allows the flight crew to
CONFIRM TO DATA* revert to the previously-entered T.O. parameters, in case of runway change
with the same origin airport.
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FCOM ← AU 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
PERF CLIMB PAGE
TITLE CLB is displayed in large white fonts when the climb phase is inactive, and in
large green fonts if it is active.
[1L] ACT MODE This field displays the preselected or active speed mode: SELECTED or
MANAGED.
The pilot cannot modify it from this field.
[2L] CI (Cost Index) This field displays the cost index, as initialized on the INIT A or defaulted
from the database, or inserted in this field by the pilot. EO LRC automatically
replaces the cost index value in case of engine-out.
[3L] MANAGED This field displays the FMGS computed ECON speed/Mach (Refer to
DSC-22_20-40-10 Optimization).
Before CLIMB phase is active, if the preselected speed mode is SELECTED,
a star is displayed next to the MANAGED speed. Pressing the 3L key in this
case preselects MANAGED speed, and 4L reverts to brackets.
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FCOM AV → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[4L] PRESEL or If the climb phase is not active:
SELECTED This field displays PRESEL as long as the climb phase is not active.
The pilot can enter a preselected speed only.
If the climb phase is active:
The title of this field becomes SELECTED.
This field displays the selected (or preselected) SPD or MACH target.
The pilot cannot modify it directly in this field, but can adjust it with the
SPD/MACH selection knob on the FCU.
If the pilot pushes in the FCU SPD/MACH selection knob to revert to
managed speed, the system selects (or reselects) ECON SPD/MACH
and [4L] is blank.
[5L] Blank or This field is blank as long as the aircraft is in preflight.
EXPEDITE This field displays this legend when the takeoff or climb phase is active. The
flight crew cannot engage EXPEDITE from this field.
It indicates the time and distance required to reach the altitude displayed in
the 2R field, in case of climb at green dot.
[6L] PREV PHASE This field displays this legend if climb phase is not active. The pilot presses
this key to call up the takeoff page.
[6L] ACTIVATE APPR The field displays this legend if the climb phase is active.
PHASE Pressing this key once displays “CONFIRM APPR PHASE*”. Pressing it
again activates the approach phase.
[1R] EO CLR The system displays the EO CLR prompt in case of engine out in climb.
[2R] PRED TO... This field displays the target altitude for the predictions shown in 3R, 4R, or
5L. It defaults to FCU altitude, but the pilot can modify it to any altitude below
CRZ FL.
[3R] [4R] [5R] These fields show time and distance predictions for the target altitude
selected in [2R], computed for the current vertical mode and speed mode
(MANAGED, SELECTED).
These fields are displayed only while the takeoff, or climb phase is active.
[6R] NEXT PHASE The flight crew presses this key to call up the PERF CRZ page.
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FCOM ← AV 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
PERF CRUISE PAGE
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FCOM AW → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE CRZ in white large font, when cruise phase is not active, in green large font,
when it is.
[1L] ACT MODE This field shows the preselected or active speed mode: SELECTED or
MANAGED.
The pilot cannot modify it through this field.
[2L] CI This field shows the cost index as initialized on the INIT A page or defaulted
from the database, or as inserted in this field by the crew.
EO LRC replaces automatically the cost index value in case of engine out.
[3L] MANAGED This field displays the FMGS computed ECON speed/Mach (Refer to
DSC-22_20-40-10 Optimization).
Before CRUISE phase is active, if the preselected speed mode is
SELECTED, a star is displayed next to the MANAGED speed. Pressing the
3L key in this case preselects MANAGED speed, and 4L reverts to brackets.
[4L] PRESEL If cruise phase is not active:
The pilot can enter a preselected speed or Mach number.
If cruise phase is active:
This field is blank.
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FCOM ← AW → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[6L] PREV PHASE or The pilot can press this key to call up the climb page, if the cruise phase is
not yet active.
[6L] ACTIVATE APPR This field displays this legend if the cruise phase is active. The flight crew
PHASE presses the key once to change the legend to “CONFIRM APPR PHASE*”.
A second press activates the approach phase.
Note: If the pilot activates the approach phase inadvertently, it can
reselect the cruise flight level into the progress page to reactivate
the cruise phase.
[ 1R ] TIME/UTC DES Before takeoff this field displays the flight time to destination and the
EFOB predicted remaining fuel on board. If the crew enters an estimated takeoff
time, the field displays automatically the predicted arrival time (UTC) at
destination. After takeoff it displays the predicted arrival time at destination
(UTC) and the remaining fuel on board (DEST EFOB) at destination,
in green font. The DEST EFOB field will turn to amber, if the EFOB at
destination becomes less than the MIN DEST FOB value displayed on the
FUEL PRED page. EO CLR is displayed when an engine-out is detected.
[2R] STEP TO FL XX, The field, in combination with 3R, displays the predictions for the step point
DRIFT DOWN TO FL and the step altitude, the drift down altitude, or the Top of Descent.
XX, or TO T/D
[3R] TIME/UTC and This field displays the time and distance to go to the various points identified
DIST in 2R.
[4R] DES CABIN RATE This field displays MAX [computed DES cabin rate, maximum descent cabin
rate]. The pilot may modify the value: the FM recomputes then the top of
descent in order to match this value. If the FM cannot match the pilot entry,
the FM computed value overwrites the pilot entry.
A clear action reverts to the default value (-350 ft/min). DES CAB RATE
being a negative value, 'minus” is not a necessary entry.
[5R] STEP ALTS This key calls up the STEP ALTS page (vertical revision Refer to
DSC-22_20-50-10-25 VERTICAL REVISION Pages).
[6R] NEXT PHASE This key calls up the DES page.
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FCOM ← AW 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
PERF DESCENT PAGE
TITLE DES is in large white font if the descent phase is not active; it is in large
green font, if it is.
[1L] ACT MODE This field displays the preselected or active speed mode (MANAGED or
SELECTED). The flight crew cannot modify it through this field.
[2L] CI This field displays the cost index, as initialized on the INIT A page or
defaulted from the database, or inserted in this field by the flight crew. The
flight crew cannot modify it when the descent phase is active.
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FCOM AX → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[3L] MANAGED If the descent phase is not active:
Before the flight crew makes any entry. This field displays MANAGED
in white, with the associated ECON descent Mach or speed in blue. The
crew may overwrite the ECON descent Mach or speed by entering a
Mach number or a speed in this field. The system uses the pilot entry to
compute the descent profile. The descent may be flown in managed using
this new pilot entry.
The entry is modifiable. It can be cleared to revert to ECON speed/Mach.
If the descent phase is active:
The flight crew cannot make an entry in this field.
The field displays the ECON speed/Mach or the speed/Mach value
previously entered by the pilot.
[4L] blank or If the descent phase is not active, or the descent phase is active but the
SELECTED active speed mode is MANAGED:
This field is blank.
If the descent phase is active and the active speed mode is SELECTED:
The field displays the speed or Mach target manually selected by the pilot.
“SELECTED” is displayed in the [1L] field.
To modify the field value, the pilot will use the SPD/MACH selector knob
of the FCU. [4L] field and FCU window will display the same value.
Pushing in the FCU speed selector knob activates the managed
SPD/MACH target displayed in the [3L] field.
[5L] Blank or If the descent phase is not active this field is blank.
EXPEDITE Displays this legend if the descent phase is active.
It indicates the time and distance required to reach the altitude displayed
in the 2R field at MMO/VMO speed. The pilot cannot select the EXPEDITE
mode through this field.
[6L] PREV PHASE This key calls up the cruise phase page if the descent phase is not yet
or ACTIVATE APPR active.
PHASE Displayed if the descent phase is active. First press causes “CONFIRM
APPR PHASE” to be displayed. Second press activates the approach
phase.
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FCOM ← AX → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[ 1R ] TIME/UTC DEST Before takeoff, this field displays the flight time to destination and the
EFOB predicted remaining fuel on board. If the crew enters an estimated takeoff
time, the field displays automatically the predicted arrival time (UTC).
After takeoff, it displays the predicted arrival time at destination (UTC) and
the remaining fuel on board (DEST EFOB) at destination in green font. The
DEST EFOB field will turn to amber, if the EFOB at destination becomes
less than the MIN DEST FOB value displayed on the FUEL PRED page. EO
CLR is displayed when an engine-out is detected.
[2R] PRED TO... This field displays the target altitude for the predictions in [3R] [4R], or [5R].
The display defaults to the altitude selected on the FCU. The flight crew can
modify it to any altitude lower than present altitude.
[3R] [4R] [5R] These fields display time and distance predictions down to the target altitude
selected in [2R], computed for the current vertical mode (DES or OP DES)
and the indicated speed mode (MANAGED, SELECTED).
[6R] NEXT PHASE The pilot presses this key to call up the PERF APPR page.
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FCOM ← AX 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
PERF APPR PAGE
TITLE APPR is in large white font, if the approach phase is not active; it is in large
green font, if it is.
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FCOM AY → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[1L] QNH This field displays brackets, when the aircraft is more than 180 nm from the
destination. Inside 180 nm, a mandatory amber box appears. The flight crew
must enter the QNH in hPa or in inches of mercury.
‐ For hPa, enter three or four digits
‐ For inches of mercury:
• Enter two digits, or
• Enter two digits followed by a decimal point and two additional digits.
The system interprets:
‐ 1 003 as 1 003 hPa;
‐ 29 as 29.00 in.
‐ 29.92 as 29.92 in.
Note: An erroneous entry of an OAT in QNH field, for example 22 °C, or
a higher value, is accepted by the system.
The flight crew can modify this entry at any time.
The Cabin Pressure Controller (CPC) uses the QNH to compute the cabin
repressurization segment. Therefore, an erroneous QNH entry may result in
a cabin pressurization that is not appropriate.
[2L] TEMP This field displays the temperature at destination. The field displays brackets
until the pilot enters the temperature. The pilot can modify this figure.
The system uses this temperature to refine its computation of the descent
profile (ISA model).
[3L] MAG WIND The flight crew enters the magnetic wind in knots at the destination in
this field. The system transmits any entry made in this field to the vertical
revision and flight plan B pages (which display wind direction as true, not
magnetic).
[4L] TRANS ALT This field displays the transition altitude taken from the data base (small font)
or entered by the flight crew (large font).
The flight crew can modify it at any time.
[5L] VAPP The FMGC computes this approach speed, using the formula
VAPP = VLS + 1/3 of the headwind components (limited to VLS + 5 as a
minimum and VLS + 15 as a maximum).
The flight crew can modify VAPP. A clear action reverts VAPP to the
computed value.
Note: VLS = 1.23 VS1G of the selected landing configuration (full or 3).
[6L] PREV PAGE This field displays this legend if the approach phase is not active.
Pressing this key calls up the descent performance page.
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OPERATING MANUAL
[1R] FINAL This field displays the approach specified in the flight plan.
The flight crew cannot modify it through this field.
[2R] BARO (blue) This field displays the minimum descent altitude (or minimum descent
height if the QFE pin program is activated), with associated brackets. The
referenced altitude is barometric altitude. The flight crew inserts the value,
which it can modify at any time.
If the flight crew makes an entry in [3R] or changes the approach, it clears
this figure. The BARO range is 0 to 5 000 ft above landing elevation.
[3R] RADIO (blue) If the flight plan includes an ILS or MLS approach, this field displays
”RADIO” and empty brackets. For a Cat II or Cat III approach, the flight crew
inserts the decision height. The decision height is a radio altimeter height.
The system will accept an entry of “NO”, “NODH” or “ NO DH”. If the flight
crew inserts a BARO value in [2R] field, this erases the decision height, and
this field reverts to brackets. The RADIO range is 0 to 700 ft.
[4R] LDG CONF CONF The flight crew can select configuration 3 by pressing the 4R key.
3 This moves the * down to the [5R] field, which is displaying “FULL”.
[5R] FULL The flight crew can use this key to select configuration FULL when
necessary configuration FULL is the default landing configuration.
[6R] NEXT PHASE Pressing this key calls up the go-around performance page.
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OPERATING MANUAL
PERF GO AROUND PAGE
TITLE GO AROUND is in large white font, if the go-around phase is not active; it is
in large green font, if it is.
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OPERATING MANUAL
[5L] THR RED ACC This field displays the thrust reduction altitude and the acceleration altitude.
Thrust reduction altitude:
‐ Altitude at which thrust must be reduced from takeoff/go-around thrust to
maximum climb thrust
‐ “CLB” or “LVR CLB” flashing on flight mode annunciator
‐ Defaults to 1 500 ft above destination runway elevation, or to the altitude
set by the airline
‐ Can be modified by the crew (minimum 400 ft above destination runway
elevation).
Acceleration altitude:
‐ Altitude at which target speed jumps to green-dot speed (see the note
below)
‐ Defaults to 1 500 ft above destination runway elevation, or to the altitude
set by the airline.
‐ Can be modified by the crew, but is always equal to (or higher than) the
thrust reduction altitude.
[6L] PREV PHASE or This field displays this legend if the go-around phase is not active.
Pressing the key calls up the PERF APPR page.
ACTIVATE APPR This field displays this legend if the go-around phase is active.
PHASE Pressing it once makes “CONFIRM APPR” appear.
A second press activates the approach phase.
[5R] ENG OUT ACC This display has the same characteristics as the display beside the 5R key
on the takeoff page. It is for display only, and the pilot can modify it.
[6R] NEXT PHASE Pressing this key calls up the PERF APPR page.
[IR] Blank or EO CLR* This field is normally blank.
EO CLR* is displayed when GO AROUND is the active phase and an
engine-out condition is detected.
Note: When the go-around phase is active, if the pilot enables ALTN or if the pilot inserts a new
destination in the active flight plan and a new cruise flight level on the progress page, the
go-around phase shifts automatically into the climb phase. (The target speed jumps from
green dot speed to initial climb speed).
PROG PAGES
The progress page is a multifunction page that enables the pilot to:
‐ Select a new cruise flight level
‐ Crosscheck the navigation accuracy of the Flight Management (FM) system and validate it
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‐ Update the FM position
‐ Monitor the descent.
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TITLE Different for each flight phase (see above). The vertical phase is in large
green font. The flight number is in large white font. EO is large amber font, if
the engine-out condition is detected.
Line 1 CRZ (blue) This line displays the cruise flight level, inserted on the INIT A page or
directly in this field in blue. If the flight crew uses the FCU to select an
altitude that is higher than the one displayed in this field, the system
changes the number displayed to agree. In this line, the flight crew cannot
insert a flight level that is lower than the FCU-selected altitude.
This field shows dashes when the descent or approach phase is active.
OPT This field displays the optimum flight level (in green), that is computed based
on the current gross weight, cost index, temperature and wind. This flight
level requires a 5 min minimum cruise at a minimum cruise flight level of
FL 100.
It displays dashes if an engine-out is detected.
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REC MAX This field displays the recommended maximum altitude (in magenta), that
is computed based on the current gross weight and temperature, and
assuming that the anti-ice is off (Refer to QRH/PER-G Optimum & Maximum
Altitudes, if icing conditions are expected). It provides the aircraft with a 0.3 g
buffet margin, a minimum rate of climb at MAX CL thrust, and level flight at
MAX CRZ thrust. This field is limited to FL 398.
If one engine is out, this field displays the recommended maximum
engine-out altitude, that is computed based on the long-range cruise speed
and assuming that anti-ice is off.
[2L] REPORT This key calls up the REPORT PAGE.
[2R] VDEV This field is displayed during the descent and approach phases, when NAV
mode is engaged, or in HDG mode, provided that the crosstrack error (XTK)
is less than 5 nm. It displays the vertical deviation between the aircraft's
current altitude and the FMS-computed vertical profile.
Line 3 POSITION The flight crew can update the FMS position via this field by entering either
UPDATE AT the IDENT of a waypoint, a NAVAID, an airport, a latitude and longitude (LL),
a place/bearing/distance, or a place-bearing/place-bearing (PBX).
When the flight crew has entered this data, this field changes its format to:
“CONFIRM UPDATE AT”, followed by the latitude/longitude and IDENT of
the inserted position with an asterisk.
The flight crew presses the right-hand key adjacent to the asterisk to confirm
the update, when the aircraft overflies the inserted position.
Note: If no IDENT has been inserted, the field displays “ENTRY” instead of an IDENT.
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Line 4 BRG/DIST On this line, the pilot can enter an airport, a waypoint, a NAVAID, or a
runway. The pilot may enter each as an IDENT, a latitude/longitude (LL), a
place/bearing/distance (PBD), or a place-bearing/place-bearing (PBX). The
field then shows the FMGC-computed bearing and distance from this site to
the aircraft's present position. The last distance digit is in 1/10 of a NM. If it
does not have an IDENT, the point is called “ENTRY”.
Example:
BRG/DIST
340 °/95.4 to ENTRY
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[5L] PREDICTIVE GPS This prompt gives access to the PREDICTIVE GPS page.
[5R] GPS PRIMARY This prompt is displayed, when the FMS navigation mode is GPS PRIMARY.
When GPS PRIMARY is not available, or navigation mode is not GPS/IRS,
this field is blank.
The scratchpad displays the relevant “GPS PRIMARY″ message when this
prompt appears; and “GPS PRIMARY LOST”, when the field turns to blank.
[6L] REQUIRED This field displays the default value for the required navigation accuracy
level. The pilot can modify it. Provided no pilot entry has been made, the
default value changes according to the actual flight area (En route, terminal,
approach Refer to DSC-22_20-20-20 Navigation Accuracy Check).
ACCUR HIGH/LOW This field shows the flight management system's estimate of the navigational
accuracy. “HIGH” indicates that the FMS estimates that the navigational
accuracy matches the accuracy criteria of the area currently flown. “LOW”
indicates that the criteria are not matched.
[6R] ESTIMATED This field displays the current estimated navigation accuracy value (EPE) as
computed by the FMS.
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OPERATING MANUAL
PREDICTIVE GPS PAGES
Note: This page is only operative with Honeywell ADIRS.
The pilot accesses this page by pressing the PREDICTIVE GPS prompt of the PROG page. This
page displays information relative to predictive availability of GPS PRIMARY at destination, and at
any waypoint selected by the crew.
[1L] DEST Destination, airport as currently selected in active flight plan. It is not
modifiable. This field displays dashes, when no destination airport exists.
[1R] ETA This field is defaulted to the Estimated Arrival Time, as computed by the
FMS (small blue font). The pilot may enter a value in this field (large blue
font). Amber boxes are displayed, when no prediction exists, or the crew
entry has been cleared.
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OPERATING MANUAL
Line 2 PRIMARY Y/N Predicted primary status at destination airport, at the following times:
Estimated time of arrival ±5, 10, 15 min.
Availability of GPS PRIMARY at the corresponding time is indicated by
Y, when PRIMARY is predicted to be available; and, by N, when GPS
PRIMARY is predicted not to be available.
These fields are blanked when the destination [1L] field, or the time [1R] field
is not defined.
[3L] WPT The pilot may enter a reference waypoint in this field. Blue brackets are
displayed, when no entry has been made.
[3R] ETA When a reference waypoint has been entered in the [3L] field, amber boxes
are displayed.
The crew is requested to enter a reference time in this field.
Line 4 PRIMARY Y/N Information equivalent to [2L] / [2R] is displayed for any pilot-selected
waypoint. The corresponding time of arrival is also displayed.
Line 5 DESELECTED Enables the pilot to deselect up to four satellites by inserting the
SATELLITES and Line corresponding satellite number ; the number is then displayed in large blue
6 SATELLITES font. When deactivated, the satellites are not considered for predictive GPS
availability at destination, or at the selected waypoint. The deselection is
cancelled when the entry is cleared (blue brackets are displayed), or the field
is overwritten by a different satellite number.
ERRONEOUS GPS PREDICTIONS
The following procedure must be followed whenever a GPS RAIM availability Check is necessary.
If the predictive GPS status appears at the different times (ETA -15 min, -10 min, -5 min, 0 min,
+5 min, +10 min, +15 min) as for example N, N, N, Y, N, N, N, the displayed N may be spurious.
To determine the GPS availability at ETA -15:
‐ Enter the destination in the WPT field [3L],
‐ Enter, the ETA -15 value in the ETA field [3R] on the MCDU PREDICTIVE GPS page and check
that a “Y” is displayed at the ETA time.
Repeat this last action as necessary for each different times: -10, -5, 0, +5, +10, +15.
REPORT PAGE
The pilot calls this page by pressing the [2L] key on the PROG page:
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OPERATING MANUAL
This page displays information related to the FROM, TO, NEXT and DEST waypoints, as well as the
current wind, temperature, distance and time to the next cruise profile change.
TITLE (White) Displays the flight number. This line displays EO in amber, in case an
engine-out is detected.
[1L] OVHD (green) Displays the last sequenced waypoint. This field never displays the
pseudo-waypoints and the F-PLN markers (T-P, PPOS, IN-BND,
OUT-BND).
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OPERATING MANUAL
[1R] UTC/TIME ALT This field displays the time and altitude recorded at the time of sequence.
(green)
[2L]-[2R] TO (green) This field displays the active waypoint, predicted time of arrival and predicted
altitude at this waypoint.
Note: Time and altitude values are identical to those values on the F-PLN
pages.
[3L]-[3R] NEXT (green) Same information for the next waypoint.
[4L] [4R] This field displays the static air temperature, the wind direction and velocity,
SAT/T.WIND/FOB and the FOB recorded at waypoint sequencing.
(green)
[5L] T/D/UTC/DIST This field displays the estimated time, and the distance to go to the next
(green) change of the cruise profile (T/D, S/C, S/D). These data are only displayed
when the cruise phase is active.
[5R] SEND* (blue) The crew uses this prompt to downlink a position report.
This field may be blank, depending on airline policy.
Line 6 This field displays the estimated time of arrival, the distance along the
DEST/UTC/DIST/EFOB F-PLN, and the estimated fuel on board (DEST EFOB) at destination.
The DEST EFOB field will turn to amber, if the EFOB at destination becomes
less than the MIN DEST FOB value displayed on the FUEL PRED page..
This display is identical to the information on the F-PLN pages.
Note: No data can be inserted or modified on the REPORT page.
RADIO NAV PAGE
This page enables the pilot to select or verify the radio NAVAIDs, tuned for display purposes only.
These NAVAIDs include: VOR, VOR/DME, TAC, VORTAC, ILS, and ADF.
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OPERATING MANUAL
Line 1 VOR1/FREQ This line displays the identifiers and frequencies of VORs 1 and 2, whether
FREQ/VOR2 they are automatically or manually tuned.
To manually tune a VOR, the pilot inserts the IDENT or frequency. If the
IDENT is not in the database, the new NAVAID page comes up. A “clear”
action reverts the selection to the autotuned NAVAID.
Line 2 CRS This line displays courses for the NAVAIDs in Line 1.
The pilot can manually enter the courses through these fields.
[3L] LS/FREQ This field displays the IDENT of an ILS and its frequency (for ILS). It is
autotuned, if the ILS is associated to the departure runway, or if the flight
plan contains an ILS approach. The flight crew may also enter an ILS
manually. When the manually entered ILS differs from the ILS that the FMS
would autotune, “RWY-LS MISMATCH” appears.
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OPERATING MANUAL
[4L] CRS SLOPE CRS: This field displays the course associated with the LS displayed in
Line 3. It comes up automatically if an LS is autotuned, or if an LS has
been manually tuned via its IDENT. Otherwise, the course must be entered
manually. The course may be backbeam (Bxxx) or frontbeam (Fxxx)..
SLOPE: This field displays the slope associated with the LS displayed in
Line 3. It comes up automatically if an LS is autotuned for approach, or if an
LS has been manually tuned via its IDENT.
Note: 1. The slope does not apply to LOC only, LDA, SDF or Backbeam
approaches.
2. If the flight crew intends to manually tune an ILS that is not in the
navigation database or to manually tune an ILS by its frequency
(ident not entered), and if they do not enter the course, the flight
crew will to arm approach modes.
Line 5 ADF1/FREQ This line displays the identifiers and frequencies of ADFs 1 and 2.
FREQ/ADF2 The pilot can use the IDENT or the frequency to manually tune the ADF.
Line 6 ADF1/BFO When an ADF is selected, these fields display an ADF/BFO prompt. The
BFO/ADF2 flight crew presses the key once to erase the arrow and put the ADF in BFO
mode. A clear action brings the arrow back and cancels BFO.
Note: ‐ The autotune function only works for NAVAIDs stored in the database.
‐ When tuning manually, the operator should use the IDENT, rather than the frequency,
unless the NAVAID is not in the database.
‐ Manually-tuned frequencies are displayed in large font.
SECONDARY PAGES
The SEC F-PLN key on the MCDU console allows the flight crew to call up the secondary index
page and the secondary flight plan page. The secondary flight plan is generally for a diversion, for
predictable runway changes for takeoff or landing, or for training.
There are two types of secondary index pages. The type selected depends on the presence of a
secondary flight plan.
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OPERATING MANUAL
SECONDARY INDEX PAGE
A SECONDARY FLIGHT PLAN IS ALREADY DEFINED
[1L] COPY ACTIVE The flight crew presses this key to copy the active flight plan into the
(blue) secondary flight plan and delete the previous secondary plan.
[2L] SEC F-PLN The flight crew presses this key to call up the secondary flight plan
(white) pages.
[3L] DELETE SEC The flight crew presses this key to delete the current secondary flight
(blue) plan.
[4L] ACTIVATE SEC The flight crew presses this key to activate the secondary flight plan as
(amber) the active flight plan.
Note: “ACTIVATE SEC” routinely appears if the HDG/TRK mode is active. If the NAV mode
is active, “ACTIVATE SEC” appears only if the active and secondary flight plans have
a common active leg.
[ 1R ] INIT (white) The flight crew presses this key to call up the SEC INIT A page.
[2R] PERF (white) The flight crew presses this key to call up the performance pages for the
secondary flight plan.
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OPERATING MANUAL
A SECONDARY FLIGHT PLAN IS NOT DEFINED
[1L] COPY ACTIVE The pilot presses this key to copy the primary active flight plan into the
(blue) secondary flight plan.
[2L] SEC F-PLN The pilot presses this key to call up the secondary flight plan pages.
(white)
[1R] INIT (white) The pilot presses this key to call up the secondary INIT page.
It is similar to the active INIT page, but blue brackets replace all the
amber boxes.
SECONDARY FLIGHT PLAN PAGES
The secondary flight plan pages A and B are identical to those of the active flight plan, but are
automatically sequenced, only when the secondary is copied from the primary and their active legs
are identical.
The active and secondary flight plans pages differ from each other as follows:
SECONDARY LATERAL REVISION PAGES:
‐ ERASE and INSERT are not displayed.
‐ FIX INFO is not available.
‐ A lateral revision of the secondary flight plan does not create a temporary flight plan:
All revisions are directly applied to the secondary flight plan.
SECONDARY VERTICAL REVISION PAGES:
A vertical revision on the secondary flight plan does not create a temporary flight plan.
SECONDARY INIT A AND B PAGES:
‐ They use blue brackets, instead of amber boxes.
‐ They have no align prompt.
‐ They do not provide for slewing or entering data in the 4L-4R fields (airport reference).
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OPERATING MANUAL
SECONDARY STEP ALTITUDE PAGES:
These pages operate as the primary STEP ALTS page, except that optimal step, savings are
not available.
SECONDARY WIND PAGES:
They have no history wind page.
SECONDARY PERFORMANCE PAGES:
‐ All boxes are replaced by blue brackets.
‐ They have no engine-out mode, no engine-out long range cruise cost index.
‐ They have no expedite predictions.
‐ They have no ACTIVATE/CONFIRM APPROACH PHASE prompt.
‐ They have no PRED TO ALTN predictions on the PERF CLB and PERF DES pages.
‐ They have no engine-out drift down, no top of descent, no cabin descent rate information on
the PERF CRZ page.
The secondary flight plan has no FUEL PRED page.
SECONDARY INIT A PAGE IS ALSO USED TO REQUEST OR DISPLAY AN UPLINK INIT
MESSAGE RECEIVED AFTER ENGINE START.
This uplink INIT message can be cleared or inserted as SECONDARY INIT data.
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[2R] INIT REQUEST* Enable to request init data from the ground or,
[2R] INSERT UPLINK* A downlink message has been received following a request.
The message can be cleared or entered in the SEC INIT page.
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OPERATING MANUAL
BACK UP NAV PAGES
The MCDU features a back up navigation function which provides simplified point-to-point GPIRS
and IRS based navigation in case of a dual FM failure.
The backup Navigation mode allows limited lateral flight planning within the MCDU, that can be used
to drive the Navigation Display and provides relative path position information and auto-sequencing
of the Backup Navigation flight plan. The Backup Navigation flight plan reflects, as much as possible,
the active primary FM flight plan upon its initial activation.
During FM normal operation, the F-PLN is continuously downloaded in the MCDU memory: the
BACK UP NAV function links the MCDU of the failed FM to its onside IRS. All navigation data related
to the MCDU F-PLN are displayed on the associated ND.
BACK UP NAV function is activated on the MCDU MENU page by pressing the NAV B/UP prompt.
The MCDU back-up F-PLN may accept a maximum of 165 legs, including information such as
waypoint position/identification, leg type, discontinuity, overfly and turn direction information (radial,
pattern, heading leg... cannot be part of the MCDU F-PLN). No secondary or temporary F-PLN
exists.
BACK UP NAV pages display the data related to the BACK UP NAV function. There are six pages
available while BACK UP NAV is active:
‐ B/UP F-PLN
‐ B/UP F-PLN for DIRECT TO
‐ B/UP PROG
‐ B/UP IRS for onside IRS (1+2)
‐ B/UP IRS 3
‐ B/UP GPS (if the GPS is installed)
B/UP F-PLN PAGE
The B/UP F-PLN page displays the MCDU F-PLN data. The pilot calls up this page by pressing
the F-PLN key while B/UP NAV is active.
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OPERATING MANUAL
TITLE line 1 to line 5 B/UP F-PLN is displayed in a white large font
Display consecutive waypoints with their associated latitude/longitude.
If a waypoint is to be overflown, an overfly symbol (▵) is displayed after
the identifier.
If a turn is specified into the next leg, a large font arrow is displayed after
the identifier.
Label lines contain the bearing, time to go and distance to the next
waypoint displayed in small font.
white bearing
green time to go and distance
BRG Between FROM and TO waypoints: True or Mag depending
on the TRUE pb-sw position. T is displayed when the
bearing is true referenced.
Between other waypoints: out bound true track of the great
circle joining the 2 related waypoints, independant of TRUE
pb-sw .
TTG HHMM limited to 9 959. Time between the 2 related
waypoints.
DIST NM limited to 9 999.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
line 6 DEST DEST airport identifier and associated latitude/longitude.
DIST to destination is computed as the direct distance from the aircraft
to the active waypoint plus the along flight plan distances.
time to go to destination is computed as distance to destination divided
by ground speed.
TTG and DEST are dashed if aircraft position is unavailable.
B/UP F-PLN (DIR TO)PAGE
The pilot calls up this page using the DIR key on MCDU while BACK UP NAV is active and aircraft
position is valid.
TITLE [1L] DIR TO B/UP F-PLN is displayed in a white large font
Allows DIRECT TO selection to the desired waypoint.
This waypoint can be selected from the F-PLN or manually entered
through the scratchpad (IDENT/LAT/LONG or LAT/LONG)
line 2 to line 6 Display consecutive waypoints of the F-PLN.
Same as the B/UP F-PLN page.
The TO WAYPOINT is displayed in [2L].
Vertical slewing function is available.
After a DIR TO selection, the B/UP F-PLN page is modified as following:
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
B/UP PROG PAGE
It displays flight parameters relative to the F-PLN or a selected waypoint.
The flight crew calls up this page by pressing the PROG key on MCDU when BACK UP NAV is
active.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE line 1 OVHD/ALT B/UP PROG is displayed in a white large font.
Displays the identifier of the last sequenced waypoint and the altitude at
the time of the sequence.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
line 2 BRG/DIST/TTG/TOAllows the flight crew to enter an existing MCDU F-PLN waypoint
identifier or LAT/LONG or IDENT/LAT/LONG.
MCDU then computes bearing, distance and time to go to that waypoint
from the present position.
The pilot may modify or clear this entry (2R field).
BRG True or magnetic outbound track of the great circle joining
aircraft present position to the entered waypoint: dependent on
the TRUE pb-sw position.
DIST limited to 9 999.
TTG HHMM limited to 9 959. time to go to the entered position
computed assuming current ground speed.
These fields are displayed in a green small font.
They are dashed if present position is unavailable.
[3L] Means of navigation used by the Back-Up Navigation. If GPS is fitted
and is the navigation source, “GPS NAV” is displayed, otherwise “IRS
ONLY NAV” is displayed.
If the GPS is not installed, this field is blank.
[4L] IRS 1 (2 or 3) Current aircraft position provided by the selected IRS GPIRS
BASED POS GPIRS 1 (2 IRS 1 (or 3 if IRS 1 failed) on MCDU 1
or 3) (green) IRS 2 (or 3 if IRS 2 failed) on MCDU 2
GPIRS 1 (or GPIRS 3) or MCDU 1
GPIRS 2 (or GPIRS 3) or MCDU 2
[4R] GS (green) Current ground speed from the selected IRS or GPS .
[5L] DTRK/TRK (green) Desired track of the MCDU F-PLN active leg and current aircraft track
from the selected IRS/GPS (True or Mag).
These tracks are true or magnetic depending on TRUE pb-sw
position.
[6L] IRS 1 (2) Gives access to onside B/UP IRS (1 or 2) page
[6R] GPS Gives access to B/UP GPS page.
This prompt only appears when the GPS is installed.
B/UP IRS 1 OR 2 OR 3 PAGE
Display IRS 1, 2, 3 navigation data.
The pilot calls up this page from B/UP PROG page, by pressing the corresponding prompt.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
TITLE B/UP IRS 1, 2, 3 displayed in a white large font.
[1L] POSITION Current aircraft position from selected IRS
[2L] T TRK True track
[2R] GS Ground speed
[3L] T HDG True heading
[3R] M HDG Magnetic heading
Dashed when in polar area.
[4L] WIND Wind direction and velocity
Wind direction is always true referenced.
[4R] GPIRS ACCUR GPS accuracy in meters as in the IRS page.
[5R] GPIRS POSITION If GPS is installed, the GPS IRS position is provided as in the IRS page.
[6L] RETURN Gives access to B/UP PROG page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[6R] NEXT IRS Gives access to the next IRS page.
(Closed loop 1 → 2 → 3 → 1)
This page is not modifiable by the crew.
Note: The fields [4R] and [5L] are blanked when the GPS is not installed.
B/UP GPS
Display GPS navigation data.
The flight crew calls up this page from B/UP PROG page, by pressing the corresponding prompt.
TITLE B/UP GPS 1, 2 displayed in a white large font.
[1L] GPS POSITION
Line 2: TTRK GPIRS position (latitude/longitude)
UTC: Time
GS: Ground Speed
Line 3: MERIT: GPS figure of merit
GPS ALT: GPS altitude
MODE/SAT: Navigation mode and number of tracked satellites. These
values are displayed as in the FM GPS page.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
[5R] DESELECT/SELECT GPS: The flight crew may select and deselect the
GPS for navigation Backup function. The default configuration is GPS
selected.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - PAGE DESCRIPTION
OPERATING MANUAL
Intentionally left blank
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
FMS2 Honeywell
MCDU MESSAGE LIST
Messages displayed on the MCDU are of two types and displayed in two colors.
Type I : A direct result of a pilot action;
Type II : Information about a situation, or a call for pilot action;
Type II messages are stored in a first-in/first-out message queue (5 messages max)
They are suppressed, if correct data is entered or when they no longer apply
The flight crew can clear all messages by pressing the CLEAR key on the MCDU console.
Amber (A) : Important
White (W) : Less important
MESSAGE TYPE/COLOR CONDITIONS
A/C POSITION INVALID II/A The aircraft position has become invalid. If the message has been
cleared and the flight crew attempts to call up the HOLD at PPOS
or DIR TO page while the aircraft position is still invalid, then the
message is displayed again.
ACT RTE UPLINK II/W A flight plan is stored in the active flight plan.
(ACARS msg)
ALIGN IRS II/A Appears when the IRS are ready for alignment, but the INIT A
page is not displayed on either side of the flight deck. The ALIGN
IRS message requires that one of the flight crew call up the IRS
INIT page, to align the IRS.
AREA RNP IS XX-XX II/A Displayed when the RNP value, manually-entered on the PROG
page, is larger than the default RNP value associated to the
current flight area and when there is no RNP value defined in the
navigation database for the active leg or route.
AWY/WPT MISMATCH I/W The pilot entered VIA on the AIRWAYS page does not contain the
revised point. If you enter a second airway IDENT, it must contain
the first airway ending point.
BLOCK IGNORES RTA II/W A time constraint existing at initiation of flight planning, or an entry
of a time constraint made after initiation of flight planning, are
ignored by the fuel planning function.
CABIN RATE EXCEEDED II/W This message appears when the aircraft gets within 200 nm of the
destination and the computed rate of descent makes it impossible
for the cabin to be repressurized at the maximum rate.
CHECK ALTN WIND II/W The uplinked alternate cruise flight level differs from the defaulted
(ACARS msg) alternate cruise flight level.
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
CHECK APPR SELECTION II/W Displayed when a NON ILS approach is part of the F-PLN and an
*EFIS PFD (FMA) ILS is manually tuned on RAD NAV page. This message reminds
the flight crew that available guidance modes for the approach are
APP NAV/FINAL.
Displayed when in cruise at less than 100 nm from the top of
descent or in descent or approach phase.
CHECK CO RTE II/W The uplinked company route identifier differs from the one
(ACARS msg) specified in the request.
CHECK DATA BASE CYCLE II/W The current date does not match the effective date of the active
database, and someone attempts to enter a FROM/TO or
CO RTE.
CHECK IRS 1(2)(3)/FM II/A Each IRS position is compared to the FM position. The difference
POSITION is greater than a threshold function of time.
CHECK IRS/AIRPORT POS I/A The distance between ADIRS alignment position and the NAV
Database Airport Reference Point is at least 5 nm
CHECK DEST DATA II/A The aircraft is at 180 nm from destination and the destination
(ACARS msg) QNH, TEMP or WIND displayed on the PERF APPR page
received by ACARS uplink has to be checked.
If a modification of these parameters is performed creating a
conflict with previous data, the message is triggered again.
CHECK FLT NBR II/A The uplinked flight number differs from the flight number specified
(ACARS msg) in the request.
CHECK MIN DEST FOB II/W This message appears when the flight crew has manually entered
the MIN DEST FOB value, and MIN DEST FOB < ALTN + FINAL,
being FINAL an ALTN valid data.
CHECK NORTH REF II/A The MAG/TRUE sw does not correspond to the airport
* EFIS ND MAG/TRUE bearing reference (as stored in the FMGS navigation
database), either at the departure airport (during preflight), or at
the destination airport (when entering the ARRIVAL area).
CHECK QFE II/A This appears at the transition from QNH to QFE reference, when
the QFE altitude differs by more than 100 ft from the predicted
altitude, with the QNH set on the MCDU by means of the airport
elevation in the NAV database.
CHECK TAKEOFF DATA II/A Following a flight crew entry or modification of one of the take-off
parameters, there may be an inconsistency between the take-off
runway or the TO shift and V1, VR, V2, FLEX TO temperature or
derated level.
The flight crew activated the secondary F-PLN in PREFLIGHT or
DONE phase.
CHECK WEIGHT II/A The gross weights (GW) computed by the flight management
computer (FMC) and the flight augmentation computer (FAC)
disagree by more than 7 t (7.7 US tons).
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
CLK IS TAKEOFF TIME II/W This appears when the flight crew has entered an Estimated
Takeoff Time (ETT), and the actual time is equal to ETT.
CLOCK/GPS TIME DIFF XX II/A Aircraft clock time and GPS time differ by more than XX minutes.
CROSSLOAD ABORTED II/W Message displayed on the transmitting MCDU, indicating an error
in the transmission process.
CROSSLOAD COMPLETE II/W The database crossload from one FMGC to the other was
successfully completed.
CRZ FL ABOVE MAX FL II/W This appears when the flight crew enters a cruise altitude that is
above the computed maximum altitude.
CSTR DEL ABOVE CRZ FL II/W This appears when a flight plan altitude constraint has been
deleted because the flight crew has inserted a cruise flight level,
or step-down altitude that is at or below the flight plan constraint.
CSTR DEL UP TO WPT 01 II/W This appears when constraints get deleted because the aircraft
transitions to a go-around flight phase, before the FMGS
sequences the flight plan destination.
DECELERATE II/W The aircraft is still in the cruise phase and managed speed, after it
Also displayed on PFD reaches the Top of Descent and has not begun the descent.
DELETING OFFSET II/W
This appears when the system is deleting an offset automatically,
which it does under certain specific conditions, such as:
‐ Change of active leg due to lateral revision.
‐ Termination of next leg at destination runway and the current
distance to go is less than or equal to the distance required to
reach the path, or the next leg is not a CF, FM or TF leg.
DEST/ALTN MISMATCH I/W The pilot attempts to enter an alternate CO RTE (which starts at
an origin that is not the primary flight plan destination).
DEST EFOB BELOW MIN II/A The EFOB at destination calculated by the FMS is less than the
MIN DEST FOB value specified on the FUEL PRED page, for
more than 2 min. The message is triggered in flight, except during
Takeoff and Climb phases.
DIR TO IN PROCESS I/W The flight crew calls up the vertical or lateral revision page on one
MCDU while the direct to page is displayed on the other MCDU.
ENTER DEST DATA II/A The flight crew has not entered wind, QNH, or temperature for the
destination, and the aircraft is 180 nm out.
ENTRY OUT OF RANGE I/W The flight crew attempts to enter data that is out of the range
specified for the selected field.
FLT NBR UPLINK II/W A flight number has been added to the uplink flight plan without
(ACARS msg) previous request.
F-PLN ELEMENT RETAINED I/W The flight crew attempts to delete stored NAVAIDs, waypoints
or runways that are contained in any flight plan or that are being
tuned.
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
F-PLN FULL II/W There is not enough memory in the flight plan allotment for the
computer to accept more flight plan data.
FMS 1/FMS 2 A/C STS DIFF II/W
This message always precedes a transition to independent mode,
and appears at power-up if the system detects a difference in one
of the following:
‐ NAV database serial number
‐ Performance database
‐ FM operational program
‐ Aircraft and airline program pins
FMS 1/FMS 2 GW DIFF II/W Onside and offside aircraft weight differ by 2 t or more.
FMS 1/FMS 2 PGM PIN DIFF II/W Onside and offside program pins are different.
FMS 1/FMS 2 POS DIFF II/A Onside and offside positions differ by 0.5 nm or more (5 nm when
GPS is not installed).
FMS 1/FMS 2 SPD TGT DIFF II/W Onside and offside target speeds displayed on the PFD differ by
5 kt or more.
FORMAT ERROR I/W A data entry does not meet the specified entry format for a given
field.
GPS PRIMARY LOST II/A Displayed when GPS PRIMARY mode is lost.
(also displayed on ND)
GPS PRIMARY II/W Displayed when the FMS is transitioning to GPS PRIMARY
GPS IS DESELECTED II/A This message appears when GPS has been manually deselected
and the aircraft is 80 nm before the top of descent or in approach
phase.
INDEPENDENT OPERATION II/A The FMGCs operate independently of each other.
INITIALIZE WEIGHT/CG II/A The zero-fuel weight or block fuel (FOB) is undefined after engine
start.
INVALID FLT NBR UPLINK II/W The uplink message contains a valid flight plan but no flight
(ACARS msg) number.
INVALID PERF UPLINK II/W Performance uplink message has been rejected.
(ACARS msg)
INVALID RTE UPLINK II/W An error was detected into the uplink message and it is rejected.
(ACARS msg)
INVALID TAKEOFF UPLINK II/W The current uplink takeoff data message is rejected.
(ACARS msg)
INVALID WIND UPLINK II/W The current uplink wind message is rejected.
(ACARS msg)
LAT DISCONT AHEAD II/A The next leg is a discontinuity and the aircraft is 30 s from flying
the leg.
LIST OF 10 IN USE I/W The flight crew has tried to enter more than ten stored runways
into the database, and all of the first ten are included in a flight
plan or a pilot-stored route.
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
LIST OF 20 IN USE I/W The flight crew has tried to create a PBD, LAT/LONG, or PBX, or
store a pilot-defined waypoint or NAVAID when 20 are already in
use (in a flight plan or pilot-stored routes).
MACH SEGMENT DELETED II/W A constant Mach segment of the active flight plan has been
automatically deleted. This occurs when the secondary flight plan
or the alternate is activated, or engine out is detected or when the
flight phase changes from CRZ to another one.
MCDU OVERHEATED II/A This message is displayed for 15 s in case of MCDU overheating.
MORE DRAG II/W DES mode is engaged, idle is selected and the aircraft must
(EFIS PFD) decelerate in order to recover the path, or to respect an altitude
constraint, a speed limit or a speed constraint.
NAV ACCUR DOWNGRAD II/A NAV accuracy has been downgraded from HIGH to LOW. (See
(also displayed on ND) FMGS principles for an explanation).
NAV ACCUR UPGRAD II/W NAV accuracy has been upgraded from LOW to HIGH.
(*EFIS ND)
NEW ACC ALT-HHHH II/W The acceleration altitude has been changed.
NEW CRZ ALT-HHHHH II/W The cruise altitude has been changed.
NEW THR RED ALT-HHHH II/W The thrust reduction altitude has been changed.
NO ANSWER TO REQUEST I/W A crew request, was previously sent to the ground and no answer
(ACARS msg) has been received for 4 min.
NO INTERSECTION FOUND I/W The system could not find any common waypoint nor intersection
point through the airway.
NON UNIQUE ROUTE IDENT I/W The flight crew has tried to enter on the new route page a
company route IDENT that is identical to an existing company
route IDENT (pilot-defined or in the database).
NOT ALLOWED I/W Data entry is not allowed in the selected field, or a selection action
is not allowed.
NOT ALLOWED IN NAV I/W An attempt to modify the TO waypoint is made while in NAV
mode.
NO NAV INTERCEPT II/A It is triggered, when NAV mode is armed and, no INTERCEPT
waypoint exists before the TO waypoint.
NOT IN DATA BASE I/W The pilot is trying to enter or call up a company route IDENT, a
FROM/TO pair, a place defined by place-bearing-distance (PBD)
or place-bearing/place-bearing (PBX) or an airport NAVAID,
waypoint runway, or NAVAID frequency (including pilot-defined
elements) that is not in the current database.
NOT XMITTED TO ACARS II/W A pilot request or a crew report was sent but the communication
(ACARS msg) was not established or not acknowledged.
ONLY SPD ENTRY ALLOWED I/W The pilot is trying to enter a Mach number for a preselected speed
value on the CLIMB page.
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
OPP FMGC IN PROCESS II/W The offside FMGC is unhealthy, and the FM system mode is
SINGLE. The message indicates that the MCDU on which the
message is displayed is being driven by the FMGC on the other
side.
PAGE UPDATE IN PROCESS I/W The pilot presses a key on the flight plan page while predictions
are being updated.
PERF DATA UPLINK II/W Performance data are received from ground.
(ACARS msg)
PLACE/D IN TRANSITION I/W If a place/distance waypoint is defined within a pre-planned “fixed
turn radius” transition, the entry is rejected and the “PLACE/D IN
TRANSITION” scratchpad message is displayed.
PLEASE WAIT I/W Resynchronization between both FMGCs is in progress.
PROCEDURE RNP IS XX.XX II/A Displayed when the RNP value, manually-entered on the PROG
page, is larger than the RNP value defined in the navigation
database for the active leg or route.
PRINTER NOT AVAILABLE II/W A printer communication error has been detected while printing a
(ACARS msg) report. The printing is terminated.
RADIONAV IS DESELECTED II/A Radio navaids have been manually deselected and the aircraft is
80 nm before the top of descent or in approach phase.
REF/GPS POS DIFF I/A This message is displayed when there is a discrepancy between
the reference position entered by the pilot and the GPS position.
REF/LAST IRS POS DIFF I/A This message is displayed when there is a discrepancy between
the reference position entered by the pilot and the last stored IRS
position.
REVISIONS NOT STORED II/W
This message, displayed when a pilot-defined route or company
route (active or secondary flight plan) is stored, indicates that the
following elements are not retained:
‐ Pilot-entered holds
‐ Offsets
‐ Modifications to terminal area procedures
‐ Pilot-entered constraints
‐ Pseudo waypoints
‐ Step at optimum.
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
RTA DELETED II/W
A time constraint is automatically deleted:
‐ In case of engine-out
‐ When entering the holding pattern
‐ In case of go-around
‐ At phase transition from descent or approach to climb or cruise
‐ When a time constraint is inserted in the same flight plan at a
different waypoint
‐ When the alternate flight plan is activated
‐ When a DIR TO/ABEAM is performed, only if the time
constrained waypoint is projected as an ABEAM waypoint
‐ The time constrained waypoint is cleared or sequenced
(regardless of active lateral mode)
‐ Valid clock data is lost
‐ The time constraint belongs to the active flight plan and the
secondary flight plan is activated
‐ The time constraint belongs to the secondary flight plan and
COPY ACTIVE is performed.
RTA EXISTS I/W Displayed if the pilot tries to clear an estimated takeoff time
defined by the system.
RTE DATALINK IN PROG I/W A flight plan modification is performed after a F-PLN INIT request
(ACARS msg) has been sent. This message is displayed until the uplink is
entirely received.
RWY/LS MISMATCH II/A
‐ During climb, cruise, (ILS or MLS) descent approach, or
go-around, the LS frequency entered on the RAD NAV page
does not match the LS associated with the destination runway.
‐ During preflight or takeoff, the LS frequency entered on the
RAD NAV page does not match the LS associated with the
takeoff runway.
SEC RTE UPLINK II/W A flight plan is stored in the secondary flight plan.
(ACARS msg)
SELECT DESIRED SYSTEM I/W The MCDU displays its MENU page.
SELECT TRUE II/A The MAG/TRUE sw is set to MAG, while the IRS send true
(also displayed on the ND) HDG/TRK.
SENSOR IS INVALID I/W
‐ The pilot has selected FF or FQ, or FF + FQ, or FQ + FF
on the FUEL PRED page and the sole sensor or both of the
selected sensors are invalid, or
‐ The flight crew has entered fuel on board only, and the FF
sensor is invalid.
Continued on the following page
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AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
SET GREEN DOT SPEED II/W
This message appears when the following conditions are all met:
("SET GREEN DOT" displayed (W)
‐ Engine-out condition
on PFD)
‐ Aircraft in selected speed mode
‐ FCU-selected speed equal to or greater than green-dot speed
+10 kt, and ALT* or ALT not active, or FCU-selected speed
equal to or less than green-dot speed -10 kt.
SET HOLD SPEED II/W This instruction appears when the aircraft is in selected speed,
(also displayed on PFD) (W) the pilot has inserted a hold in the flight plan, the aircraft is 30 s
or less from the point where it must start decelerating towards
hold speed, and the selected speed differs from the hold speed by
more than 5 kt.
SET MANAGED SPEED II/W The target speed is selected for the current phase, but there is no
("SET MANAGED SPD" is (W) preselected speed for the next flight phase. When this is so, this
displayed on PFD) message is displayed at transitions from climb to cruise, and from
climb or cruise to descent. The message is always displayed at
the transition to descent from climb or cruise if selected speed is
active. It is not displayed if managed speed is active.
SETTING SPD/RTA II/W Displayed when the system recomputes its managed speed target
to satisfy the RTA constraints.
SPECIF NDB UNAVAIL II/A The NDB to be autotuned (specified for a NDB approach) is not
available.
SPECIF VOR-D UNAVAIL II/A
‐ The VOR, VOR-DME, or VORTAC to be autotuned (specified
(also displayed on ND)
for an RNAV or VOR approach) has previously been
deselected by the flight crew, or
‐ The bearing, the frequency, or the IDENT of the VOR (or
VORDME or VORTAC) to be autotuned is invalid.
SPD ERROR AT WPT 01 II/W In lateral managed flight, the system predicts that the aircraft will
miss a speed constraint by more than 10 kt. When the prediction
changes to bring the miss within 5 kt, the message is cleared.
SPD LIM EXCEEDED II/A The aircraft is more that 150 ft below the speed limit altitude and
more than 10 kt over green dot or the speed limit (which ever is
smaller).
STEP ABOVE MAX FL II/W The pilot has entered a step altitude that is above the predicted
maximum altitude.
STEP AHEAD II/W Indicates that the aircraft is within 20 nm of the active step point.
STEP DELETED II/W A step has been automatically deleted.
STORED ROUTES FULL I/W The system already contains five pilot-defined routes. (Only five
are allowed.)
TAKEOFF DATA UPLINK II/W A takeoff data message is received.
(ACARS msg)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-20-35 P 8/10
FCOM ←A→ 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
TEMPORARY F-PLN EXISTS I/W The flight crew has selected any key (except ERASE or INSERT)
or attempted a flight planning operation on the secondary flight
plan while the system is displaying a temporary flight plan.
TIME ERROR AT WPT 01 II/W While the aircraft is in lateral managed flight the FMGC predicts
that it will miss a time constraint (Refer to DSC-22_20-30-20-25
Required Time of Arrival (RTA) - Entering a Required Time of
Arrival).
TIME MARKER LIST FULL I/W The system already contains four time markers. (Only four are
allowed).
TIME TO EXIT II/A The aircraft must leave holding immediately to satisfy fuel reserve
requirements. (Extra fuel is zero).
TO SPEED TOO LOW II/A This message appears if the inserted V1, VR, V2 speeds do not
satisfy the existing regulatory conditions regarding VMC and
VS1G speeds.
TOO STEEP PATH AHEAD II/A The system displays this message in cruise phase if the aircraft is
within 150 nm of its destination or in descent or approach phase
and in NAV mode and the descent profile contains a segment that
is too steep.
TUNE BBB FFF.FF II/A The system cannot autotune the VOR for approach or position
because of a manual VOR selection.
TURN AREA EXCEEDANCE II/A This message is displayed 1.5 min before entry of the PI leg,
when in NAV mode, if the PI lateral path exceed the protection
envelope defined in the Navigation database.
UNKNOWN PROGRAM PIN II/W The system has been unable to initialize because of an
incompatible or undefined aircraft pin program combination (A/C
type, engine type, VMO/MMO parity) in the FMGC software.
UPLINK INSERT IN PROG II/W Displayed when an uplink message is currently inserted in the
(ACARS msg) FMGS.
USING COST I/W This message is displayed when the system contains a flight plan,
INDEX-NNN and the flight crew tries to enter a zero fuel weight or a gross
weight into it before defining a Cost Index (CI). (In this case, the
FMS defaults to the Cost Index from the last flight).
It is also displayed when the flight crew inserts the ALTN F-PLN
(in this case, the FMS defaults the cost index to 0).
V1/VR/V2 DISAGREE II/A This message is displayed when the entered V1, VR and V2
speeds do not satisfy the condition V1 ≤ VR ≤ V2.
WAIT FOR SYSTEM I/W During the time between a subsystem selection and the display of
RESPONSE the subsystem page, the MCDU MENU page remains displayed
with this message.
WIND DATA UPLINK II/W Uplink wind message has been received.
(ACARS msg)
WIND UPLINK EXISTS I/W A flight plan modification (active or secondary) is attempted when
(ACARS msg) uplink winds are not inserted yet.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-20-35 P 9/10
FCOM ←A→ 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - MESSAGES
OPERATING MANUAL
Continued from the previous page
MESSAGE TYPE/COLOR CONDITIONS
WIND UPLINK PENDING II/A A temporary flight plan exists or a DIR TO page is displayed and
(ACARS msg) a wind uplink is received and stored.
XXXX IS DESELECTED I/W The flight crew attempts to enter a deselected NAVAID, via the
SELECTED NAVAID page, that has already been deselected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-20-35 P 10/10
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
MCDU DATA FORMAT LIST
The following chart lists all the data the pilot may enter on the MCDU.
It also shows the acceptable format for the various data items, the acceptable range, the units of
entry, and the MCDU pages on which the data can be entered.
The following codes are used to indicate various data formats:
A : letters
N : numbers
X : letters and numbers
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
ACCEL ALT See ALT ft (MSL) TAKEOFF (ACT/SEC (2))
GO AROUND (ACT/SEC
(2))
ALT NNNN or NNNNN Max ALT = 39 000 ft (MSL) PERF CLB
(leading zeros must Entry is rounded to the PERF DES
be included) nearest 10 ft
ALT CSTR See ALT See ALT ft (MSL) VERT REV
F-PLN A
SEC F-PLN A
AIRWAYS (VIA) XXXX If not in data base N/A LAT REV
"NOT IN DATA BASE" AIRWAYS
is displayed
ARPT AAAA If AAAA is not in the INIT A (ACT/SEC (2) )
1 character database airport file, LAT REV
minimum. the New Runway page ALTN
4 maximum. is displayed F-PLN A-B (ACT/SEC (2) )
WAYPOINT
DIR TO
BARO Same as ALT Ldg elevation to ldg ft (MSL) PERF APPR (ACT/SEC(2))
elevation + 5000
BLOCK FUEL NN.N leading zeros 0-80/0-175.2 Thousands of Kg INIT B (ACT/SEC (2))
may be omitted. or thousands of Lb
CABIN RATE - NNN 100 - 999 ft/min DES FORECAST or
(- may be omitted) CRUISE PERF PAGE
CG NN.N 8.0 - 45.0 % MAC INIT B. (ACT/SEC (2))
FUEL PRED
CHANNEL NNN 500 - 699 NEW NAVAID
RAD NAV
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 1/10
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
CLASS (NAVAID) AAAAAA VOR N/A NEW NAVAID
(refer to RANGE for DME
exact inputs allowed) VORDME
VORTAC
LOC, ILS
NDB
ILSDME
MLS
TACAN
CO RTE XXXXXXX If not in the N/A INIT A
7 or 10 characters NAVdatabase, a ROUTE SELECTION
(pin program) message will be NEW ROUTE
displayed ALTERNATE
COST INDEX NNN 0 to 999 Kg/Min or INIT A (ACT/SEC (2))
may be entered as 100 lb/Hr PERF CLB (ACT/SEC (2))
1-3 digits; leading PERF CRZ (ACT/SEC (2))
zeros lay be omitted PERF DES (ALT/SEC (2))
CRS See INB CRS See INB CRS degrees RADIO NAV
NEW NAVAID
NEW RUNWAY
CRZ FL Must be entered as Maximum FL Hundred of ft INIT A (ACT/SEC (2))
FLIGHT LEVEL (See FLIGHT LEVEL) PROG
CRZ TEMP See TEMP See TEMP INIT A (ACT/SEC (2))
FUEL PREDICTION
CRZ WIND See WIND DIR/MAG See WIND DIR/MAG See WIND DIR/MAG INIT A (ACT/SEC (2))
FUEL PREDICTION
DIST NN.N leading and 0 - 99.9 NM HOLD
trailing 0's may be or NM ALTN
omitted. 0 - 999 (or 9999 )
DRT TO “D”NN Eight possible values PERF
TAKEOFF
EFF WIND ± NNN 0 - 500 kts CLOSEST
”+” may be entered AIRPORT
as “T” or “TL” EQUI-TIME
"-” may be entered INIT A
as “H” or “HD” SEC INT A
Leading zeros may
be omitted
If no sign is input, “+”
is taken
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 2/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
ELV ± NNNN Entry displayed to ft (MSL)
if no sign, nearest 10 ft
+ assumed -400 to 20 470 ft NEW RUNWAY
Leading 0's may be (RWY)
omitted (or - 1000 to 20 470 ft
)
-2 000 to 20 470 NEW NAVAID
(NAVAID)
ETT/RTA HH:MM:SS 00:00:00 to 23:59:59 Hour HH RTA
Min MM
Sec SS
FF/FQ Sensors One or both may be N/A FUEL PREDICTION
entered,
Both - /FF + FQ
or - / FQ + FF
Fuel flow - /FF
Fuel Quantity - / FQ
FIG OF MERIT N 0-3 N/A NEW NAVAID
FINAL/TIME Only one may be FINAL 0 - 10.0 Thousand of kg FUEL PRED
entered at a time. (or 0 - 100 ) or Thousand INIT B
NN.N or (NNN.N or of lb minutes
) for FINAL 0 - 22.0
NNNN for TIME 0 - 90
TIME
FLAPS 0, 1, 2, or 3 TAKEOFF
FLEX TO TEMP 1. If Derated TO
NN in degrees TAKEOFF
centigrade
option not
implemented:
same as TEMP
2. If Derated TO
option is
implemented:
F NN
FLIGHT LEVEL FLNNN or NNN Max FL = 390 Hundreds of ft (MSL) F-PLN A-B,
Leading zeros on (or Max FL = 410 PROG VERT REV
NNN may be omitted ) INIT A (ACT, SEC (2))
PERF CLB
PERF DES
STEP PRED
STEP ALTS
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 3/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
FLIGHT NUMBER XXXXXXXX N/A N/A INIT A
The 8 alphanumeric F-PLN A-B
are not mandatory
FOB NN.N (leading zeros See BLOCK Thousands of kg or FUEL PREDICTION
may be omitted) Thousands of Lb
FREQ NNN.NN ILS/VOR 108.00 - 117.95 MHz PROG.
NNN.N NDB 190.0 - 1 750.0 KHz NEW NAVAID
RADIO NAV
FROM/TO AAAA /AAAA AAAA must be in data N/A INIT A (ACT/SEC (2))
base or message will
be displayed
GW NN.N Leading and 35 - 99.9 Thousands of kg FUEL PREDICTION
trailing zeros may be or or
omitted 77.2 - 218 Thousands of Lb
IDLE FACTOR ± N.N Leading and -9.9. +9.9 % A/C STATUS
trailing zeros may be
omitted
INB CRS NNN 000 - 359 Degrees HOLD
Leading zeros may
be omitted. An entry
of 360 is displayed
as 0.
LAT DDMM.MB or B: N or S Degree minutes INIT A (ACT/SEC (2))
BDDMM.M 0 ≤ DD ≤ 90 tenths of minutes
DD - degrees, 0 ≤ MM.M ≤ 59.9
MM.M - minutes,
B - direction.
Leading zeros may
be omitted but the
direction (B) is
necessary.
Latitude is displayed
as DDMM.MB
LAT/LONG LAT/LONG See LAT and See LAT and F-PLN A-B (ACT/SEC (2))
See LAT and See See LONG See LONG PROG
LONG except both NEW WAYPOINT
must be entered with NEW NAVAID
"/" in between DIR TO
LAT REV
NEW RUNWAY
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 4/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
LENGTH NNNN 1 000 - 8 000 m Meters or feet NEW RUNWAY
Leading zeros may 3 282 - 9 999 ft
be omitted
LONG DDDMM.MB or B: E or W Degree minutes INIT A
BDDDMM.M 0 ≤ DDD ≤ 180 tenths of minutes
DDD - degrees 0 ≤ MM.M ≤ 59
MM.M - minutes
B - direction.
Leading zeros may
be omitted but the
direction (B) is
necessary
MACH .NN MAX = 0.82 Mach Number F-PLN A (ACT/SEC (2))
The decimal point is MIN = 0.15 PERF CLB
necessary. PERF CRZ
Trailing zeros are not PERF DES
necessary
MACH/SPD MACH and SPD See MACH and See MACH PERF DES (ACT/SEC (2))
must be entered with See SPD and See SPD
"/" between (See
MACH and See SPD
formats )
NAVAID XXXX Any alphanumeric N/A PROG
NEW NAVAID
NAVAID
F-PLN A-B (ACT/SEC (2))
LAT REV
DIR TO
RADIO NAV
SELECTED NAVAIDS
OFST NNB or BNN B: L or R NM LAT REV
NN offset distance 1 < NN < 50
B direction
PERF FACTOR NN.N leading or -10.0 to +10.0 N/A A/C STATUS
trailing zeros may be (or -9.9 - +9.9 )
omitted (± N.N)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 5/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
PLACE/BRG/DIST PLACE can be PLACE - If not in data N/A LAT REV (ACT/SEC (2))
any data base base, a message degrees NEW WAYPOINT
ARPT, NAVAID or "NOT IN DATA BASE" PROG
WAYPOINT - BRG is displayed DIR TO
must be a 3 digit BRG - 000 - 360 F-PLNA-B (ACT/SEC (2))
entry without decimal STEP ALTS
digit.
An entry of BRG =
360 is displayed as
0.
DIST is NNN.N DIST - 0 - 999.9 NM
where leading zeros
may be omitted ; all
3 parameters must
be entered with "/"
between
PLACE-BRG/ See PLACE/BRG/ See PLACE/BRG/DIST See PLACE/BRG/DIST See PLACE/BRG/DIST
PLACE-BRG DIST
A couple PLACE-
BRG is entered with
a dash in the middle.
2 couples have to
be entered with "/"
between
PLACE/DIST PLACE: See PLACE/ PLACE: See PLACE/ N/A NM F-PLN A and B
BRG/DIST BRG/DIST SEC F-PLN A and B
DIST: See PLACE/ DIST: 0 - 999.9 LAT REV
BRG/DIST NEW WAYPOINT
DIR TO
STEP ALTS
QNH NNNN (leading zero 950 - 1 050 Hecto-Pascals (hPa) PERF APPR (ACT/SEC (2))
may be omitted). (or 745 - 1050 )
NN.NN (leading and 28.06 - 31.01 In.Hg
trailing zeros may be (or 22.00 - 31.00 )
omitted).
RADIAL NNN(T) 3 digits entry
000 - 360 Degrees FIX INFO 1 to 4
RADIAL IN NNN(T) 3 digits entry 000 - 360 Degrees DIR TO
RADIAL OUT NNN(T) 3 digits entry 000 - 360 Degrees DIR TO
FIX INFO 1 to 4
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 6/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
RADIO NNN 0–700 No is accepted ft PERF APPR (ACT/SEC (2))
if an ILS/GLS ;
APPR is selected
RADIUS DNNN 3 digits entry 000 - 256 NM FIX INFO 1 to 4
D is the identifiant of
the circle radius
REF FIX See waypoint FIX INFO 1 to 4
RTE RSV may be entered as Fuel 0 - 10.0 thousands of kg INIT B (ACT/SEC (2))
fuel or percentage of 0 - 21.7 thousands of lb FUEL PRED
trip fuel % : 0 - 15.0
RWY AAAANND RUNWAY
Where AAAA is See NEW RUNWAY
ARPT. F-PLN A-B
NN is runway
number (2 digits)
must be entered
D is L or R to be
included only when
there is more than
one runway with the
same number at
ARPT.
SAT/ALT TEMP/ALT See TEMP and N/A CRUISE WIND
See ALT
SET HDG NNN/N (leading and 000.0 - 360.0 Degrees IRS MONITOR
trailing zeros may be
omitted) will always
be displayed as
NNN/N
SLOPE NN.N 00.0 -90.0 Degrees NEW NAVAID
SPD NNN MAX = 350 kt kt (CAS) SEC F.PLN A
(leading zero may be MIN = 90 kt PERF CLB
omitted) PERF CRZ (ACT, SEC (2))
PERF DES
SPD CSTR See SPD See SPD kt (CAS) F-PLN A (ACT/SEC (2))
VERT REV (ACT/SEC (2))
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 7/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
SPD LIM SSS/NNNNN SSS: See SPD kt/ft (MSL) VERT REV (ACT/SEC (2))
SSS is a speed
NNNNN is an ALT
or FLIGHT LEVEL
(See ALT and
See FLIGHT LEVEL)
SPD/MACH See MACH/SPD See MACH and See MACH PERF DES (ACT/SEC (2))
See SPD and See SPD
STATION DEC NND NN: 01 - 99 Degrees NEW NAVAID
Where NN is the D: E or W
declination and D is
the direction.
Leading zeros may
be omitted.
D is not required
for an entry of zero
declination.
STEP ALT SNNN or NNNS See FLIGHT LEVEL See FLIGHT F-PLN A
(where NNN is or See ALT LEVEL or See ALT
in Flight Level)
or SNNNNN or
NNNNNS (where
NNNNN is in ALT)
Leading zeros may
be omitted
TAXI N.N 0 - 9.9 Thousands of kg INIT B (ACT/SEC (2))
Leading or trailing
zeros may be omitted
TEMP ± NN ± 99 Degrees celsius INIT A (ACT/SEC (2))
If no sign, FUEL PRED
+ assumed PERF APPR
THR RED ALT See ALT 400 ft AGL mini ft (MSL) PERF TAKE OFF
THS AAN.N or N.NAA max UP 7.0 degrees PERF TAKEOFF
where AA is UP or max DN 5.0
DN increment 0.1
TRANS ALT See ALT PERF GO AROUND
TIME N.N 0 - 9.9 Minutes HOLD
TIME MARK. HHMM HH: 0 - 23 Hours Minutes F-PLN A and B
MM: 0 - 59
T.O. SHIFT NNNN 1-Length of origin m or ft PERF TAKEOFF
runway
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 8/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
TRIP WIND See EFF WIND kts INIT A
SET INIT A
TROPO See ALT See ALT ft INIT A
(or 60 000 ) FUEL PREDICTION
SEC FUEL PREDICTION
UTC CSTR HH MM HH: 0 - 23 Hours and minutes VERT REV
Where HH are hours MM: 0 - 59
and MM are minutes.
Leading zeros
may be omitted 1
or 2 digit entry is
interpretated as
minutes
V1 See SPD kt (CAS) PERF TAKEOFF
(ACT/SEC (2))
V2 See SPD kt (CAS) PERF TAKEOFF
(ACT/SEC (2))
VR See SPD kt (CAS) PERF TAKEOFF
(ACT/SEC (2))
WIND See WIND DIR/ See WIND DIR/ See WIND DIR/ F-PLN B (ACT/SEC (2))
VELOCITY VELOCITY VELOCITY FUEL PREDICTION
WAYPOINT XXXXX - may be WAYPOINT
from . 1-5 (1-7 NEW WAYPOINT
) characters for F-PLN A and B (ACT/SEC
(2))
waypoint. Acceptable
as waypoint IDENT: LAT REV
ARPT PROG
NAVAID DIR TO
WAYPOINT FIX INFO 1 AND 2
LAT/LONG, EQUI-TIME POINT
PLACE BRG/ PLACE STEP ALTS
BRG PREDICTIVE GPS
and PLACE/BRG/
DIST PLACE/DIST
may be entered
to define a waypoint
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 9/10
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS - MCDU - DATA FORMAT LIST
OPERATING MANUAL
Continued from the previous page
DATA NAME FORMAT RANGE UNITS DISPLAY PAGE
(X is input)
WIND DIR/WIND NNN/NNN WIND DIRECTION Degrees INIT A
MAG Both must be 0 - 360 PERF APPR (ACT/SEC (2))
entered ; leading STEP PRED
zeros may be WIND MAG Kt WIND
omitted. 0 - 200 F-PLN B
An entry of WIND (or 0 - 500 ) VERT REV
DIR = 360 is
displayed as 0.
WIND NNN/NNN/FL NNN Direction and Velocity FL in hundred DES FORECAST
DIRECTION/ or as above of ft, ALT in ft WIND PAGES
NNN/NNN/NN NNN Minimum ALT 1 000
MAG/ALT
ZFW NN.N OR NNN.N MIN ZFW See – Max Thousands of kg INIT B (ACT/SEC (2))
Leading and trailing ZFW See or
zeros may be omitted thousands of Lb
(1) As defined in the Performance Data Base.
(2) ACT/SEC = Active or Secondary
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-50-30 P 10/10
FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - EFFECT OF BARO REFERENCE SETTING
OPERATING MANUAL
GENERAL
The baro reference selector of the EIS (Electronic Instrument System) allows the pilot to use the
standard barometric reference (STD), sea level atmospheric pressure (QNH), or atmospheric
pressure at airfield elevation (QFE option) for the barometer setting.
The selected value is displayed in the baro reference display window of the EFIS control panel and
on the Primary Flight Display (PFD) below the altitude scale.
The barometer setting is used as a reference for the altimeter of the PFD and for the PFD target
altitude. In flight, it affects the predicted altitudes on the MCDU and the descent path computation.
MCDU ALTITUDE PREDICTIONS
GENERAL
The FMGS predicts at each waypoint of the flight plan an altitude that is a function of all data in the
lateral and vertical flight plans.
ON THE GROUND
The altitude predicted at each waypoint is displayed as altitude in feet above mean sea level
(AMSL) when it is below the transition altitude and as flight level when it is above the transition
altitude. The altitude constraints are also displayed, and they follow the same rule (feet or flight
level).
The predicted altitude is equal to the airport elevation plus the height you must attain in order to
reach the waypoint in the applicable mode (climb or descent).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-10 P 1/4
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - EFFECT OF BARO REFERENCE SETTING
OPERATING MANUAL
IN FLIGHT
The predicted altitude is equal to the aircraft altitude (as a function of the barometer setting),
plus or minus the height you must attain to reach the waypoint in the applicable mode (climb or
descent).
‐ In climb:
Altitude predictions and constraints are displayed as altitude in feet above mean sea level
(AMSL) at, or below, the transition altitude, and as the flight level above it.
For example : If the transition altitude is 5 000 ft and you insert an altitude constraint as 8 000 ft,
the MCDU F-PLN A page displays it as FL 80
‐ In descent:
If “STD” is selected on the EIS control panel, altitude predictions and constraints above the
transition level are displayed as flight levels, and those below the transition level are displayed
as altitude AMSL.
If sea level standard pressure (QNH), or field elevation pressure (QFE option), is selected on
the EIS control panel, altitude predictions and constraints are displayed as altitudes AMSL,
regardless of the transition altitude.
For example: If the transition level is FL 50 and you insert an altitude constraint of 8 000 ft into
the MCDU, the MCDU F-PLNS A page will display it as FL 80, if “STD” is selected, and as
8 000 ft, if “QNH” (or “QFE” option) F-PLN A page is selected.
TARGET ALTITUDE ON PFD
The PFD target altitude may either be:
‐ The altitude selected on the FCU, or
‐ A flight management altitude constraint, if the climb mode or descent mode is engaged and the
system predicts a level-off at a constraint that comes before reaching the FCU altitude.
The PFD target altitude depends on the barometer setting:
‐ If “STD” is selected, the target is a flight level
‐ If “QNH” or “QFE” is selected, the target is an altitude or height.
The aircraft will level off accordingly.
Note: ‐ If the pilot changes the barometer setting during ALT* or ALT CST*, the aircraft may
overshoot the target altitude, because the current value has been changed. However,
the ALT* and ALT CST* modes allow the aircraft to regain the FCU altitude. As a general
rule, avoid changing the barometer setting when in ALT* or ALT CST*
‐ In aircraft equipped to use field elevation pressure (QFE option), switching from STD
to QFE (or vice versa) in ALT CST* green changes the target value and may revert the
vertical mode into V/S mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-10 P 2/4
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - EFFECT OF BARO REFERENCE SETTING
OPERATING MANUAL
NOTE FOR AIRCRAFT WITH QFE (FIELD ELEVATION PRESSURE) PIN PROGRAM
If you select “QFE” on the EFIS control panel:
‐ The MCDU predictions follow the basic rules (altitudes are AMSL below the transition level,
flight levels above it)
‐ The altitude constraints on the MCDU follow the basic rules
‐ The target altitude on the PFD is QFE related:
• If the target altitude has been selected by the FCU, the aircraft will level off there.
• If the target altitude is an altitude constraint, the PFD automatically shows that constraint as
corrected by the airport elevation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-10 P 3/4
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - EFFECT OF BARO REFERENCE SETTING
OPERATING MANUAL
PROCEDURES
a. The altitude constraints in departure and arrival procedures should be defined in the navigation
database or by the pilot on the MCDU:
‐ in terms of altitude AMSL below the transition altitude
‐ in terms of flight level above the transition altitude
If a departure procedure defines an altitude constraint as an AMSL altitude above the transition
altitude, you must convert it to STD, because the system and guidance will treat it as a flight level
whenever you select the standard barometer setting.
b. In climb you should switch from QNH (or QFE) to STD on both EFIS control panels simultaneously
when you reach the transition altitude.
All MCDU altitude predictions and altitude constraints and all PFD altitude targets will be displayed
as flight levels.
c. In descent, when ATC clears you to an altitude below the transition altitude, you can select QNH
(or QFE) on both EFIS control panels simultaneously.
All MCDU altitude predictions and contraints and PFD targets are now altitude AMSL.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-10 P 4/4
FCOM D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - CLEAR KEY (CLEARING FUNCTION)
OPERATING MANUAL
CLEARING THE SCRATCHPAD OF DATA OR MESSAGES
Press the “CLR” key with a single brief touch to erase the last alphanumeric character inserted in the
scratchpad.
Press the key for more than three seconds to erase all the data inserted in the scratchpad. If the
scratchpad is empty, it displays “CLR”.
CLEARING DATA FIELDS
Clear a data field by pressing the “CLR” key, the scratchpad displays CLR, then select the prompt for
the field you want to clear (3L for example).
‐ You cannot clear all data fields:
• If the field contains data that has a default value or a value computed by the FMGC, the data
reverts to this value.
• Any attempt to clear the defaulted value has no effect.
‐ Clearing a constraint on the F-PLN page deletes both the speed constraint and the altitude
constraint associated with the waypoint
‐ If you clear a data field that is a waypoint in the flight plan (primary or secondary), you delete this
waypoint from the flight plan and create a discontinuity. The discontinuity can also be cleared in a
similar way.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-20 P 1/2
FCOM A to B → 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - CLEAR KEY (CLEARING FUNCTION)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-20 P 2/2
FCOM ←B 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - HOW TO EXECUTE A DIVERSION
OPERATING MANUAL
GENERAL
Various features are provided to the crew in order to execute a diversion:
‐ The EQUITIME POINT
‐ The CLOSEST AIRPORTS pages
‐ The SECONDARY F-PLN
‐ The ENABLE ALTN function
‐ The NEW DEST revision
EN ROUTE DIVERSION WITH SEVERAL AIRPORTS AVAILABLE
SELECT the CLOSEST AIRPORTS page.
SELECT the EFOB/WIND prompt.
INSERT the effective wind at selected airport.
CHECK the predictions and CHOOSE the adequate diversion airport.
PREPARE the diversion flight plan on the SEC F-PLN.
Note: Fuel/time predictions on the CLOSEST AIRPORTS page assume managed speed profile.
EN ROUTE DIVERSION OVER OCEANIC OR DESERTIC AREA
The diversion airports are usually determined before departure or using the CLOSEST AIRPORTS
data.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-30 P 1/4
FCOM A to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - HOW TO EXECUTE A DIVERSION
OPERATING MANUAL
SELECT the EQUI-TIME POINT page.
ENTER the airport idents in 1L and 3L fields.
ENTER the associated winds in 2L and 4L fields.
CHECK the ETP position and time.
ENTER a predicted time at ETP as time marker.
PREPARE a diversion flight plan on the secondary flight plan.
DIVERSION PREPARATION ON THE SECONDARY FLIGHT PLAN
The following procedure shall be applied for all diversion cases, once the diversion airport has been
selected, as well as the “most probable diversion point of the F-PLN”:
PRESS the SEC F-PLN key
PRESS the COPY ACTIVE prompt
SELECT a lateral revision at diversion waypoint
ENTER the ident of the diversion airport in the NEW DEST field.
Then finalize the flight plan between the diversion point and the diversion airport. When the diversion
airport is no longer applicable or ETP is sequenced, repeat the same procedure for the next diversion
airport.
MISCELLANEOUS
In some cases, the diversion airport may be simply chosen using the airports displayed on ND when
AIRPORT is selected on the EIS control panel.
During oceanic or desertic area flights, the flight crew may use the PROG page, as follows:
ENTER the ident of the diversion airport in the 4R field of MCDU 1
ENTER the next diversion airport in the 4R field of MCDU 2
Then, the FMS continuously calculated the BRG/DIST to the selected diversion airports.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-30 P 2/4
FCOM ← C to E → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - HOW TO EXECUTE A DIVERSION
OPERATING MANUAL
UPDATE the PROG pages when sequencing the ETP.
EXECUTION OF THE DIVERSION
When the crew decides to divert:
PRESS the SEC F-PLN key.
SELECT the ACTIVATE SEC prompt.
SELECT DIR TO required point.
DIVERSION TO THE ALTERNATE AIRPORT
The primary F-PLN includes an alternate flight plan from destination to the preferred alternate airport.
All fuel prediction and management (EXTRA fuel) take the alternate flight plan into consideration.
If the crew decides to divert at the end of the cruise, or beyond the last ETP, or in the descent or
go-around phases, this will most probably be to the alternate airport.
When the crew decides to divert:
SELECT a lateral revision at suitable waypoint
SELECT ENABLE ALTN prompt
CHECK the temporary flight plan and INSERT
SELECT DIR TO required waypoint
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-30 P 3/4
FCOM ← E to G → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - HOW TO EXECUTE A DIVERSION
OPERATING MANUAL
Note: ‐ In most cases, the LAT REV shall be selected at the TO WPT. This will facilitate the
subsequent selection of the DIR TO waypoint.
‐ The ALTN flight plan shall be finalized, whenever the landing runway is known by the
crew (before approach briefing).
In most cases, this will ensure that the most probable flight plan is displayed on the
MCDU once ENABLE ALTN is selected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-30 P 4/4
FCOM ←G 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
GENERAL
When the FMGS detects an engine-out condition, the following occurs:
FLIGHT MANAGEMENT PART
‐ The managed target speeds is immediately set to a value that depends upon the flight phase
‐ All preselected speeds entered in the MCDU are deleted
‐ Step climb (or step descent), if entered, is deleted
‐ The time constraint is deleted
‐ The PROG page shows the engine-out maximum recommended (EO MAX REC) altitude
‐ The system automatically calls up the current performance page, which has the EO CLR
(engine-out clear) prompt displayed in the 1R field (except during takeoff, before the diversion
point is reached).
If the crew presses the EO CLR, the 2 engine predictions and performance will be restored.
Reverting back to one engine-out performance is not possible, unless the system detects a new
EO condition. Therefore, the pilot should not press the EO CLR key, if an actual engine-out is
detected
FLIGHT GUIDANCE PART
‐ All selected modes remain available (the “HDG/TRK”, “V/S”, and “OPEN” modes, for example)
‐ In the speed reference system (SRS) mode, the takeoff speed target is V2, or the current speed
if it is higher but no more than V2 +15. The magenta triangle indicates V2 in all cases. The GO
Around speed target is VAPP, or the current speed if higher, limited to VLS +15 kt
‐ The system limits autopilot (AP) and flight director (FD) bank angles during takeoff and approach
phases as follows:
• 15 ° when the aircraft speed is below the maneuvering speeds (F, S, or Green Dot speed) -10 kt
• Then linear increase to 25 ° up to maneuvering speeds (F, S, or Green Dot speed) -3 kt
• 25 ° above maneuvering speeds (F, S, or Green Dot speed) -3 kt.
Note: The engine-out bank angle limits apply, when the FG part of the FMGS has detected
an engine-out. It cannot be cleared by the crew through the MCDU EO CLEAR
prompt.
AUTOTHRUST
The system extends the active range of the active engine from idle to maximum continuous thrust
(MCT instead of CL thrust).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 1/10
FCOM A to D → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
The Flight Mode Annunciator requests maximum continuous thrust on the live engine at a time that
depends on when the engine-out occurs.
ENGINE-OUT CONDITIONS
The FMGS considers the aircraft to be in an engine-out condition, when one of the following
conditions is present and the aircraft has commenced takeoff or is in flight:
‐ One engine master switch off, or
‐ N2 below idle, or
‐ One thrust lever angle is below 5 ° with the other above 22 °, or
‐ The FADEC shows an engine fault.
ENGINE-OUT SID
GENERAL
An engine-out standard instrument departure (EOSID), when defined in the database, is always for
a specific runway. It is indicated on the bottom line of the SID page for that runway, and you can
select it manually.
The pilot can review the SID either by selecting the PLAN mode on the navigation display (solid
yellow line), or by selecting it on the SID page. In the latter case, the navigation display shows the
SID as a temporary flight plan.
The last point, if any, that is common to both the SID and engine-out SID is called the diversion
point (DP).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 2/10
FCOM ← D to F → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
WHEN AN ENGINE-OUT CONDITION OCCURS BEFORE THE DIVERSION POINT
The MCDU automatically shows the engine-out SID as a temporary flight plan on the F-PLN page
and on the ND. The EOSID can be inserted or erased.
Note: The EOSID Diversion Point is the waypoint at which the EOSID diverges from the active
SID.
If there is no common leg between the SID and the EOSID in the navigation database,
the diversion point is by default the runway threshold. Therefore the SID and EOSID
common leg(s) before the flight paths separation must be the same type and nature.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 3/10
FCOM ←F→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
WHEN AN ENGINE-OUT CONDITION OCCURS AFTER THE DIVERSION POINT
REMAIN on the SID path
Note: The navigation display shows the engine-out SID as a yellow line for your information.
Directing the aircraft to the EOSID should not be performed unless it allows obstacle
clearance and the flight crew considers it is the best strategy for a particular case.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 4/10
FCOM ←F→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
BELOW THRUST-REDUCTION (THR RED) ALTITUDE
‐ The managed target speed changes to V2
‐ The PROG page displays the engine-out maximum recommended altitude
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 5/10
FCOM ←F→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
‐ The PERF TO page comes up on the display automatically with the “EO CLR” prompt in the 1R
field
‐ The MCDU and the navigation display show the engine-out SID as a temporary flight plan, or
the navigation display shows it for information only, depending upon the diversion point location.
PROCEDURE
When the aircraft reaches the engine-out acceleration altitude
PUSH in the V/S knob to level off.
CLEAN up your configuration as the speed increases toward target speed.
When the aircraft is clean and has reached Green Dot speed, “MCT” flashes on the FMA,
PULL out the altitude selector knob to resume the climb.
The OP CLB. mode engages.
MOVE the thrust lever for the live engine to “MCT” detent.
ABOVE THRUST REDUCTION (THR RED) ALTITUDE
‐ The managed target speed changes to V2
‐ “MCT” flashes amber on the flight mode annunciator
‐ The PROG page displays the engine-out maximum recommended altitude.
‐ The PERF TO page displays the “EO CLR*” prompt in the 1R field
‐ The navigation display shows the EO SID.
PROCEDURE
MOVE the thrust lever of the active engine to the MCT detent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 6/10
FCOM ←F→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
When the aircraft reaches the engine-out acceleration altitude:
PUSH the V/S knob to level off.
CLEAN UP configuration as the speed increases.
When the aircraft reaches Green Dot speed:
PULL the ALT knob to resume the climb.
Note: If necessary, move the thrust lever of the active engine to the TOGA detent. The
Flight Mode Annunciator will display “MCT”, flashing in amber, when the aircraft
reaches Green Dot speed.
ENGINE-OUT IN CLB PHASE (ABOVE ACCELERATION ALTITUDE)
ENGINE-OUT OCCURS WHILE AIRCRAFT IS ACTUALLY CLIMBING
‐ The managed target speed changes to Green Dot speed
‐ “LVR MCT” flashes white on the Flight Mode Annunciator
‐ The climb mode reverts to open climb (OP CLB) and the aircraft slowly decelerates down to
Green Dot speed
‐ The MCDU shows the PERF CLB page with an “EO CLR*” (clear engine-out) prompt
‐ The PROG page shows the engine-out maximum recommended altitude (EO MAX REC ALT).
PROCEDURE
MOVE the thrust lever of the active engine to the MCT detent.
SET the altitude on the Flight Control Unit to an altitude below the engine-out maximum
recovery altitude, as cleared by ATC.
INITIATE a diversion, when cleared to do so.
ENGINE-OUT OCCURS WHILE THE AIRCRAFT IS FLYING IN ALT MODE AT AN ALTITUDE
SET ON THE FLIGHT CONTROL UNIT
‐ The target speed is set to engine-out cruise speed (EO CRZ SPD), computed at the altitude set
on the Flight Control Unit, but limited by the limit speed (SPD LIM), if there is one.
Other consequences and procedures are similar to previous engine out climb.
ENGINE-OUT IN CRUISE PHASE
‐ The system sets the managed target speed to the higher of engine-out cruise Mach number or
speed, or current speed.
‐ “LVR MCT” (or MCT) flashes on the Flight Mode Annunciator.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 7/10
FCOM ← F to H → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
‐ The PERF CRZ page appears with the “EO CLR*” (clear engine-out) prompt.
‐ The PROG page displays the engine-out maximum recommended altitude (EO MAX REC ALT).
PROCEDURE
Perform engine out abnormal procedure.
Refer to PER-OEI-GEN-05 INTRODUCTION “SINGLE ENGINE OPERATIONS”
‐ For standard strategy,Refer to PER-OEI-GEN-10 PROCEDURE
‐ For obstacle strategy,Refer to PER-OEI-GEN-15 PROCEDURE
‐ For fixed strategy, Refer to PER-OEI-GEN-20 PROCEDURE
Initiate a diversion if necessary.
Note: The engine-out descent strategy requires disconnection of the autothrust, and descent in
OPEN DES mode.
Disconnecting the autothrust prevents an automatic setting of THR IDLE; therefore, the
autopilot will fly the target speed in OP DES mode, with a thrust manually selected by the
crew.
When reaching the FCU-selected altitude, or whenever normal descent is resumed to a
lower altitude, reengage the autothrust.
ENGINE-OUT IN DESCENT PHASE
‐ The managed target speed remains unchanged (ECON DES Mach number or speed, with any
speed limitations).
‐ “LVR MCT” (or MCT) flashes on the Flight Mode Annunciator.
‐ The PERF DES page appears, showing the “EO CLR*” prompt.
‐ The PROG page displays the engine-out maximum recommended altitude (EO MAX REC ALT).
‐ The descent mode (if engaged) reverts to V/S, if the aircraft is above the EO REC MAX. If not, the
descent mode is maintained.
PROCEDURE
MOVE the thrust lever for the live engine to the MCT detent.
If necessary, SELECT a suitable flight mode for descent.
DISCONNECT the autothrust and ADJUST thrust if necessary.
ENGINE-OUT IN APPROACH PHASE
‐ The aircraft maintains approach speed (VAPP).
‐ “LVR MCT”(or MCT) flashes on the Flight Mode Annunciator.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 8/10
FCOM ← H to J → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
‐ The PERF APPR page appears, showing the “EO CLR*” prompt.
‐ The progress page displays the engine-out maximum recommended altitude (EO MAX REC ALT).
PROCEDURE
MOVE the thrust lever for the live engine to the MCT detent.
CAUTION Below maneuvering speed (F, S, Green Dot) – 10 kt, the autopilot or flight director
(AP/FD) cannot order a bank angle greater than 15 °.
Above maneuvering speed – 10 kt, this limit linerarly increases until it reaches
30 ° at maneuvering speed – 3 kt. The limit is then 30 ° for all speeds above
maneuvering speed – 3 kt.
ENGINE-OUT IN GO-AROUND PHASE
The results and procedures for takeoff phase apply, except that the displays do not show the
engine-out SID.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 9/10
FCOM ← J to K 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - ENGINE OUT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-40 P 10/10
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - SECONDARY FLIGHT PLAN
OPERATING MANUAL
SECONDARY FLIGHT PLAN
The secondary flight plan (SEC F-PLN) is an alternative flight plan which can be activated when
required.
It may include all the vertical elements except history wind data.
The flight crew can:
‐ Create a secondary flight independently from the active flight plan (a secondary flight plan can be
created while a temporary flight plan exists).
‐ Copy it from the active flight plan.
‐ Delete it completely.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-50 P 1/4
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - SECONDARY FLIGHT PLAN
OPERATING MANUAL
‐ Activate it, when the “ACTIVATE SEC” prompt is displayed: The secondary flight plan becomes
the active flight plan.
‐ The screen displays the “ACTIVATE SEC” prompt in flight if:
• HDG (or TRK) mode is engaged, or
• NAV mode is engaged, and the active leg of the primary and secondary flight plans is the same.
The FMS sequences the secondary flight plan the same way as the active flight plan, when it is a
copy of the active flight plan.
The navigation display shows the secondary flight plan in white. In PLAN mode, the crew can use the
slew keys to review the secondary flight plan (as for the primary flight plan).
PREDICTIONS
The FMGS computes predictions using the same performance methods and performance factor it
uses for the active flight plan. However, it predicts pseudo waypoints only for the MCDU not for the
Navigation Display (ND).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-50 P 2/4
FCOM ←A→ 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - SECONDARY FLIGHT PLAN
OPERATING MANUAL
‐ When the flight crew initializes the secondary flight plan with the SEC INIT function:
The FMGS computes the secondary flight plan predictions as if the aircraft were on ground
before engine start. The FMGS computes these predictions one time and does not update them
to indicate the progress of the flight (aircraft position, fuel consumption, etc.).
‐ When the flight crew initializes the secondary flight plan with the COPY ACTIVE function:
The FMGS computes the secondary flight plan predictions as for the active flight plan. However:
• The FMGS stops the update of the predictions if the first leg of the active flight plan is no
longer the same as the active leg (i.e. if both flight plans diverge). The flight phase is the
same as the flight phase at the time of the divergence.
Note: This does not apply to the preflight phase, when the FMGS computes the
predictions if the departure airports are the same, even if the takeoff runways are
different.
‐ The flight crew may use the secondary flight plan in the following cases:
• At takeoff when an alternate takeoff runway is probable
• On ground to initialize the FMGS again if the flight that the flight crew initially prepared is
replaced by another flight (Refer to PRO-NOR-SRP-01-05 Introduction)
• In flight to prepare a diversion
• In flight when an alternate landing runway is probable
• To prepare the next flight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-50 P 3/4
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - SECONDARY FLIGHT PLAN
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-50 P 4/4
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - PILOTS/STORED ROUTE FUNCTION
OPERATING MANUAL
STORED ROUTE FUNCTION
The stored route function allows the pilot to store or review as many as five different routes defined in
an active or secondary flight plan.
This also allows the pilot to store a company route that is not yet in the database, but is expected to
be flown several times (a charter route, for example).
Access the STORED ROUTES page from the DATA INDEX page.
A stored route can be reviewed by using the slew key.
In order to store a new route, first define the route through the active flight plan (on the ground only)
or the secondary flight plan (on the ground or in flight) then proceed as described below.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-60 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - PILOTS/STORED ROUTE FUNCTION
OPERATING MANUAL
HOW TO STORE THE ACTIVE FLIGHT PLAN (DURING PREFLIGHT ONLY)
SELECT the DATA key on MCDU
PRESS the “STORED ROUTES” key
PRESS the “NEW ROUTE” key
ENTER the name of the company route (optional).
PRESS the “STORE ACTIVE F-PLN” key
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-60 P 2/4
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - PILOTS/STORED ROUTE FUNCTION
OPERATING MANUAL
HOW TO STORE THE SECONDARY FLIGHT PLAN
SELECT the DATA key on MCDU
PRESS the “STORED ROUTES” key
PRESS the “NEW ROUTE” key
ENTER the company route name (optional)
PRESS the “STORE SECONDARY F-PLN” key
Note: 1. In either case, you may only store a company route if the active or secondary flight
plan is complete from origin to destination.
2. If you do not enter a name, the FMGS automatically names the stored route as “SRTE
1 (or 2 ...)” when it is stored.
3. The system does not retain several elements of the flight plans, when they are stored:
‐ Pilot-entered holds
‐ Offsets
‐ Pilot-entered constraints
‐ Modifications to a terminal procedure
‐ Pseudo waypoints
When this happens, it displays “REVISIONS NOT STORED”.
4. If five routes are already stored the system will reject a new entry and display
“STORED ROUTES FULL” on the MCDU. Delete one stored route by clearing the
CO RTE name before inserting a new one.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-60 P 3/4
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - PILOTS/STORED ROUTE FUNCTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-60 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - REPORT PAGE
OPERATING MANUAL
GENERAL
The REPORT page allows the crew to achieve the position reporting.
REPORT PAGE ACCES
The report page is accessed from the PROG PAGE.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-70 P 1/2
FCOM A to B → 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - REPORT PAGE
OPERATING MANUAL
Note: In case a DIR TO with ABEAM WPTs is achieved, or in case a FIX INFO with ABEAM
or RADIAL/CIRCLE intersection is inserted in the F-PLN, the TO WPT (provided on the
REPORT page) will be the ABEAM WPT or the RADIAL/CIRCLE intersect waypoint, if any,
as on the F-PLN page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-70 P 2/2
FCOM ←B 30 MAY 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - CLOSEST AIRPORTS
OPERATING MANUAL
CLOSEST AIRPORTS
The CLOSEST AIRPORTS page displays the four closest airports, from the position of the aircraft,
found in the navigation database (Refer to DSC-22_20-50-10-25 Closest Airports Pagesfor the page
description), and the 5th airport, as selected by the crew.
For each airport, the FM computes:
‐ The BRG/DIST/ESTIMATED UTC from the position of the aircraft to the corresponding airport.
‐ The EFOB at the airport, assuming an EFFECTIVE WIND (defaulted or entered by the pilot).
Note: When the CLOSEST AIRPORTS page 2 is selected, the list of airports is automatically
frozen, as indicated on the page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-80 P 1/2
FCOM A→ 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - CLOSEST AIRPORTS
OPERATING MANUAL
The FUEL/TIME predictions to the closest airports use simplified assumptions:
‐ Managed speed profile in cruise, with the effective wind from the CLOSEST AIRPORTS page 2. In
case of EO, Engine Out condition is considered.
‐ Continuous descent from CRZ FL down to the airport elevation.
Note: In case SELECTED SPD is used, the CLOSEST AIRPORTS page still provides good use
to choose the applicable closest airport for diversion purposes. However, when SELECTED
SPD is significantly different from MANAGED SPD, the predictions in terms of time and fuel
must be disregarded since they are misleading.
The predictions may then be checked on the SEC F-PLN.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-80 P 2/2
FCOM ←A 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - TIME MARKER
OPERATING MANUAL
GENERAL
The crew can enter a time marker in the F-PLN A or B page. Once entered, the FMGS displays a
pseudo waypoint along the flight plan on the MCDU and on the Navigation Display. This pseudo
waypoint shows the predicted location of the aircraft at the entered time.
HOW TO INSERT A TIME MARKER
WRITE the time marker in the scratchpad. The entry format is HHMM.
SELECT any left key of the F-PLN A or B page, to insert the time marker in the active flight plan.
The time marker is inserted in the flight plan according to time criteria, irrespective of the key chosen
for entry.
Up to four time markers may exist at a time. An attempt to enter a fifth time marker will cause the
“TIME MARKER LIST FULL” message to appear on the scratchpad.
The FMGS updates the time marker position with the predictions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-90 P 1/2
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - TIME MARKER
OPERATING MANUAL
When the current clock time equals or exceeds the time marker entry, the FMGS sequences the time
marker (even in preflight).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-90 P 2/2
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
STEP CLIMB/STEP DESCENT
The STEP ALTS function enables to define the successive cruise Flight Levels. The optimum
position to initiate a climb, from the initial (or current) cruise Flight Level to the next one, can also be
determined.
PRINCIPLE
GEOGRAPHIC STEPS
Up to four geographic steps may be defined on the STEP ALTS page. These steps are initiated
at the geographical position, along the F-PLN.
Rules
‐ The minimum step size is 1 000 ft.
‐ A Step Climb (S/C) cannot follow a Step Descent (S/D).
‐ A STEP is automatically cleared, if:
• The S/C (S/D) is sequenced without any level change done by the crew.
• The crew achieves a LAT REV, which deletes the associated waypoint from the F-PLN
• By EO condition.
‐ A STEP is manually cleared:
• On the STEP ALTS page, by CLEARING the corresponding field.
• On the F-PLN page, by CLEARING the (S/C) or (S/D) pseudo-waypoints.
‐ A STEP entry is IGNORED, if the remaining CRZ distance is less than about 50 nm.
‐ Once the steps are inserted in the F-PLN, they are displayed:
‐ On the MCDU, as (S/C), (S/D), (T/C), (T/D) pseudo waypoints.
‐ On the ND, by associated , , , white symbols.
OPTIMUM STEP
Once geographic steps are inserted or an altitude is entered, the FM proposes an OPTIMUM
STEP start of climb position for the first step climb altitude ahead: Fuel/time savings are
displayed, if above 100 kg/min. If no savings are found, no optimum step is proposed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 1/8
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
The OPT STEP is not automatically inserted. The crew must insert it, if appropriate. Once
inserted, the OPT STEP point (OPT) becomes a fixed geographical point.
If some F-PLN parameters are subsequently changed (e.g. winds, new waypoints), an update
of the optimum position relative to the previous one may be proposed. If savings exist, this new
optimum may be inserted to replace the previous optimum step point.
Once an OPT STEP is inserted in the F-PLN, and the crew achieves a lateral F-PLN revision,
the FM keeps the (OPT) along the new F-PLN, at the same distance from the aircraft’s position,
as previously determined.
Rules
‐ The OPT STEP is only computed by the FM, if data required for the prediction computation
are inserted : F-PLN, CRZ FL, CI, GW, CG at least.
‐ The search of the OPT STEP begins 20 nm beyond (T/C) before Cruise, or ahead of the
aircraft’s position.
‐ The search of the OPT STEP ends 20 nm before the next STEP POINT, or 300 nm before
the (T/D).
‐ Only one OPT STEP is computed at a time.
Guidance
When reaching the step point, the steps must be initiated by the crew by selecting the new
CRZ FL, and pressing the FCU ALT selector knob. If sequenced without any crew action, the
step is automatically deleted.
If the crew initiates the step:
‐ The CRZ FL is automatically reassigned to its new value.
‐ The guidance is THR CLB/CLB for a step climb.
THR IDLE/DES with V/S = -1 000 ft/min for a step descent.
STEP ENTRY
The STEP ALTS page is either accessed from : ‐ The VERT REV page, or
the ‐ PERF CRZ page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 2/8
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
FOR GEOGRAPHIC STEP:
PRESS the F-PLN or PERF key.
SELECT vertical revision at a cruise waypoint.
SELECT the STEP ALTS prompt.
WRITE the ALT/WPT in the scratchpad, and ENTER it in [1L] to [4L].
Note: ‐ The position may be a waypoint ident, PBD, PD.
‐ The pilot may enter FL 350/LMG/–20. The FM will compute the geographic step
20 nm before LMG to FL 350.
‐ To modify an inserted STEP:
• To modify the CRZ FL only, enter it in the left key, as “FLXXX”.
• To modify the position only, enter it in the left key, as “/XXX”.
• To modify both, modify the position first, and then the CRZ FL (it is not possible to
modify both in a single entry).
CHECK the PREDICTIONS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 3/8
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
FOR OPTIMAL STEP
Once all geographical steps are inserted, and the predictions are available, the STEP ALTS
page displays the FUEL/TIME savings for the first step climb. If no significant savings are
predicted, the NO OPTIMAL message is displayed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 4/8
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
To INSERT the proposed OPT STEP displayed in [5L]:
SELECT the INSERT* prompt in [6R].
The computed (OPT) step replaces the initially inserted step position, and is then considered
at a fixed geographic position. Savings are no longer displayed, and the UPDATE* prompt
replaces the INSERT* prompt. This prompt allows the crew to update the (OPT) step position,
considering possible F-PLN or inserted wind changes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 5/8
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
If pressed, a new OPT point is proposed, with the associated SAVINGS and INSERT prompt, or
NO OPTIMAL.
UPDATE prompt has been pressed, the new OPT STEP point gives additional savings:
THERE ARE ONLY 2 CRZ FLS IN THE F-PLN:
The pilot may obtain the OPT position of the STEP point, as follows:
INSERT the initial cruise FL on the INIT A page.
ENSURE that the ZFW, ZFWCG and BLOCK fuel are inserted on the INIT B page.
WRITE the new CRZ FL in the STEP ALTS page, in the [1L] field.
Distance and time to optimum point and fuel/time saving are displayed.
CHECK the fuel and time savings and prediction on the [5R] field.
Savings are computed by comparing the entered step altitude, and the origin altitude of the
step.
INSERT, if suitable.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 6/8
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
Note: No OPT STEP is available in the SEC F-PLN.
MESSAGES
Messages may be displayed in the DIST/TIME field:
‐ “ABOVE MAX”, if the inserted step altitude exceeds the REC MAX ALT.
The “STEP ABOVE MAX FL” scratchpad message is associated to the “ABOVE MAX”
message.
‐ “IGNORED”
This message is displayed in the following cases:
• Step climb is located prior to the top of climb, or after the top of descent.
• Step end is at less than 50 nm from the top of descent. An optimum step point, < 200 nm
from top of descent, cannot be inserted
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 7/8
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - STEP ALTS
OPERATING MANUAL
‐ “STEP AHEAD”, when the distance to the step point is less than 20 nm . A “STEP AHEAD”
scratchpad message is also displayed.
The following message may be displayed in the scratchpad:
‐ “NOT ALLOWED”, if:
‐ Four steps already exist in the F-PLN, and an additionnal entry is attempted.
‐ Any attempt to enter a step at the FROM waypoint, or at a pseudo waypoint is done.
‐ Two consecutive steps are entered at the same waypoint (e.g. step climb after step
descent).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-100 P 8/8
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - REQUIRED TIME OF ARRIVAL (RTA)
OPERATING MANUAL
GENERAL
A time constraint (RTA) may be assigned at any waypoint of the F-PLN, downpath of the origin and
the FROM waypoint. It can be an ”AT”, “AT OR BEFORE”, or “AT OR AFTER” constraint.
The FMS computes a new managed speed profile from the aircraft position to the constrained
waypoint, in order to match the 30 s difference (ΔT) between the time predicted at the constrained
waypoint and the RTA. This modified managed speed profile can be checked using the speed
prediction, displayed for each waypoint of the F-PLN page.
The RTA function uses a speed range between Green Dot speed and VMO - 10 (or MMO - 0.02).
When the constrained waypoint is sequenced, the ECON SPD/MACH is resumed unless the
constrained waypoint is located in a descent segment.
Note: The FM does not compute a new managed speed profile when a RTA is entered in the
descent profile while the aircraft is in cruise within 40 nm from the top of descent.
The time constraint is inserted on the RTA page. A time constraint may be inserted at any waypoint
of the primary or secondary flight plan.
If an engine-out condition is detected, the time constraint is automatically deleted and RTA
DELETED message on scratchpad.
If the aircraft enters a holding pattern, the downpath time constraint is deleted.
Once inserted in the F-PLN, the RTA is displayed in magenta on the F-PLN page, as long as no
predictions are available.
Once the predictions are available, the time constraint is replaced by the new predicted time at the
associated waypoint, and highlighted by a star: (*)
‐ The (*) is magenta, if the time constraint is matched with the 30 s criteria.
‐ The (*) is amber, if the time constraint is missed.
Time constraint matching criteria:
Note: ΔT is the time difference between the time predicted at the constrained waypoint and the
RTA.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-110 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - REQUIRED TIME OF ARRIVAL (RTA)
OPERATING MANUAL
TIME CSTR ENTRY
PRESS the F-PLN key.
SELECT vertical revision at the revised waypoint.
SELECT the RTA key.
ENTER a waypoint at which a time constraint is to be defined.
WRITE the time constraint (+/–HHMMSS) into the scratchpad and ENTER
The display automatically reverts to the F-PLN A page.
Note: ‐ The TIME CSTR can be directly cleared on the F-PLN A page, using the CLR key.
‐ The time constraint is automatically deleted in the following cases:
• Engine out, or
• When entering a holding pattern, or
• In case of Go-Around, or
• A time constraint is entered at another waypoint, while another time constraint
already exists.
A scratchpad “RTA DELETED” message is displayed.
ESTIMATED TAKEOFF TIME (ETT)
The Estimated Takeoff Time (ETT) may be entered by the pilot during the preflight phase at the
origin airport. This time is used as the initialization time for predictions.
The entry is accepted in the preflight phase, if the ETT is greater than the clock time.
PROCEDURE
PRESS the F-PLN key
SELECT a vertical revision at origin
SELECT the RTA page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-110 P 2/4
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - REQUIRED TIME OF ARRIVAL (RTA)
OPERATING MANUAL
WRITE the ETT into the scratchpad, and ENTER in the ETT field.
The display automatically reverts to the F-PLN A page.
Note: ‐ If the current time exceeds the ETT entry, the CLK IS TAKE OFF TIME message is
displayed ; the ETT is replaced by the clock time.
‐ At takeoff, the takeoff time is automatically updated using the actual clock time.
‐ An ETT entry is automatically deleted, if the origin airport is modified, or if the clock is
inoperative.
‐ If a time constraint is entered at a waypoint in the F-PLN, the takeoff time required to
match the constraint is automatically computed by the FM. This result is displayed in
magenta as ETT at the origin.
USE OF TIME/ETT CONSTRAINT
During preflight : ‐ If an ETT has been entered, time predictions are based on the
entered value (or clock time, if greater).
‐ If both an ETT and a time constraint have been entered, time
predictions are based on the entered ETT value (or clock time, if
greater). The managed speed profile is computed to match the time
constraint, as closely as possible, using a pseudo cost index value.
(Not displayed).
‐ If only a time constraint has been entered:
• Optimum speeds are computed to determine the ETT, so as to
satisfy the time constraint.
• If necessary, flight time (based on optimum speeds) plus clock time
(current) is greater than the time constraint ; optimum speeds are
modified to match the time constraint as closely as possible.
After Takeoff : The predictions are based on the current time.
Speeds are adjusted to satisfy the time constraint.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-110 P 3/4
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - REQUIRED TIME OF ARRIVAL (RTA)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-110 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - EQUITIME POINT
OPERATING MANUAL
EQUITIME POINT
The equitime point page displays the ETP, computed along the F-PLN route between two referenced
positions (airports, waypoints or navaids), defined by the pilot (Refer to DSC-22_20-50-10-25 Equi -
Time Point Pagefor the page description).
When first accessing the page, the FMS proposes origin and destination airfields, as defaulted
positions.
The pilot may overwrite these two positions and insert the wind in their vicinity at the applicable CRZ
FL.
The FMS then computes the resulting ETP, using the managed or selected speed, and blending the
forecasted winds along the F-PLN route with the inserted winds.
The FMS provides:
‐ TIME and DIST from the aircraft position (or origin on ground) to the ETP
‐ The BRG/DIST from the ETP to the defined positions
‐ TIME overhead each position, assuming the aircraft flies from the present position to the defined
position via the ETP
‐ (ETP) pseudo waypoint is displayed on the ND along the F-PLN
‐ ETP location in relation to the subsequent waypoint.
EQUITIME POINT ENTRY
PRESS the DATA key.
SELECT the EQUI-TIME POINT prompt.
The EQUI-TIME POINT page is displayed. The origin and destination airports are used by default.
ENTER the REF POINT 1 in the [1L] field.
ENTER the associated wind in the [2L] field.
The wind to be inserted is the wind in the vicinity of the reference point at the CRZ FL.
ENTER the REF POINT 2 in the [3L] field.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-120 P 1/2
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - EQUITIME POINT
OPERATING MANUAL
ENTER the associated wind in the [4L] field.
The system displays the ETP location with regards to the next waypoint of the active flight plan
following the ETP in the [5R] field, and the A/C TO (ETP) predictions in the [6R] field.
Note: ‐ The ETP pseudo-waypoint is not displayed on the MCDU F-PLN page. In order to easily
locate it, or when closing the applicable ETP, the TIME MARKER may be used; this
allows the crew to visualize it in advance on the F-PLN page or, to prepare the next
applicable ETP on the Equi-time Point page
‐ The ETP is computed using speed according to the current mode (managed or selected).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-120 P 2/2
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
GENERAL
The MCDU NAV B/UP allows to link a MCDU to its associated IRS in order to allow the flight crew to
monitor the navigation and to be provided with some basic flight planning functions in case of FM 1 +
2 failure.
CAUTION The MCDU NAV B/UP is to be used only in case of FM 1 + 2 failure. It can be
selected temporarily in case of FM1 or 2 only failure, in order to ensure that the
function is available on the failed side.
When in MCDU NAV B/UP on both sides, one FG at least must be available to
engage AP and A/THR.
The MCDU NAV B/UP function provides:
‐ Aircraft position using onside IRS or IRS 3
‐ Aircraft position using GPIRS position
‐ F-PLN as memorized in the MCDU
‐ F-PLN display on ND
‐ F-PLN automatic sequencing
‐ Limited lateral revisions
‐ Mag (True) bearing depending on the pilot selection, from aircraft position to the TO WPT and
associated distance
‐ True track between waypoints
‐ Time estimates computed with current GS from onside IRS
‐ Total time and distance to destination
The following features are not provided:
‐ No DATA BASE available:
• No autotuning, NAVAIDS must be selected on RMP
• No radio position
• No EFIS CTL PANEL options
• No LDG ELEV (must be manually selected on overhead panel).
‐ No performance data:
• No CLB/DES/APP NAV/FINAL modes
• No SPEED MANAGED
• No automatic SPD/MACH change over.
‐ Most of predictions are lost:
• No EFOB
• No XTRA
• No ETA at DEST.
‐ No multiple lateral F-PLN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 1/10
FCOM A→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
‐ No AP/FD managed modes
‐ No crosstalk between MCDUs: F-PLN revisions have to be achieved on both MCDUs.
BACK UP NAV SELECTION
FM F-PLN DOWNLOAD IN MCDU
While BACK UP NAV is not active, the FM downloads permanently a condensed form of the
F-PLN in the MCDU.
Downloaded information include:
‐ Waypoint position
‐ Waypoint identifier
‐ Leg type
‐ Discontinuity
‐ Overfly
‐ Turn direction.
Heading legs, course to fix legs, ..., computed INTCPT positions, pseudo waypoints, ..., cannot be
downloaded.
They are replaced by discontinuities.
Maximum of 150 waypoints are downloaded.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 2/10
FCOM ← A to B → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
EXAMPLE OF DOWNLOADED F-PLN
In that procedure, all the legs are coded as CF (Course to Fix) legs. This explains all the
discontinuities resulting in the B/UP F-PLN.
These discontinuities may be cleared.
When the second FM fails
REENGAGE and SELECT the required AP and A/THR modes (if disconnected).
SELECT the NAV B/UP prompt on both MCDU.
SELECT NAV on both RMP
Tune the required navaids
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 3/10
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 4/10
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
‐ Only MCDU MENU
• F-PLN key
• PROG key
• DIR key
‐ B/UP F-PLN page
• B/UP PROG page
• B/UP IRS 1, 2, 3 pages are available when BACK UP NAV is selected.
‐ B/U GPS (if GPS is installed).
BACK UP NAV OPERATION
AP AND A/THR
One FG at least must be available to allow the engagement of AP/FD and A/THR. All FM
managed modes are lost as well as managed speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 5/10
FCOM ← B to C → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
As a consequence:
‐ LAT F-PLN is flown in HDG/TRK modes
‐ VERT F-PLN is flown in OPEN/V/S/FPA modes
‐ SPD TARGET is manually SELECTED on the FCU
‐ SPD/MACH crossover is manually SELECTED on the FCU.
It is recommended to use the TRK/FPA modes:
SELECT the required TRK on FCU at waypoint sequencing (as no AP/FD coupling exists in NAV
B/UP). F-PLN sequencing is automatic.
MONITOR the track of the next leg prior reaching the TO waypoint (track between TO and next
waypoints is true track).
ADJUST the track to follow the F-PLN with X-TRK = 0
USE OP DES or FPA to descend as suitable.
FPA allows easy altitudes predictions:
DNM = ▵(FL)/FPA°
NAVIGATION MONITORING
The navigation accuracy check must be achieved periodically using the same principle as with FM
navigation:
COMPARE computed data with raw data
SELECT ON RMP the applicable navaid
PRESS the [PROG] key
B/UP PROG page is displayed
WRITE in the scratchpad then ENTER the navaid LAT/LONG
SELECT associated navaid needle on the EFIS control panel.
COMPARE computed BRG/DIST with RAW DATA on ND
‐ If the crosscheck is POSITIVE the ND may be used in ROSE NAV/MAP modes with raw data
‐ If the crosscheck is NEGATIVE the ND must be used in ROSE VOR/ROSE ILS modes.
Note: B/UP IRS and B/UP GPS pages may also be used to check the position.
FLIGHT PLANNING
The following revisions may be achieved:
‐ WPT insertion/deletion
‐ OVERFLY insertion/deletion
‐ DIR TO a waypoint
‐ CLR waypoints/discontinuities.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 6/10
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
Waypoint identifiers are either published waypoint identifiers if present in the MCDU active F-PLN,
or coded LAT/LONG identifiers resulting from flight crew entries.
All flight planning functions are directly applied on active F-PLN without LAT REV page.
WAYPOINT INSERTION
Waypoint insertion into the F-PLN is performed via the B/UP F-PLN page by selecting the line
key adjacent to the desired point of insertion, whenever a pre-existing waypoint identifier or valid
IDENT/LAT/LONG or LAT/LONG entry is displayed in the scratchpad.
Any waypoint entry which causes the number of legs in the route to exceed the maximum allowed
results in the “F-PLN FULL” message.
Note: ‐ If the inserted waypoint is entered only with LAT/LONG, its identifier would be :
N48E001
‐ If the flight crew writes a waypoint IDENT/LAT/LONG with an IDENT already used in
the F-PLN, a message “NOT ALLOWED" is displayed.
WAYPOINT DELETION
Waypoint and discontinuity may be deleted from the B/UP F-PLN page by using the CLR key.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 7/10
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
OVERFLY INSERTION/DELETION
Same as for the FM F-PLN.
DIRECT TO A WAYPOINT
The DIR TO function operates as for the normal F-PLN, except that RADIAL INTERCEPT and
ABEAM functions are not available.
PRESS the DIR key.
WRITE LAT/LONG (or IDENT/LAT/LONG) on the scratchpad then INSERT in [1L].
SELECT the correct track on the FCU in order for the aircraft to turn toward the new TO waypoint.
In this example, the entered DIR TO waypoint is a LAT/LONG waypoint.
Due to the fact that this new waypoint is not identical to any waypoint in the F-PLN, a direct leg to
that waypoint is created and followed by a discontinuity.
When the DIR TO function is completed, the B/UP F-PLN page is displayed with the DIR TO
waypoint as the TO waypoint and the T-P waypoint as the FROM waypoint.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 8/10
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
If a DIR TO function is achieved for a waypoint that belongs to the B/UP F/PLN, no F-PLN
discontinuity is created.
Note: ‐ In case of a DIR TO waypoint associated with an OVERFLY condition, the OVERFLY
is kept.
CLR WAYPOINT/DISCONTINUITY
CLR as for normal operation.
APPROACHES
‐ ND display selection rule
As per normal operation, it depends upon the result of NAV ACCY CROSS CHECK.
Furthermore it depends also whether the F-PLN is complete, including the approach.
ND
F-PLN NAV ACCY CHECK
PF PNF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 9/10
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW OTHER FUNCTIONS - MCDU BACK UP NAVIGATION
OPERATING MANUAL
Continued from the previous page
ARC or ROSE NAV
Positive
Ref navaid Raw data
Complete with
ARC or ROSE NAV or
appropriate approach
Negative ROSE VOR/ILS ROSE VOR/ILS
Ref Navaid Raw Data
Incomplete Positive or Negative ROSE VOR/ILS
END OF DESCENT
ADJUST manually the landing elevation on the overhead panel.
SET the MDA on the standby altimeter.
NON ILS APPROACHES
SELECT on RMP the approach reference navaids.
The autopilot and flight director available modes are TRK-FPA and HDG/VS
The autothrust available speed target is selected speed.
ILS APPROACHES
Only CAT 1 approaches may be flown since the DH indication is not available.
CHECK the ILS frequency and course on the RMP.
PUSH the LS pb on the EIS control panel.
The autopilot and flight director available modes are APP (LOC – G/S – LAND)
The autothrottle available speed target is selected speed
CHECK VAPP in the QRH.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-60-130 P 10/10
FCOM ←C 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
FLIGHT PLAN INITIALIZATION THROUGH ACARS
REQUEST FOR ACTIVE FLIGHT PLAN INITIALIZATION BEFORE ENGINE START
Before engine start, the crew may request a route for the active flight plan. When the route is
received, “AOC ACT F-PLN UPLINK” message is displayed on the MCDU indicating that the flight
plan has been received and automatically inserted.
After engine start, it is not possible to initialize directly the active flight plan since the received
flight plan is automatically routed into the secondary, and the MDCU displays “AOC SEC F-PLN
UPLINK”.
PROCEDURE
PRESS the INIT REQUEST * prompt.
The star (*) disappears, all data fields are dashed except:
‐ CO RTE, FLT NBR if previously displayed and
‐ Ddefault values.
The star is not displayed when the FMGS cannot communicate with the ACARS. No request
can be sent.
When an active flight plan exists, INIT REQUEST prompt is removed from the active INIT page
and no request can be sent for the active flight plan. If a flight plan is entered manually after the
request, the uplink message is routed to the secondary.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 1/10
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
REQUEST FOR SECONDARY FLIGHT PLAN
A request for a secondary flight plan can be initiated anytime. Any flight plan received after engine
start is automatically routed into the secondary flight plan.
When the flight plan is received, a message “AOC SEC F-PLN UPLINK” is displayed on the
MCDU scratchpad.
Before engine start, and if the SEC F-PLN is empty, any uplinked flight plan is automatically
inserted into the secondary flight plan, and no flight crew action is required.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 2/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
After engine start, or if the SEC F-PLN is not empty, the flight crew must manually insert the
uplinked flight plan via INSERT UPLINK prompt.
PROCEDURE TO INSERT OR REJECT A SECONDARY FLIGHT PLAN
When the uplink message is received, the INIT REQUEST prompt of the INIT A page is
replaced by INSERT UPLINK (2R field). Pressing the 2R key will insert the flight plan into the
secondary. Clearing the prompt will reject it.
If a temporary flight plan or a DIR TO is in progress, the uplink insertion is not accepted until the
temporary flight plan or the DIR TO is completed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 3/10
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
TAKEOFF DATA
GENERAL
The takeoff data may be requested in preflight or done phase for the active flight plan only.
It is always associated with the active flight plan message.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 4/10
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
PROCEDURE TO INSERT UPLINK TAKEOFF DATA
PRESS the 6L key “RECEIVED TO DATA” when the message TAKEOFF DATA UPLINK is
displayed.
This displays the uplink data on 2 different pages: UPLINK MAX TO DATA
UPLINK FLX TO DATA
SELECT the data corresponding to the thrust to be used (MAX or FLEX) by pressing [4R].
SELECT the active runway data by slewing the pages (1/4... 4/4).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 5/10
FCOM ←B→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
PRESS the [6R] key “INSERT UPLINK”.
UPLINK MAX TO DATA and UPLINK FLX TO DATA pages are not modifiable.
If the takeoff data displayed on this page are not relevant to the active runway entered
in the flight plan , the INSERT UPLINK prompt is not displayed.
When the takeoff data have been inserted , the PERF TO page is amended of the new
data.
WIND DATA
REQUEST FOR WIND DATA
To send a wind request, press the “WIND REQUEST” selection key of any wind pages. This
request is automatically sent to the ground for one or more flight phases and for the selected flight
plan (primary or secondary). The content of the wind request message is not dependent on the
selected wind page (CLIMB, CRUISE or DESCENT) but on the flight phase in progress.
‐ For active flight plan or secondary flight plan that is a “COPY ACTIVE”, a wind request sent by
the crew:
• during preflight or takeoff phase, initiates a demand for climb, cruise, descent and alternate
winds.
• during climb and cruise phase, initiates a demand for cruise, descent and alternate winds.
• during descent/approach and go around, no wind request is possible.
‐ For secondary flight plan that is not a “COPY ACTIVE” there is no restriction linked to flight
phase.
Before engine start, and if data has not been entered in any WIND page for the flight plan,
the uplinked wind data is automatically inserted into the flight plan, and no flight crew action is
required.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 6/10
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
If the uplinked wind message is received after engine start, or if data has been entered in any
WIND page of the flight plan, the flight crew must manually insert the uplinked wind data via the
INSERT UPLINK prompt.
When the amber star following the “WIND REQUEST” is not displayed, the FM is not able to
communicate with the ACARS and the pilot cannot send any request.
PROCEDURE TO INSERT WIND DATA
When the uplink message is received, the 2R field is modified, the amber “WIND REQUEST” is
replaced by the blue “INSERT UPLINK*”. This prompt, when pressed, enables the flight crew to
insert the uplink wind data, phase by phase.
To access, review, insert or delete the uplink wind data of other phases, the crew uses “NEXT
PHASE” or “PREV PHASE” key.
If the crew is not satisfied with the uplink winds, the flight crew will delete the winds, phase
by phase clearing the “INSERT UPLINK” prompt. This will delete all the uplinked winds of the
selected flight phase.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 7/10
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
CLIMB WIND PAGE
When a request is pending, the history WIND page cannot be accessed.
When the climb phase is active, the crew cannot request neither modify the climb winds of the
active flight plan or secondary flight plan if it is a copy active.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 8/10
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
CRUISE WIND PAGE
A wind request sent during cruise phase will apply for downpath waypoints of the cruise,
descent, approach and alternate phases.
‐ If the uplink message contains more data and waypoints than the flight plan, the winds at
extra waypoints are not considered and automatically discarded. This is transparent to the
pilot
‐ Clearing the INSERT UPLINK* prompt deletes all uplink wind data of the cruise phase.
Cruise page reverts to the previous data.
Note: During cruise, whenever uplink wind data is received and not inserted or cancelled on
the CRUISE WIND page, access to the DIR TO function is not possible. The “WIND
UPLINK EXISTS” message is displayed on the MCDU scratchpad. Insert or cancel the
uplinked wind message first and then access the DIR TO function.
DESCENT WIND PAGE
The procedures to insert, review or delete descent winds during preflight, climb or cruise phase
are described in the above wind general procedure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 9/10
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW AOC FUNCTIONS
OPERATING MANUAL
If the alternate wind is not available, dashes are displayed in the field.
In descent, approach or go around phases, the pilot cannot request or modify the descent winds
of the active flight plan or secondary flight plan if it is a “COPY ACTIVE”.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-70 P 10/10
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
PRINT FUNCTION
The PRINT function allows various reports to be printed either automatically (when linked to
ACARS or ATSU ) or manually.
The manual PRINT function allows printing of FM-generated flight reports and additional data:
F-PLN INITialization data
T.O. Data
WIND Data
PREFLIGHT REPORT
IN FLIGHT REPORT
POSTFLIGHT REPORT
A detailed description of the PRINT FUNCTION pages is provided in Refer to DSC-22_20-50-10-25
Print Function Pages.
The print function is available if ACARS or ATSU are available or not.
The various flight reports contain most of the prediction information required by the flight crew to
monitor the progress of the flight. The resulting documents can therefore be used as realistic master
documents, based on the latest data provided by the flight crew to the computer, in terms of ATC
clearances and weather information.
PRINT FUNCTION ACCESS
The PRINT FUNCTION page is accessed:
‐ From the DATA INDEX A PAGE, or
‐ From the AOC FUNCTION page (if ACARS ).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 1/8
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
Note: For an automatic printing, “time” is the time of the reception of the message. For a manual
printing, “time” is the time of the print request.
ON GROUND BEFORE ENGINE START
When the overall F-PLN data (lateral, vertical including winds, steps, constraints) and the ZFW and
ZFWCG values have been inserted:
SELECT the FUEL PLANNING prompt [3R],
If the computed BLOCK fuel does not correspond to the actual block fuel required for the
flight:
ENTER the actual block required for the flight in the [2R] field,
PRINT the PREFLIGHT report.
The flight crew may then use the PREFLIGHT report to monitor the progress of the flight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 2/8
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
Note: Before printing the PREFLIGHT report, the flight crew must check that the F-PLN is
complete (all F-PLN discontinuities must be cleared) and that all the F-PLN elements
(including winds, steps, constraints, alternate airport) have been inserted, in order to
obtain an accurate PREFLIGHT report.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 3/8
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
EXAMPLE (FM PREFLIGHT REPORT)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 4/8
FCOM D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
IN FLIGHT
Once the aircraft has reached the CRZ FL once, all the latest ATC clearances have been inserted in
the FM, when all the WINDS/STEPS have been properly updated:
ACCESS the PRINT FUNCTION page
PRINT the INFLIGHT REPORT
The inflight report provides the list of all the overflown F-PLN waypoints (HISTORY VALUES)
with their associated data (Time, ALT, Fuel, ...), and the predictions to all the downpath waypoints
(PREDICTED VALUES).
This new document replaces the PREFLIGHT report, since it carries all the latest expected F-PLN
changes. It is the new applicable master document used to monitor the progress of the flight.
The inflight report will be printed after each important F-PLN modification.
Note: If the selected Fuel Unit option is pounds, the HISTORY FOB values may be incorrectly
printed in tons on the INFLIGHT REPORT. The CURRENT and PREDICTED FOB values,
however, are correctly printed in pounds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 5/8
FCOM E 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
EXAMPLE (FM INFLIGHT REPORT)
Note: In case of a major failure such as an engine out, a new print will be done when time
permits.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 6/8
FCOM F 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
REACHING THE GATE AFTER LANDING
The POSTFLIGHT REPORT gives a complete list of all the overflown waypoints during the flight
(HISTORY VALUES).
Furthermore it provides:
‐ FUEL/TIME summary
‐ IRS Drift and G/S
When at the gate, after engine shutdown:
‐ ACCESS the PRINT FUNCTION page
‐ PRINT the POSTFLIGHT REPORT
Note: If the selected Fuel Unit option is pounds, the HISTORY FOB values may be incorrectly
printed in tons on the POSTFLIGHT REPORT.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 7/8
FCOM G 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT MANAGEMENT
A318/A319/A320/A321
FLIGHT CREW PRINT FUNCTIONS
OPERATING MANUAL
EXAMPLE (FM POSTFLIGHT REPORT)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_20-80 P 8/8
FCOM H 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
Intentionally left blank
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-22_30-10 General
General.....................................................................................................................................................................A
Mode Reversions..................................................................................................................................................... B
Guidance Modes......................................................................................................................................................C
Mode Selection........................................................................................................................................................ D
Lateral Modes.......................................................................................................................................................... E
Vertical Modes......................................................................................................................................................... F
Interaction between AP/FD and A/THR Modes...................................................................................................... G
DSC-22_30-20 Flight Director
General.....................................................................................................................................................................A
Flight Director (FD) Engagement............................................................................................................................ B
Flight Director (FD) Disengagement....................................................................................................................... C
Automatic FD Removal........................................................................................................................................... D
FD Warnings............................................................................................................................................................ E
DSC-22_30-30 Autopilot (AP)
General.....................................................................................................................................................................A
AP Engagement.......................................................................................................................................................B
AP Disengagement..................................................................................................................................................C
AP Warnings............................................................................................................................................................D
Autoland Warning.................................................................................................................................................... E
DSC-22_30-40 Speed/Mach Control
General.....................................................................................................................................................................A
Managed Speed/Mach Target................................................................................................................................. B
Selected Speed/Mach Target..................................................................................................................................C
Auto SPD.................................................................................................................................................................D
Speed/Mach Switching............................................................................................................................................ E
Managed Speed Target Memorization.................................................................................................................... F
Speed/Mach FCU Window Synchronization........................................................................................................... G
DSC-22_30-50 AP/FD Modes General
AP/FD Modes General............................................................................................................................................ A
DSC-22_30-60 AP/FD Lateral Modes
Heading or Track: HDG - TRK................................................................................................................................A
HDG/TRK Preset..................................................................................................................................................... B
Navigation (NAV)..................................................................................................................................................... C
Localizer Mode through the LOC Pushbutton.........................................................................................................D
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-PLP-TOC P 1/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_30-70 AP/FD Vertical Modes
DSC-22_30-70-10 Principles
General.....................................................................................................................................................................A
Principles..................................................................................................................................................................B
DSC-22_30-70-20 Climb Mode
General.....................................................................................................................................................................A
Arming Conditions....................................................................................................................................................B
Disarming Conditions...............................................................................................................................................C
Engagement Conditions.......................................................................................................................................... D
Disengagement Conditions......................................................................................................................................E
Guidance.................................................................................................................................................................. F
DSC-22_30-70-30 Open Climb Mode
General.....................................................................................................................................................................A
Engagement Conditions...........................................................................................................................................B
Disengagement Conditions......................................................................................................................................C
Guidance..................................................................................................................................................................D
DSC-22_30-70-50 Descent Mode
General.....................................................................................................................................................................A
Arming Conditions....................................................................................................................................................B
Disarming Conditions...............................................................................................................................................C
Engagement Conditions.......................................................................................................................................... D
Disengagement Conditions......................................................................................................................................E
Repressurization Segment.......................................................................................................................................F
Descent Speed Profile............................................................................................................................................ G
Guidance in DES Mode.......................................................................................................................................... H
DES Mode Profile..................................................................................................................................................... I
DSC-22_30-70-60 Open Descent Mode
General.....................................................................................................................................................................A
Engagement Conditions...........................................................................................................................................B
Disengagement Conditions......................................................................................................................................C
Guidance..................................................................................................................................................................D
DSC-22_30-70-65 Altitude Acquire Mode
General.....................................................................................................................................................................A
Engagement Conditions...........................................................................................................................................B
Disengagement Conditions......................................................................................................................................C
Guidance..................................................................................................................................................................D
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-PLP-TOC P 2/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_30-70-70 Altitude Hold Mode
General.....................................................................................................................................................................A
Arming Conditions....................................................................................................................................................B
Engagement Conditions.......................................................................................................................................... C
Disengagement Conditions......................................................................................................................................D
Guidance.................................................................................................................................................................. E
Soft Altitude Mode (Cruise)..................................................................................................................................... F
DSC-22_30-70-80 Vertical Speed Mode - Flight Path Angle Mode (V/S - FPA)
General.....................................................................................................................................................................A
Engagement Conditions...........................................................................................................................................B
Disengagement Conditions......................................................................................................................................C
Guidance..................................................................................................................................................................D
DSC-22_30-75 Mode Reversions
General.....................................................................................................................................................................A
Interaction between Lateral Modes, Vertical Modes, and Managed Speed Profile.................................................B
Mode Reversion due to FCU Altitude Change....................................................................................................... C
Reversion with Global Speed Protection................................................................................................................ D
Mode Reversions (Summary)..................................................................................................................................E
DSC-22_30-80 AP/FD Common Modes
DSC-22_30-80-10 General
General.....................................................................................................................................................................A
DSC-22_30-80-20 Takeoff
General.....................................................................................................................................................................A
SRS (Speed Reference System).............................................................................................................................B
Runway (RWY)........................................................................................................................................................ C
DSC-22_30-80-30 Approach
DSC-22_30-80-30-05 General
General.....................................................................................................................................................................A
DSC-22_30-80-30-10 Precision Approach
Precision Approach Modes......................................................................................................................................A
Speed Control.......................................................................................................................................................... B
Typical ILS Approach.............................................................................................................................................. C
Autoland Warning Light........................................................................................................................................... D
Landing Capabilities.................................................................................................................................................E
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-PLP-TOC P 3/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-22_30-80-30-20 Non Precision Approach
General.....................................................................................................................................................................A
Selection...................................................................................................................................................................B
Arming Conditions................................................................................................................................................... C
Disarming Conditions...............................................................................................................................................D
Engagement Conditions...........................................................................................................................................E
Disengagement Conditions...................................................................................................................................... F
Guidance..................................................................................................................................................................G
DSC-22_30-80-40 Go Around (GA)
General.....................................................................................................................................................................A
Engagement Conditions...........................................................................................................................................B
Disengagement Conditions......................................................................................................................................C
Guidance..................................................................................................................................................................D
DSC-22_30-90 Autothrust
General.....................................................................................................................................................................A
Thrust Levers........................................................................................................................................................... B
A/THR Arming Conditions....................................................................................................................................... C
A/THR Activation..................................................................................................................................................... D
A/THR Disconnection...............................................................................................................................................E
Thrust Lock Function............................................................................................................................................... F
A/THR Disconnection Caution................................................................................................................................ G
A/THR Modes.......................................................................................................................................................... H
SPEED Mode in Approach Phase............................................................................................................................I
DSC-22_30-100 Flight Mode Annunciator (FMA)
Flight Mode Annunciator (FMA).............................................................................................................................. A
Autothrust Annunciations (FMA Column 1).............................................................................................................B
AP/FD Vertical Modes (FMA Column 2).................................................................................................................C
AP/FD Lateral Modes (FMA Column 3)..................................................................................................................D
AP/FD Common Modes (FMA Columns 2 and 3) ................................................................................................. E
Approach Capabilities (FMA Column 4).................................................................................................................. F
AP/FD - A/THR Engagement Status (FMA Column 5)...........................................................................................G
Special Messages (FMA Columns 2 and 3)........................................................................................................... H
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-PLP-TOC P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
The Flight Guidance (FG) part of the FMGS controls:
‐ The Flight Director (FD)
‐ The Autopilot (AP)
‐ The Autothrust (A/THR).
MODE REVERSIONS
There are several types of mode reversions. Each one observes a specific logic that is described in
the "Mode Reversions" section. (Refer to DSC-22_30-75 General).
GUIDANCE MODES
Two types of autopilot and flight director modes are available to guide the aircraft:
‐ Managed modes: When the aircraft is using managed targets, the Flight Management and
Guidance System (FMGS) guides it along lateral and vertical flight paths and speed profiles
computed by the Flight Management function (FM) from data in the MCDU. FM manages the
guidance targets.
‐ Selected modes: When the flight crew is using selected targets, the FMGS guides the aircraft
along lateral and vertical flight paths and speed profiles to meet targets that the flight crew has
selected manually on the FCU. The flight crew selects the guidance targets.
GUIDANCE MANAGED modes SELECTED modes
LATERAL NAV, APP NAV HDG-TRK
LOC*, LOC
RWY
RWY TRK
GA TRK
ROLL OUT
VERTICAL SRS (TO and GA) OP CLB, OP DES
CLB, DES V/S, FPA
ALT (magenta) ALT*, ALT (green)
G/S*, G/S EXPEDITE
FINAL
FLARE
SPEED FMGC REFERENCE FCU REFERENCE
(ECON, Auto SPD, SPD LIM)
EXPEDITE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-10 P 1/6
FCOM A to C 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
MODE SELECTION
MANAGED MODES
‐ At takeoff, the managed modes engage automatically when the flight crew sets the thrust levers
at the TO or FLX detent.
‐ During flight, the flight crew can arm or engage the managed modes (if the aircraft meets
engagement conditions) by pushing in the appropriate knobs on the Flight Control Unit (FCU).
‐ The flight crew pushes the DIR TO key on the MCDU to insert a DIR TO leg. It engages or
maintains the NAV mode.
‐ The flight crew pushes the APPR pb on the FCU to arm or engage the localizer and glide slope
or “APP NAV-FINAL”, depending upon the approach type insert in the flight plan.
‐ The LOC pb arms or engages only the localizer mode.
SELECTED MODES
The flight crew can engage the selected modes by pulling out the appropriate FCU selection
knobs.
LATERAL MODES
MODE TYPE GUIDANCE REMARK
RWY MANAGED Mode used at takeoff to Triggered by the thrust levers
guide the aircraft along the at FLX or TOGA position.
runway centerline, using
LOC.
RWY TRK MANAGED Mode used to guide the
aircraft along the track the
aircraft was following at
mode engagement.
NAV MANAGED Mode used to guide the Automatically armed at
aircraft along the lateral takeoff, unless HDG/TRK is
F-PLN. Available above 30 ft preset.
after takeoff. In that case, RWY TRK
engages after takeoff.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-10 P 2/6
FCOM D to E → 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
Continued from the previous page
MODE TYPE GUIDANCE REMARK
HDG-TRK SELECTED Mode used to guide the
Note: HDG/TRK is
aircraft on a heading or a
called "basic
track selected by the flight
mode" because
crew. The target value
it is a backup
is displayed in the FCU
mode for certain
window.
situations:
‐ F-PLN
discontinuity
entry
‐ AP
engagement
with no FD
‐ Loss of F-PLN
‐ MCDU NAV
BACK UP.
LOC* MANAGED Mode used to guide the Selected by pressing APPR
LOC aircraft on the lateral pb on the FCU ; the mode
approach path (LOC or that engages depends upon
APP NAV F-PLN approach path). the selected approach in the
F-PLN.
Note: For LOC only
approach, do not
select the FCU's
APPR pb, but
rather the LOC
pb.
LAND MANAGED Common mode engaged Engaged only if LOC mode
below 400 ft RA during an and G/S mode are already
automatic ILS approach. engaged.
GA TRK MANAGED Mode used to guide the Triggered by the thrust levers
aircraft along the track the at TOGA with Slats/Flaps in
aircraft was following at at least CONF 1.
mode engagement.
ROLL OUT MANAGED Mode used to guide the FD rollout symbol is
aircraft on the runway, displayed on the PFD at
following an automatic touchdown.
landing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-10 P 3/6
FCOM ←E 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
VERTICAL MODES
MODE TYPE GUIDANCE REMARK
SRS MANAGED Mode used at takeoff or Triggered by the thrust levers
go-around to maintain SRS at FLX or TOGA position.
speed (V2, V2+10, VAPP...). Disengages automatically at
ACC ALT or when another
VERT mode is engaged.
CLB MANAGED Mode used to climb towards The speed target may be
FCU selected altitude either selected or managed.
along VERT F-PLN taking If managed, SPD CSTR,
into account ALT CSTR. SPD LIM and HOLD SPD are
Available only if NAV mode taken into account.
engaged. The A/THR is in ALT mode is always armed ;
thrust mode (CLB). displayed in magenta if the
DES MANAGED Mode used to descend next level off is predicted at
towards FCU selected an ALT CSTR, and in blue if
altitude along the computed the next level off is predicted
descent path taking into at the FCU selected altitude.
account ALT CSTR.
Available only if NAV mode
engaged.
The A/THR may be in
THRUST or SPD mode.
OP CLB SELECTED Mode used to climb/descent The speed target may be
OP DES directly to the FCU selected either selected or managed.
altitude. These modes ALT mode is systematically
disregard all ALT CSTR. The armed and blue. Altitude
A/THR is in THRUST mode target is blue on PFD.
(CLB/IDLE).
EXPEDITE SELECTED Mode used to increase the Used to expedite a climb or
vertical speed by selecting descent towards a specific
green dot in climb or level.
0.80/340 kt in descent.
ALT CST* MANAGED Mode automatically engaged CLB/DES mode are
ALT CST when reaching an ALT CSTR systematically armed (blue).
before the FCU selected
altitude.
ALT* SELECTED Mode used to maintain Soft ALT mode engages
ALT a level flight at the FCU when FCU selected altitude
selected altitude. = CRZ FL.
ALT CRZ Soft ALT is part of the
managed guidance.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-10 P 4/6
FCOM F→ 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
Continued from the previous page
MODE TYPE GUIDANCE REMARK
V/S-FPA SELECTED Mode used to guide the Altitude target is blue on
aircraft along a vertical speed PFD. V/S-FPA is a basic
or a selected flight path mode.
angle. (Refer to DSC-22_30-10
Lateral Modes).
G/S* MANAGED Mode used to guide the Selected by depressing the
G/S aircraft along the final APPR pb on the FCU. The
approach path (G/S or non mode engaged depends
FINAL ILS) upon the selected approach
in the F-PLN. Linked to
APPR common mode (APPR
pb).
FLARE MANAGED Common mode which Engages below 50 ft RA as a
provides the alignment to function of the current vertical
the runway center line on the speed.
yaw axis and the flare on the
pitch axis.
INTERACTION BETWEEN AP/FD AND A/THR MODES
The AP and FD pitch modes can control a target SPD/MACH or a vertical trajectory, and the A/THR
mode can control a fixed thrust or a target SPD/MACH. However, the AP/FD and the A/THR cannot
both control a target SPD/MACH simultaneously.
Therefore the AP/FD pitch modes and A/THR mode are coordinated as follows:
‐ If an AP/FD pitch mode controls a vertical trajectory, the A/THR mode controls the target
SPD/MACH.
‐ If an AP/FD pitch mode controls a target SPD or MACH, the A/THR mode controls the thrust.
‐ If no AP/FD pitch mode is engaged, the A/THR mode reverts to controlling the SPD/MACH mode.
In other words, the selection of an AP/FD pitch mode determines which mode the A/THR controls.
AP/FD pitch modes A/THR modes
V/S - FPA
DES (geometric path)
ALT*, ALT
SPEED/MACH MODE
G/S*, G/S
FINAL
AP/FD OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-10 P 5/6
FCOM ← F to G → 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
Continued from the previous page
AP/FD pitch modes A/THR modes
CLB/DES (idle path)
OP CLB/OP DES
THR (CLB, IDLE) MODE
EXP CLB/EXP DES
SRS
FLARE RETARD (IDLE)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-10 P 6/6
FCOM ←G 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT DIRECTOR
OPERATING MANUAL
GENERAL
The Flight Director (FD) displays guidance commands from the Flight Management and Guidance
Computer (FMGC) on the Primary Flight Display (PFD).
The flight crew may manually fly the aircraft, following FMGC guidance commands, or crosscheck
the FMGC orders when the autopilot is engaged.
In normal operations, FD1 displays FMGC1 orders on the PFD1 and FD2 displays FMGC2 orders on
the PFD2.
The FDs use their respective onside FMGCs.
On the PFD:
1. The FD pitch and roll crossbars show pitch and roll demands.
2. Below 30 ft during landing and takeoff, when a localizer is available, the vertical bar is replaced by
a yaw bar that gives lateral orders.
3. The Flight Path Director (FPD) symbol relates to the Flight Path Vector (FPV).
The HDG V/S – TRK FPA pb on the FCU enables the flight crew to select either type of reference
and display.
The FD pb on the Electronic Flight Instrument System (EFIS) control panel allows the FD bars to be
displayed or removed.
FD BARS (HDG V/S SELECTED ON THE FCU)
‐ The pitch bar is displayed if a vertical mode is engaged. It gives pitch orders for the vertical
guidance
‐ The roll bar is displayed if a lateral mode is engaged. It gives roll orders for lateral guidance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-20 P 1/6
FCOM A→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT DIRECTOR
OPERATING MANUAL
FLIGHT PATH DIRECTOR (TRK FPA SELECTED ON THE FCU)
The display is an alternate way of transmitting flight director commands.
‐ The Flight Path Vector (FPV) symbol illustrates the track and flight path angle actually being
flown
‐ The Flight Path Director (FPD) symbol shows the flight crew how to intercept the required
vertical and lateral flight trajectory. When the flight crew superimposes the FPV and the FPD
symbols, the aircraft is flying the required trajectory.
YAW BAR
The yaw bar is displayed in RWY mode on takeoff and in FLARE and ROLL OUT modes at
landing.
FLIGHT DIRECTOR (FD) ENGAGEMENT
The FDs are engaged automatically when the FMGC powers up.
GROUND ENGAGEMENT
‐ The "FD1" symbol appears on PFD1 and "FD2" appears on PFD2
‐ No FD bars appear on the PFDs. (The PFD displays FD orders when a mode is active on the
corresponding axis)
‐ The FCU windows display dashes.
MANUAL FLIGHT ENGAGEMENT
The two FDs engage in the HDG V/S or TRK FPA modes (basic modes).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-20 P 2/6
FCOM ← A to B → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT DIRECTOR
OPERATING MANUAL
AUTOMATIC FLIGHT ENGAGEMENT
FD bars are automatically restored in SRS/GA TRK modes at go-around engagement. If FPV/FPD
was previously selected, it reverts to FD bars.
FLIGHT DIRECTOR (FD) DISENGAGEMENT
The flight crew may disengage one or two FDs manually, or FDs may disengage automatically if
there is a failure.
MANUAL DISENGAGEMENT
One FD OFF:
‐ The FD bars no longer appear on the associated PFD.
‐ The corresponding FD is disengaged.
Both FDs OFF:
‐ The FD bars disappear from both PFDs.
‐ If no AP was engaged, lateral and vertical modes disengage. The A/THR, if active, automatically
reverts to (or remains in) SPEED/MACH mode.
‐ If one AP was engaged when FDs are switched OFF, this AP remains engaged in the active
modes but the FDs are no longer displayed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-20 P 3/6
FCOM ← B to C → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT DIRECTOR
OPERATING MANUAL
AUTOMATIC DISENGAGEMENT
If one FD fails or one FMGC is not valid, both PFDs display the remaining FD.
AUTOMATIC DISENGAGEMENT DUE TO SPEED PROTECTION
When APs are not engaged and the flight crew does not follow the FD bars to maintain the
commanded trajectory in climb with CLB or OP CLB (or EXP CLB ) engaged or in descent
with DES or OP DES (or EXP DES ) engaged, the FDs will disengage at the activation of the
automatic speed mode protection.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-20 P 4/6
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT DIRECTOR
OPERATING MANUAL
Refer to DSC-22_30-75 Reversion with Global Speed Protection - Automatic Speed Mode
Protection in Climb.
AUTOMATIC FD REMOVAL
‐ The FD pitch bar is removed when no vertical mode is engaged or when ROLL OUT mode is
engaged.
‐ The FD roll bar is removed when no lateral mode is engaged or when the RWY or ROLL OUT
mode is engaged.
‐ Both FDs are removed when the aircraft pitch exceeds 25 ° up or 13 ° down, or bank angle
exceeds 45 °.
FD WARNINGS
FD bar WARNINGS CONDITIONS
Pitch FD bar (or FPV) flashes 10 s and then remains steady
‐ If the ALT* mode is lost further to FCU altitude reference
change of more than 250 ft.
‐ When in APPR mode (G/S*, G/S, LAND, FINAL), FD
reverts to V/S mode (flight crew action or loss of vertical
approach mode).
‐ One AP or one FD is engaged while both AP/FD were
previously OFF.
Pitch FD bar (or FPV) flashes permanently Transmission of the GLIDE data is interrupted when in G/S,
G/S* or LAND modes above 100 ft RA.
Roll FD bar (or FPV) flashes 10 s and then remains steady
‐ When in APPR mode (LOC*, LOC, LAND, APP NAV), FD
reverts to HDG mode (flight crew action or loss of lateral
approach mode).
‐ One AP or one FD is engaged while both AP/FD were
previously OFF.
Roll FD bar (or FPV) flashes permanently Transmission of the LOC data is interrupted when in LOC,
LOC* or LAND modes above 15 ft RA.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-20 P 5/6
FCOM ← C to E 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT DIRECTOR
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-20 P 6/6
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOPILOT (AP)
OPERATING MANUAL
GENERAL
The AP:
‐ Stabilizes the aircraft around its center of gravity
‐ Acquires and tracks a flight path
‐ Flies the aircraft to an automatic landing or go-around.
The AP commands the:
‐ Position of the flight control surfaces for pitch, roll and yaw
‐ Nose wheel position.
AP ENGAGEMENT
The flight crew can engage AP1 or AP2 by pressing the corresponding pushbutton on the FCU if the
aircraft has been airborne for at least 5 s.
When one AP is engaged, the corresponding FCU pushbutton comes on and AP1 (or 2) is displayed
on the FMAs.
In BACK–UP NAV, AP can be engaged in selected modes if the FG part is available.
‐ One AP can be engaged on ground if the engines are not running. It disengages when one engine
is started.
‐ Two APs may be engaged at a time (AP1 active, AP2 in standby), when the localizer/glide-slope
or roll out or go-around mode is armed or engaged.
Only one AP can be engaged at a time in all other cases.
‐ If one AP pb is set to ON with both FDs OFF, the AP engages in HDG V/S or TRK FPA mode,
depending upon which mode the flight crew has selected on the FCU.
‐ If one AP pb is set to ON with at least one FD already ON, the AP engages in the current active
FD modes.
‐ At takeoff, the AP cannot be engaged below 100 ft.
AP engagement increases the break out force on the sidestick controllers and on the rudder pedals.
AP engagement is indicated by the lighting of the corresponding FCU pushbutton and by the
appearance of AP1 (or 2) on the PFD’s FMA.
AP DISENGAGEMENT
AP1 or 2 disengages when:
‐ The flight crew presses the takeover pb on the sidestick
‐ The flight crew presses the corresponding AP pb on the FCU
‐ The flight crew pushes on the sidestick harder than a certain threshold, or moves on the rudder
pedals above a threshold
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-30 P 1/4
FCOM A to C → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOPILOT (AP)
OPERATING MANUAL
‐ The flight crew moves the pitch trim wheel beyond a certain threshold
‐ The other AP is engaged, except when localizer/glideslope modes are armed or engaged, or when
the rollout or go-around mode is engaged
‐ Both thrust levers are set above the MCT detent and the aircraft is on ground
‐ In a non-precision approach, the aircraft reaches the Missed Approach Point (MAP) with FINAL
APP mode engaged.
‐ One of the engagement conditions is lost.
Furthermore, in normal law with all protections available, the AP will disconnect if:
‐ High speed protection is active
‐ Angle-of-attack protection is active (α prot +1 ° is reached)
‐ Pitch attitude exceeds 25 ° up, or 13 ° down, or bank angle exceeds 45 °
‐ A rudder pedal deflection is more than 10 ° out of trim.
The standard way for the flight crew to disengage the AP is to press the takeover pb on the sidestick.
When the AP is OFF, the associated FCU pushbutton goes off, and AP1 (or AP2) disappears from
the PFD’s FMA.
AP WARNINGS
When the AP is disengaged, the system warns the flight crew:
‐ If the flight crew disengages it with the takeover pb on the sidestick, the warnings are temporary
‐ If the disengagement results from a failure, from the flight crew pushing the pushbutton on the
FCU, or from a force on the sidestick, the visual and audio warnings are continual.
AP DISENGAGEMENT
TAKEOVER pb
BY OTHER MEANS
on SIDESTICK
MASTER
Flashing red during 3 s maximum Flashing red
WARNING light
AP OFF red message
ECAM 9 s maximum
AUTO FLT AP OFF red warning
Cavalry charge
CONSEQUENCE AUDIO 0.5 s minimum
Continuous cavalry charge
1.5 s minimum
1.5 s maximum
CLR pb on
ECAM CONTROL Extinguished Illuminated
PANEL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-30 P 2/4
FCOM ← C to D → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOPILOT (AP)
OPERATING MANUAL
Continued from the previous page
AP DISENGAGEMENT
TAKEOVER pb
BY OTHER MEANS
on SIDESTICK
‐ Extinguishes Master Warning
light ‐ Extinguishes Master Warning
MASTER
‐ Erases ECAM warning light
WARNING light ‐ Stops audio if pressed within ‐ Stops audio after 1.5 s
1.5 s
CLR pb on ‐ Extinguishes CLR pb
ACTION ECAM CONTROL No effect ‐ Erases ECAM message
PANEL ‐ Calls status
‐ Extinguishes Master Warning
light ‐ Extinguishes Master Warning
TAKEOVER pb ‐ Erases ECAM warning light
‐ Stops audio if pressed within ‐ Stops audio after 1.5 s
1.5 s
ECAM STATUS MESSAGE NO YES
AUTOLAND WARNING
The autoland red warning flashes in LAND mode when the aircraft height is below 200 ft RA and:
‐ The aircraft gets too far off the beam (LOC or GLIDE), or
‐ Both glide slope transmitters or receivers fail above 100 ft RA, or
‐ Both localizer transmitters or receivers fail above 15 ft RA, or
‐ The difference between both radio altimeter indications is greater than 15 ft RA, or
‐ Both autopilots fail.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-30 P 3/4
FCOM ← D to E 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOPILOT (AP)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-30 P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW SPEED/MACH CONTROL
OPERATING MANUAL
GENERAL
In flight, either the AP/FD pitch control, or autothrust may acquire and hold a target speed or Mach
number, depending on the engaged modes.
Speed control is:
‐ Managed when the target comes from the FMGS
‐ Selected when the target comes from the SPD/MACH FCU window.
MANAGED SPEED/MACH TARGET
When the speed target is managed, the SPD/MACH window of the FCU shows dashes, and the
corresponding dot is lighted. The PFD speed scale shows the speed target in magenta.
ENGAGEMENT CONDITIONS
The SPD target is managed, whenever AP or FD is engaged, and one of the following occurs:
‐ The flight crew pushes in the SPD/MACH knob
‐ EXPEDITE mode is engaged
‐ V2 is inserted in the MCDU
‐ The speed reference system (SRS) is engaged (takeoff or go-around mode).
Note: At takeoff, SRS will not engage if V2 is not available.
DISENGAGEMENT CONDITIONS
Managed speed disengages any time the flight crew selects a speed target on the FCU, or if the
speed was preselected.
SPEED PROFILE
The form of the managed SPD profile depends on the lateral NAV mode.
If NAV mode is engaged, the SPD profile takes into account all the constraints linked to
the flight plan.
The SPD profile is:
V2 - SPD LIM - SPD CSTR (if applicable) - ECON CLB SPD/MACH - ECON CRZ MACH -
ECON or preset DES MACH/SPD -SPD LIM - SPD CSTR (if applicable) - HOLD SPD (if
applicable) - VAPP.
If NAV mode is not engaged, the SPD/MACH constraints are not considered.
The SPD profile is:
V2 - SPD LIM - ECON CLB SPD/MACH - ECON CRZ MACH - ECON or preset DES
MACH/SPD - SPD LIM - VAPP.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-40 P 1/4
FCOM A to B → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW SPEED/MACH CONTROL
OPERATING MANUAL
Note: 1. When both AP/FDs are OFF, A/THR reverts to selected SPEED mode, except
when the approach phase is activated on MCDU where both managed and
selected SPD are available.
2. When expedite mode is engaged, the system disregards SPD LIM and SPD CSTR
no matter what lateral mode is engaged.
3. The managed speed/Mach target may be set below maneuvering speed but
as long as the speed target is managed, the FMGS limits the aircraft to the
maneuvering speed of the current slats/flaps configuration (VAPP, F, S, Green
Dot).
4. If the managed speed/Mach target is set above VMAX (VFE, VMO, MMO), the
FMGS automatically limits the speed to VMAX.
5. If a SPD/MACH constraint has already been taken into account, it remains applied
(until a more restrictive constraint applies).
MINI GROUND SPEED
In approach phase, the managed speed target is the Mini Ground Speed target computed by the
Flight Guidance (FG) part of the FMGS. Refer to DSC-22_30-90 General for details.
SELECTED SPEED/MACH TARGET
To use a selected speed/Mach target, the flight crew uses the knob on the FCU to set the target
speed, which is then displayed in the FCU window. It is also displayed in blue on the PFD speed
scale.
Note: The selected speed/Mach target may be set beyond VLS or VMAX, but when autothrust is
active, the guidance limits the speed to VLS or VMAX.
Selected speed has priority over managed speed. The only automatic change-over from selected to
managed speed target may occur at go-around mode engagement.
In flight, if the situation calls for managed speed, both the PFD and the MCDU display a message
proposing a manual change to managed speed (for example, SET MANAGED SPEED, SET HOLD
SPEED, or SET GREEN DOT SPEED).
ENGAGEMENT CONDITIONS
The aircraft has a selected speed target under any one of the following conditions:
‐ The flight crew pulls out the SPD/MACH knob (5 s after lift-off)
‐ Both AP/FDs are OFF (except in APPR phase)
‐ The FM speed target is lost (except in SRS, G/S, LAND, and GO AROUND modes)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-40 P 2/4
FCOM ← B to C → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW SPEED/MACH CONTROL
OPERATING MANUAL
‐ The MCDU has a preselected speed for the next phase, and the aircraft transitions into that
phase
‐ The FMGC is powered up in flight.
DISENGAGEMENT CONDITIONS
The selected speed target disengages:
‐ When the managed SPD engages
‐ When the aircraft is on ground at engine start.
Note: With engines running, the flight crew can select a speed on the FCU only after takeoff.
AUTO SPD
The flight crew may insert the AUTO SPD (speed or Mach) on the PERF DES page to replace the
ECON DES SPD.
In this case, the managed speed profile takes into account the selected value. The top of descent
and the descent path are computed on AUTO SPD assumption.
SPEED/MACH SWITCHING
In managed speed, at the crossover altitude, the FMGC automatically changes the managed speed
target to the corresponding MACH target. The FCU displays the Mach number corresponding to the
speed at the switching altitude.
Note: When the speed is selected, the flight crew has to perform the switching manually by
pressing the SPD/MACH pb on the FCU. The FCU then displays the aircraft Mach number.
When the target speed is managed, the FMGC commands the switchover automatically as a function
of the ECON MACH value.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-40 P 3/4
FCOM ← C to E 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW SPEED/MACH CONTROL
OPERATING MANUAL
MANAGED SPEED TARGET MEMORIZATION
A dual FM failure has different consequences when it occurs in different phases of the flight.
The system handles target speed and SPD mode as follows:
‐ During approach with LOC and G/S engaged and radio height < 700 ft, the target speed is set to
VAPP as previously memorized, and managed SPD target is maintained.
‐ At go-around, the target speed becomes the memorized go-around speed, which is the higher of
VAPP or the speed when go-around was initiated. Managed SPD target is maintained.
‐ In all other cases, managed target speed reverts to selected, the value being the speed at the
moment of the failure.
SPEED/MACH FCU WINDOW SYNCHRONIZATION
When the target SPD is managed, the SPD/MACH display of the FCU shows dashes.
However, the window displays the target SPD or MACH in the following situations:
‐ The flight crew turns the SPD/MACH knob.
If the flight crew does not pull the knob within 10 s after turning it, the selection reverts to dashes.
‐ The flight crew manually engages a selected SPD target.
‐ If the flight crew has manually preselected a speed or Mach number for the next phase on the
MCDU PERF page, that preselected SPD/MACH engages when the aircraft enters that phase and
the FCU window then displays as the target the preselected speed or Mach.
‐ If the FMGS is powered up in flight, the synchronized speed/Mach value is the current aircraft
speed or Mach number.
‐ If no V2 is entered at takeoff, the V/S mode engages 5 s after lift-off (no speed reference system).
The FCU speed target is the speed at V/S mode engagement. (A/THR becomes active when the
thrust levers are set in the active range).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-40 P 4/4
FCOM F to G 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD MODES GENERAL
OPERATING MANUAL
AP/FD MODES GENERAL
The FMGS has guidance parameters for both AP/FD lateral and vertical modes.
The AP/FD lateral modes are:
RWY, RWY TRK Runway, Runway track mode
NAV Nav mode
HDG, TRK Heading, track mode. Also called basic modes
APP NAV Approach Nav mode
LOC*, LOC Loc capture, Loc track mode
LAND Land mode. Managed submode that includes LOC and G/S modes below
400 ft RA
FINAL APP Final approach mode. Managed submode that includes APP NAV and FINAL
modes during non precision approach
ROLL OUT Roll out mode (Autoland)
GA TRK Go-around track mode
The AP/FD vertical modes are:
SRS SRS mode used for takeoff and go-around
CLB Climb mode
DES Descent mode
OP CLB Open Climb mode
OP DES Open Descent mode
EXP CLB Expedite mode in climb
EXP DES Expedite mode in descent
V/S or FPA Vertical Speed mode or Flight Path Angle mode. Also called basic modes
ALT* Altitude capture
ALT Altitude Hold mode
ALT CST* Altitude constraint capture
ALT CST Altitude constraint hold mode
ALT CRZ Altitude hold of the cruise flight level
G/S* Glide slope capture
G/S Glide slope mode
FINAL Final mode (Non precision approach)
FLARE Flare mode (Autoland)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-50 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD MODES GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-50 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD LATERAL MODES
OPERATING MANUAL
HEADING OR TRACK: HDG - TRK
These modes guide the aircraft laterally along a heading or track selected by the flight crew. The
HDG/TRK window of the FCU displays the target heading or track. The flight crew uses the HDG
V/S -TRK FPA pb to select heading or track.
ENGAGEMENT CONDITIONS
HDG or TRK is engaged when one of the following conditions is met:
‐ The flight crew pulls out the HDG/TRK knob (not sooner than 5 s after lift-off)
‐ NAV is disengaged, either by the loss of the lateral flight plan or by the flight crew entering a
flight plan discontinuity
‐ FINAL mode (armed or engaged) is lost when the FMS profile validity is lost (e.g. overflying the
MAP)
‐ LOC or LOC* mode is lost
‐ The flight crew engages the AP/FD with no other mode already engaged (basic mode of AP/FD
engagement)
‐ The flight crew presses the LOC pb, when APP NAV or FINAL APP modes are already engaged
HDG engages if the flight crew initiates a go-around below 100 ft and HDG or TRK was already
engaged. When the aircraft is at 100 ft or above, HDG or TRK are no longer engaged.
DISENGAGEMENT CONDITIONS
The engagement of any other lateral mode disengages HDG or TRK.
SYNCHRONIZING THE HDG/TRK WINDOW OF THE FCU
The lateral window of the FCU displays a heading or a track value when:
‐ The HDG/TRK mode is engaged. The displayed value is the current HDG/TRK or the manually
selected value of the target
‐ The flight crew turns the HDG/TRK knob. The value in the window first synchronizes with the
current HDG/TRK, then displays the manual selection. It remains displayed for 10 s or 45 s
depending upon FCU standard, then vanishes if the flight crew does not pull the knob (except in
HDG preset)
‐ A HDG/TRK is preset (Refer to DSC-22_30-60 HDG/TRK Preset)
‐ AP/FD is lost. The value becomes that of the aircraft current heading or track.
Note: If HDG is switched to TRK (or vice versa), the value displayed in the window switches
from heading to track (or vice versa).
HDG/TRK PRESET
The system has a HDG/TRK preset function for takeoff and go-around.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-60 P 1/6
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD LATERAL MODES
OPERATING MANUAL
If the flight crew chooses not to fly the flight plan after takeoff or go-around, they may preset a HDG
or a TRK on the FCU by turning the HDG/TRK knob. The value they set remains displayed in the
FCU HDG/TRK window until they pull the knob.
OPERATION AT TAKEOFF
HDG/TRK preset is available before takeoff and up to 30 ft RA. Turning the HDG/TRK knob before
30 ft sets the desired HDG/TRK. As a consequence:
‐ NAV is disarmed
‐ At 30 ft, RWY TRK is annunciated until the HDG/TRK knob is pulled.
OPERATION AT GO-AROUND
Whenever the LOC*, LOC, LAND, FINAL APP, or GA modes are engaged, the HDG preset is
available. If the flight crew rotates the HDG/TRK knob to set the value, it will remain displayed in
the window. Pull out the HDG/TRK knob to activate the mode and turn the aircraft to the preset
value.
When overflying the MAP, HDG/TRK will synchronize with the current value. The HDG/TRK preset
function is no longer available.
CANCELLATION
The flight crew can cancel a preset HDG/TRK by:
‐ Engaging the NAV mode using the DIR TO
‐ Pushing in the HDG/TRK knob (arming NAV mode)
‐ Disengaging AP/FD.
NAVIGATION (NAV)
NAV mode is a managed mode that steers the aircraft laterally along the flight plan defined in the
FMGS. It is designed to have a zero cross-track error. The flight crew can arm or engage the NAV
mode if the MCDU contains a lateral flight plan.
ARMING CONDITIONS
Satisfying one of the following conditions arms NAV:
‐ The aircraft is on ground with no HDG/TRK preset and no other lateral mode except runway
mode
‐ The flight crew pushes in the HDG/TRK knob, unless the LOC mode is engaged
‐ The flight crew presses the APPR pb, if a non-ILS approach is selected
‐ A go-around is initiated, unless HDG/TRK is already preset.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-60 P 2/6
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD LATERAL MODES
OPERATING MANUAL
DISARMING CONDITIONS
NAV mode disarms if one of the following occurs:
‐ The flight crew pulls out the HDG/TRK knob
‐ The flight crew selects a preset HDG/TRK (TO or GA)
‐ The flight crew arms the LOC mode by pressing the LOC pb
‐ LAND mode has engaged
‐ The flight crew presses the APPR pb, if an XLS approach is selected.
ENGAGEMENT CONDITIONS
NAV mode engages:
‐ Automatically at 30 ft RA after takeoff (if armed on the ground)
‐ When the flight crew orders “DIR TO" (except below 700 ft RA in LOC mode)
‐ When the flight crew pushes in the HDG/TRK knob when the aircraft is close to (within ∼1 nm
of) the active flight plan leg
‐ Automatically in flight when NAV is armed and the aircraft reaches the capture zone for the
active flight plan leg
‐ Automatically during a go-around, when the aircraft is above 100 ft RA, and within the capture
zone for the active flight plan leg, unless a HDG/TRK was preset.
Note: During a go-around, when the approach was previously flown in NAV, APP NAV or
FINAL APP modes, the NAV mode remains engaged, unless a HDG/TRK was preset.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-60 P 3/6
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD LATERAL MODES
OPERATING MANUAL
CAUTION When NAV is armed, it will automatically engage if:
‐ The aircraft track line intercepts the flight plan before the TO waypoint, and
‐ The intercept waypoint (INTCPT) is displayed on the ND, and
‐ The aircraft reaches the active flight plan leg.
Note: The TO waypoint is displayed in white on NDs and MCDUs.
DISENGAGEMENT CONDITIONS
The NAV mode disengages when:
‐ Any other lateral mode is engaged
‐ The flight plan is lost or the aircraft enters a flight plan discontinuity.
INTERACTIONS WITH VERTICAL MODES
When NAV mode is engaged, the vertical managed modes CLB or DES or FINAL take into
account altitude and speed constraints linked to waypoints on the lateral flight plan. If NAV mode
is disengaged, the vertical managed modes are not available and all downpath altitude and speed
constraints are ignored.
LOCALIZER MODE THROUGH THE LOC PUSHBUTTON
This mode captures and tracks a localizer beam independently of the glide path beam. Flight crew
use it to fly localizer-only approaches or to initiate an ILS approach when intercepting the glide slope
from above.
ARMING CONDITIONS
The flight crew arms the LOC mode by pressing the LOC pb, provided that:
‐ An ILS is tuned (frequency and runway course)
‐ The aircraft is above 400 ft RA
‐ TO or GA mode is not engaged.
DISARMING CONDITIONS
LOC mode is disarmed by:
‐ Pressing the LOC pb when LOC is armed
‐ Arming the NAV mode
‐ Engaging the GA mode.
Note: Engaging NAV mode by selecting DIR TO does not disarm the LOC mode.
ENGAGEMENT CONDITIONS
The LOC mode engages automatically when capture conditions are met.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-60 P 4/6
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD LATERAL MODES
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
The LOC mode disengages:
‐ When another lateral mode is engaged
‐ When the flight crew presses the LOC pb again (engaging the HDG/TRK mode on the current
HDG/TRK).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-60 P 5/6
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD LATERAL MODES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-60 P 6/6
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - PRINCIPLES
OPERATING MANUAL
GENERAL
Vertical modes guide the aircraft in the vertical plan.
PRINCIPLES
To leave an FCU selected altitude for another target altitude, the flight crew must turn the Altitude
(ALT) knob in order to display the new target altitude and either:
‐ Pull out the ALT knob to engage the OPEN CLB/DES mode, or
‐ Push in the ALT knob to engage the CLB/DES mode, or
‐ Select a target vertical speed (V/S) and pull out the V/S or FPA knob to engage V/S mode, or
‐ Select EXPEDITE .
This arms ALT mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-10 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - PRINCIPLES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - CLIMB MODE
OPERATING MANUAL
GENERAL
CLB mode guides the aircraft in a managed climb, at either a managed or a selected target speed, to
an FCU selected altitude, taking into account altitude constraints at waypoints.
The system also considers speed constraints if the target speed is managed. The vertical flight path
may include several segments:
The flight crew can arm the CLB mode during the takeoff, go-around, climb, and cruise phases and
engage it during the climb and cruise phases.
ARMING CONDITIONS
The CLB mode is armed:
‐ On ground or when SRS mode is engaged (TO or GA) if the following conditions are met:
• No other vertical mode is engaged
• The ACCEL ALT (defined on the PERF TO or GA MCDU pages) is below the FCU selected
altitude and the lowest altitude constraint.
‐ In flight, when the climb or go-around phase is active, and the following conditions are met:
• The lateral NAV mode is engaged
• The FCU selected altitude is above the aircraft’s present altitude and the aircraft captures or
flies an altitude constraint.
DISARMING CONDITIONS
The CLB mode is disarmed, if one of the following conditions is met:
‐ Another vertical mode is engaged
‐ The FCU selected altitude is lower than the present aircraft level
‐ The FCU selected altitude is set at the altitude constraint while ALT* or ALT magenta mode is
engaged
‐ The aircraft transitions to DES or APPR phase
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-20 P 1/4
FCOM A to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - CLIMB MODE
OPERATING MANUAL
‐ Arming requirements are no longer met
‐ Vertical flight path validity is lost, or NAV mode is lost while ALT* or ALT magenta mode is
engaged.
ENGAGEMENT CONDITIONS
The CLB mode can be engaged, if the following conditions are all met:
‐ The aircraft has been in flight for more than 5 s
‐ The selected FCU level is above the present aircraft level
‐ The descent, approach, or go-around phase is not active
‐ NAV mode is engaged
‐ Glideslope (G/S) mode is not engaged.
CLB mode automatically engages when the aircraft reaches ACC ALT, or sequences a waypoint with
an altitude constraint while the CLB mode is armed.
CLB mode manually engages when the flight crew pushes in the ALT knob, with the CLB mode not
armed and the current altitude is not an effective altitude constraint of the flight plan.
Note: When CLB mode is engaged:
‐ The V/S (FPA) window of the FCU shows dashes
‐ The managed LVL/CH dot on the FCU lights up
‐ The Flight Mode Annunciator displays “CLB” in Column 2.
DISENGAGEMENT CONDITIONS
The CLB mode disengages, if one of the following conditions is met:
‐ NAV mode is lost or disengaged (OP CLB engages). In this case, the reversion to OP CLB is
accompanied by a triple click aural warning
‐ Another vertical mode engages
‐ The flight crew selects an altitude on the FCU that is lower than the present aircraft altitude.
V/S (FPA) engages on the current V/S (FPA).
GUIDANCE
Climb mode gives the aircraft managed vertical guidance to the FCU selected altitude. It meets
altitude constraints at waypoints either with managed speed incorporating speed constraints or with
selected speed as target speed. The AP/FD pitch controls the speed or Mach number target and the
A/THR is in thrust mode (CLB) corresponding to maximum climb thrust. The flight path may include
several segments.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-20 P 2/4
FCOM ← C to F → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - CLIMB MODE
OPERATING MANUAL
‐ When CLB mode is engaged, the system arms ALT and displays the applicable target altitude on
the ALT scale.
• If the next predicted level-off is an ALT CSTR, ALT is magenta on the FMA and the ALT CSTR
is displayed in magenta on the altitude scale
• If the next predicted level-off is the FCU altitude, ALT is blue on the FMA and the FCU selected
altitude is displayed in blue on the altitude scale.
Note: The system takes into account all constraints defined by the database or manually
entered by the flight crew. Nevertheless this mode has the following particularity: When
the aircraft is in CLB mode and the system predicts that it will miss an altitude constraint,
it will not modify the target speed in an attempt to meet it. In this case, the flight crew
may select an appropriate speed in order to meet the ALT CSTR.
‐ The guidance does not modify the target speed in order to satisfy an altitude constraint. Therefore
the constraint may not be met and may be predicted as missed
‐ When the aircraft levels off at the ALT CSTR, CLB mode arms automatically, then engages when
the aircraft passes the constrained waypoint (if the FCU altitude is above the constraint altitude).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-20 P 3/4
FCOM ←F 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - CLIMB MODE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-20 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - OPEN CLIMB MODE
OPERATING MANUAL
GENERAL
The OPEN CLB mode is a selected mode. It uses the AP/FD pitch mode to maintain a SPD/MACH
(selected or managed) while the autothrust (if active) maintains maximum climb thrust.
ENGAGEMENT CONDITIONS
The OPEN CLB mode can only be engaged, if all of the following conditions are met:
‐ The aircraft is in flight for more than 5 s
‐ The LAND mode is not engaged
‐ The FCU selected altitude is higher than the aircraft’s present altitude.
The OPEN CLB mode is engaged, if one of the following conditions occurs:
‐ The flight crew pulls out the ALT knob
‐ The flight crew pulls out the SPD/MACH knob, when TOGA mode or EXPED CLB is engaged
‐ Acceleration altitude is reached, with CLB armed, and NAV mode not engaged
‐ Guidance reverts to ensure speed protection
‐ NAV mode is lost (or disengaged), when previously in CLB mode. Reversion to OPEN CLB is
accompanied by a triple click aural warning (Refer to DSC-22_30-75 General).
Note: When OPEN CLB is engaged:
‐ The FMA displays "OP CLB"
‐ The managed LVL/CH dot on the FCU goes out.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-30 P 1/4
FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - OPEN CLIMB MODE
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
The OPEN CLB mode is disengaged by one of the following conditions:
‐ Engagement of any other vertical mode
‐ Reversion to V/S mode (Refer to DSC-22_30-75 General)
‐ Selection of a lower altitude than the current aircraft altitude. V/S (FPA) engages on the current
V/S (FPA).
GUIDANCE
When OPEN CLB is engaged, the target speed/Mach is maintained by adjusting the pitch with the
elevator, whereas thrust is maintained either by the A/THR, or manually by the flight crew. Speed
target may either be selected or managed.
The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-30 P 2/4
FCOM C to D → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - OPEN CLIMB MODE
OPERATING MANUAL
OPEN CLB MODES, MANAGED SPEED
Note: If the change is less than 1 200 ft in OPEN CLB mode, the aircraft responds with a rate
of climb of 1 000 ft/min.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-30 P 3/4
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - OPEN CLIMB MODE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-30 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
GENERAL
The DES mode guides the aircraft along the descent path computed by the FMGS. The system
computes this flight path backwards from the deceleration point up to the top of descent (T/D), with
respect to the speed and altitude constraints at the deceleration point, the guidance begins the
deceleration to VAPP, to be reached at 1 000 ft above touchdown on the final descent path.
Internally, the computer divides the descent path into various segments, depending on the relative
positions of the constraints. It starts at top of descent (T/D) by setting up an “idle” segment that
takes the aircraft down to the first constraint, and follows this with “geometric” segments between
constraints.
The descent profile takes into account wind data and data from the lateral and vertical flight plans,
and it is based upon the managed descent speed profile. It does not take holding patterns into
consideration.
The descent profile has several segments:
‐ A repressurization segment. When necessary, this produces a repressurization rate for the cabin
during descent. It is a function of the destination airport altitude and the selected cabin rate
(defaulted to -350 ft/min but this can be modified)
‐ Idle path segment. The AP/FD controls the speed and the autothrust stays at idle thrust. The
guidance computes this profile from the top of descent or the end of the repressurization segment
to the first vertical constraint that cannot be flown at idle thrust
‐ Geometric path segments. The AP/FD controls the vertical path, and autothrust controls the
speed. These segments take the aircraft from the first constraint to the deceleration point.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 1/12
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
The descent mode is a managed mode that may be engaged during cruise. It can be armed or
engaged in descent and approach phases (except if the FCU selected altitude is higher than the
present aircraft altitude).
ARMING CONDITIONS
The DES mode is armed when an ALT CSTR is captured and all the following conditions are met:
‐ FCU selected altitude is lower than present altitude
‐ NAV, LOC* or LOC mode is engaged
‐ Takeoff or go-around phase is not active
‐ Flight profile is available.
DISARMING CONDITIONS
The DES mode is disarmed if one of the following conditions is met:
‐ Engagement of another vertical mode
‐ FCU selected altitude is set above the aircraft current altitude
‐ Loss of NAV, LOC*, or LOC mode
‐ Switching to the go-around phase
‐ Loss of vertical flight path validity
‐ Setting the FCU selected altitude at an altitude constraint while ALT* magenta was engaged.
(ALT* green engages and DES mode disarms).
ENGAGEMENT CONDITIONS
The DES mode can be engaged, when the following conditions are met:
‐ The FCU selected altitude is lower than present altitude
‐ NAV, LOC*, or LOC mode is engaged
‐ Takeoff, climb, or go-around phase is not active
‐ Vertical flight path is valid
‐ TO, G/S, LAND, FINAL or GA mode is not engaged, and:
• The aircraft sequences a waypoint with an ALT CSTR, and DES mode is armed. The DES
mode engages automatically, or
• The flight crew presses the ALT knob, while ALT* or ALT magenta is not engaged, or
• The flight crew presses the ALT knob, while ALT* or ALT is engaged, but the current altitude is
not an effective altitude constraint of the F-PLN.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 2/12
FCOM ← A to D → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
Note: When DES mode is engaged:
‐ The V/S - FPA window of the FCU shows dashes
‐ The managed LVL/CH dot on the FCU lights up.
DISENGAGEMENT CONDITIONS
The DES mode is disengaged, if one of the following conditions is met:
‐ The NAV mode is lost or disengaged and the V/S or FPA mode engages. A triple click aural
warning will sound
‐ Another vertical mode engages
‐ The flight crew selects an altitude on the FCU that is higher than the aircraft present altitude and
the V/S (FPA) engages on current V/S (FPA). Same triple click logic, as for the OP DES case
‐ NAV mode is lost due to a discontinuity in the descent profile. AP/FD reverts to basic mode, and a
triple click aural warning sounds. The vertical mode is boxed in white for 10 s.
Refer to DSC-22_30-75 General.
REPRESSURIZATION SEGMENT
The top of descent (T/D) may be updated if the flight crew modifies the cabin rate of descent (default
rate is -350 ft/min).
If the flight crew enters a lower cabin rate, the system computes a repressurization segment that
takes into account the additional time needed for repressurization.
DESCENT SPEED PROFILE
The descent speed profile is usually the ECON SPD profile, amended by any speed constraints and
speed limit contained in the flight plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 3/12
FCOM ← D to G → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
Before the descent phase is active, if flight crew does not intend to fly the ECON speed/Mach profile,
a different speed or Mach can be entered to amend the speed profile.
It is obtained by entering a Mach number and/or a speed in the MANAGED field of the PERF DES
MCDU page (3L key).
If the flight crew reverts to the SELECTED speed/MACH mode during descent, the profile is not
modified and the aircraft flies the same profile at the FCU selected speed/MACH value.
Basic managed SPD/MACH profile in DES mode is:
‐ ECON MACH, or SELECTED Mach
‐ ECON SPD, or SELECTED Speed
‐ SPD CSTR (if any)
‐ SPD LIMIT
‐ Green Dot/S/F/VAPP
‐ VAPP TARGET.
GUIDANCE IN DES MODE
DESCENT INITIATION
The aircraft will not start its descent automatically when reaching the top of descent (T/D). In order
to initiate the descent, the flight crew sets the clearance altitude by turning the ALT knob then
pushes the ALT knob.
The aircraft will descend immediately:
‐ If the top of descent is not reached, the aircraft descends at a constant V/S converging on the
descent path
‐ If the aircraft is at or beyond the T/D, it descends at idle thrust.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 4/12
FCOM ← G to H → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
DURING THE DESCENT
The flight crew will see a vertical deviation symbol (VDEV) along the ALT scale on the PFD and a
VDEV value on the PROG page, so that the aircraft’s vertical position can be monitored versus the
calculated descent profile.
The aircraft may deviate from the DES profile while DES mode is engaged if:
‐ Unexpected wind conditions are encountered
‐ Anti-icing is turned on
‐ The lateral flight plan is changed.
When the speed is managed, a target speed range displayed on the PFD defines acceptable
speed variations around the nominal descent speed target.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 5/12
FCOM ←H→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
FMA DISPLAY
When DES mode is engaged, the system arms ALT and displays the applicable target altitude on
the PFD altitude scale.
‐ If the next predicted level-off is an altitude constraint, ALT is magenta on the FMA second line
and the PFD displays the altitude constraint magenta above the altitude scale.
When the aircraft flies at the altitude constraint (ALT CSTR), the system arms DES blue.
When the aircraft meets the constraint, DES engages again automatically.
‐ If the next predicted level-off is the FCU altitude, ALT is blue on the FMA and the PFD displays
the FCU selected altitude in blue.
DES MODE PROFILE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 6/12
FCOM ← H to I → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
GENERAL
INTERCEPT POINT
Associated with the VDEV displayed on PFD, the ND shows an intercept point ( ) on the flight
plan. It indicates the position where the system predicts that the aircraft will intercept the descent
profile.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 7/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
AIRCRAFT ABOVE THE DESCENT PROFILE
If the aircraft is above the descent profile, the speed will increase toward the upper limit of the
managed speed range. If the speed reaches the upper limit, the aircraft will maintain the speed but
will deviate from the profile (autothrust at idle).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 8/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
The navigation display presents a pseudo waypoint (intercept point) along the flight plan that
assumes the aircraft will return to the profile using:
‐ Idle thrust
‐ 1/2 speedbrake extension
‐ ECON speed plus a margin (until intercepting the profile).
If necessary, the message “AIRBRAKES” (old FMGC standard) or “MORE DRAG” comes up on
the PFD and the MCDU, and remains there as long as more drag (speedbrakes) is still required.
The flight crew should respond to this message by deploying half speedbrakes.
Whenever the intercept point is predicted to be close to a constrained waypoint, the PFD and
MCDU display an “AIRBRAKES” or “MORE DRAG” message depending upon the FMGS
standard.
Note: With DES mode engaged, the speedbrakes extension will not necessarily increase the
descent rate. It increases only if the aircraft is above path.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 9/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
AIRCRAFT BELOW THE DESCENT PROFILE
If the aircraft is below the descent profile, its speed will be maintained at target speed until it
reaches the descent profile. The lower margin becomes effective when the aircraft is on the
descent profile but has to loose speed in order to stay on it.
The intercept point on the navigation display is based on the following assumptions:
If the aircraft is flying at an altitude that is higher than both the descent speed limit
altitude and the destination elevation +5 000 ft:
The FMGS maintains the V/S at -1 000 ft/min and the target speed, until the aircraft reaches
the altitude constraint, or intercepts the descent profile.
If the aircraft is flying at an altitude that is lower than either the descent speed limit
altitude, or the destination elevation +5 000 ft:
The FMGS maintains the V/S at -500 ft/min and the target speed, until the aircraft reaches the
altitude constraint or intercepts the descent profile.
LEVELING OFF AT A CONSTRAINT
If the aircraft levels off at an ALT CSTR, the DES mode arms and remains armed until the
aircraft passes the constraint, then reengages (if the FCU altitude is set below the altitude of the
constraint).
If the FCU selected altitude is that of a constraint, the flight crew may continue the descent below
that altitude by turning the ALT knob and pushing it in. This arms the DES mode, which reengages
when the aircraft passes the constraint waypoint.
GUIDANCE IN A HOLD
Just before the aircraft enters a holding pattern, the speed target becomes the holding speed.
In the holding pattern, the DES mode commands V/S = -1 000 ft/min while A/THR maintains the
holding speed. The aircraft will level off at the next altitude constraint if it is reached during the
hold.
The current vertical deviation VDEV is based on the altitude at which the aircraft is supposed to
cross the exit fix in order to be properly positioned on the descent profile.
Until the flight crew exits the hold, the FMGS in DES mode will maintain V/S = -1 000 ft/min
considering downpath vertical constraint. This means that the aircraft will not descent below the
next altitude constraint, neither the FCU selected altitude. If the aircraft reaches the next altitude
constraint it will level off and ALT CST mode will engage.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 10/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
TOO STEEP PATH
A descent segment is called “too steep path” when FM predicts that the descent segment between
two constraint waypoints is impossible to fly at the planned descent speed with half speedbrakes
extended.
When this occurs, the MCDU displays no predictions between the upper and the lower points of
the too steep path. Relevant message “TOO STEEP PATH” is displayed on MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 11/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - DESCENT MODE
OPERATING MANUAL
When the aircraft reaches the beginning of the too steep path segment, the FM recomputes the
VDEV using an idle segment from the end of the too steep path segment.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-50 P 12/12
FCOM ←I 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - OPEN DESCENT MODE
OPERATING MANUAL
GENERAL
The OPEN DES mode is a selected mode. It maintains a SPD/MACH (selected or managed) with the
AP/FD pitch mode while autothrust (if active) maintains IDLE thrust.
It is not to be used for final approach.
ENGAGEMENT CONDITIONS
The OPEN DES mode can be engaged only if the following conditions are met:
‐ The aircraft has been in flight for more than 5 s
‐ LAND mode is not engaged
‐ The FCU selected altitude is lower than present altitude.
The OPEN DES mode is engaged by one of the following:
‐ Pulling out the ALT knob
‐ Selecting a manual speed when EXP mode is engaged.
Note: When OP DES is engaged:
‐ The FMA displays “OP DES”
‐ The managed LVL/CH dot on the FCU goes out
‐ The system arms the ALT mode.
DISENGAGEMENT CONDITIONS
The OPEN DES mode is disengaged by one of the following conditions:
‐ Manual engagement of another vertical mode
‐ Selection of an altitude higher than present altitude. V/S (FPA) engages on current V/S (FPA).
The vertical mode is boxed white. If within 5 s after the reversion to V/S, the flight crew does not
confirm the altitude target change by another expected action, a triple click aural warning sounds,
and the V/S (FPA) is boxed white and flashes for 10 s.
GUIDANCE
When OPEN DES is engaged, pitch control maintains the target speed/Mach number, and autothrust
maintains idle thrust (or the flight crew maintains it manually). The speed target may be either
selected or managed.
The OPEN DES mode disregards all altitude constraints.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-60 P 1/2
FCOM A to D → 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - OPEN DESCENT MODE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-60 P 2/2
FCOM ←D 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - ALTITUDE ACQUIRE MODE
OPERATING MANUAL
GENERAL
ALT* (green) mode guides the aircraft to acquire the FCU selected altitude.
ALT* (magenta) guides the aircraft to acquire an altitude constraint provided by Flight Management.
Once the aircraft has reached the altitude, the altitude mode (ALT green or magenta) engages.
ENGAGEMENT CONDITIONS
The mode engages when the aircraft reaches the altitude capture zone, defined by the aircraft
vertical speed (among other parameters).
Note: ALT* cannot be engaged below 400 ft, if either the takeoff or the go-around mode is
engaged.
DISENGAGEMENT CONDITIONS
The mode is disengaged by one of the following conditions:
‐ Engagement of V/S mode on current vertical speed by turning the FCU ALT knob by more than
250 ft.
If within 5 s after reversion to V/S (FPA) the flight crew does not confirm the altitude target change
by:
• Pulling the ALT knob, or
• Setting a new V/S (FPA) target,
then, a triple click aural warning sounds, and the V/S (FPA) is boxed white for additional 10 s.
‐ Engagement of another vertical mode provided the FCU altitude has been changed by more than
250 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-65 P 1/2
FCOM A to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - ALTITUDE ACQUIRE MODE
OPERATING MANUAL
GUIDANCE
The ALT* mode has internal V/S guidance that is a direct function of the difference between present
altitude and the altitude target.
The system switches automatically to ALT (altitude hold) when the altitude deviation becomes less
than 20 ft.
ALT* mode has internal protections that decreases the vertical speed when VLS or VMAX is reached
(VLS or VMAX becomes the priority target).
Note: ‐ If the baro setting is changed during ALT* mode, this may lead to an FCU target
overshoot due to the change of the current value of the altitude. However ALT* mode will
allow the FCU altitude to be regained.
‐ For aircraft equipped with QFE option, a switching from STD to QFE (or vice versa) in
ALT CST* mode, will change the target value and a reversion to V/S may occur if the
target value is modified of 250 ft or more.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-65 P 2/2
FCOM ← C to D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - ALTITUDE HOLD MODE
OPERATING MANUAL
GENERAL
The ALT mode maintains a target altitude. This target altitude is either the FCU selected altitude or
an altitude constraint delivered by Flight Management.
ARMING CONDITIONS
The ALT mode arms automatically whenever the aircraft climbs or descends toward the target
altitude.
Note: The ALT mode arms only if the difference between the current altitude and the FCU
selected altitude is at least 250 ft.
When ALT is armed, the FMA displays the ALT message on its second line:
‐ Blue when the target altitude is the FCU selected altitude
‐ Magenta if the target altitude is an altitude constraint.
ENGAGEMENT CONDITIONS
The ALT mode is engaged automatically when the difference between present altitude and the target
altitude becomes less than 20 ft with ALT* engaged.
Note: The ALT mode is displayed on the FMA when the V/S knob is pushed in or is pulled out
with V/S-FPA target set to zero but V/S mode is still active. In other words, if V/S knob is
dialled up or down, the aircraft will climb or descend without any pulling action.
DISENGAGEMENT CONDITIONS
The ALT mode disengages when any other vertical mode engages.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-70 P 1/4
FCOM A to D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - ALTITUDE HOLD MODE
OPERATING MANUAL
GUIDANCE
‐ The altitude that ALT mode holds is the altitude it memorized when engaged. It is not affected by a
change of reference in the ALT window or by a change in the barometric correction.
‐ When ALT is engaged, the FMA displays ALT in green (FCU altitude hold) or ALT magenta if it is
an altitude constraint.
‐ If the AP is engaged while FD is already engaged in ALT mode at the FCU selected altitude, the
autopilot:
• Acquires and holds the FCU altitude if present altitude is within 250 ft of it, or
• Commands a level-off if present altitude is more than 250 ft from the FCU altitude.
SOFT ALTITUDE MODE (CRUISE)
The soft altitude mode engages when the aircraft reaches the FCU altitude set as the cruise flight
level (entered in the F-PLN or on PROG page).
The soft altitude mode corrects minor deviations from the Mach target by allowing a ±50 ft variation
from the CRZ FL. This feature improves fuel efficiency and passenger comfort and minimizes the
changes in thrust.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-70 P 2/4
FCOM E to F → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - ALTITUDE HOLD MODE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-70 P 3/4
FCOM ←F 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD VERTICAL MODES - ALTITUDE HOLD MODE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-70 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321 AP/FD VERTICAL MODES - VERTICAL SPEED
FLIGHT CREW
OPERATING MANUAL MODE - FLIGHT PATH ANGLE MODE (V/S - FPA)
GENERAL
The V/S - FPA mode is a selected mode. It acquires and holds the vertical speed or the flight path
angle displayed in the V/S - FPA window of the FCU.
The HDG V/S -TRK FPA pb on the FCU allows the flight crew to select either type of reference to be
used for guidance and for display on the PFD.
ENGAGEMENT CONDITIONS
The flight crew can engage the mode manually as follows:
‐ Pull out the V/S or FPA knob (at least 5 s after lift-off) or push it in for an immediate level off
(V/S=0)
‐ Engage the AP and/or FD if AP and FD are not engaged (basic mode of AP/FD engagement)
‐ Select a different altitude (more than 250 ft from present altitude) when in ALT* mode
‐ Select a higher altitude than present altitude when in DES, OP DES modes or EXP DES
mode
‐ Select a lower altitude than present altitude when in CLB, OP CLB modes or EXP CLB mode.
The mode engages automatically:
‐ 5 s after lift-off, if no other vertical mode is engaged
‐ Upon loss of G/S* or G/S mode
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-80 P 1/2
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321 AP/FD VERTICAL MODES - VERTICAL SPEED
FLIGHT CREW
OPERATING MANUAL MODE - FLIGHT PATH ANGLE MODE (V/S - FPA)
‐ Upon loss of FINAL mode
‐ Upon loss of LOC* or LOC mode
‐ Upon loss of NAV mode when DES mode is engaged
‐ Upon loss of vertical flight path in DES mode.
DISENGAGEMENT CONDITIONS
The flight crew can disengage the V/S mode manually by:
‐ Pulling or pushing the Altitude knob, or
‐ Pushing the EXPED pb , or
‐ Initiating a go-around.
It disengages automatically:
‐ When the aircraft reaches the FCU altitude, or
‐ Upon G/S* engagement.
GUIDANCE
The FMGC pitch mode guides the aircraft to the target V/S or FPA. The corresponding A/THR mode
is SPEED or MACH. The FMA displays V/S (FPA).
The V/S (FPA) guidance has priority over the speed guidance. If the selected target V/S or FPA is
too high (relative to the current thrust condition and speed), the FMGC will steer the aircraft to the
target V/S or FPA, but the aircraft will also accelerate or decelerate.
When the speed reaches its authorized limit, V/S or FPA automatically decreases to maintain the
minimum (or maximum) speed limit.
Note: If the flight crew sets V/S = 0 or pushes the V/S or FPA knob to level off, it automatically
sets V/S or FPA target to zero and the aircraft levels off and maintains its altitude.
ALT green is displayed on FMA but V/S mode remains internally active. If the flight crew
turns the V/S knob up or down, the aircraft climbs or descends immediately.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-70-80 P 2/2
FCOM ← B to D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
GENERAL
There are several types of mode reversions. Each one observes a specific logic that can be
described as follows.
INTERACTION BETWEEN LATERAL MODES,
VERTICAL MODES, AND MANAGED SPEED PROFILE
When NAV mode is engaged:
The FMGS guides the aircraft along the flight plan and considers the constraints attached to the
F-PLN waypoints. As a result:
‐ Managed CLB and DES modes are available
‐ The managed speed profile includes: V2 - SPD CSTR (if applicable) - SPD LIM - ECON CLB
SPD/MACH - ECON CRZ MACH - ECON DES (MANAGED SPD) - SPD/MACH - SPD CSTR
- SPD LIM - HOLD SPD - VAPP/GS MIN.
It is valid for all vertical modes, except EXPEDITE .
When NAV mode is not engaged:
The FMGS considers that the flight plan is not followed, and ignores all speed and altitude
constraints linked to the F-PLN waypoints. As a result:
‐ The managed vertical CLB and DES modes are not available
‐ The managed SPD profile disregards the speed constraints and includes: V2 - SPD LIM -
ECON CLB - ECON CRZ - ECON DES (MANAGED SPD) - SPD LIM - VAPP/GS MIN target.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 1/10
FCOM A to B → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
As a consequence, when NAV mode disengages (manual or automatic):
‐ CLB mode, when engaged, reverts to OPEN CLB. The lateral mode is boxed white for 10 s. The
vertical mode is boxed white.
If within 5 s, the disengagement of the NAV mode is not confirmed by one of the following flight
crew actions:
• FCU altitude change
• Level-off
• Selection of the V/S mode
then, a triple click aural warning sounds. In addition, a white box flashes around the vertical mode
for additional 10 s.
‐ DES mode, when engaged, reverts to V/S mode on current value.
If within 5 s, the disengagement of the NAV mode is not confirmed by one of the following flight
crew actions:
• FCU altitude change
• Level-off
• Selection of the V/S mode
then, a triple click aural warning sounds. In addition, a white box flashes around the vertical mode
for additional 10 s.
‐ Speed and altitude constraints are disregarded (but speed limit is retained).
MODE REVERSION DUE TO FCU ALTITUDE CHANGE
When an OPEN mode is engaged, the aircraft climbs or descends towards the altitude set on the
FCU. If the flight crew sets the FCU altitude to a target not compatible with the active open mode, a
mode reversion occurs and V/S (or FPA) engages on current V/S (or FPA).
This reversion applies to CLB, OP CLB, DES, OP DES, EXP DES , EXP CLB .
Example: Reversion from OP CLB to V/S:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 2/10
FCOM ← B to C → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
With ALT* engaged, the target altitude is changed by any value greater than 250 ft, V/S (or FPA)
engages on currents V/S (or FPA). Refer to DSC-22_30-75 Mode Reversions (Summary).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 3/10
FCOM ←C→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
If within 5 s after the reversion to V/S (FPA), the flight crew does not confirm the altitude target
change by:
‐ Pulling the ALT knob, or
‐ Setting a new V/S (or FPA) target, or
‐ Pushing the V/S or FPA knob on the FCU,
then, a triple click sounds, and the V/S (FPA) is boxed white for additional 10 s.
REVERSION WITH GLOBAL SPEED PROTECTION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 4/10
FCOM ← C to D → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
AUTOMATIC SPEED MODE PROTECTION IN CLIMB
FDs are engaged in an OPEN mode in climb with AP not engaged.
If FDs are engaged in CLIMB or OPEN CLIMB mode or EXP CLB and the flight crew does
not follow the FD bars to maintain the commanded climb (pitch too low and autothrust in maximum
climb thrust), the aircraft accelerates.
Both FDs disengage when VMAX+4 is reached (VMAX being VMO, VLE or VFE). If the A/THR is
active, it reverts to SPEED mode and reduces the thrust to recover the speed target.
A triple click aural warning sounds.
AUTOMATIC SPEED PROTECTION IN V/S (OR FPA) MODE IN CLIMB
When climbing with V/S mode engaged: If the selected V/S value is excessive (with regards
to thrust and speed), the FMGS maintains the V/S target, but the airspeed decreases. When
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 5/10
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
reaching VLS (or VLS-5, if the speed target is VLS), the AP temporarily abandons the V/S target,
and automatically decreases the vertical speed to maintain VLS. The same applies if FPA mode is
used with an excessive FPA target.
V/S mode remains engaged.
On the FMA, the V/S target is boxed with a flashing amber rectangle, and the V/S value pulses.
Besides, an aural triple click is generated.
Note: When flying with FD bars only (AP OFF), the FMGS adjusts the pitch bar so that VLS is
maintained. However, no triple click is generated and the V/S target display on the FMA
remains unchanged.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 6/10
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
AUTOMATIC SPEED MODE PROTECTION IN DESCENT
FDs are engaged in an OPEN mode in descent with the AP not engaged.
If the FDs are engaged in DES, or OP DES mode, or EXP DES and, if the flight crew does not
follow the FD bars to maintain the commanded pitch, the aircraft decelerates (insufficient descent
rate and idle thrust).
If the airspeed reaches VLS-2, both FDs disengage. (If speedbrakes are extended, the FDs
disengage between VLS-2 and VLS-19, depending on the position of the speedbrakes).
The A/THR, if active, reverts to SPEED mode upon FDs disengagement, and increases thrust to
recover the speed target.
A triple-click aural warning sounds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 7/10
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
AUTOMATIC SPEED PROTECTION IN V/S (OR FPA) MODE IN DESCENT
When descending with V/S mode engaged: If the selected V/S value is excessive (with regards to
thrust and speed), the FMGS maintains the V/S target, but the airspeed increases. When reaching
VMAX (VMO or VLE in clean, or VFE+4 kt), the AP temporarily abandons the V/S target, and
automatically decreases the vertical speed to maintain VMAX.
The same applies if FPA mode is used with an excessive FPA target.
V/S mode remains engaged.
On the FMA, the V/S target is boxed with a flashing amber rectangle, and the V/S values pulses.
Besides, an aural triple click is generated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 8/10
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
Note: When flying with FD bars only (AP OFF), the FMGS adjusts the pitch bar so that VMAX
is maintained. However, no triple click is generated and the V/S target display on the
FMA remains unchanged.
MODE REVERSIONS (SUMMARY)
There are only 2 types of vertical mode reversions on aircraft equipped with global speed protection.
REVERSION DUE TO A CHANGE OF THE FCU SELECTED ALTITUDE
Vertical Mode Engaged FCU Altitude Selection Change Vertical Mode Switches to
CLB - OP CLB
Below aircraft altitude
EXP CLB
DES - OP DES V/S on current V/S
Above aircraft altitude
EXP DES
ALT* ACTIVE Any change
REVERSION DUE TO THE LOSS OF NAV MODE (MANUAL OR AUTOMATIC)
CONDITIONS EVENT CONSEQUENCE
CLB engaged OP CLB engages
Loss of NAV mode
DES engaged V/S engages
SPEED PROTECTION WHEN FD ORDERS ARE NOT FOLLOWED BY THE FLIGHT CREW (AP
NOT ENGAGED)
CONDITIONS EVENT CONSEQUENCE
IAS = VLS-2 FD bars disappear.
‐ FD engaged only (no AP), and
(if speedbrakes are extended between If A/THR active, automatic
‐ OP DES or EXP DES or DES
VLS-2 and VLS-19) engagement of SPEED mode on
engaged the A/THR.
‐ A/THR active (IDLE thrust) Thrust increases to recover the
speed target.
IAS = VMAX+4 FD bars disappear.
‐ FD engaged only (no AP), and
VMAX = VFE or VLE or VMO/MMO If A/THR active, automatic
‐ OP CLB or EXP CLB or CLB
engagement of SPEED mode on
engaged the A/THR.
‐ A/THR active (CLIMB thrust) Thrust decreases to recover the
speed target.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 9/10
FCOM ← D to E → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW MODE REVERSIONS
OPERATING MANUAL
SPEED PROTECTION DUE TO EXCESSIVE V/S
CONDITIONS EVENT CONSEQUENCE
Excessive V/S or FPA selected in climb IAS = VLS (or VLS-5, if The selected V/S (or FPA) target is temporarily
target = VLS) abandoned to maintain VLS in climb or VMAX in
IAS = VMAX descent.
‐ Excessive V/S or FPA selected in
descent, and
‐ Clean configuration
IAS = VMAX
‐ Excessive V/S or FPA < 0 selected in
descent, and
‐ Configuration other than clean
ENHANCED MODE REVERSION ALERTNESS
The following sequences, or mode reversions, are highlighted by a triple click:
‐ V/S selection in ALT*
‐ SPD selection in SRS
‐ CLB (or EXP CLB ) to OP CLB, upon lateral flight crew action while climbing toward a
constraint
‐ ALT* to V/S, upon ALT target change
‐ FD disengagement in OPEN modes
‐ Alerting FMA display when V/S-(FPA) target is not held
‐ CLB to OP CLB reversion, upon profile loss
‐ Automatic FD re-engagement in basic mode
‐ DES to V/S upon flight plan loss
‐ FINAL DES to V/S, upon NAV loss
‐ Reversion to V/S when selected ALT crosses the current altitude
‐ NAV to HDG, upon NAV loss.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-75 P 10/10
FCOM ←E 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - GENERAL
OPERATING MANUAL
GENERAL
These modes are called “common” because they are related to both the lateral and the vertical axes.
The AP/FD common modes are:
‐ On takeoff: Runway/Runway track associated to SRS vertical modes
‐ In approach: ILS approach (LAND) or non-ILS approach (APP NAV FINAL)
‐ In go around: NAV or Go around track associated to SRS vertical modes.
These modes are engaged simultaneously on both axes.
COMMON MODES VERTICAL LATERAL
RWY
TAKEOFF SRS
RWY TRK
G/S* LOC*
ILS G/S LOC
APPROACH APPROACH LAND, FLARE,
MODES ROLL OUT
NON-ILS
FINAL APP NAV
APPROACH
GO AROUND GA TRK
SRS
(GA) NAV
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - TAKEOFF
OPERATING MANUAL
GENERAL
Takeoff mode combines the SRS (Speed Reference System) vertical mode with the RWY lateral
mode. Both are simultaneously engaged, but may be disengaged separately.
Takeoff mode is available:
‐ During the takeoff run and initial climb for FD bars guidance
‐ 5 s after lift-off for AP use.
SRS (SPEED REFERENCE SYSTEM)
GENERAL
The SRS mode controls pitch to steer the aircraft along a path in the vertical plan at a speed
defined by the SRS guidance law.
ENGAGEMENT CONDITIONS
The SRS mode engages automatically when the thrust levers are set to the TOGA or FLX/MCT
detent, providing:
‐ V2 has been inserted in the MCDU PERF TAKEOFF page
‐ The slats are extended
‐ The aircraft has been on ground for at least 30 s.
DISENGAGEMENT CONDITIONS
The SRS mode disengages:
‐ Automatically, at the acceleration altitude (ACC ALT), or if ALT* or ALT CST* mode engages
(above 400 ft RA)
‐ If the flight crew engages another vertical mode
‐ If the flight crew selects a speed while in SRS mode: SRS reverts to OP CLB mode, and a
triple-click aural warning is heard.
Note: In Engine Out conditions, the SRS mode does not automatically disengage at EO ACC
ALT. Refer to DSC-22_20-60-40 General.
GUIDANCE
In SRS mode, the aircraft maintains a speed target equal to V2+10 kt in normal engine
configuration. When the FMGS detects an engine failure, the speed target becomes the highest of
V2 or current speed, limited by V2+15 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-20 P 1/4
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - TAKEOFF
OPERATING MANUAL
The SRS guidance law also includes:
‐ Attitude protection to reduce aircraft nose-up effect during takeoff (18 ° or 22.5 ° maximum in
case of windshear)
‐ Flight path angle protection that ensures a minimum vertical speed of 120 ft/min
‐ A speed protection limiting the target speed to V2+15 kt.
Note: If during takeoff the flight crew inadvertently sets an altitude on the FCU below the
current altitude, the aircraft will remain in SRS mode until the flight crew takes some
other action.
RUNWAY (RWY)
GENERAL
The RUNWAY mode has two submodes:
‐ RWY mode, which gives lateral guidance orders during takeoff roll and initial climb out (up to
30 ft RA) if a LOC signal is available
‐ RWY TRK mode, which gives lateral guidance on the track the aircraft was flying at mode
engagement (at 30 ft RA).
ENGAGEMENT CONDITIONS
The RWY engagement conditions are:
‐ The conditions required for SRS mode engagement:
• V2 is inserted in the MCDU PERF TAKEOFF page
• Slats are extended
• The aircraft has been on ground for at least 30 s.
‐ The aircraft is receiving a LOC signal and LOC deviation is less than 1/2 dot
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-20 P 2/4
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - TAKEOFF
OPERATING MANUAL
‐ The aircraft heading is within 20 ° of the ILS related course
‐ The ILS course is identical to the runway heading of the origin airport as selected for the active
flight plan, if any.
The RWY TRK mode engages automatically at 30 ft (RA) if NAV mode does not engage (NAV not
armed prior to takeoff).
DISENGAGEMENT CONDITIONS
RWY mode disengages if:
‐ The LOC signal is lost below 30 ft RA or the aircraft heading and the runway heading differ by
more than 20 °.
‐ Another lateral mode is engaged.
Note: If the takeoff runway has no ILS, RWY mode is not available and the PFD does not
display the yaw bar nor "RWY" on FMA.
GUIDANCE
The RWY mode uses the LOC signal to guide the aircraft on the runway centerline while the
aircraft is on the ground. The PFD displays the FD yaw bar and the FMA displays "RWY".
The RWY TRK mode guides the aircraft on the track the aircraft was flying at mode engagement.
The FD displays the conventional guidance bar and the FMA displays “RWY TRK”.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-20 P 3/4
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - TAKEOFF
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-20 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
General
GENERAL
The aircraft can fly different types of approaches:
‐ Precision approaches: ILS, MLS
‐ Non-precision approaches: VOR/DME, VOR, NDB (if ADF ), RNAV
‐ Non-precision approaches using a Localizer only: LOC.
The flight crew uses an ARRIVAL lateral revision to insert these approaches into the flight plan:
‐ For precision approaches, the flight crew uses the APPR pb on the FCU to arm or engage the
LOC and G/S guidance modes
‐ For non-precision approaches, the flight crew uses the APPR pb on the FCU to arm or engage
the APP NAV and FINAL guidance modes, except for LOC approaches, where the flight crew only
uses the LOC pb to arm or engage the LOC mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-05 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-05 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
Precision Approach
PRECISION APPROACH MODES
GENERAL
The ILS approach mode includes the following modes:
VERTICAL MODE LATERAL MODE
G/S* (capture) LOC* (capture)
G/S (track) LOC (track)
COMMON MODES:
LAND - FLARE - ROLL OUT
The sequencing of these modes is automatic once the flight crew has pushed the APPR pb and
the conditions for engagement are met.
SELECTION
The ILS approach is selected when the APPR pb of the FCU is pressed and:
‐ An ILS approach or a runway only or no approach is inserted in the Flight Management flight
plan (ARRIVAL page), and an ILS frequency is set in on the MCDU, or
‐ Both radio management panels are set to NAV and each one has the ILS frequency and
course set in.
CHECK APPROACH SELECTION MESSAGE
If the flight crew inserts a non-ILS approach into the flight plan, and then uses the RAD NAV
page to tune an ILS manually, the MCDU displays “CHECK APPR SELECTION”. This message
is a reminder that the available APPR guidance modes are APP NAV and FINAL.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 1/8
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
APPR MODE
ARMING CONDITIONS OF LOC AND G/S MODES
The flight crew arms the ILS APPR mode (LOC and G/S in blue on the FMA) by pushing the
APPR pb on the FCU, provided that:
‐ An ILS approach is selected
‐ The aircraft is above 400 ft RA
‐ The ILS and RA are available
‐ Go-around or takeoff or final mode is not engaged
‐ ILS frequency and course are identically set on both receivers.
LOC and G/S blue are displayed on the FMA. Both modes will automatically engage when
conditions are met.
Second autopilot may be engaged.
Current landing capability is displayed on the FMA.
DISARMING CONDITIONS OF LOC AND G/S MODES
ILS APPR mode is disarmed, if the aircraft is above 400 ft and:
‐ When the flight crew presses the APPR pb, both the LOC and the G/S modes disarm.
The HDG/TRK mode engages if the LOC mode was engaged, and the V/S (FPA) mode
engages if the G/S mode was engaged
‐ When the flight crew presses the LOC pb, only the G/S mode disarms.
The V/S (FPA) mode engages, if the G/S mode was engaged
‐ When the flight crew pulls the HDG/TRK knob
‐ When the flight crew engages the go-around mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 2/8
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
ENGAGEMENT CONDITIONS OF LOC AND G/S MODES
When ILS capture conditions are fulfilled:
‐ LOC* mode engages, and
‐ G/S* mode engages. No radio altimeter validity is required with this FMGC standard for G/S
engagement. The FMA displays “LOC*”, or “G/S*”, or both, in green.
Nevertheless, the G/S* mode cannot engage, if:
‐ LOC* mode is not engaged, or
‐ The aircraft is above the glide path and its trajectory does not cross the ILS G/S beam.
When the aircraft is established on the LOC axis, the LOC mode engages.
When the aircraft is established on the G/S axis, the G/S mode engages.
The FMA displays “LOC” and “G/S” in green. The AP/FD guides the aircraft along the G/S down
to 30 ft, and along the LOC during the flare and rollout.
Note: G/S* or G/S modes may be engaged above the operating range of the radio altimeters
(8 000 ft for TRT, and 5 000 ft for Collins and Honeywell radio altimeters). The landing
capability displayed on the FMA will reflect the lack of RA validity (CAT 1) until the
radio altimeters become active.
But, if the radio altimeters fail, or if the FMGS receives no radio altimeter data, LOC,
G/S, and AP/FDs will disengage and FDs will re-engage on basic modes.
DISENGAGEMENT CONDITIONS OF LOC AND G/S MODES
If the aircraft is above 400 ft, the ILS APPR mode disengages when the flight crew:
‐ Presses the APPR pb, HDG V/S or TRK FPA engages
‐ Presses the LOC pb, the LOC mode remains engaged. The system reverts to V/S (FPA), if
G/S was engaged
‐ Pulls out the HDG/TRK knob, HDG V/S or TRK FPA engages
‐ Engages the go-around mode
‐ When the LOC or G/S signal has been lost for 7 s or more above 200 ft RA. AP/FDs
disengage and FDs reengage in basic modes (HDG V/S or TRK FPA).
DISENGAGEMENT CONDITIONS OF G/S ONLY
‐ The flight crew pulls out the V/S or FPA knob. LOC mode remains engaged, but G/S mode
disengages and V/S or FPA engages.
‐ The flight crew pushes or pulls the ALT knob. LOC mode remains engaged, and the mode
selected by the flight crew engages, as a function of the FCU selected altitude.
LOC CONVERGENCE FUNCTION
The aim of the LOC Convergence function is to help the aircraft intercept and capture the LOC
axis.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 3/8
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
The aircraft is guided with a converging track of 20 ° from the LOC axis, when all the following
conditions are met:
‐ NAV mode is engaged, and LOC mode is armed
‐ The aircraft is within 20 nm of the destination runway
‐ The difference between the aircraft track and the QFU is less than 20 °.
ENHANCED LOC CAPTURE FUNCTION
The Enhanced LOC Capture function enhances the performance of the LOC capture and helps
the aircraft to capture the LOC beam without overshoot.
Pre-Capture of the LOC Beam
The pre-capture of the LOC beam aims to begin the LOC beam capture sooner.
LOC* mode may engage when LOC mode is armed and when the aircraft reaches the LOC
pre-capture zone. The LOC pre-capture zone is a geographical zone around LOC beam
where it is possible to guide the aircraft toward the LOC beam, with the help of FMS position
data. To ensure the capture of the LOC beam, the aircraft is guided with a 15 ° convergence
angle with respect to runway QFU.
The LOC* mode engagement in the pre-capture zone is possible, when :
‐ The LOC deviation is more than 2.3 dots
‐ The FMS is in GPS PRIMARY
‐ The difference between the track and the QFU is between 25 ° and 115 °
‐ The guidance roll order is such that LOC* will capture the LOC beam without overshoot.
When the LOC deviation becomes lower than 2.3 dots, LOC* mode no longer uses the FMS
position data for guidance, but the actual LOC beam deviation to complete the capture of the
axis.
Capture of the LOC Beam
Current conditions of LOC beam capture in the capture zone remain the same. This means
that if approach conditions of the aircraft (interception angle, speed) do not need activation of
the capture assistance, the LOC beam capture will occur as usual based on LOC deviation,
aircraft track and guidance roll order conditions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 4/8
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
Note: On the PFD and on the ND, the flight crew will observe movement of the LOC
deviation toward the center of the scale, only when the LOC deviation is less than 2
dots. This occurs when the aircraft is in the capture zone.
When the ILS frequency or the ILS ident entered on the RAD NAV page differs from the ILS
of the destination runway entered in the Flight Plan :
‐ The aircraft loses the LOC capture assistance function
‐ The “RWY/LS MISMATCH” message is displayed on the scratchpad
‐ The flight crew should select HDG mode to perform the LOC capture.
Note: There is no glideslope capture assistance. The flight crew shall ensure that the
aircraft flight path intercepts the G/S beam.
LAND MODE
ENGAGEMENT CONDITIONS
LAND mode automatically engages when the LOC and G/S modes are engaged, and the
aircraft is below 400 ft RA. The FMA displays “LAND”, indicating that LOC and G/S are
locked. No action on the FCU will disengage LAND mode. FLARE and ROLL OUT modes will
successively engage.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 5/8
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
LAND mode disengages:
‐ Upon engagement of the go-around mode
‐ If the flight crew presses the APPR pb, when the aircraft has been on ground for at least 10 s
with the autopilot disconnected
‐ When both AP/FDs are disengaged.
Note: When LAND is not displayed on the FMA, at/or slightly below 400 ft, the landing
capability degrades to CAT 1 and the triple click is generated. No autoland is
authorized with CAT 1 displayed on the FMA.
FLARE MODE
Once the aircraft reaches approximately 40 ft RA (the precise value is a function of V/S):
‐ The FLARE mode engages
‐ The FMA displays “FLARE” in green.
At 30 ft RA, the AP/FD aligns the yaw axis with the runway centerline and the aircraft flares
on the pitch axis. If the autothrust is active, thrust is automatically reduced to IDLE (Refer to
DSC-22_30-90 A/THR Modes - RETARD Mode).
When both AP/FDs are disengaged, FLARE mode disengages.
After main landing gear touchdown, the autopilot (if engaged) sends a nose down order.
ALIGN SUB-MODE
ALIGN is a sub-mode of LAND mode that lines up the aircraft’s axis with the ILS course. It is not
displayed to the flight crew.
ROLL OUT MODE
At touchdown, the ROLL OUT mode engages and guides the aircraft along the runway centerline.
The FMA displays “ROLL OUT” in green, and the PFD displays the yaw bar and no FD bars.
SPEED CONTROL
The autothrust, when active, controls speed. The approach speed target (VAPP) is either managed
by the FMGS or selected by the flight crew:
‐ When managed, the speed target is computed by the FMGS and may be modified by the flight
crew through the MCDU. At 700 ft RA, the current speed target value is memorized by the
autothrust, to ensure stabilized speed guidance, even if Flight Management fails. Below 700 ft, any
new VAPP or WIND entry in the MCDU has no effect on the speed target.
‐ When selected, the autothrust always targets the speed selected on the FCU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 6/8
FCOM ← A to B 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
TYPICAL ILS APPROACH
AUTOLAND WARNING LIGHT
The following situations, when occurring below 200 ft RA with the aircraft in LAND mode, trigger the
flashing Autoland red warning and a triple click aural warning:
‐ Both APs OFF below 200 ft RA.
‐ Excessive deviation in LOC (1/4 dot above 15 ft RA) or GLIDE (1 dot above 100 ft RA). In addition,
LOC and GLIDE scales flash on the PFD.
‐ Loss of LOC signal above 15 ft, or loss of GLIDE signal above 100 ft. The FD bars flash on the
PFD. The LAND mode remains engaged.
‐ The difference between both radio altimeter indications is greater than 15 ft.
LANDING CAPABILITIES
Each FMGC computes its own automatic landing capability.
The FMA displays “CAT 1”, “CAT 2”, “CAT 3 SINGLE” or “CAT 3 DUAL” messages as soon as the
APPR pb is pushed in to arm ILS approach modes.
Refer to PRO-NOR-SRP-01-70 Initial Approach.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 7/8
FCOM C to E 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-10 P 8/8
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
Non Precision Approach
GENERAL
This mode guides the aircraft laterally and vertically down to the Minimum Descent Altitude (MDA) or
Minimum Descent Height (MDH) along the final descent profile computed by the FMGS.
This mode is used to fly a non-ILS approach (VOR, VOR/DME, NDB (if ADF ), RNAV...) as
inserted into the flight plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-20 P 1/6
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
The non-ILS approach includes the following managed modes:
‐ APP NAV mode for lateral guidance
‐ FINAL mode for vertical guidance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-20 P 2/6
FCOM ←A 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
SELECTION
A non-ILS approach (VOR, VOR/DME, NDB (if ADF ), RNAV) is selected if the active flight plan
calls for it (and it has been inserted in that flight plan).
ARMING CONDITIONS
The flight crew arms the APP NAV and FINAL modes by pressing the APPR pb on the FCU, if all of
the following conditions are met:
‐ The aircraft is above 400 ft AGL
‐ The flight plan is valid (lateral and vertical profile)
‐ The active flight plan has selected a non-ILS approach
‐ GA mode is not engaged.
The FMA displays “FINAL” and “APP NAV” in blue.
If NAV mode was already engaged, APP NAV engages immediately.
DISARMING CONDITIONS
FINAL and APP NAV modes are disarmed if the flight crew:
‐ Presses the APPR pb, or
‐ Presses the LOC pb arming the LOC mode, or
‐ Engages the GO AROUND mode.
ENGAGEMENT CONDITIONS
APP NAV and NAV modes engage under the same conditions:
If NAV mode was engaged, APP NAV engages immediately. If HDG/TRK is engaged, APP NAV
engages when the intercept conditions are met (aircraft track line must intercept the flight plan active
leg).
APP NAV will engage if the "TO" waypoint is displayed in white on the ND and MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-20 P 3/6
FCOM B to E → 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
FINAL mode engages, if:
• FINAL is armed (by pressing APPR on the FCU), and
‐ The aircraft intercepts a descending leg of the vertical flight path, or
‐ In V/S (FPA) or OPEN DES, the aircraft intercepts a level-off segment of the vertical flight
profile, with an FCU selected altitude different from this level-off segment,
• APP NAV is engaged,
• Predictions are available,
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-20 P 4/6
FCOM ←E→ 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
• APPROACH phase is active,
Note: APPROACH phase may have to be manually activated on MCDU PERF page if the
approach starts at high altitude above aerodrome level (i.e. RNAV(RNP) approaches).
• The aircraft is within the capture area of the vertical profile
‐ Laterally: ±1.5 nm from the Final Descent Point.
‐ Vertically: +150 ft above the Final Descent Point.
A blue arrow is displayed on NDs to indicate where the FINAL APP engagement conditions are met
and where the final descent will begin automatically.
If the same arrow is displayed in white, at least one engagement condition is not fulfilled, FINAL APP
will not engage and the aircraft will not descend automatically.
Definition of the Final Descent Point (also called Vertical Intersection Point "VIP" for
RNAV(RNP) approaches)
The Final Descent Point is the capture point of the final descent segment coded in the Navigation
Database. It is the latest point where FINAL APP is supposed to be engaged. For RNAV(RNP)
approaches, this point may be indicated on the chart as "VIP".
This point is defined in the Navigation Database by:
‐ A constant vertical flight path beyond this point,
‐ A coded altitude constraint that may be "at" or "at or above" (e.g. +3 000 ft). This constraint
is displayed on ND (in magenta), next to the corresponding waypoint, when the CSTR key is
selected on the EFIS Control Panel. It is also shown on the F-PLN page at this WPT.
Note: The Final Approach Fix (FAF) is the position from where the obstacle clearance is defined
relative to an Obstacle Clearance Surface (OCS). Obstacle clearance is only ensured if
the aircraft is flying on the defined vertical flight path. Before the FAF, minimum altitudes
are published with fixed Minimum Obstacle Clearance (MOC). The Final Descent Point is
the point in the procedure at or before the FAF from which a constant vertical flight path is
defined.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-20 P 5/6
FCOM ←E 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - APPROACH
OPERATING MANUAL
DISENGAGEMENT CONDITIONS
The FINAL and APP NAV modes disengage:
‐ If the flight crew pushes the APPR pb (HDG-V/S or TRK-FPA modes engage)
‐ If the flight crew pushes the LOC pb (LOC mode arms if an ILS is selected and HDG-V/S or
TRK-FPA modes engage)
‐ If the flight crew pulls out the HDG/TRK knob, the FMGS reverts to HDG-V/S or TRK-FPA basic
modes
‐ Automatically at missed Approach Point .
‐ When the GO AROUND mode engages.
Note: If the flight crew engages V/S or FPA mode, only FINAL mode disengages. APP NAV mode
remains engaged.
GUIDANCE
The FINAL mode guides the aircraft on the vertical profile down to the minimum.
The FINAL mode does the following:
‐ Displays a vertical deviation scale (± 200 ft) on the PFD and a VDEV symbol showing deviation
from descent path
‐ Anticipates leaving the altitude selected by the FCU when the aircraft reaches the Continue
Descent symbol (blue arrow on the ND)
‐ Gives precise vertical guidance on the descent and final path with an internal vertical speed
limitation to avoid excessive V/S.
If the autopilot is engaged while you are using the APP NAV/ FINAL modes, it disengages
automatically at the Missed Approach Point (MAP).
FD modes revert to HDG-V/S or TRK-FPA basic modes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-30-20 P 6/6
FCOM F to G 11 DEC 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - GO AROUND (GA)
OPERATING MANUAL
GENERAL
When the flight crew performs a go-around, the Speed Reference System (SRS) vertical guidance
mode automatically engages.
In addition:
‐ The NAV mode is automatically engaged or armed, except if HDG/TRK was preset, or
‐ The GA TRK lateral mode is automatically engaged until the HDG/TRK knob is pulled if the
HDG/TRK mode is preset.
Note: Below 100 ft , the HDG mode remains engaged with NAV mode armed if HDG/TRK was
already engaged during approach.
ENGAGEMENT CONDITIONS
Setting at least one thrust lever to the TOGA detent engages both SRS/NAV modes, if:
‐ The flaps lever is at least in position 1, and
‐ The aircraft is in flight, or
‐ The aircraft has been on ground for less than 30 s (AP disengages and can be re-engaged 5 s
after lift-off).
FD bars are automatically restored in SRS/NAV modes. If FPV/FPD was previously selected, it
reverts to FD bars.
The FMA displays “SRS” and “NAV” in green.
DISENGAGEMENT CONDITIONS
The SRS mode disengages:
‐ Automatically, at the Go-around acceleration altitude (GA ACC ALT), or if ALT* mode engages
(above 400 ft RA)
‐ If the flight crew engages another vertical mode
‐ If the flight crew selects a speed while in SRS mode: SRS reverts to OP CLB mode and a
triple-click aural warning is heard.
Note: In Engine Out conditions, the SRS mode does not automatically disengage at EO ACC
ALT. Refer to DSC-22_20-60-40 General.
GA TRK disengages when the flight crew engages another lateral mode, above 100 ft RA.
Note: In dual AP configuration, disengagement of the Go-around mode on either axis causes AP2
to disconnect.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-40 P 1/2
FCOM A to C 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AP/FD COMMON MODES - GO AROUND (GA)
OPERATING MANUAL
GUIDANCE
The SRS law maintains the current speed at Go-around engagement, or VAPP, whichever is higher.
Nevertheless, the SRS speed target is limited to VLS+25 kt, in a two-engine configuration, and
VLS+15 kt, in an engine-out configuration. When the SRS mode disengages, the target speed
becomes the smaller of green dot speed or speed constraints.
GA TRK mode guides the aircraft along the current track at Go-around initiation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-80-40 P 2/2
FCOM D 03 APR 12
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
GENERAL
The autothrust (A/THR) is a function of the FMGS, it includes two independent A/THR commands,
one per FMGC. Each one is able to control the thrust of both engines simultaneously through two
Engine Interface Units and two Electronic Engine Controls (IAE engines) or two Engine Control Units
(CFM engines). Only one FMGC controls the active A/THR, it is called the master FMGC.
Thrust is controlled:
‐ Automatically when the A/THR is active
‐ Manually by the flight crew.
The autothrust is active when the A/THR pb of the FCU is lighted green and A/THR is displayed
white in the FMA 5th column.
The position of the thrust levers determines whether A/THR is armed, active, or disconnected.
The autothrust system, when active:
‐ Maintains a specific thrust in THRUST mode
‐ Controls the aircraft speed or Mach in SPEED/MACH mode
‐ Uses ALPHA FLOOR mode to set maximum thrust when the aircraft angle of attack exceeds a
specific threshold.
The autothrust system can operate independently or with the AP/FD:
‐ When performing alone, A/THR always controls the speed
‐ If the autothrust system is working with the AP/FD, the A/THR mode and AP/FD pitch modes are
linked together. Refer to DSC-22_30-10 Interaction between AP/FD and A/THR Modes.
When autothrust is active, the FMGS commands the thrust according to the vertical mode logic, but
uses a thrust not greater than the thrust commanded by the position of the thrust lever. For example,
when the thrust levers are set at the CL (climb) detent, FG can command thrust between idle and
max climb.
The autothrust system, when armed, automatically activates if the thrust levers are moved into the
active range sector. Outside of this range, thrust levers control thrust directly.
THRUST LEVERS
The flight crew uses the thrust levers to do the following:
‐ Manually select engine thrust
‐ Arm and activate autothrust (A/THR)
‐ Engage reverse thrust
‐ Engage the takeoff and go-around modes.
When autothrust is disconnected, the thrust levers control thrust directly: each lever position
corresponds to a given thrust.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 1/12
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
Five detents divide each of the thrust lever sectors into four segments. The detents are:
TO GA : Max takeoff thrust
FLX MCT : Max continuous thrust (or FLX at takeoff)
CL : Maximum climb thrust
IDLE : Idle thrust for both forward and reverse thrust
MAX REV : Maximum reverse thrust
When the thrust levers are at the IDLE position, the flight crew can pull them up to clear the IDLE
stop and select reverse thrust. (There is no reverse detent as such).
A/THR ARMING CONDITIONS
Arming conditions of the A/THR are numerous. The following is a list of the most important ones:
‐ One FMGC operative
‐ One FAC operative
‐ Two ADIRS operative
‐ Two FADECs operative
‐ One channel of the FCU operative
‐ One LGCIU operative
‐ A/THR is not manually disabled (instinctive disconnect pb has not been pressed for more than
15 s).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 2/12
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
The flight crew arms A/THR:
‐ On ground
• By pushing the A/THR pb on the FCU when the engines are not running, or
• By setting the thrust levers at the FLX or TOGA detent when the engines are running.
‐ In flight
• By pushing the A/THR pb on the FCU while the thrust levers are out of the active range, or
• While A/THR is active (“A/THR” white on the FMA), by setting all thrust levers beyond the CL
detent or at least one lever above the MCT detent, or
• By engaging the go around mode.
When the A/THR is armed:
‐ The FCU’s A/THR pb light comes on
‐ “A/THR” is displayed in blue on the FMA.
Note: At takeoff, if the thrust levers are set back to idle, the A/THR disengages and cannot be
rearmed until the aircraft becomes airborne.
A/THR ACTIVATION
GENERAL
The A/THR is active when it controls thrust or speed. The position of the thrust lever determines
the maximum thrust that the A/THR system can command (except in α-floor condition).
The A/THR being armed, is activated:
‐ When the flight crew sets both thrust levers between the CL and IDLE detents (two engines
operative), or
‐ When the flight crew sets one thrust lever between the MCT and IDLE detents (one engine
inoperative).
The A/THR being disconnected, is activated when the flight crew pushes the A/THR pb on the
FCU while the thrust levers are within the active range, including IDLE position.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 3/12
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
Note: When the flight crew sets both thrust levers to IDLE position, the A/THR disconnects
but, if the flight crew pushes the A/THR pb of the FCU, they will simultaneously arm and
activate the autothrust. Due to the thrust levers position, IDLE thrust will be maintained.
When ALPHA FLOOR is activated, regardless of the initial status of A/THR and the position of the
thrust levers, the A/THR activates.
When A/THR is active:
‐ The A/THR pb on the FCU lights up
‐ The FMA displays A/THR mode in green in the first column and "A/THR" in white in the fifth
column.
EFFECTS OF THRUST LEVER MOVEMENT DURING A/THR ACTIVATION
While A/THR is active:
‐ When both thrust levers are set above the CL detent (both engines operative) or one thrust
lever is set above MCT (one engine operative), the A/THR reverts from active to armed.
“A/THR” turns to blue on the FMA and the thrust levers control thrust directly.
The FMA displays “THR” in green in its first column.
The thrust levers provide the flight crew with an immediate increase of thrust when both thrust
levers are pushed above the CL detent (two engines) or the active thrust lever above the MCT
detent (one engine operative).
‐ When both thrust levers are set below the CL detent (both engines operative) or one thrust lever
is set below MCT (one engine operative), "CLB" (both engines operative) or "MCT" (one engine
operative) flashes amber in the first column of the FMA.
This device reminds the flight crew that the normal operating position of the thrust levers, when
A/THR active, is the CL detent (two engines) or the MCT detent (one engine operative).
‐ When one thrust lever is in the CL detent and the other one out of detent, the “ASYM” amber
message comes up until both levers are set in the CL detent (only with both engines operative).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 4/12
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
A/THR DISCONNECTION
GENERAL
When the A/THR is disconnected, it is neither armed nor active.
The A/THR can be disconnected in two ways:
‐ Standard disconnection:
• The flight crew pushes the instinctive disconnect pb on the thrust levers, or
• The flight crew sets both thrust levers to IDLE detent.
‐ Non-standard disconnection:
• The flight crew pushes the A/THR pb on the FCU while A/THR is active/armed, or
• The system loses one of the arming conditions.
CAUTION If the flight crew pushes and holds one instinctive disconnect pb for more than
15 s, the A/THR system is disconnected for the remainder of the flight. All A/THR
functions including ALPHA FLOOR are lost, and they can be recovered only at the
next FMGC power-up (on ground).
THRUST LOCK FUNCTION
The Thrust Lock function is activated when the thrust levers are in the CL detent (or the MCT detent
with one engine out), and:
‐ The flight crew pushes the instinctive disconnect pb on the thrust levers, or
‐ The flight crew pushes the A/THR pb on the FCU, or
‐ The A/THR disconnects due to a failure.
The thrust is locked at its level prior to disconnection. Moving the thrust levers out of CL or MCT
suppresses the thrust lock and gives the flight crew manual control with the thrust levers.
When the Thrust Lock function is active, “THR LK” flashes amber on the FMA. This warning ceases
when the flight crew moves the thrust levers out of the detent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 5/12
FCOM E to F 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
A/THR DISCONNECTION CAUTION
A/THR DISCONNECTION
BY INSTINCTIVE
DISCONNECT pb
OR SETTING TWO BY OTHER MEANS
LEVERS TO IDLE
(if above 50 ft RA)
MASTER Illuminated
Illuminated
CAUTION light 3 s maximum
A/THR OFF amber message AUTO FLT A/THR
ECAM MESSAGE
CONSEQUENCE 9 s maximum OFF amber caution
AUDIO Single chime Single chime
CLR pb on ECAM
Extinguished Illuminated
CONTROL PANEL
‐ Extinguishes MASTER
MASTER Extinguishes MASTER
CAUTION light
CAUTION light ‐ Erases ECAM message
CAUTION light
‐ Extinguishes MASTER
CLR pb on ECAM CAUTION light and CLR pb
ACTION No effect
CONTROL PANEL ‐ Erases ECAM message
‐ Calls status
‐ Extinguishes MASTER
INSTINCTIVE Extinguishes MASTER
CAUTION light
DISCONNECT pb ‐ Erases ECAM message
CAUTION light
ECAM STATUS MESSAGE NO YES
The standard disconnection triggers temporary ECAM message and caution light. Single chime
sounds.
The non standard disconnection triggers caution light and ECAM message removed only by a flight
crew action. Single chime sounds.
A/THR MODES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 6/12
FCOM G to H → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
GENERAL
Except in takeoff and go-around situations, normal operation of the A/THR system requires the
thrust levers to be:
‐ In the CL detent for the two-engine configuration. If they are not set in the CL detent, “CLB”
flashes amber on the FMA
‐ In MCT detent when in the one-engine-out configuration. If the appropriate lever is not set in the
MCT detent, “MCT” flashes amber on the FMA
‐ At takeoff or go-around, thrust levers must be set to TOGA (or FLX at takeoff). The FMA
displays TOGA (or FLX) in green and A/THR is armed (blue in last column).
The A/THR modes are selected automatically in conjunction with the AP/FD modes (except for
ALPHA FLOOR):
A/THR in THRUST mode AP/FD pitch mode maintains the speed:
OP CLB - OP DES - CLB - EXP CLB - EXP DES - SRS - FLARE and
DES (IDLE path)
A/THR in SPEED/MACH mode If neither AP nor FD is engaged
If AP/FD controls a vertical path:
V/S - FPA - ALT* - ALT - G/S* - G/S - FINAL and DES (geometric path)
A/THR in RETARD mode AP/FD engaged in LAND mode during an automatic landing
THRUST MODE
In THRUST mode, autothrust commands a specific thrust level in conjunction with the AP/FD pitch
mode. This thrust level is limited by thrust lever position.
FMA Display Meaning
MCT Single engine thrust in climb. The live engine is at maximum continuous thrust
(thrust lever in MCT detent)
CLB Climb thrust in two engine configuration (at least one thrust lever in the CL
detent, the other one below CL)
THR Undetermined thrust (neither CLB nor MCT thrust)
IDLE Minimum thrust (both engines at IDLE thrust)
RETARD MODE
The RETARD mode is only available during automatic landing (AP engaged in LAND mode).
At approximately 40 ft RA, the RETARD mode engages and remains engaged after touchdown.
The A/THR commands IDLE thrust during the flare, and the FMA and engine warning display
“IDLE”. If the autopilot is disengaged during the flare before touchdown, the SPEED mode
replaces the RETARD mode, and the flight crew has to manually reduce thrust.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 7/12
FCOM ←H→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
Note: In an automatic landing, the system generates a “RETARD” callout at 10 ft RA, which
prompts the flight crew to move the thrust levers to IDLE in order to confirm thrust
reduction. In manual landing conditions, the system generates this callout at 20 ft RA, as
a reminder.
ALPHA FLOOR
ALPHA FLOOR is a protection that commands TOGA thrust, regardless of the thrust levers’
positions. This protection is available from lift-off to 100 ft RA on approach.
ALPHA FLOOR calls up the following indications:
‐ “A FLOOR” in green (on the FMA) and in amber (on the engine warning display), as long as
α-floor conditions are met
‐ “TOGA LK” in green, when the aircraft leaves the α-floor conditions. TOGA thrust is locked.
To cancel ALPHA FLOOR or TOGA LK thrust, the flight crew must disconnect the autothrust.
SPEED/MACH MODE
In SPEED/MACH mode, the A/THR adjusts the thrust in order to acquire and hold a speed or
Mach target.
The speed or Mach target may be:
‐ Selected on the FCU by the flight crew
‐ Managed by the FMGC.
When in SPEED/MACH mode, the A/THR does not allow speed excursions beyond the following
limits, regardless of the target speed or Mach number:
‐ For a selected speed target, the limits are VLS and VMAX (VMO-MMO, VFE-VLE, whichever
applies)
‐ For a managed speed target, the limits are maneuvering speed (Green Dot, S, F, whichever
applies) and maximum speed (340/0.80-VFE-VLE, whichever applies).
The changeover from SPEED to MACH mode is either automatic, performed by the FMGC, or
manual, with the flight crew pushing the SPD/MACH pb.
The FMA displays “SPEED” or “MACH”.
APPROACH AUTOTHRUST:
Below 3 200 ft RA, with at least CONF 1, the A/THR logic is modified to be more responsive to
speed variation. This is referred to as approach autothrust.
SPEED MODE IN APPROACH PHASE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 8/12
FCOM ← H to I → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
GENERAL
When the aircraft flies an approach in managed speed, the speed target displayed on the PFD in
magenta is variable during the approach.
This managed speed target is computed in the FMGS using the “ground speed mini function”.
GROUND SPEED MINI FUNCTION PRINCIPLE
The purpose of the "ground speed mini function" is to take advantage of the aircraft inertia when
the wind conditions vary during the approach. It does so by providing the flight crew with an
adequate indicated speed target. When the aircraft flies this indicated speed target, the energy of
the aircraft is maintained above a minimum level ensuring standard aerodynamic margins versus
stall.
If the A/THR is active in SPEED mode, it will automatically follow the IAS target, ensuring an
efficient thrust management during the approach.
The minimum energy level is the energy level the aircraft will have at touch down if it lands at
VAPP speed with the tower reported wind as inserted in the PERF APPR page.
The minimum energy level is represented by the Ground Speed the aircraft will have at touch
down. This Ground Speed is called “GROUND SPD MINI”.
During the approach, the FMGS continuously computes the speed target using the wind
experienced by the aircraft in order to keep the ground speed at or above the “Ground Speed
Mini”.
The lowest speed target is limited to VAPP and its upper limit is VFE of next configuration in
CONF 1, 2, 3 and VFE-5 in CONF FULL.
The speed target is displayed on the PFD speed scale in magenta when approach phase and
managed speed are active. It is independent of the AP/FD and/or A/THR engagements.
Wind is a key factor in the "ground speed mini function".
TWR WIND
It is the MAG WIND entered in the PERF APPR page. It is the average wind as provided by
the ATIS or the tower. Gusts must not be inserted, they are included in the ground speed mini
computation.
TWR HEADWIND COMPONENT
The TWR HEADWIND COMPONENT is the component of the MAG WIND projected on the
runway axis (landing runway entered in the flight plan). It is used to compute VAPP and GS mini.
CURRENT HEADWIND COMPONENT
The actual wind measured by ADIRS is projected on the aircraft axis to define the CURRENT
HEADWIND COMPONENT (instantaneous headwind).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 9/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
The CURRENT HEADWIND COMPONENT is used to compute the variable speed target during
final (IAS target).
VAPP COMPUTATION
VAPP, automatically displayed on the MCDU PERF APPR page, is computed as follows:
‐ VAPP = VLS+1/3 of the TWR HEADWIND COMPONENT, or
‐ VAPP = VLS +5 kt, whichever is the highest.
"1/3 of the TWR HEADWIND COMPONENT" has two limits:
‐ 0 kt as the minimum value (no wind or tailwind)
‐ +15 kt as the maximum value.
The flight crew can manually modify the VAPP and TWR wind values on the PERF APPR page.
SPEED TARGET COMPUTATION
The FMGS continuously computes a speed target (IAS target) that is the MCDU VAPP value plus
an additional variable gust.
The gust is the instantaneous difference between the CURRENT HEADWIND COMPONENT
and the TWR HEADWIND COMPONENT. It is always positive (or equal to zero for no wind or
tailwind).
The IAS target is displayed on the PFD as a magenta triangle moving with the gust variation.
The IAS targets have 2 limits:
‐ VAPP, as the minimum value
‐ VFE -5 kt in CONF FULL, or VFE of the next configuration in CONF 1, 2 or 3 as the maximum
value.
GROUND SPEED MINI (GS MINI) COMPUTATION
Ground speed mini concept has been defined to prevent the aircraft energy from dropping below a
minimum level during final approach. The GS mini value is not displayed to the flight crew.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 10/12
FCOM ←I→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
EXAMPLE
Approach on runway 09, the tower wind direction is on the runway axis.
IAS TARGET VALUES
If we turn the previously explained speed target definition into formulae, we obtain the following
result:
IAS TARGET = Max [VAPP, (VAPP + CURRENT HEADWIND - TWR HEADWIND)]
Current Wind in Approach IAS Target
(a) 090/50 Max [VAPP, (140 +50 -30)] = 160 kt
(b) 090/10 Max [VAPP, (140 +10 -30)] = 140 kt
(c) 270/10 Max [VAPP, (140 +0 -30)] = 140 kt
(d) 090/30 Max [VAPP, (140 +30 -30)] = 140 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 11/12
FCOM ←I 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW AUTOTHRUST
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-90 P 12/12
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
FLIGHT MODE ANNUNCIATOR (FMA)
GENERAL
The Flight Mode Annunciator (FMA) which is just above the PFDs, shows the status of the
A/THR, the AP/FD vertical and lateral modes, the approach capabilities, and the AP/FD-A/THR
engagement status.
A white box is displayed for 10 s around each new annunciation. The white box display time may
be increased to 15 s in some mode reversion cases associated with an aural triple click.
THE THREE LEFT COLUMNS
The first line shows the engaged modes in green or magenta.
The second line shows the armed modes in blue or magenta.
Magenta indicates that the modes are armed or engaged because of a constraint.
The third line displays special messages:
‐ Messages related to flight controls have first priority:
• “MAN PITCH TRIM ONLY” in red, flashing for 9 s, then steady
• “USE MAN PITCH TRIM” in amber, pulsing for 9 s, then steady.
‐ Messages related to the FMGS have second priority.
THE FOURTH COLUMN
Displays approach capabilities in white.
Displays DH or MDA/MDH in blue.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 1/8
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
Note: The DH or MDA/MDH value on the FMA is not rounded off: The exact value appears on
the FMA, and is the same value as the one inserted in the MCDU PERF APPR page.
THE FIFTH COLUMN
Displays the engagement status of AP, FD, and A/THR in white.
Displays a box around FD for 10 s in case of automatic FMGC switching.
Displays A/THR in blue when autothrust is armed but not active.
Note: The FMGS synchronizes A/THR mode, AP/FD modes and approach capability to provide
identical information on both PFDs.
AUTOTHRUST ANNUNCIATIONS (FMA COLUMN 1)
FIRST LINE
DISPLAY COLOR MEANING
TOGA Green A/THR is armed, one thrust lever, at least, is in the TOGA detent.
Green + Blue A/THR is armed, one thrust lever, at least, is in the MCT/FLX detent with
FLX XX FLX TO temp set at XX°. The other thrust lever is at or below the MCT/FLX
detent.
Green A/THR is active (one engine out) and the live thrust lever is in the MCT/FLX
MCT
detent.
CLB Green A/THR is active and one thrust lever at least is in the CL detent.
IDLE Green A/THR is active and commands idle thrust on both engines.
THR Green A/THR is active with undetermined thrust (neither TOGA, MCT, FLX or CLB
thrust)
SPEED or MACH Green A/THR is active in SPEED or MACH mode.
A. FLOOR Green A/THR is active and commands TOGA thrust while α FLOOR conditions are
met.
TOGA LK Green A/THR is active and TOGA thrust is locked (α FLOOR conditions are no
longer met).
SECOND LINE
DISPLAY COLOR MEANING
CLB Amber Request to set the thrust levers in CL detent.
(flashing)
MCT Amber Request to set the live thrust lever in MCT/FLX detent.
(flashing)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 2/8
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
THIRD LINE
DISPLAY COLOR MEANING
ASYM Amber Only one thrust lever is set to CL or MCT/FLX detent with A/THR active.
THR LK Amber After A/THR disconnection (action of the flight crew or failure) resulting
(flashing) in thrust being frozen. Both thrust levers being in CL detent or one in
MCT/FLX (engine out) detent.
AP/FD VERTICAL MODES (FMA COLUMN 2)
FIRST LINE
DISPLAY COLOR MEANING
SRS Green Takeoff or go-around mode is engaged.
CLB Green Climb mode is engaged. The FMGS target altitude is higher than the
actual altitude. ALT CSTR are taken into account.
OP CLB Green Open Climb mode is engaged. The FCU selected altitude is higher than
the actual altitude. ALT CSTR are disregarded.
EXP CLB Green Expedite Climb is engaged. The selected altitude is higher than the actual
altitude. Green dot speed is maintained, ALT CSTR are disregarded.
ALT* Green
ALT CAPTURE is engaged:
or
‐ ALT* green in case of FCU selected altitude capture
ALT CST*
‐ ALT CST* green in case of ALT CSTR capture (vertical profile).
ALT Green
ALTITUDE HOLD mode is engaged:
or
‐ ALT is green when the FCU selected altitude is held
ALT CST
‐ ALT CST is green when an ALT CSTR is held (vertical profile).
ALT CRZ Green ALT mode is engaged and CRZ FL is held.
DES Green Descent mode is engaged. The FMGS target altitude is lower than the
actual altitude. ALT CSTR are taken into account.
OP DES Green Open Descent mode is engaged. The FCU selected altitude is lower than
the actual altitude. ALT CSTR are disregarded.
EXP DES Green Expedite Descent is engaged, the selected altitude is lower than the actual
altitude. M 0.80 or 340 kt is maintained. ALT CSTR are disregarded.
G/S* Green Glide Slope capture mode is engaged.
G/S Green Glide Slope mode is engaged.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 3/8
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
Continued from the previous page
DISPLAY COLOR MEANING
V/S±XXXX Green + Vertical speed mode is engaged to acquire and hold the V/S selected on
blue the FCU. ALT CSTR are disregarded.
numbers If the aircraft reaches VLS or VMAX and cannot maintain the target, the
indication is boxed amber and flashes, and the target pulses.
FPA±XX Green + Flight Path Angle mode is engaged to acquire and hold the FPA selected
blue on the FCU. ALT CSTR are disregarded.
numbers If the aircraft reaches VLS or VMAX and cannot maintain the target, the
indication is boxed amber and flashes, and the target pulses.
SECOND LINE
DISPLAY COLOR MEANING
CLB Blue Climb mode is armed.
ALT Blue
Altitude mode is armed:
or
‐ Blue when the target altitude is the FCU selected altitude
Magenta
‐ Magenta when the target altitude is an ALT CSTR.
DES Blue Descent mode is armed before the descent phase.
G/S Blue Glide Slope mode is armed.
FINAL Blue Final descent mode is armed.
XXX(1) Blue Indicates a preset speed associated with the climb or cruise phase.
.XX(1) Blue Indicates a preset Mach associated with the climb or cruise phase.
(1) ALT 300 : Cruise speed 300 kt is preset.
ALT .80 : Cruise Mach M 0.80 is preset.
CLB 250 : Climb sepeed 250 kt is preset.
AP/FD LATERAL MODES (FMA COLUMN 3)
FIRST LINE
DISPLAY COLOR MEANING
RWY Green RWY mode is engaged.
RWY TRK Green RWY mode is engaged once airborne at or above 30 ft RA.
HDG Green HEADING mode is engaged.
TRK Green TRACK mode is engaged.
--- Green NAV mode is engaged to guide the aircraft along the FM lateral F-PLN.
LOC* Green LOC capture mode is engaged.
LOC Green LOC track mode is engaged.
APP NAV Green NAV mode is engaged during a non-ILS approach.
GA TRK Green GO-AROUND TRACK mode is engaged.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 4/8
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
SECOND LINE
DISPLAY COLOR MEANING
NAV Blue NAV mode is armed.
LOC Blue LOC mode is armed.
APP NAV Blue NAV mode is armed for a non-ILS approach.
AP/FD COMMON MODES (FMA COLUMNS 2 AND 3)
DISPLAY COLOR MEANING
LAND Green Land mode is engaged below 400 ft RA.
FLARE Green Flare mode is engaged.
ROLL OUT Green Roll out mode is engaged.
APPROACH CAPABILITIES (FMA COLUMN 4)
FIRST LINE
DISPLAY COLOR MEANING
CAT 1 Magenta CAT 1 capability available.
CAT 2 Magenta CAT 2 capability available.
CAT 3 Magenta CAT 3 capability available.
SECOND LINE
DISPLAY COLOR MEANING
SINGLE Magenta CAT 3 capability available, with FAIL PASSIVE condition.
DUAL Magenta CAT 3 capability available, with FAIL OPERATIONAL condition.
THIRD LINE
DISPLAY COLOR MEANING
MDA/MDH White Minimum Descent Altitude or Minimum Descent Height as inserted by the
XXXX Blue flight crew on the MCDU PERF APPR page.
DH XXX/NO DH White Decision Height as inserted by the flight crew on the MCDU PERF APPR
Blue page.
NO DH: when NO inserted on the MCDU PERF APPR page.
AP/FD - A/THR ENGAGEMENT STATUS (FMA COLUMN 5)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 5/8
FCOM ← D to G → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
FIRST LINE
DISPLAY COLOR MEANING
AP1 + 2 White Autopilot 1 and 2 are engaged.
AP1 White Autopilot 1 is engaged.
AP2 White Autopilot 2 is engaged.
SECOND LINE
DISPLAY COLOR MEANING
FD 1 White Flight Director 1 engaged.
FD 2 White Flight Director 2 engaged.
FD 1 White flashing Flight Director 1 reset.
FD 2 White flashing Flight Director 2 reset.
THIRD LINE
DISPLAY COLOR MEANING
A/THR White A/THR is active.
A/THR Blue A/THR is armed.
SPECIAL MESSAGES (FMA COLUMNS 2 AND 3)
The third line displays three types of messages:
‐ It gives first priority to Flight Control messages
‐ It gives second priority to vertical Flight Management messages
‐ It gives last priority to EFIS reconfiguration messages.
DISPLAY COLOR MEANING
MAN PITCH TRIM ONLY Red Displayed in case of loss of L+R elevators.
USE MAN PITCH TRIM Amber F/CTL are in direct law.
DISCONNECT AP FOR Amber
This message is displayed when, during a Non Precision Approach, the
LDG
AP/FD remains engaged at:
‐ Minimum minus 50 ft, or
‐ 400 ft AGL (if no minimum entered)
CHECK APPR White
The aircraft is in cruise at less than 100 nm from the Top of Descent or in
SELECTION
descent or in approach and:
‐ A non-ILS approach has been selected
‐ An ILS frequency is tuned on the MCDU RAD NAV page.
SET MANAGED SPEED White The SPEED target is selected but a preselected SPEED does not exist for
the next flight phase.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 6/8
FCOM ← G to H → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
Continued from the previous page
DISPLAY COLOR MEANING
SET GREEN DOT White
The aircraft is in Engine Out mode and the SPEED target is selected. This
SPEED
message is displayed if the FCU selected speed is:
≤ Green Dot -10 kt, or
≥ Green Dot +10 kt, except in ALT* and ALT mode.
SET HOLD SPEED White The aircraft is in selected SPEED control, a Holding pattern is inserted
in the F-PLN and the aircraft is 30 s before the deceleration point to the
precomputed HOLD SPEED.
DECELERATE White This message is displayed if the thrust is not reduced when passing the
top of descent and the aircraft is above the descent profile.
MORE DRAG White
DES mode is engaged, idle is selected, and either:
‐ The aircraft is above the vertical profile and the predicted intercept point
of the theoretical profile is at less than 2 nm from the next ALT CSTR,
or
‐ In auto speed control and the aircraft enters a speedbrake decelerating
segment.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 7/8
FCOM ←H 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT GUIDANCE
A318/A319/A320/A321
FLIGHT CREW FLIGHT MODE ANNUNCIATOR (FMA)
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_30-100 P 8/8
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
Intentionally left blank
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-22_40-10 General
GENERAL................................................................................................................................................................ A
DSC-22_40-20 Yaw Functions
YAW DAMPING....................................................................................................................................................... A
RUDDER TRIM........................................................................................................................................................B
RUDDER TRAVEL LIMITATION.............................................................................................................................C
DSC-22_40-30 Flight Envelope Function
GENERAL................................................................................................................................................................ A
PFD Speed Scale Management..............................................................................................................................B
Alpha-Floor Protection............................................................................................................................................. C
Low - Energy Warning............................................................................................................................................ D
DSC-22_40-40 Windshear Detection Function
Windshear Detection Function................................................................................................................................ A
WINDSHEAR DETECTION PRINCIPLES...............................................................................................................B
GUIDANCE.............................................................................................................................................................. C
DSC-22_40-50 Controls and Indicators
FAC ENGAGEMENT............................................................................................................................................... A
RUDDER TRIM OPERATION................................................................................................................................. B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-PLP-TOC P 1/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-PLP-TOC P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
The aircraft has two flight augmentation computers (FACs) that perform four main functions:
• Yaw function
‐ Yaw damping and turn coordination
‐ Rudder trim
‐ Rudder travel limitation
• Flight envelope function
‐ PFD speed scale management
▪ Minimum/maximum speed computation
▪ Maneuvering speed computation
‐ Alpha-floor protection
• Low-Energy Warning function
• Windshear detection function
In performing these functions the FAC uses independent channels :
Yaw damper
Rudder trim
Rudder travel limit
Flight envelope
Each FAC interfaces with the elevator aileron computers (ELACs) when the APs are disengaged, or
with the FMGS when at least one AP is engaged.
Both FACs engage automatically at power-up.
The pilot can disengage or reset each FAC (in case of failure) by means of a pushbutton on the flight
control overhead panel.
When a FAC is disengaged (FAC pushbutton set off) but still valid, the flight envelope function of the
FAC remains active.
If both FACs are valid, FAC1 controls the yaw damper, turn coordination, rudder trim, and rudder
travel limit, and FAC2 is in standby.
FAC1 keeps the aircraft within the flight envelope through FD1 ; FAC2 performs this function through
FD2.
If a failure is detected on any channel of FAC1, FAC2 takes over the corresponding channel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW YAW FUNCTIONS
OPERATING MANUAL
YAW DAMPING
Yaw damping stabilizes the aircraft in yaw and coordinates its turns.
In automatic flight (AP engaged) during takeoff and go around, it assists rudder application after an
engine failure (short-term yaw compensation).
Note: When the AP is engaged, the FMGS sends orders to the FAC to give :
‐ Yaw damping during approach
‐ Yaw control for runway alignment in ROLL OUT mode
RUDDER TRIM
The rudder trim function :
‐ Executes trim orders, entered by the pilot by using the manual trim knob.
‐ When AP is engaged
▪ executes trim orders from the FMGS.
▪ Assists the system in recovering from engine failure (long-term yaw compensation) in all flight
guidance modes.
▪ If the pilot pushes the rudder more than 10 ° out of trim, it disengages the AP.
Note: When the AP is engaged, the rudder trim knob is inoperative : the master FMGC
sends rudder trim orders to the FAC.
RUDDER TRAVEL LIMITATION
This function limits rudder deflection is based on speed in order to avoid high structural loads. It is
governed by the following law :
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-20 P 1/2
FCOM A to C → 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW YAW FUNCTIONS
OPERATING MANUAL
If both FACs lose the rudder travel limitation function, the value of the rudder deflection limit is locked
at the time of the second failure.
When the slats are extended, the FACs automatically set the rudder deflection limit at the low-speed
setting (maximum authorized deflection).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-20 P 2/2
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW FLIGHT ENVELOPE FUNCTION
OPERATING MANUAL
GENERAL
As long as one Flight Augmentation Computer (FAC) is valid, it governs the flight envelope function,
the rudder position display, and the rudder trim indication regardless of what the flight crew does with
the FAC pushbutton.
PFD SPEED SCALE MANAGEMENT
The FAC controls the speed scale on the PFD (Refer to DSC-31-40 Attitude Data).
When both FACs are operative, FAC1 supplies data to PFD1 and FAC2 supplies it to PFD2.
The FAC computes:
‐ The minimum and maximum speeds:
• VSW (stall warning)
• VLS
• VFE and VFE for the next configuration
• VLE
• VMO/MMO
‐ The maneuvering speeds:
• Green Dot Speed
• S speed
• F speed
(Refer to PRO-SUP-10 Characteristic Speeds for speed definition).
The FAC also computes the speed trend and displays it as an arrow on the PFD speed scale.
The PFD displays these various speeds as appropriate, and they also go to the FMGC to be used as
limits for various guidance modes.
Note: The principle of the speed computation is as follows:
‐ First, the FAC computes VS1G (stall speed). From VS1G it computes the Gross Weight
(GW) which is also sent to the Elevator Aileron computers:
• When the aircraft is below 14 500 ft and 250 kt, it computes this from current angle of
attack, speed/Mach, altitude, thrust, and CG.
• When the aircraft is above 14 500 ft or 250 kt, it computes this out of the GW, which it
has memorized and updated with a fuel consumption model set in the FAC.
‐ Finally the FAC computes the various minimum and maneuvering speeds, Vα prot and
Vsw.
‐ The accuracies of the various minimum and maximum speeds are functions of the
accuracy with which the FAC computes aircraft gross weight. Normal accuracy for VLS in
CONFIG FULL is about ± 3 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-30 P 1/4
FCOM A to B 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW FLIGHT ENVELOPE FUNCTION
OPERATING MANUAL
ALPHA-FLOOR PROTECTION
Alpha-floor protection automatically sets the thrust at TOGA thrust, when the aircraft reaches a very
high angle of attack.
The Flight Augmentation Computer (FAC) generates the signal that triggers the alpha-floor mode.
This, in turn, sets TOGA thrust on the engines, regardless of the thrust lever positions (Refer to
DSC-22_30-90 A/THR Modes - General).
The FAC sends this signal when:
‐ The angle of attack is above a predetermined threshold, that is a function of the configuration.
‐ In CONF 3 and CONF FULL, this threshold decreases as a function of the aircraft deceleration
rate (down to – 3 °).
Alpha-floor is available from lift-off until the aircraft reaches 100 ft RA in approach.
Note: ‐ Alpha-floor is lost, when one of the following combinations of failures occurs:
SFCC1 and FAC2, or
SFCC2 and FAC1, or
Both FCU channels, or
1 EIU, or
Both FMGCs.
‐ Alpha-floor is lost under alternate or direct flight control law.
‐ Alpha-floor is lost in engine-out, when slats/flaps are extended.
LOW - ENERGY WARNING
An aural low-energy “SPEED SPEED SPEED” warning, repeated every 5 s, warns the pilot that the
aircraft’s energy level is going below a threshold under which he has to increase thrust, in order to
regain a positive flight path angle through pitch control.
It is available in Configuration 2, 3, and FULL. The FAC computes the energy level with the following
inputs:
‐ Aircraft configuration
‐ Horizontal deceleration rate
‐ Flight path angle.
The warning is inhibited when:
‐ TOGA is selected, or
‐ Below 100 ft RA, or
‐ Above 2 000 ft RA, or
‐ Alpha-floor, or the ground proximity warning system alert is triggered, or
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-30 P 2/4
FCOM C to D → 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW FLIGHT ENVELOPE FUNCTION
OPERATING MANUAL
‐ In alternate or direct law, or
‐ If both radio altimeters fail.
During deceleration, the low-energy warning is triggered before alpha floor (unless alpha floor
is triggered by stick deflection). The amount of time between the two warnings depends on the
deceleration rate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-30 P 3/4
FCOM ←D 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW FLIGHT ENVELOPE FUNCTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-30 P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW WINDSHEAR DETECTION FUNCTION
OPERATING MANUAL
WINDSHEAR DETECTION FUNCTION
The windshear detection function is provided by the Flight Augmentation Computer (FAC) in takeoff
and approach phase in the following conditions:
‐ At takeoff, 3 s after liftoff, up to 1 300 ft RA
‐ At landing, from 1 300 ft RA to 50 ft RA
‐ With at least CONF 1 selected.
The warning consists of:
‐ A visual “WINDSHEAR” red message displayed on both PFDs for a minimum of 15 s.
‐ An aural synthetic voice announcing “WINDSHEAR” three times.
WINDSHEAR DETECTION PRINCIPLES
The FACs generate the windshear warning whenever the predicted energy level for the aircraft falls
below a predetermined threshold.
In computing this energy level prediction, the FACs use data from different sources. From ADIRS
comes data such as vertical speed, air and ground speeds and slope ; from other sources come such
derived parameters as total slope, longitudinal wind gradient, and vertical wind.
The FACs express this energy level as an angle of attack and compare it with an angle-of-attack
threshold above which windshear conditions are most likely and pilot action is required.
GUIDANCE
In windshear conditions, flight guidance acts on specially adapted FD pitch orders received from the
speed reference system (SRS). The pilot must set go around thrust immediately (which also triggers
the FD SRS mode), and follow the pitch order to execute the optimum escape maneuver.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-40 P 1/2
FCOM A to C 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW WINDSHEAR DETECTION FUNCTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
FAC ENGAGEMENT
Refer to DSC-27-10-20 Yaw Control - General
RUDDER TRIM OPERATION
Refer to DSC-27-10-20 Yaw Control - General
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-50 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - FLIGHT AUGMENTATION
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_40-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
General.....................................................................................................................................................................A
Flight Plan Initialization Function.............................................................................................................................B
Takeoff Data Function............................................................................................................................................. C
Wind Data Function.................................................................................................................................................D
Flight Reports...........................................................................................................................................................E
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_45-PLP-TOC P 1/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-22_45-PLP-TOC P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
The FMS AOC function gives an interface between a ground station and one onboard FMGC,
allowing data transmission between these two computers via the ACARS Management Unit or the
ATSU.
Two different sets of message can be exchanged:
UPLINK messages from the ground station. They consist in reception of data requested or directly
sent to the crew.
DOWNLINK messages from the FMGC (master). They consist in reports or requests sent to the
ground station.
The FMGS/ACARS or FMGS/ATSU interface enables the following AOC capabilities.
‐ F-PLN initialization (flight plan and performance data)
‐ Takeoff data
‐ Wind data
‐ Flight reports
‐ Broadcast data
Crews can send message using ACARS FUNCTION pages or relevant MCDU pages.
Only one FMGC talks to the ground station. This FMGC is called FMGC “master”.
GENERAL SCRATCHPAD MESSAGES
NOT XMITTED TO ACARS: A crew request or report was sent to the ground but the
communication was not established or not acknowledged.
NO ANSWER TO : A crew request was previously sent to the ground and no answer
REQUEST (uplink message) was received within 4 min.
FLIGHT PLAN INITIALIZATION FUNCTION
This function enables lateral and vertical flight plan data as well as initialization data to be exchanged
between the aircraft and a ground station. The aircraft may send flight plan requests for active and
secondary flight plan. (downlink messages). The ground station may send flight plan and initialization
data (uplink messages) either under aircraft request or automatically without any request.
Each uplink message concerns either the active or secondary flight plan but never both flight plans at
the same time. The data sent to the aircraft are checked for flight plan consistency.
A MCDU message comes up when an uplink message is received. “ACT (or SEC) RTE UPLINK”.
If an error prevents the decoding process of the message, “INVALID RTE UPLINK” is displayed on
MCDUs.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
An uplink message can be routed to the active flight plan if no engine is started and no active flight
plan exists. Otherwise, it is routed to the secondary. The crew will insert it into the secondary flight
plan or will reject it using the CLR key.
Note: The flight plan may also be initialized using the ACARS FUNCTION page selected from
DATA INDEX page.
PERFORMANCE DATA
On ground and before engine start, the ground station may also send performance data to the
aircraft.
Performance data are always associated with the uplink flight plan. It is either automatically
inserted with the active flight plan data, or stored in the secondary with the corresponding flight
plan.
This message contains part or all of the following data:
ZFW, ZFWCG, taxi fuel, block fuel, cruise flight level, tropopause altitude, cruise temperature,
transition altitude, cost index, performance factor.
Note: After engine start an uplink performance data message is rejected automatically without
any scratchpad message.
SCRATCHPAD MESSAGES RELATED TO FLIGHT PLAN AND PERFORMANCE
INVALID RTE UPLINK An error is detected, the uplink message is rejected.
ACT or SEC RTE UPLINK A F-PLN is stored in the active or secondary flight plan.
FLT NUMBER UPLINK FLT NBR has been initialized within a F-PLN message without
previous request.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CHECK FLT NUMBER The uplinked FLT NBR differs from the one specified in the request.
CHECK CO RTE The uplinked CO RTE ident differs from the one specified in the
request.
INVALID FLT NBR UPLINK The uplink contains a valid F-PLN but the FLT NBR is invalid.
PERF DATA UPLINK Performance data is received
INVALID PERF UPLINK Performance uplink message has been rejected
RTE DATALINK IN PROG A flight plan modification is performed after a F-PLN INIT request has
been sent; this message is displayed until the uplink is received.
UPLINK INSERT IN PROG This message is displayed during insertion of a Flight Plan.
TAKEOFF DATA FUNCTION
The takeoff data function is available for the active flight plan only. It is used to request to the ground
station, information data for up to 2 runways and to receive this data for up to 4 runways.
The crew sends a request indicating the departure airport, runway idents, CG, GW and weather
conditions (such as BARO setting wind, temperature...). In response he receives the takeoff speeds
for up to 4 runways but only one set of data may be inserted in the active flight plan for the selected
active runway.
Takeoff speeds are computed for max and flex takeoff.
The takeoff data function has required the modification of the standard PERF TAKEOFF page and
the addition of 2 news pages:
• UPLINK TO DAT REQ page that enables the crew to specify a request to the ground.
• UPLINK XXX TO DATA page (XXX for MAX or FLEX)
These 2 pages are accessed from the PERF TAKEOFF page in PREFLIGHT and DONE phase only.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
SCRATCHPAD MESSAGES RELATED TO TAKEOFF DATA
TAKEOFF DATA UPLINK : Takeoff data uplink message is received
INVALID TAKEOFF : The UPLINK message is rejected
UPLINK
WIND DATA FUNCTION
This function enables the crew to request and to receive forecasted winds associated to the active or
secondary flight plan.
The uplink message (ground station to aircraft) may be received upon crew request or automatically
without crew request.
The request is initiated from WIND pages or from ACARS FUNCTION page (Refer to DSC-22_20-70
Wind Data - Request for Wind Data).
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The uplink wind data when received are directly displayed on the wind pages but not inserted in the
flight plan, one set for each flight phase: CLIMB, CRUISE, DESCENT. The alternate wind at alternate
cruise flight level is displayed on DESCENT page.
‐ Winds are associated to altitude for climb an descent phases
‐ Winds are associated to waypoint for cruise phase and step level. One wind per waypoint.
• On ground and without entered winds, an uplink message is directly inserted in the flight plan.
• In flight, winds are temporary stored until the crew inserts it phase per phase.
Phase of flight is indicated in the WIND title page.
• Clearing the INSERT UPLINK* prompt using the CLR key deletes the uplink wind data for the
selected phase.
When uplink winds are deleted, the wind page reverts to the previous status.
The flight plan B page is modified of the uplink wind only after it is inserted by the crew. AOC uplink
winds are then considered as crew manual entries (large font).
SCRATCHPAD MESSAGES RELATED TO WIND DATA
INVALID WIND UPLINK An error is detected, the uplink is rejected.
WIND DATA UPLINK Uplinked winds are received.
WIND UPLINK PENDING A temporary flight plan exists or a DIR TO page is displayed when a
wind uplink is received. The message is stored.
WIND UPLINK EXISTS A F-PLN modification (active or secondary) is attempted when uplink
winds are not inserted. This message disappears automatically when
the wind uplink is inserted or deleted.
CHECK DEST DATA The aircraft is at 180 nm from destination, and the destination QNH,
TEMP or WIND displayed on the PERF APPR page was received by
AOC uplink or, if following insertion of a descent wind uplink, a conflict
concerning the above parameters exists.
CHECK ALTN WIND The uplinked alternate cruise flight level differs from the default
alternate cruise flight level.
FLIGHT REPORTS
Flight reports provide real time information to the ground concerning the aircraft current situation and
position.
Several types of flight reports are available:
‐ The Position report : provides current aircraft position
‐ the Progress report : provides data relative to the destination
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
‐ The Flight-Plan report : provides the active route
‐ the Performance Data report : provides performance data currently used by FMS.
These reports may be manually initiated via a dedicated prompt or automatically sent in response to
a ground request or upon specific conditions.
POSITION REPORT
This report is sent:
‐ manually via a MCDU prompt or
‐ following a ground request or
‐ automatically upon sequencing a designated reporting fix (designated by the ground in a uplink
message).
The manual POSITION REPORT downlink prompt is displayed on the PROG page. (SEND POS
prompt).
Note: Position report are initiated from active flight plan only.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
POSITION REPORT CONTENT
‐ Aircraft position
‐ Overfly reporting waypoint
‐ Time of report (UTC)
‐ Aircraft altitude
‐ Next reporting waypoint
‐ ETA at next reporting waypoint
‐ Reporting waypoint following next report
‐ SAT
‐ Current wind
‐ Remaining fuel
PROGRESS REPORT
A progress report contains data relative to the aircraft arrival time and EFOB at destination for the
active F-PLN.
This downlink message is automatically sent following:
‐ a ground request or
‐ a change of destination or
‐ a change of runway or
‐ a specific event. The possible events that can be selected in the navigation database policy file
are :
• X minutes to Top of Descent
• Z minutes to Destination
• ETA changes more than W minutes from the previous report.
X, Z and W are minutes of time set in the navigation database policy file.
The progress report cannot be manually sent by the crew via a dedicated MCDU prompt.
PROGRESS REPORT CONTENT
‐ Flight Number
‐ Arrival Airport Ident
‐ Destination Runway Ident
‐ Predicted remaining fuel
‐ ETA at destination
‐ Reason for report (specific event, ground request...).
FLIGHT PLAN REPORT
The F-PLN report broadcasts flight plan data to the ground. Only data from the active flight plan
can be sent.
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AIRCRAFT SYSTEMS
AUTO FLIGHT - AOC FUNCTIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
This downlink message is sent to the ground:
‐ automatically following a ground request
‐ manually by the crew using a prompt displayed on the ACARS FUNCTION page ( DSC-22_20
Auto Flight - Flight Management/50 Controls and Indicators/10 MCDU - Page Description/25
FMS2 Honeywell/ACARS Function Page). This prompt may be invalidated through the
navigation database policy file.
The Flight Plan report can be downlinked either while on ground or in flight during any flight phase.
FLIGHT PLAN REPORT CONTENT
The report contains the active and alternate flight plan.
PERFORMANCE DATA REPORT
The Performance Data report is a downlink message that allows the transmission of performance
data (CG, FUEL, CG...) relative to the active F-PLN.
This message is automatically sent following a ground request. Manual sending is not possible.
PERFORMANCE DATA REPORT CONTENT
Sends to the ground:
‐ Current GW
‐ Cruise Altitude
‐ Current CG
‐ Fuel on Board
‐ Block Fuel
‐ Reserve Fuel
‐ Cost Index
‐ Top of Climb Temperature
‐ Climb Transition Altitude
‐ Tropopause Altitude
‐ Taxi Fuel
‐ ZFW
‐ ZFWCG
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AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
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AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Print Function...........................................................................................................................................................A
AOC/Printer Programming Options ................................................................................................................ B
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AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
PRINT FUNCTION
The print function enables several types of data and report to be printed :
• Flight plan initialization data
• Takeoff data
• Wind data
• Preflight report
• In flight report
• Post flight report
The 3 first reports may differ when automatically or manually printed for the following reason :
The automatic process prints the uplink message although the manual process prints the current
active data as displayed on the relevant MCDU pages.
The last 3 reports being processed from the same sources are identical in automatic or manual
printing.
Note: ACARS is not necessary linked to printing process. The printing function may be activated
within the FMGS and selected independently from the ACARS.
‐ One or several print functions may be deactivated Refer to DSC-22_20-50-10-25 Print Function
Pages.
‐ If an ACARS function is not active, (not selected in the nav database policy file) the printing
process is invalidated for this specific ACARS function.
AOC/PRINTER PROGRAMMING OPTIONS
Option programming for the AOC/PRINTER functions is obtained through the Navigation Data Base
policy file or the Airline Modifiable Information (AMI) file.
The list summarizes the possible options:
Data Link (ACARS or AOC) Inhibit Disables AOC function
F-PLN Data Request Inhibit Disables uplink and downlink requests of F-PLN
initialization data
Performance Data Request Inhibit Disables uplink and downlink requests of Performance
Initialization data
Takeoff Data Request Inhibit Disables uplink and downlink request of Takeoff
Initialization data
Wind Data Request Inhibit Disables uplink and downlink request of predicted wind
data
Flight Number Enable Flight Number is included within the F-PLN Request or
Progress Report downlinks
Position Report Inhibit Disables a manual Position Report downlink
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AIRCRAFT SYSTEMS
AUTO FLIGHT - PRINT INTERFACE
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Progress Report Triggers Defines the triggers for the automatic downlink of the
Progress Report
F-PLN Report Inhibit Disables the manual downlink of the F-PLN Report
Auto Print of ACARS or AOC uplinks Selects/Deselects the automatic printing of the F-PLN,
INIT, TO and wind data uplinks.
If Autoprint is selected, the crew can deselect it
manually.
If auto printing is deselected, the crew cannot manually
reselect it.
Auto Print of Flight Reports Selects/Deselects the automatic printing of the
Preflight, Inflight, Postflight reports.
If selected, the crew can deselect it manually.
If autoprint is deselected, the crew cannot manually
preselected it.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-23-10 Radio Communication
DSC-23-10-10 General
GENERAL................................................................................................................................................................ A
DSC-23-10-20 VHF/HF/SELCAL
GENERAL................................................................................................................................................................ A
VHF.......................................................................................................................................................................... B
HF............................................................................................................................................................................ C
SELCAL (Selective calling)..................................................................................................................................... D
DSC-23-10-30 Radio Tuning
Description............................................................................................................................................................... A
Radio Management Panel ......................................................................................................................................B
DSC-23-10-50 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-23-20 Intercommunication Systems
DSC-23-20-10 General
GENERAL................................................................................................................................................................ A
Audio Management System ................................................................................................................................... B
CABIN INTERCOMMUNICATION DATA SYSTEM................................................................................................ C
DSC-23-20-20 Controls
Audio Control Panel.................................................................................................................................................A
SIDE STICK RADIO SELECTOR............................................................................................................................B
LOUDSPEAKER VOLUME KNOB.......................................................................................................................... C
AUDIO SWITCHING................................................................................................................................................D
DSC-23-20-30 Interphone Systems
Flight Crew Interphone System............................................................................................................................... A
Cabin Interphone System........................................................................................................................................ B
SERVICE INTERPHONE SYSTEM........................................................................................................................ C
DSC-23-20-40 Call Systems
Ground Mechanic Call............................................................................................................................................. A
Cabin Call System................................................................................................................................................... B
DSC-23-20-50 Passenger Address
Passenger Address ................................................................................................................................................ A
Continued on the following page
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-23-20-60 EMER EVAC
EMER EVAC............................................................................................................................................................A
PURSER STATION................................................................................................................................................. B
DSC-23-20-70 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-23-30 COCKPIT VOICE RECORDER
DSC-23-30-10 DESCRIPTION
DESCRIPTION.........................................................................................................................................................A
DSC-23-30-20 CONTROLS AND INDICATORS ON OVERHEAD PANEL
CONTROLS AND INDICATORS ON OVERHEAD PANEL.................................................................................... A
DSC-23-30-30 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-23-35 Emergency Locator Transmitter
DSC-23-35-10 Controls and Indicators
Controls and Indicators............................................................................................................................................A
DSC-23-40 ACARS
DSC-23-40-40 ACARS Functions
World Map ACARS Frequencies.............................................................................................................................A
DSC-23-40-50 Electrical Supply
Bus Equipment List..................................................................................................................................................A
DSC-23-46 SATCOM
DSC-23-46-10 General
General.....................................................................................................................................................................A
DSC-23-46-20 Controls and Indicators
ACP Interface...........................................................................................................................................................A
MCDU Interface....................................................................................................................................................... B
DSC-23-46-30 ELECTRICAL SUPPLY
Bus Equipment List..................................................................................................................................................A
DSC-23-50 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - GENERAL
OPERATING MANUAL
GENERAL
The communications system comprises the following subsystems :
‐ VHF/HF transceivers
‐ Radio tuning systems (Radio Management Panels).
‐ Audio integrating system (Audio Management Unit, Audio Control Panels).
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COMMUNICATIONS
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FLIGHT CREW RADIO COMMUNICATION - GENERAL
OPERATING MANUAL
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - VHF/HF/SELCAL
OPERATING MANUAL
GENERAL
Either of the two Radio Management Panels (RMPs) (third RMP ) can be used to tune each
transceiver.
To transmit, the flight crew uses the Audio Control Panel (ACP) to select a VHF or HF system. The
ACP works through the Audio Management Unit (AMU). Each system is connected to the RMPs, for
frequency selection, and to the AMU for connection to the audio integrating and SELCAL (selective
calling) systems.
VHF
Two identical VHF communication systems (third VHF system ) are installed.
Each system has a transceiver in the avionics compartment, and an antenna on the fuselage. Only
VHF1 functions in EMER ELEC CONFIG. Its range is from 118.0 to 136.975 MHz.
VHF has an alarm which indicates if the microphone is stuck. If a microphone is in the emission
position for more than 30 s, an interrupted tone sounds for 5 s, and the emission is turned off. To
reactivate the emission, the crew releases the push-to-talk button and presses it again.
HF
Two HF Radios are installed. They are used for long-distance voice transmissions. HF 1 is also
used for data communications. Each system has a transceiver in the avionics compartment, and a
common tuner and antenna in the vertical stabilizer. Its range is from 2.8 to 24.0 MHz. When in data
mode, digital information is transmitted between HF 1 and ATSU.
HF transmission is inhibited on ground. A GND HF DATALINK pushbutton, located on the overhead
panel, may override the inhibition. HF must not be used during refueling.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - VHF/HF/SELCAL
OPERATING MANUAL
SELCAL (SELECTIVE CALLING)
Upon receiving a call code corresponding to that of the aircraft, the SELCAL system aurally and
visually advises the flight crew that a ground station is calling the aircraft.
The aural warning is inhibited during takeoff and landing.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - RADIO TUNING
OPERATING MANUAL
DESCRIPTION
Identical Radio Management Panels (RMPs):
‐ Give the flight crew control of all VHF radio communication systems (HF systems ).
‐ Provide backup to the FMGCs for controlling radio navigation systems (Refer to DSC-34-30-10
General).
The two RMPs are on the center pedestal (and the third is on the overhead panel).
Each RMP can control any VHF (HF ) transceiver. RMP1 and RMP2 are connected directly to all
VHF (HF ) transceivers, (whereas RMP3 is connected to them via RMP1 and RMP2). RMPs
are connected together so that each RMP is updated to the selections made on the other RMPs.
Only RMP1 functions in EMER ELEC CONFIG.
If one RMP fails, the remaining one controls all the VHF (HF ) transceivers.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - RADIO TUNING
OPERATING MANUAL
RADIO MANAGEMENT PANEL
(1) Frequency displays
The ACTIVE display window shows the active frequency of the selected radio, which is
identified by a green light on the selection key.
The STBY/CRS (standby/course) display window shows a standby frequency that the pilot can
activate by pressing the transfer key or change by rotating the tuning knobs. (For a description
of the CRS function Refer to DSC-34-30-30 Radio Management Panel (RMP)).
(2) Transfer key
Pressing this key moves the active frequency to the standby window and the standby
frequency to the active window.
This tunes the selected receiver to the new active frequency.
(3) Radio com selection keys
When the pilot presses one of these keys:
• The ACTIVE window displays the frequency set on that radio.
• The STBY/CRS window displays the selected standby frequency or course.
• The selected key displays a green monitor light.
(4) Frequency selector knobs
The pilot uses these concentric knobs to select the STBY frequency or CRS.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - RADIO TUNING
OPERATING MANUAL
The outer knob controls whole numbers; the inner knob controls decimal fractions.
(5) AM pb-sw
If the aircraft has HF radios and the flight crew has selected an HF tranceiver, this switch
selects the AM mode. (The default mode is the SSB, or single side-band, mode).
This key displays a green monitor light when the AM mode is active.
(6) SEL indicator
The SEL indicator on both RMPs comes on amber when a transceiver normally associated with
one RMP is tuned by another:
• VHF 1 tuned by RMP 2 or RMP 3,
• VHF 2 tuned by RMP 1 or RMP 3.
• VHF 3, HF 1, HF 2 ( ) tuned by RMP 1 or RMP 2.
(7) NAV pb sw (with transparent switchguard)
The pilot presses this key to be able to select navigation receivers and courses through the
RMP. It does not affect the selection of communication radios and their frequencies. (Refer to
DSC-34-30-30 Radio Management Panel (RMP), for additional information).
(8) Radio navigation selection keys
The pilot presses one of these keys to select a navigation radio to control through this RMP.
This turns on the green monitor light in the key.
Refer to DSC-34-30-30 Radio Management Panel (RMP), for additional information.
(9) ON/OFF sw
This switch controls the power supply to the RMP.
Note: RMP 3 is able to control VHF and HF transceivers through RMP 1 and RMP 2 even
when they are OFF.
(10) LOAD FUNCTION
When the ATC sends (CONTACT or MONITOR) CPDLC messages to the flight crew, a white
light above the LOAD key comes on to indicate that the sent frequency is available to be
loaded.
Press on this LOAD key before closing the CONTACT/MONITOR messages to load this VHF
frequency to the STBY/CRS window.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - RADIO TUNING
OPERATING MANUAL
Note: A "DEACT" label is visible above the key if the LOAD function is not installed.
When a frequency from the ATC services (sent via datalink) has been received, the
ATSU validates the frequency and simultaneously sends the information to all the
RMP in order to activate the LOAD function.
When the LOAD function is activated, the flight crew can repeatedly load the
frequency on each RMP as often as necessary; except if DATA is present on standby
window.
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AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
VHF1 X
VHF2 DC2
VHF3 DC1
HF1 SHED
HF2 AC2
RMP1 X
RMP2 DC2
RMP3 DC1
RADIO
CAPT ACP X
COMMUNICATIONS
F/O ACP X
THIRD ACP DC1
FOURTH ACP DC1
SELCAL DC1
FLT INTERPHONE X
CAPT LOUDSPEAKER X(1)
F/O LOUDSPEAKER DC2
EXT HORN HOT 2
(1) Normal supply is from DC ESS BUS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-10-50 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW RADIO COMMUNICATION - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-10-50 P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - GENERAL
OPERATING MANUAL
GENERAL
Intercommunications is divided into two main systems:
‐ The audio management system.
‐ The cabin intercommunication data system.
AUDIO MANAGEMENT SYSTEM
The audio management system allows the flight crew to use :
‐ All the radio communication and radio navigation facilities installed on the aircraft in transmission
and reception mode.
‐ The interphone systems.
‐ The call systems.
‐ The passenger address system.
The audio management system includes :
‐ An audio management unit (AMU).
‐ Three audio control panels (ACPs) (fourth and fifth optional).
‐ Sockets at each station:
• Headset jack and boomset connector (hand microphone connector ) for pilot, copilot, and
third occupant.
• Headset jack for fourth occupant.
‐ One interphone jack at the ground power receptacle.
‐ Boomsets for the pilot, copilot, and third occupant, and three hand microphones (fourth ).
‐ Three cockpit oxygen mask microphones.
‐ One radio press-to-talk switch on each sidestick.
‐ One SELCAL code selection panel (avionics compartment).
‐ Two cockpit loudspeakers with separate volume controls.
‐ If installed, a jack panel in the electronic compartment that groups the headset jack, service
interphone jack, hand mike connector, and boomset.
‐ An audio switching facility.
If audio channel 1 or 2 fails due to a failure either in an ACP or the corresponding AMU, the crew can
use the AUDIO SWITCHING selector to select the third audio channel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-10 P 1/4
FCOM A to B → 30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - GENERAL
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-10 P 2/4
FCOM ←B→ 30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - GENERAL
OPERATING MANUAL
LOCATION OF COMPONENTS (PILOT’S STATION)
CABIN INTERCOMMUNICATION DATA SYSTEM
The Cabin Intercommunication Data System (CIDS) transmits, controls, and processes signals for
the following cabin systems :
‐ Cabin and service interphone
‐ Passenger address
‐ Passenger lighted signs
‐ Reading lights (LED technology)
‐ General cabin illumination
‐ Emergency evacuation signalling
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-10 P 3/4
FCOM ← B to C → 30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - GENERAL
OPERATING MANUAL
‐ Lavatory smoke detectors and indicators
‐ Passenger entertainment music and video
‐ Escape slide bottle pressure monitoring
‐ Vacuum system control function
‐ Cargo and lavatory smoke detection function
The CIDS has the following main components :
‐ Two CIDS directors connected in parallel ; one active, and the other on standby.
‐ Flight Attendant Panel (FAP) to monitor and control the cabin systems.
‐ Attendant Indication Panels (AIP), After Attendant Panels (AAP) and Area Call Panels (ACP)
‐ Decoder/Encoder Units (DEUs) linked to the two directors.
• Type A units (for passengers) installed along the cabin.
The loudspeakers, lighted signs, call buttons, call lights and general illumination ballast units are
divided into small groups, each connected to a type A DEU.
• Type B units (for attendants) installed near the exit doors. The Area Call panels, smoke
detectors, attendant handsets, slide and door pressure sensors, and attendant indicator panels,
are connected to type B DEUs.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-10 P 4/4
FCOM ←C 30 MAY 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CONTROLS
OPERATING MANUAL
AUDIO CONTROL PANEL
(1) Transmission keys
Pressed : The associated channel is selected for transmission.
The three green lines come on.
The pilot deselects the channel by pressing the pushbutton again, or
selecting another channel.
CALL : The legend flashes amber (and buzzer sounds) when the SELCAL system
detects a call.
MECH : The legend flashes amber (and buzzer sounds) for a call from the nose gear
bay. The MECH light goes off after 60 s, if it is not reset.
ATT : The legend flashes amber (and buzzer sounds) for a call from a cabin crew
member. The ATT light goes off after 60 s, if it is not reset.
(2) Reception knobs
‐ Pressing and releasing the knob (knob out) selects the associated audio reception channel
and the integral white light comes on.
‐ Rotating the knob adjusts the volume.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-20 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CONTROLS
OPERATING MANUAL
‐ The ANN LT sw controls the brightness.
‐ Pressing the knob (knob stays in) disconnects the associated audio reception channel.
Note: For reception of DME audio navigation signals associated to an ILS or MLS station,
the ILS pb (or LS pb on the FCU) must also be selected.
(3) SELCAL/CALL RESET key
Pressing this key extinguishes CALL, MECH, and ATT lights.
(4) ON VOICE key
This key allows the flight crew to inhibit the audio navigation signals (VOR, ADF)
Pressing this key filters out ident signals and turns on the green ON light.
(5) INT/RAD switch
This switch operates as a press-to-talk switch for boom mike or oxygen mask mike.
INT : Boom and mask mikes transmit on interphone regardless of
which transmission key is selected. For reception on interphone,
the crew member must have INT selected (INT reception knob
out).
Neutral : Reception is normal. Boom and mask mikes do not transmit.
RAD (press and hold) : Boom and mask mikes transmit on the radio selected on the
audio control panel.
(6) Passenger address (PA) function
(Refer to DSC-23-20-50 Passenger Address )
SIDE STICK RADIO SELECTOR
This selector has the same function as the INT/RAD switch on the ACP.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-20 P 2/4
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CONTROLS
OPERATING MANUAL
NEUTRAL (spring-loaded) : Boom and mask mikes are dead.
Reception is normal.
RADIO (squeezed) : Boom and mask mikes transmit through the equipment selected by
the transmission key on the ACP.
Note: If RADIO is selected on the side stick when the INT/RAD switch is on INT, the radio
function has priority over the interphone function.
LOUDSPEAKER VOLUME KNOB
This knob adjusts the volume of the loudspeaker for radio communication.
OFF : Loudspeaker does not respond to signals from the aircraft's radio
equipment.
Clockwise rotation : Loudspeaker broadcasts signals from the aircraft's radio equipment at
increasing volume.
Note: This knob does not control the loudness of aural alert and voice messages.
AUDIO SWITCHING
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-20 P 3/4
FCOM ← B to D → 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CONTROLS
OPERATING MANUAL
The crew can switch to the third ACP if ACP1 or ACP2 fails.
When the crew does this, it takes away the third occupant's access to the acoustic equipment.
AUDIO 3 XFRD appears in green on the ECAM MEMO display.
NORM : Each crew member uses his dedicated communication equipment.
CAPT 3: The pilot uses his acoustic equipment and the third occupant's ACP.
F/O 3 : The copilot uses his acoustic equipment and the third occupant's ACP.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-20 P 4/4
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - INTERPHONE SYSTEMS
OPERATING MANUAL
FLIGHT CREW INTERPHONE SYSTEM
This system allows the flight crew members to communicate among themselves and, through a jack
on the external power panel, with the ground mechanic.
EXTERNAL POWER PANEL (FORWARD OF THE NOSE L/G BAY)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-30 P 1/6
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - INTERPHONE SYSTEMS
OPERATING MANUAL
COCKPIT OPERATION FOR GROUND MECHANIC COMMUNICATION
MECH
INT RECEPTION INT/RAD PUSH TO TALK
TRANSMISSION
KNOB ON ACP SW ON ACP ON HANDMIKE
KEY ON ACP
BOOMSET INT
OR OXYGEN PRESSED OUT OR -
MASK RAD
HANDMIKE PRESSED OUT - PRESSED
CABIN INTERPHONE SYSTEM
The system allows the flight crew to communicate with the flight attendants, and the flight attendants
to communicate among themselves.
(1) CAB transmission key
Pressed : Three green lines come on.
Boom, mask, and hand mikes may be used for cabin interphone.
(2) CAB reception knob
Pressed and released : The integral white light comes on.
(knob out) The station receives audio signals from the cabin.
Rotating the knob adjusts the volume.
Pressed (knob in) : The white light goes out.
The cabin interphone is disconnected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-30 P 2/6
FCOM ← A to B → 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - INTERPHONE SYSTEMS
OPERATING MANUAL
COCKPIT OPERATION FOR CABIN COMMUNICATION
CAB TRANSMISSION CAB RECEPTION PUSH TO TALK
INT/RAD SW ON ACP
KEY ON ACP KNOB ON ACP ON HANDMIKE
BOOMSET
OR OXYGEN PRESSED OUT RAD -
MASK
HANDMIKE PRESSED OUT - PRESSED
SERVICE INTERPHONE SYSTEM
The system allows for communication between :
‐ the flight crew and the service interphone jacks
‐ the flight attendant stations and the service interphone jacks
‐ the different service interphone jacks.
The Service Interphone system has :
‐ seven interphone jacks
‐ an OVRD switch located on the overhead panel.
The audio lines from the interphone jacks are connected to both CIDS directors.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-30 P 3/6
FCOM ← B to C → 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - INTERPHONE SYSTEMS
OPERATING MANUAL
LOCATION OF INTERPHONE JACKS
CONTROLS AND INDICATORS AT OVERHEAD PANEL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-30 P 4/6
FCOM ←C→ 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - INTERPHONE SYSTEMS
OPERATING MANUAL
(1) SVCE INT OVRD pushbutton switch
Auto: Ground personnel can communicate with the flight crew by means of the service
interphone jacks 10 s after the aircraft has landed. The landing gear must be
compressed.
ON : Communication is possible when the landing gear is not compressed.
The ON light is white.
COCKPIT OPERATION
CAB CAB
INT/RAD PUSH TO TALK SVCE INT
TRANSMISSION RECEPTION
SW ON ACP ON HANDMIKE OVRD PB SW
KEY ON ACP KNOB ON ACP
BOOMSET PRESSED OUT RAD – SEE ABOVE
HANDMIKE PRESSED OUT – PRESSED CONDITIONS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-30 P 5/6
FCOM ←C 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - INTERPHONE SYSTEMS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-30 P 6/6
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CALL SYSTEMS
OPERATING MANUAL
GROUND MECHANIC CALL
GENERAL
The system allows the flight crew and ground mechanics to communicate with each other.
CONTROLS AND INDICATORS ON OVERHEAD PANEL
The here above is applicable to the CALLS panel on the overhead panel.
MECH pb
Pressed (and held) : COCKPIT CALL lights up blue on the external power panel in the nose
L/G bay.
An external horn sounds.
Released : COCKPIT CALL remains lighted.
The ground mechanic can extinguish it by pressing the RESET button
on the external power panel. The external horn stops sounding.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-40 P 1/6
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CALL SYSTEMS
OPERATING MANUAL
CONTROLS AND INDICATORS ON THE EXTERNAL POWER PANEL
(1) COCKPIT CALL pushbutton
Pressed : This calls the cockpit.
The MECH lights flash amber on the ACPs and a buzzer sounds.
Released: The MECH lights go out after 60 s if they are not reset on the ACPs.
The buzzer stops.
(2) COCKPIT CALL light
The blue light appears when cockpit calls the ground mechanic. An external horn also
sounds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-40 P 2/6
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CALL SYSTEMS
OPERATING MANUAL
(3) RESET pushbutton
Pressed: The COCKPIT CALL light goes out.
CABIN CALL SYSTEM
GENERAL
The cabin call system is for communication between the cockpit and the cabin.
CALLS FROM THE COCKPIT
The pushbuttons described here below are installed on the CALLS panel located on the overhead
panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-40 P 3/6
FCOM ← A to B → 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CALL SYSTEMS
OPERATING MANUAL
PURS /FWD/MID /EXIT /AFT PUSHBUTTON
When pressed, the following aural and visual alerts will trigger in the cabin:
‐ Two lights come on in pink on the related area of the CALLS panel, as applicable.
‐ On the Attendant Indication Panel (AIP), the “CAPTAIN CALL” message appears and a light
comes on in green.
‐ A high-low chime sounds in the related section of the cabin, as applicable.
ALL pb
When pressed, all the stations simultaneously respond, as indicated above.
EMER pb-sw (GUARDED)
When pressed, the following aural and visual alerts will trigger in the cabin:
‐ Two pink lights flash on all area call panels.
‐ The “EMERGENCY CALL” message appears on all AIPs.
‐ A high-low chime sounds three times, on all of the loudspeakers.
Also, on the cockpit CALLS panel, the ON light flashes in white and the CALL light flashes in
amber.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-40 P 4/6
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CALL SYSTEMS
OPERATING MANUAL
The following aural and visual alerts will trigger in the cockpit, when an emergency call is made
from the cabin to the cockpit:
‐ On the EMER pb-sw: The ON light flashes in white, and the CALL light flashes in amber.
‐ The ATT lights will flash on all Audio Control Panels (ACPs).
‐ Three buzzers will sound consecutively (for approx. three seconds each).
The cabin call system will reset, when the cabin crewmember hangs up the handset.
TT light
When the TT pb on the FWD or AFT Attendant Panel is pressed, the TT light on the cockpit
CALLS panel comes ON and a buzzer sounds three times in the cockpit.
ATTND ADV pb
When pressed, in the case of an imminent takeoff or landing, the ON light comes on in blue, in
addition to a green light on the area call panel in the cabin.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-40 P 5/6
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - CALL SYSTEMS
OPERATING MANUAL
(1) CAPT key
When pressed, the following aural and visual alerts will trigger in the cockpit:
‐ The ATT lights will flash on all Audio Control Panels (ACPs).
‐ A buzzer (inhibited during takeoff and landing) will sound.
In the cabin, the “CAPTAIN” message will appear on the Attendant Indication Panel (AIP) for
which the CAPT key was pressed.
(2) EMER CALL key
When pressed, the following aural and visual alerts will trigger in the cockpit:
‐ On the EMER pb-sw: The ON light flashes in white, and the CALL light flashes in amber.
‐ The ATT lights will flash on all ACPs.
‐ Three buzzers (inhibited during takeoff and landing) will sound consecutively.
In the cabin, the “EMERGENCY CALL” message will appear on all AIPs.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-40 P 6/6
FCOM ←B 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - PASSENGER ADDRESS
OPERATING MANUAL
PASSENGER ADDRESS
The passenger address allows all crew members to make announcements to passengers in the
cabin through loudspeakers. It can be operated from the cockpit (with ACP or handset) or from the
cabin (attendant stations).
CONTROLS AND INDICATORS
(1) PA transmission key
Pressed and held : The flight crew may use a boom, mask, or hand mike to make an
announcement.
Three green lines come on.
Note: The flight crew may use a cockpit handset to make PA announcements without
action on the ACPs.
(2) PA reception knob
Pressed and released : The message goes to the loudspeakers, and the integral white
(knob out) light comes on.
The flight crew can turn the knob to adjust the volume.
Pressed (knob in) : The PA reception to the loudspeakers is disconnected.
The white light goes out.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-50 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - PASSENGER ADDRESS
OPERATING MANUAL
(3) PA IN USE light
The light comes on blue, when:
‐ The PA is activated from the cockpit, or from the cabin (cabin attendant or prerecorded
announcement);
‐ The Video Tape Reproducer (VTR) is running;
‐ The Video Server is running, and the video sound is provided via the cabin’s PA
loudspeaker.
COCKPIT HANDSET
The cockpit handset at the bottom of the pedestal is for PA announcements.
Note: Due to numerous customizations of the handset and keypad, their functions are not
described in detail.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-50 P 2/4
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - PASSENGER ADDRESS
OPERATING MANUAL
PA FROM COCKPIT
PA TRANSMISSION PA RECEPTION PUSH TO TALK PUSH TO TALK
KEY ON ACP KNOB ON ACP ON HANDMIKE ON HANDSET
BOOMSET
OR
PRESSED OUT
OXYGEN
MASK
HANDMIKE PRESSED OUT PRESSED
HANDSET PRESSED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-50 P 3/4
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - PASSENGER ADDRESS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-50 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - EMER EVAC
OPERATING MANUAL
EMER EVAC
(1) COMMAND pb (guarded)
ON : In the cockpit : ‐ The EVAC light flashes red.
In the cabin : ‐ The EVAC lights flash at FWD and AFT attendant panels.
‐ The Evacuation tone sounds.
OFF: The alert is stopped.
The EVAC light flashes red when the alert is activated.
(2) HORN SHUT OFF pb
Pressing this button silences the cockpit horn.
(3) CAPT and PURS/CAPT sw
CAPT and PURS : The alert may either be activated from the cockpit or the cabin.
CAPT : The alert may only be activated from the cockpit.
If one of the cabin CMD pb is pressed, only the cockpit horn sounds for
3 s.
(4) CMD pb
Pressing this button activates the alert, if the cockpit switch is at the CAPT & PURS position.
Pressing it again stops the alert.
(5) RESET pb
Pressing this button silences the EVAC tone.
(6) EVAC light
This light flashes when the alert is activated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-60 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - EMER EVAC
OPERATING MANUAL
PURSER STATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-60 P 2/2
FCOM B 15 FEB 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
CIDS1 GND/FLT X
CABIN INTERCOM
CIDS2 GND/FLT X
DATA SYS
DEU (A/B) GND/FLT X
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-70 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW INTERCOMMUNICATION SYSTEMS - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-20-70 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW COCKPIT VOICE RECORDER - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The cockpit voice recorder (CVR) records :
‐ direct conversations between crew members in the cockpit
‐ all aural warnings sounded in the cockpit
‐ audio communications received and transmitted
‐ intercommunications conversations between crew members
‐ announcements transmitted over the passenger address system, if PA reception is selected on the
third audio control panel.
Only the last 2 h of recording are retained.
The CVR system consists of :
‐ a remote microphone behind the overhead panel
‐ a “hot mike” function, which records the crew members voice directly from their microphone, even
if the push to talk switch is not activated.
‐ a crashproof four-track recorder, equipped with an underwater locating beacon, in the aft section
of the aircraft
‐ a control panel on the overhead panel.
It is energized automatically :
‐ on the ground during the first 5 min after the aircraft electrical network is energized
‐ on the ground with one engine running
‐ in flight
On the ground, it is stopped automatically 5 min after the last engine shutdown provided the CVR
jack is not used.
On the ground, the crew can energize the CVR manually by pressing the GND CTL pushbutton.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-30-10 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW COCKPIT VOICE RECORDER - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-30-10 P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321 COCKPIT VOICE RECORDER - CONTROLS
FLIGHT CREW
OPERATING MANUAL AND INDICATORS ON OVERHEAD PANEL
CONTROLS AND INDICATORS ON OVERHEAD PANEL
(1) GND CTL switch (spring-loaded)
ON : The CVR, DFDR, and QAR are on.
The ON light comes on blue.
AUTO : The CVR, DFDR, and QAR are on, according to the logic. (Refer to
DSC-23-30-10 DESCRIPTION).
(2) CVR ERASE pushbutton
Pressed for : This completely erases the tape, if :
2s ‐ The aircraft is on the ground, and
‐ The parking brake is on.
(3) CVR TEST pushbutton
Pressed and : This activates the test, if the CVR is on (the GND CTL pushbutton pressed,
held or during the first 5 min after energization of the aircraft electrical network),
and the parking brake is on.
Refer to PRO-NOR-SOP-06 Overhead Panel - RCDR for additional
information.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-30-20 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321 COCKPIT VOICE RECORDER - CONTROLS
FLIGHT CREW
OPERATING MANUAL AND INDICATORS ON OVERHEAD PANEL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-30-20 P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW COCKPIT VOICE RECORDER - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
COCKPIT VOICE CVR CTL SHED
RECORDER CVR SHED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-30-30 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW COCKPIT VOICE RECORDER - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-30-30 P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LOCATOR TRANSMITTER - CONTROLS AND INDICATORS
OPERATING MANUAL
CONTROLS AND INDICATORS
(1) ELT selector
ON : The Emergency Locator Transmitter (ELT) transmits an emergency signal.
ARMED : In case of impact, the ELT transmits an emergency signal (on 121.5, 243
and 406 MHz).
TEST/RESET : Starts the ELT autotest.
Note: If the ELT is unduly triggered in ARMED mode (by an external impact, hard landing,
etc.), select the TEST/RESET position to reset the ELT and stop signal transmission.
(2) ON light and ELT light
These lights come on amber either when the emergency signal is transmitted, or during ELT
autotest.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-35-10 P 1/2
FCOM A 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LOCATOR TRANSMITTER - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-35-10 P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW ACARS - ACARS FUNCTIONS
OPERATING MANUAL
WORLD MAP ACARS FREQUENCIES
The table below defines the world zone abbreviations, indicates their associated Service Provider,
MCDU label, and ACARS frequency.
ABBREVIATION SERVICE PROVIDER MCDU LABEL FREQUENCY Family
SP SITA PACIFIC SIT-PAC 131.550 MHz SITA
SITA NORTH
SN SIT-NAM 136.850 MHz SITA
AMERICA
SL SITA LATIN AMERICA SIT-LAM 131.725 MHz SITA
SE SITA EUROPE SIT-E/A 131.725 MHz SITA
DE DEPV BRAZIL DEPV 131.550 MHz SITA
AV AVICOM AVICOM 131.450 MHz SITA
AM ARINC AMERICA ARI-AM 131.550 MHz ARINC
AE ARINC EUROPE ARI-EUR 136.925 MHz ARINC
AF ARINC AFRICA ARI-AFR 126.900 MHz ARINC
AK ARINC KOREA ARI-KOR 131.725 MHz ARINC
AS ARINC ASIA ARI-ASI 131.450 MHz ARINC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-40-40 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW ACARS - ACARS FUNCTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-40-40 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW ACARS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ACARS AC1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-40-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW ACARS - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-40-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - GENERAL
OPERATING MANUAL
GENERAL
The Satellite Communication (SATCOM) system allows the exchange of information between the
aircraft and a ground network.
It provides both voice and data channels:
‐ One or several channels are used for voice transmissions (cockpit or cabin voice). The cockpit
voice function must be activated, in order to be available. The cabin telephone system must be
installed, to be able to use cabin voice function.
‐ One channel is used for data transmissions (ATSU or ACARS).
The ATSU or ACARS normally transmit via VHF3. They automatically switch to SATCOM when
VHF3 is not available.
The cockpit voice interface is controlled by the Audio Control Panels (ACPs) for call set-up and call
termination, and by the MCDU for the call number selection. It allows the crew:
‐ To initiate air to ground calls and to receive ground to air calls
‐ To select the call priority, in case of air to ground calls
‐ To use manual dial or pre-recorded phone numbers.
If a SATCOM telephone handset is installed in the cockpit, the crew can set up a call without the use
of the MCDU.
SATCOM functions are programmed through the Owner Requirement Table (ORT), according to
airline needs.
Due to the highly customized programming, the SATCOM functions may vary for different airlines
and are, therefore, not described in detail.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-10 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-10 P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - CONTROLS AND INDICATORS
OPERATING MANUAL
ACP INTERFACE
Refer to DSC-23-20-10 Audio Management System .
MCDU INTERFACE
SATCOM MAIN MENU PAGE
The crew accesses this page by selecting SAT on the MCDU MAIN page.
2L : This field displays the SATCOM Channel 1 (2) status:
(4L) ‐ READY TO : The channel is ready to support a call
(Label CONNECT
line) ‐ NOT AVAILABLE : The channel is not available (failed or not logged)
‐ DIALING : Cockpit call in progress
‐ INCOMING CALL : Advises of an incoming ground to air call
‐ CONNECTED : The circuit is connected
‐ CALL FAILED : The transmission is interrupted.
2L : This field displays:
(4L) ‐ The title of the selected phone number, in case of an air to ground call
(Data ‐ The number, if the MANUAL DIAL option is used
line) ‐ GRND-AIR CALL, in case of a ground to air call.
5R : This key provides access to the Manual Dial page. This page allows the dialing of a
phone number.
6L : This key provides access to the SATCOM STATUS page, which contains LOG ON and
channel status information.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-20 P 1/4
FCOM A to B → 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - CONTROLS AND INDICATORS
OPERATING MANUAL
6R : This key provides access to the SATCOM DIRECTORY PAGE.
SATCOM DIRECTORY PAGE
This page provides access to 4 phone number lists, where phone numbers can be memorized,
according to their priority.
1L : EMERGENCY for Priority 1 - Reserved for emergency and distress phone numbers only.
2L : SAFETY for Priority 2 - Reserved for regulatory and flight safety phone numbers only.
3L : NON-SAFETY for Priority 3 - Reserved for non flight safety phone numbers.
4L : PUBLIC for Priority 4 - Reserved for personal phone numbers.
6L : This key is used to return to the SATCOM MAIN MENU page.
SATCOM CATEGORY NUMBERS PAGE
The CATEGORY NUMBERS page provides access to the pre-recorded phone numbers.
As an example, the following figure shows the SAFETY CATEGORY NUMBER page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-20 P 2/4
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - CONTROLS AND INDICATORS
OPERATING MANUAL
1L, 2L, 3L, 4L, 5L: These fields display the phone numbers and their titles.
When pressed, they dial the corresponding phone number.
There are two types of numbers:
‐ Protected : Displayed in green
‐ Unprotected : Displayed in blue brackets.
1R : This field displays the selected SATCOM channel.
4R : This function alphabetically sorts the phone numbers, within the category, by
title.
5R : This function automatically searches for a phone number from the beginning
of this category, by entering up to the first three letters of the title into the
scratchpad, and by pressing 5R.
6L : This key is used to return to the SATCOM DIRECTORY page.
SATCOM MANUAL DIAL PAGE
The MANUAL DIAL PAGE enables the crew to initiate an air to ground call by manually entering a
phone number.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-20 P 3/4
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - CONTROLS AND INDICATORS
OPERATING MANUAL
2L (data : This field displays the phone number in blue brackets, after having been entered
line) in the scratchpad.
4L : If two channels are available, this field displays the selected SATCOM channel.
If only one channel is available, this field is blank.
5L : This field displays the priority for the manual dial number. The priority can be
changed by pressing the slew up or down keys on the MCDU keyboard.
6L : This key is used to return to the SATCOM MAIN MENU page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-20 P 4/4
FCOM ←B 06 MAR 14
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
SATCOM AC1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW SATCOM - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-46-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
CIDS 1 + 2 FAULT
VHF 1(2)(3) EMITTING SINGLE MASTER
HF 1(2) EMITTING CHIME CAUTION
Transmitter emitting more than 60 s
SATCOM FAULT 3, 4,
NIL NIL
5, 7, 8
ACARS FAULT
HF 1(2) DATA FAULT NIL NIL
VHF 3 DATA FAULT
SATCOM DATA FAULT
MEMO DISPLAY
This display shows “AUDIO 3 XFRD” in green, if the AUDIO SWITCHING selector is not on
NORM.
ACARS , the display shows:
‐ "ACARS CALL" in green, pulsing, if ACARS has received a message from the ground
requesting a voice communication.
‐ "VHF 3: VOICE" in green, if VHF 3 is operating in voice mode and ACARS communication is
interrupted.
‐ "ACARS MSG" in green, pulsing, if ACARS has received a message from the ground
‐ ACARS STBY in green, if ACARS communications between the aircraft and the ground are lost.
SATCOM , the display shows "SATCOM ALERT" in green, when a message with a priority
level below 4 is received from the ground.
HF and ATSU , the display shows “HF VOICE”, pulsing in green for 10 s and then steady,
when all the HF radios are in voice mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
COMMUNICATIONS
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-23-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
Intentionally left blank
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-24-10 Description
DSC-24-10-10 General
General.....................................................................................................................................................................A
DSC-24-10-20 Generation Of Electrical Power
AC GENERATORS..................................................................................................................................................A
DC GENERATION................................................................................................................................................... B
Circuit Breakers (C/Bs)............................................................................................................................................C
DSC-24-10-30 Operations
DSC-24-10-30-10 General
GENERAL................................................................................................................................................................ A
DSC-24-10-30-20 NORMAL CONFIGURATION
In Flight.................................................................................................................................................................... A
On Ground............................................................................................................................................................... B
DSC-24-10-30-30 Abnormal Configurations
Failure of One Engine Generator............................................................................................................................A
Failure of AC Bus 1.................................................................................................................................................B
FAILURE OF ONE TR............................................................................................................................................ C
Failure of TR 1 and TR 2....................................................................................................................................... D
EMERGENCY GENERATION AFTER LOSS OF ALL MAIN GENERATORS....................................................... E
EMER GEN Running............................................................................................................................................... F
EMER GEN Running (CONT'D)............................................................................................................................. G
Flight with Batteries Only........................................................................................................................................ H
On Ground, Batteries Only (Speed < 50 kt).............................................................................................................I
Smoke Configuration................................................................................................................................................ J
DSC-24-10-30-40 Distribution Table
DISTRIBUTION TABLE........................................................................................................................................... A
DSC-24-20 Controls and Indicators
Overhead Panel ......................................................................................................................................................A
Overhead Panel (Cont'd)......................................................................................................................................... B
EXTERNAL POWER PANEL.................................................................................................................................. C
Forward Cabin......................................................................................................................................................... D
ECAM ELEC Page.................................................................................................................................................. E
DSC-24-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
Memo Display.......................................................................................................................................................... B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
GENERAL
The electrical power system consists of a three-phase 115/200 V 400 Hz constant-frequency AC
system and a 28 V DC system.
Electrical transients are acceptable for equipment.
Commercial supply has secondary priority.
In normal configuration, the electrical power system provides AC power.
A part of this AC power is converted into DC power for certain applications.
The electrical power system is constituted of 2 engine generators and 1 APU generator.
Each generator can provide AC power to all electrical bus bars.
In the event that normal AC power is not available, an emergency generator can provide AC power.
In the event that all AC power is not available, the electrical power system can invert DC power from
the batteries into AC power.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-10 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-10 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION OF ELECTRICAL POWER
OPERATING MANUAL
AC GENERATORS
ENGINE – DRIVEN GENERATORS
Two three-phase AC generators (GEN 1, GEN 2), one driven by each main engine through an
integrated drive, supply aircraft electrical power. Each generator can supply up to 90 KVA of power
at 115 and 200 V and 400 Hz.
Two Generators Control Units (GCU) control the output of their respective generator. The main
functions of each GCU are :
‐ Control the frequency and voltage of the generator output.
‐ Protect the network by controlling the associated generator line contactor (GLC).
APU GENERATOR AND EXTERNAL POWER
A third generator (APU GEN), driven directly by the APU and producing the same output as each
main engine generator, can replace either or both main engine generators at any time.
A ground power connector near the nosewheel allows ground power to be supplied to all busbars.
A Ground and Auxiliary Power Unit (GAPCU) :
‐ Regulates, via the APU Electronic Control Box, the frequency and voltage of the APU generator
when the No Break Power Transfer (NBPT) is required.
‐ Protects the network by controlling the external power contactor and the APU Generator Line
Contactor.
EMERGENCY GENERATOR
The blue hydraulic circuit drives an emergency generator that automatically supplies emergency
AC power to the aircraft electrical system, if all main generators fail. This generator supplies 5 KVA
of three-phase 115 and 200 V 400 Hz power.
A Generator Control Unit (GCU) :
‐ Keeps the emergency generator at a constant speed,
‐ Controls the generator's output voltage,
‐ Protects the network by the controlling the emergency generator line contactor, and
‐ Controls the emergency generator start-up.
STATIC INVERTER
A static inverter transforms DC power from Battery 1 into one KVA of single-phase 115 V 400 Hz
AC power, which is then supplied to part of the AC essential bus. When the aircraft speed is above
50 kt, the inverter is automatically activated, if nothing but the batteries are supplying electrical
power to the aircraft, regardless of the BAT 1 and BAT 2 pushbutton positions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-20 P 1/2
FCOM A→ 18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION OF ELECTRICAL POWER
OPERATING MANUAL
When the aircraft speed is below 50 kt, the inverter is activated, if nothing but the batteries are
supplying electrical power to the aircraft, and the BAT 1 and BAT 2 pushbuttons are both on at
auto.
DC GENERATION
TRANSFORMER RECTIFIERS (TRS)
Two main transformer rectifiers, TR 1 and TR 2, supply the aircraft's electrical system, with up to
200 A of DC current.
A third (identical) transformer rectifier, the ESS TR, can power the essential DC circuit from the
emergency generator, if the engine and APU generators all fail, or if TR 1 or TR 2 fails.
Each TR controls its contactor by internal logic.
BATTERIES
Two main batteries, each with a normal capacity of 23 Ah, are permanently connected to the two
hot buses.
Each battery has an associated Battery Charge Limiter (BCL).
The BCL monitors battery charging and controls its battery contactor.
CIRCUIT BREAKERS (C/BS)
The aircraft has two types of C/Bs:
‐ Monitored (green): When out for more than 1 min, the C/B TRIPPED warning is triggered on the
ECAM.
‐ Non-monitored (black).
The Wing Tip Brake (WTB) C/Bs have red caps on them to prevent them from being reset.
The C/B TRIPPED warning on the ECAM indicates the location of the affected C/B. The following
panels are monitored: OVHD PNL, L(R) ELEC BAY, REAR PNL J-M or N-R or S-V or W-Z.
Note: The flight crew can clear the ECAM C/B TRIPPED caution by pressing:
‐ The EMER CANC pb: When pressed, this pushbutton clears and inhibits the ECAM C/B
TRIPPED caution for the remainder of the flight, or
‐ The CLR pb: When pressed, this pushbutton only clears the ECAM C/B TRIPPED
caution. If the C/B remains pulled, any additional tripped circuit breakers on the same
panel will not be detected, and the ECAM will not trigger the caution. However, if the C/B
is pushed, any additional tripped circuit breakers will be detected, and the ECAM will
trigger the caution again.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-20 P 2/2
FCOM ← A to C 18 SEP 12
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
General
GENERAL
GEN 1 and 2 when operating have priority over the APU generator and over external power.
External power has priority over the APU generator when the EXT PWR pb switch is ON.
The APU generator or external power can supply the entire network.
One engine generator can supply the entire network.
The generators cannot be connected in parallel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
NORMAL CONFIGURATION
IN FLIGHT
Each engine-driven generator supplies its associated AC BUS (1 and 2) via its generator line
contactor (GLC 1 and GLC 2).
AC BUS 1 normally supplies the AC ESS BUS via a contactor.
TR 1 normally supplies DC BUS 1, DC BAT BUS, and DC ESS BUS.
TR 2 normally supplies DC BUS 2.
The two batteries are connected to the DC BAT BUS, if they need charging. When they are fully
charged, the battery charge limiter disconnects them.
ON GROUND
Either the APU generator, or external power, may supply the complete system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-20 P 1/4
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
On ground, when only ground services are required, external power can supply the AC and DC
GND/FLT BUSES directly without supplying the entire aircraft network.
Personnel select this configuration with the MAINT BUS switch in the forward entrance area.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-20 P 2/4
FCOM ←B→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-20 P 3/4
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-20 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
Abnormal Configurations
FAILURE OF ONE ENGINE GENERATOR
The system automatically replaces the failed generator, with the :
‐ APU GEN, if available, or
‐ Other engine generator (automatically shedding part of the galley load).
FAILURE OF AC BUS 1
‐ AC BUS 2 automatically supplies AC ESS BUS, and DC ESS BUS via the ESS TR
‐ DC BUS 2 supplies DC BUS 1 and DC BAT BUS automatically after 5 s.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 1/10
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
FAILURE OF ONE TR
The contactor of each TR opens automatically, in case of :
‐ Overheat
‐ Minimum current
The other TR automatically replaces the faulty one.
The ESS TR supplies the DC ESS BUS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 2/10
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
FAILURE OF TR 1 AND TR 2
If TR 1 and TR 2 are lost, DC BUS 1, DC BUS 2, and DC BAT BUS are lost. The DC ESS BUS is
supplied by the ESS TR.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 3/10
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
EMERGENCY GENERATION AFTER LOSS OF ALL MAIN GENERATORS
If both AC BUS 1 and AC BUS 2 are lost and the aircraft speed is above 100 kt, the Ram Air Turbine
(RAT) extends automatically. This powers the blue hydraulic system, which drives the emergency
generator by means of a hydraulic motor. This generator supplies the AC ESS BUS, and the DC ESS
BUS via the ESS TR.
If the RAT stalls, or if the aircraft is on the ground with a speed below 100 kt, the emergency
generator has nothing to drive it. The emergency generation network automatically transfers to the
batteries and static inverter, and the system automatically sheds the AC SHED ESS and DC SHED
ESS buses.
When the aircraft is on ground :
‐ Below 100 kt, DC BAT BUS is automatically connected to the batteries.
‐ Below 50 kt, AC ESS BUS is automatically shed, leading to the loss of all display units.
Note: During RAT extension and emergency generator coupling (about 8 s), the batteries power
the emergency generation network.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 4/10
FCOM ← D to E 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
EMER GEN RUNNING
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 5/10
FCOM F 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
EMER GEN RUNNING (CONT'D)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 6/10
FCOM G 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
FLIGHT WITH BATTERIES ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 7/10
FCOM H 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
ON GROUND, BATTERIES ONLY (SPEED < 50 KT)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 8/10
FCOM I 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
SMOKE CONFIGURATION
In this configuration the main busbars are shed. The electrical distribution is the same as it is in
the emergency electrical configuration (loss of main generators), except the fact that in smoke
configuration the fuel pumps are connected upstream of the GEN 1 line connector.
The procedure sheds approximately 75 % of electrical equipment. All equipment that remains
powered is supplied via the circuit breakers on the overhead panel (except for equipment that
supplied by hot buses).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 9/10
FCOM J→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
Note: ECAM ELEC page is identical to that for emergency generator running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-30 P 10/10
FCOM ←J 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
Distribution Table
DISTRIBUTION TABLE
AC AC AC
AC AC TR1 TR2 ESS DC DC DC DC DC HOT HOT
BUS BUS ESS
SHED STAT TR BUS BUS BAT ESS SHED BUS BUS
1 2 BUS
ESS INV 1 2 BUS BUS ESS 1 2
NORM CONF GEN GEN GEN
GEN - GEN GEN - TR1 TR2 TR1 TR1 TR1 BAT BAT
1 2 1 1 1 2 GEN GEN GEN GEN GEN 1 2
1 2 1 1 1
ONE GEN INOP GEN GEN GEN GEN - GEN GEN - TR1 TR2 TR1 TR1 TR1 BAT BAT
AVAIL-X- (1, 2 X X X X X X GEN GEN GEN GEN GEN 1 2
X X X X X
or APU )
EMER CONF - - ST - ST - - - - - - BAT - BAT BAT
• BEFORE INV INV 2 1 2
BAT BAT
EMER GEN 1 1
AVAILABILITY
(about 8 s)
• EMER GEN - - EMER EMER - - - EMER - - - ESS ESS BAT BAT
RUNNING GEN GEN GEN TR TR 1 2
EMER EMER
GEN GEN
TR1 FAULT GEN GEN GEN GEN - - GEN GEN TR2 TR2 TR2 ESS ESS BAT BAT
1 2 1 1 2 1 GEN GEN GEN TR TR 1 2
2 2 2 GEN GEN
1 1
TR2 FAULT GEN GEN GEN GEN - GEN - GEN TR1 TR1 TR1 ESS ESS BAT BAT
1 2 1 1 1 1 GEN GEN GEN TR TR 1 2
1 1 1 GEN GEN
1 1
TR1 + 2 FAULT GEN GEN GEN GEN - - - GEN - - - ESS ESS BAT BAT
1 2 1 1 1 TR TR 1 2
-GEN -GEN
1 1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-40 P 1/2
FCOM A→ 29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATIONS
OPERATING MANUAL
ON GROUND AC AC AC AC AC TR1 TR2 ESS DC DC DC DC DC HOT HOT
BAT. ONLY BUS BUS ESS SHED STAT TR BUS BUS BAT ESS SHED BUS BUS
1 2 BUS ESS INV 1 2 BUS BUS ESS 1 2
Speed >100 kt - - EMER EMER - - - EMER - - - ESS ESS BAT BAT
GEN GEN GEN TR TR 1 2
EMER EMER
GEN GEN
rat stall or - - ST - ST - - - - - BAT BAT - BAT BAT
50 kt ≤ speed ≤ INV INV 1-2 2 1 2
BAT BAT
100 kt 1 1
Speed < 50 kt - - - - ST - - - - - BAT BAT - BAT BAT
INV 1-2 2 1 2
BAT
1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-10-30-40 P 2/2
FCOM ←A 29 JUL 11
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) BAT 1(2)
Shows battery voltage in white.
(2) BAT 1(2) pb-sw
Controls the operation of the corresponding battery charge limiter.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 1/18
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
Auto : The battery charge limiter controls automatically the connection and the
disconnection of the corresponding battery to the DC BAT BUS (3 PP) by
closing and opening of the battery line contactor.
‐ The batteries are connected to the DC BAT BUS in the following cases:
• APU starting (MASTER SW pb-sw at ON and N < 95 %).
Note: The connection is limited to 3 min when the emergency
generator is running.
• Battery voltage below 26.5 V (battery charge). The charging cycle ends
when battery charge current goes below 4 A.
▪ On ground, immediately
▪ In flight, after a time delay of 30 min.
• Loss of AC BUS 1 and 2 when below 100 kt (EMER GEN not
supplying).
‐ If AC BUS 1 and 2 are not energized and the EMER GEN is not supplying:
• Battery 1 supplies the AC STAT INV BUS, and, if speed is greater than
50 kt, the AC ESS BUS.
• Battery 2 supplies the DC ESS BUS.
Note: In normal configuration the batteries are disconnected most of
the time.
Note: A battery automatic cut-off logic prevents the batteries from
discharging completely when the aircraft is on the ground
(parking).
Automatic battery contactors open when:
‐ The aircraft is on the ground
‐ The BAT pb switches are at AUTO
‐ The main power supply (EXT PWR + GEN) is cut off
‐ Battery voltage is low.
The flight crew can reset the contactors by switching the BAT
pb-sw to OFF then to AUTO.
OFF : The battery charge limiter is not operating: the battery line contactor is open.
OFF comes on white if the DC BAT BUS is supplied. Hot buses remain
supplied.
FAULT light : Comes on amber, accompanied by an ECAM caution, when the charging
current for the corresponding battery is outside limits.
In this case the battery contactor opens.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 2/18
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(3) IDG 1(2) (Integrated Drive Generator) pb-sw (guarded)
CAUTION 1. Maintaining the IDG pb-sw during more than 3 s may damage the IDG
disconnection mechanism.
2. Disconnect the IDG only when the engine is running or windmilling. If not,
the IDG will be damaged when starting the engine.
The IDG switches are normally springloaded out.
Pressing this switch disconnects the IDG from its driveshaft: only maintenance personnel can
reconnect it.
FAULT light : Lights up amber, and ECAM caution comes on, if:
‐ IDG oil outlet overheats (above 185 °C), or
‐ IDG oil pressure is low (inhibited at low engine speed: N2 below 14 %).
It extinguishes when the IDG is disconnected.
(4) GEN 1(2) pb-sw
ON : The generator field is energized and the line contactor closes if electrical
parameters are normal.
OFF : The generator field is de-energized and the line contactors opens.
The fault circuit is reset.
FAULT light : Lights up amber, and an ECAM caution comes on, if:
‐ The associated generator control unit (GCU) trips it.
Note: If a differential fault trips the protection, reset action has no effect
after two attempts.
‐ Opening of the line contactor (except if the GEN pb-sw is selected OFF).
(5) APU GEN pb-sw
ON : The APU generator field is energized and the line contactor closes if
parameters are normal and the EXT PWR line contactor is open.
The bus tie contactor 1(2) closes automatically if GEN 1(2) is not operating.
OFF : The generator field is de-energized and the line contactor opens. The fault
circuit is reset.
FAULT light : Same as GEN 1 or 2 FAULT
The APU GEN FAULT light is inhibited when APU speed is too low or if the
APU GEN line contactor opens after EXT PWR or ENG GEN takes over.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 3/18
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(6) BUS TIE pb
AUTO : The bus tie contactors (BTCs) automatically open or close to maintain power
supply to both AC BUS 1 and 2.
‐ One contactor is closed, when:
• One engine generator supplies the associated AC BUS, and
• The APU generator, or external power supplies the other side.
‐ Both contactors are closed during single-engine operation, or operation on
the APU generator, or external power supply.
OFF : Both bus tie contactors open.
(7) AC ESS FEED pb
NORMAL : The AC ESS BUS is normally supplied by AC BUS 1. It is automatically
supplied by AC BUS 2, when AC BUS 1 is lost.
ALTN : Comes on when manually selected. The AC ESS BUS is supplied by AC
BUS 2.
FAULT light : The amber light, and ECAM caution come on, when the AC ESS BUS is not
electrically-supplied.
Note: In case of a total loss of the main generators, the AC ESS BUS is
automatically supplied by the emergency generator, or by the static
inverter, if the emergency generator is not available.
(8) GALY & CAB pb
AUTO : Main galley, secondary galley, in-seat power supply and IFE
system (prerecorded announcement, telephone system, video/airshow,
music…), are supplied.
The main galley, the in-seat power supply and the IFE system are
automatically shed:
‐ In flight: When only one generator is operating.
‐ On ground: When only one engine generator is operating. (All galleys are
available when the APU GEN or EXT PWR is supplying power.)
OFF : The main galley, secondary galley, in-seat power supply and IFE
system are not supplied.
The electrical supply of the heating floor panels is shed.
FAULT light : The amber light, and ECAM caution come on, when the load on any
generator is more than 100 % of rated output.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 4/18
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(9) EXT PWR pb (momentary action)
AVAIL light comes on green, if:
‐ External power is plugged in, and
‐ External power parameters are normal.
Pressed momentarily:
‐ If the AVAIL light was on:
• The external power line contactor closes
• The AVAIL light goes off
• The ON light comes on blue.
‐ If the ON light was on:
• The external power line contactor opens
• The ON light goes off
• The AVAIL light comes on.
Note: 1. External power has priority over the APU generator. The engine generators have
priority over external power.
2. The ON light stays on, even when the engine generators supply the aircraft.
(10) COMMERCIAL pb-sw
ON : All aircraft commercial electrical loads are supplied:
‐ Cabin and cargo lights
‐ Water and toilet system
‐ Drain mast ice protection
‐ Galley
‐ Passenger's entertainment
‐ Semi-automatic cargo loading
OFF : Switches off all aircraft commercial electrical loads.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 5/18
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL (CONT'D)
(1) MAN ON pb (guarded)
AUTO : When the following conditions are met:
‐ AC BUS 1 is not electrically supplied.
‐ AC BUS 2 is not electrically supplied.
‐ Aircraft speed is greater than 100 kt.
• The RAT extends.
• The blue hydraulic system drives the emergency generator.
• As soon as the emergency generator electrical parameters are within
tolerance the emergency generator is connected to the aircraft network.
Pressed : This selects manual RAT extension.
Emergency generator coupling occurs 3 s after the RAT supplies the emergency
generator.
(2) FAULT lt
This light comes on red if the emergency generator is not supplying power when AC BUS 1 and
AC BUS 2 are not powered.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 6/18
FCOM B→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(3) EMER GEN TEST pb (guarded)
Pressed and held:
‐ If AC NORMAL BUSES are supplied:
• The EMER GEN is driven hydraulically if the blue electric pump is running.
The AC ESS BUS and the DC ESS BUS are connected to the emergency generator.
(The DC ESS SHED and AC ESS SHED buses are not powered.)
• ECAM displays the ELEC page automatically (only on the ground).
‐ If only the batteries supply the aircraft:
• The static inverter powers the AC ESS BUS.
(4) GEN 1 LINE pb sw
OFF : GEN 1 line contactor opens.
The AC BUS 1 channel is supplied from GEN 2 through bus tie contactors. This is
used for smoked drill.
SMOKE : (Refer to DSC-26-30-20 Overhead Panel)
lt
EXTERNAL POWER PANEL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 7/18
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(1) EXT PWR NOT IN USE
This white light comes on to inform ground personnel that the ground power unit is not
supplying the aircraft network and can be removed.
(2) EXT PWR AVAIL
This amber light comes on to indicate that external power is available and the voltage is
correct.
FORWARD CABIN
MAINT BUS SW:
This switch allows personnel to energize electrical circuits for ground servicing without energizing
the entire aircraft electrical system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 8/18
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
ON : The switch latches magnetically if external power is connected and normal (AVAIL light
on).
The AC and DC GND/FLT buses have power and the following loads can be energized:
‐ passenger compartment lighting
‐ galley lighting
‐ entrance area lights
‐ lavatory lighting and service
‐ vacuum cleaner sockets
‐ flight compartment service outlets
‐ hydraulic pump (yellow system)
‐ flight compartment flood lighting
‐ fuel quantity indications
‐ refueling
‐ cargo hold lighting
‐ main and nose landing gear compartment lighting
‐ belly fairing panel service outlets
‐ ground call
‐ equipment compartment lights and service outlets
‐ navigation lights.
The switch trips when the external source is removed.
OFF : The AC and DC GND/FLT buses are connected to AC BUS 2 and DC BUS 2.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 9/18
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM ELEC PAGE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 10/18
FCOM E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(1) Battery indications
‐ BAT pb-sw at OFF:
Legend is in white.
‐ BAT pb-sw at Auto:
(A)
Legend is normally white, but becomes amber:
‐ when voltage and current indications change to amber, or
‐ in case of a BAT FAULT warning.
(B) Battery voltage is normally green, but becomes amber if V > 31 V or V < 25 V.
(C) Battery current is normally green, but becomes amber if discharge current > 5 A.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 11/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(2) Battery charge/discharge indication
(3) DC BAT indication
It is normally in green. It becomes amber, if DC BAT voltage ≤ 25 V.
(4) Bus indication
It is normally in green. It becomes amber, when the corresponding bus is off.
SHED appears in amber, when AC or DC SHED ESS BUS is off.
(5) TR 1 (2) indication
(A) Normally white, this legend becomes amber when legends B and C do.
(B) The TR voltage is normally in green. It becomes amber, if V > 31 V, or V < 25 V.
(C) The TR current is normally in green. It becomes amber, when the TR current ≤ 5 A.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 12/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(6) ESS TR indication
This legend follows the logic of the above-noted TR 1 (2) legend.
The voltage and current are not displayed, when the essential TR contactor is open.
(7) EMER GEN indication
(A) This legend is normally in white. It becomes amber when either the voltage or frequency
legend becomes amber.
(B)
This legend is normally in green. It becomes amber, if:
‐ V > 120 V or
‐ V < 110 V.
(C)
This legend is normally in green. It becomes amber, if:
‐ F > 410 Hz or
‐ F < 390 Hz .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 13/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
Voltage and frequency indications are not displayed, when the EMER GEN line contactor
is open.
(8) GEN 1/2 indications
‐ GEN pb-sw is OFF:
GEN is amber.
OFF indication is white
1 or 2 indication is white if the associated engine is running, amber if it is not.
‐ GEN pb-sw is ON.
(A) GEN 1 or GEN 2, normally white, becomes amber if any of the following legends
become amber.
(B) The load legend, normally green, becomes amber if load > 100 %.
(C) The voltage legend, normally green, becomes amber if V > 120 V or V < 110 V.
(D) The frequency legend, normally green, becomes amber if F > 410 Hz or F < 390 Hz.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 14/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(9) APU GEN indications
‐ When the APU MASTER sw is OFF this legend is white regardless of the position of the
APU GEN pb-sw.
‐ When the APU MASTER sw is ON, and the APU GEN pb-sw is OFF:
The APU GEN legend is amber.
The OFF legend is white.
‐ When the APU MASTER sw is ON and the APU GEN pb-sw is ON:
The indications are the same as for GEN 1 (2).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 15/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(10) EXT PWR indications
‐ External power is not available.
‐ When external power is available:
(A) This legend is normally white, but becomes amber, if either of the following legends
turns amber.
(B) This legend is normally green, but becomes amber, if V > 120 V or if V < 110 V.
(C) This legend is normally green, but becomes amber, if F > 410 Hz or if F < 390 Hz.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 16/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
‐ This legend appears during the static inverter test, and when pressing the ELEC pb on the
ECAM control panel while ESS BUSES are supplied by the batteries. It is normally green,
but becomes amber, if:
V < 110 V or V> 120 V.
F < 390 Hz or F > 410 Hz.
(11) IDG indications
(A) IDG1 (2) legend
The IDG legend is normally white, but becomes amber, if:
• Oil outlet temperature > 185 °C.
• Oil pressure gets too low.
• IDG becomes disconnected.
The 1 or 2 is white if the corresponding engine is running, amber if it is not and the
FADEC is powered.
(B) DISC/LO PR indication
The DISC legend appears in amber, when the IDG is disconnected.
LO PR appears in amber, when IDG low pressure is detected and the associated engine
is running.
(C) Oil outlet temperature
This legend is normally in green, but appears amber, if T > 185 °C.
It flashes, if 147 °C < T < 185 °C (advisory).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 17/18
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(12) GALLEY SHED indication
This legend appears in white when:
‐ The GALLEY pb-sw is OFF, or
‐ The main galleys are shed, meaning:
• In flight, only one generator is operating.
• On ground, the aircraft is being supplied by one engine generator only.
The legend is not displayed, when the aircraft is in its normal configuration.
(13) RISE indication
This number, displayed in green, is the difference between the temperature at the IDG inlet and
that at the IDG outlet.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-20 P 18/18
FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-30 P 1/4
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNINGS INHIB
RAT and
EMER CONFIG NIL (1) EMER GEN 4, 8
Loss of main generators. FAULT lt
MASTER
CRC
ESS BUSES ON BAT WARN
1, 2, 3, 4,
DC and AC ESS BUSES are supplied by ELEC
8, 9, 10
batteries
AC BUS 1 FAULT
AC BUS 2 FAULT
AC ESS BUS SHED
NIL
DC BUS 1 FAULT
DC BUS 2 FAULT
DC BUS 1 + 2 FAULT 4, 8
DC ESS BUS FAULT
DC ESS BUS SHED
Bus(es) is (are) no longer supplied.
AC ESS BUS FAULT AC ESS FEED
Bus is no longer supplied. FAULT lt
3, 4, 5,
AC ESS BUS ALTN 6, 7, 8
DC BAT BUS FAULT 4, 5, 7, 8
Bus is no longer supplied. NIL
DC EMER CONFIG SINGLE MASTER
DC BUS 1 and 2 and DC ESS BUS are not ELEC 4, 8
CHIME CAUTION
supplied.
GEN 1(2) FAULT
‐ Protection trip initiated by associated GCU, GEN 1(2) 1, 4, 5,
or FAULT 7, 8,10
‐ Opening of line contactor with GEN pb ON.
GEN 1(2) OFF. NIL
1, 3, 4, 5,
GEN 1(2) pb OFF with no FAULT. 7, 8, 10
APU GEN FAULT
‐ Protection trip initiated by associated GCU, APU GEN
or 4, 5, 7, 8
FAULT lt
‐ Opening of line contactor with APU GEN
pb-sw ON.
GEN 1(2) or APU GEN OVERLOAD GALLEY
Load of one generator is above 100 % of rated 3, 4, 5, 7, 8
FAULT lt
output
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-30 P 2/4
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNINGS INHIB
IDG 1(2) OIL LO PR
IDG oil pressure low IDG 1(2) 1, 4, 5,
IDG 1(2) OIL OVHT FAULT lt 7, 8, 10
IDG outlet oil TEMP above 185 °C
IDG
IDG 1(2) DISCONNECTED on ground OFF It
3 to 10
BAT 1(2) FAULT BAT 1(2)
Charging current increases at an abnormal 3, 4, 5, 7, 8
FAULT lt
rate
C/B TRIPPED ON OVHD PNL
C/B TRIPPED ON L (R) ELEC BAY
3, 4, 5, 7,
C/B TRIPPED REAR PNL J-M or N-R NIL
8, 9, 10
or S-V or W-Z
One C/B tripped in the designated zone.
BAT 1(2) OFF 1, 3, 4, 5,
NIL 7, 8, 9, 10
BAT pb OFF without fault.
ELEC
TR 1(2) FAULT
BCL 1(2) FAULT NIL NIL 3, 4, 5,7, 8
STATIC INV FAULT
EMER GEN 1 LINE OFF NIL 1, 3, 4, 5,
GEN 1 LINE pb-sw in OFF position. 7, 8, 9, 10
(1) The flight crew must call up the ELEC page on the upper ECAM by pressing and holding the ELEC pushbutton on the
ECAM control panel.
MEMO DISPLAY
EMER GEN is displayed in green, when the emergency generator is running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-30 P 3/4
FCOM ← A to B 11 DEC 13
AIRCRAFT SYSTEMS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-24-30 P 4/4
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
EQUIPMENT
Intentionally left blank
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-25-10 Flight Deck
DSC-25-10-10 General
GENERAL................................................................................................................................................................ A
PRINCIPLES FOR PUSHBUTTONS WITH INTEGRATED INDICATIONS............................................................B
GENERAL ARRANGEMENT...................................................................................................................................C
DSC-25-10-20 Cockpit Plan
General.....................................................................................................................................................................A
Right Rear Corner................................................................................................................................................... B
LEFT REAR CORNER............................................................................................................................................ C
DSC-25-10-30 Seats
PILOT SEATS..........................................................................................................................................................A
PILOT SEAT MECHANICAL ADJUSTMENT.......................................................................................................... B
PILOT SEAT ELECTRICAL ADJUSTMENT (IF INSTALLED)................................................................................C
HEADREST ADJUSTMENT (IF INSTALLED)........................................................................................................ D
ARMREST ADJUSTMENT...................................................................................................................................... E
OBSERVER SEAT...................................................................................................................................................F
OBSERVER SEAT ADJUSTMENT.........................................................................................................................G
ARM REST.............................................................................................................................................................. H
DSC-25-10-40 Cockpit Window
GENERAL................................................................................................................................................................ A
FIXED WINDOWS................................................................................................................................................... B
SLIDING WINDOWS............................................................................................................................................... C
DSC-25-10-50 Pilot's Instrument Panels
Pilot's Instrument Panels - Captain Side.................................................................................................................A
Pilot's Instrument Panels - First Officer Side .........................................................................................................B
DSC-25-10-60 Pedestal
Pedestal................................................................................................................................................................... A
DSC-25-10-70 Overhead Panel
Overhead Panel....................................................................................................................................................... A
DSC-25-10-80 C/B Panels
C/B PANELS............................................................................................................................................................A
DSC-25-10-100 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
Continued on the following page
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-25-11 Cockpit Door Security System
DSC-25-11-10 Description
Cockpit Door Description.........................................................................................................................................A
DSC-25-11-20 Cockpit Door Locking System (CDLS)
COCKPIT DOOR LOCKING SYSTEM (CDLS).......................................................................................................A
Controls.................................................................................................................................................................... B
DSC-25-11-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-25-15 In Seat Power Supply System
DSC-25-15-30 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-25-40 Windows
DSC-25-40-10 Cockpit
DSC-25-40-10-10 Description
Description............................................................................................................................................................... A
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FLIGHT CREW FLIGHT DECK - GENERAL
OPERATING MANUAL
GENERAL
The aircraft and system controls, required for piloting the aircraft, are arranged in such a way that the
crew faces forward and all crewmembers can monitor instruments and systems.
The designers concentrated system controls on the overhead panel by making extensive use of
pushbuttons, directly installed in the system synoptic.
Note: This section of the FCOM is designed to provide Operators with a general overview of the
most common cockpit system configurations and cockpit panel layouts. Due to the large
number of possible configurations and layouts, there may be a slight difference between
these illustrations and the exact aircraft configuration.
For the applicable panel that corresponds to your aircraft configuration, refer to the panel
layout illustrations provided in the related FCOM chapter.
PRINCIPLES FOR PUSHBUTTONS WITH INTEGRATED INDICATIONS
Whenever possible, pushbuttons used for corrective actions, have integrated status and failure
indications.
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FLIGHT CREW FLIGHT DECK - GENERAL
OPERATING MANUAL
The pushbutton positions, and their illuminated indications, follow the "lights out” principle.
‐ While corresponding to particular aircraft configurations, indications also have the following color
codes :
• Warnings
RED : A failure requiring immediate action.
• Cautions
AMBER : A failure, of which the flight crew should be aware, but does not call for immediate
action.
• Indications
GREEN : For normal system operation.
BLUE : For normal operation of a system used temporarily
WHITE : ‐ For an abnormal pushbutton position.
‐ For a test result or maintenance information.
When the aircraft is in a normal configuration, only green lights can be permanently lit, whereas
blue lights can be intermittently.
‐ Pushbutton positions :
POSITION BASIC FUNCTION
Pressed In ON, AUTO, OVRD, OPEN
Released Out OFF, MAN, ALTN, SHUT
Note: 1. Certain pushbutton lights have two dots, indicating that the corresponding part of the
pushbutton is not used.
2. Certain pushbuttons do not remain pressed in. These are referred to as “Momentary
Action” pushbuttons.
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EQUIPMENT
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FLIGHT CREW FLIGHT DECK - GENERAL
OPERATING MANUAL
GENERAL ARRANGEMENT
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FLIGHT CREW FLIGHT DECK - GENERAL
OPERATING MANUAL
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FLIGHT CREW FLIGHT DECK - COCKPIT PLAN
OPERATING MANUAL
GENERAL
The cockpit can accommodate two crewmembers, plus a third and fourth occupant.
The two pilot seats are mounted on columns.
The third and fourth occupant seats are folding seats.
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FLIGHT CREW FLIGHT DECK - COCKPIT PLAN
OPERATING MANUAL
RIGHT REAR CORNER
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FLIGHT CREW FLIGHT DECK - COCKPIT PLAN
OPERATING MANUAL
LEFT REAR CORNER
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FLIGHT CREW FLIGHT DECK - COCKPIT PLAN
OPERATING MANUAL
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FLIGHT CREW FLIGHT DECK - SEATS
OPERATING MANUAL
PILOT SEATS
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FLIGHT CREW FLIGHT DECK - SEATS
OPERATING MANUAL
PILOT SEAT MECHANICAL ADJUSTMENT
To adjust a seat mechanically, the occupant must lift the appropriate control handle. This unlocks the
seat so that it may be moved. Releasing the control handle returns it to springloaded locked position.
On electrically-powered seats , the mechanical adjustment is a backup : The seat should be
adjusted electrically.
PILOT SEAT ELECTRICAL ADJUSTMENT (IF INSTALLED)
To adjust a seat electrically, the occupant must press the appropriate control switch in the desired
direction, and release it when the seat reaches the desired position. The switch then returns to the
springloaded neutral position.
To adjust the vertical position of the lumbar cushion, the occupant must :
‐ Pull the control out to the unlocked position,
‐ Turn the control to adjust the position of the cushion, and
‐ Push the control into the locked position.
HEADREST ADJUSTMENT (IF INSTALLED)
To adjust the headrest in inclination, the occupant presses the inclination control button, and
releases it to lock the position.
To control the height of the headrest, the occupant must push it horizontally, adjust the height, and
release it to lock the position.
ARMREST ADJUSTMENT
To adjust the inboard armrest, the occupant must turn the knurled knob, located on the bottom
surface of the armrest.
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FLIGHT CREW FLIGHT DECK - SEATS
OPERATING MANUAL
OBSERVER SEAT
OBSERVER SEAT ADJUSTMENT
This seat has three positions :
‐ Normal : Centered on aircraft axis.
‐ Intermediate : Clear of the cockpit entrance.
‐ Stowed : Seat vertical and headrest folded back. The seat is usable in this position, and does not
impede access to the documents and equipment on the right side of the cockpit.
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FLIGHT CREW FLIGHT DECK - SEATS
OPERATING MANUAL
ARM REST
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FLIGHT CREW FLIGHT DECK - SEATS
OPERATING MANUAL
The position of the arm rest is adjustable as follows:
A. Height adjustment
B. Pitch adjustment
The armrest also has a memory display (C) that shows pitch and height.
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FLIGHT CREW FLIGHT DECK - SEATS
OPERATING MANUAL
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FLIGHT CREW FLIGHT DECK - COCKPIT WINDOW
OPERATING MANUAL
GENERAL
The cockpit has fixed and sliding windows.
FIXED WINDOWS
There are four fixed windows :
‐ two windshields
‐ two fixed side windows
SLIDING WINDOWS
The flight crew can use the sliding windows as emergency exits. Therefore they are not permitted to
stow any object so that it protrudes into the window area from the side console. Members of the flight
crew can use the control handle to slide each of the windows rearward, and can use a locking pin to
lock each window open.
(1) Unlocking button
Flight crew presses this button to unlock the control handle.
(2) Control handle
‐ To open the window, the crew member pulls inward and rearward.
‐ To close the window, the crew member pushes forward.
(3) Locking pin
This pin locks the window open.
It is near the window’s lower guide track and is visible when the window is open.
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FLIGHT CREW FLIGHT DECK - COCKPIT WINDOW
OPERATING MANUAL
‐ Forward
Between the closed position and the one-third open position, the window is free to move
forward and aft.
When the window is more than one-third open, this pin prevents it from moving forward.
‐ Aft
Flight crew must move the locking pin aft in order to close the window. Left sliding window.
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EQUIPMENT
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FLIGHT CREW FLIGHT DECK - PILOT'S INSTRUMENT PANELS
OPERATING MANUAL
PILOT'S INSTRUMENT PANELS - CAPTAIN SIDE
PILOT'S INSTRUMENT PANELS - FIRST OFFICER SIDE
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FLIGHT CREW FLIGHT DECK - PILOT'S INSTRUMENT PANELS
OPERATING MANUAL
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FLIGHT CREW FLIGHT DECK - PEDESTAL
OPERATING MANUAL
PEDESTAL
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FLIGHT CREW FLIGHT DECK - PEDESTAL
OPERATING MANUAL
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FLIGHT CREW FLIGHT DECK - OVERHEAD PANEL
OPERATING MANUAL
OVERHEAD PANEL
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FLIGHT CREW FLIGHT DECK - OVERHEAD PANEL
OPERATING MANUAL
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FLIGHT CREW FLIGHT DECK - C/B PANELS
OPERATING MANUAL
C/B PANELS
OVERHEAD PANEL
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EQUIPMENT
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FLIGHT CREW FLIGHT DECK - C/B PANELS
OPERATING MANUAL
RIGHT REAR PANEL
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EQUIPMENT
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FLIGHT CREW FLIGHT DECK - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
CAPTAIN SEAT motors AC1
F/O SEAT motors AC2
FOOT WARMERS AC2
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FLIGHT CREW FLIGHT DECK - ELECTRICAL SUPPLY
OPERATING MANUAL
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FLIGHT CREW COCKPIT DOOR SECURITY SYSTEM - DESCRIPTION
OPERATING MANUAL
COCKPIT DOOR DESCRIPTION
A forward-opening hinge door separates the cockpit from the passenger compartment. It has three
electric locking strikes, controlled by the flight crew. In normal conditions, when the door is closed,
they remain locked. When there is a request to enter the cockpit, the flight crew can authorize entry
by unlocking the door, that remains closed until it is pushed open.
When the flight crew does not respond to requests for entry, the door can also be unlocked by
the cabin crew, by entering a two to seven-digit code (programmed by the airline) on the keypad,
installed on the lateral side of the Forward Attendant Panel (FAP).
The door is bulletproof and fully compliant with rapid decompression requirements.
A mechanical override enables the flight crew to open the door from the cockpit side.
A deadbolt is installed at the level of the center latch area of the cockpit door. This deadbolt bolts the
door from the cockpit side, in the event that more than one locking latch strike fails, or in the case of
a total CLS failure.
Note: 1. The escape panel enables the flight crew to evacuate the cockpit, in case of an
emergency, when the door is jammed. This panel can only be removed from the cockpit
side by pulling the quick release pins towards the center of the flap and kicking the panel
open.
2. In case of an electrical supply failure, the door is automatically unlocked, but remains
closed.
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FLIGHT CREW COCKPIT DOOR SECURITY SYSTEM - DESCRIPTION
OPERATING MANUAL
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A318/A319/A320/A321 COCKPIT DOOR SECURITY SYSTEM -
FLIGHT CREW
OPERATING MANUAL COCKPIT DOOR LOCKING SYSTEM (CDLS)
COCKPIT DOOR LOCKING SYSTEM (CDLS)
The Cockpit Door Locking System (CDLS) provides a means of electrically locking and unlocking the
cockpit door. This system is mainly composed of :
‐ A keypad, located in the forward cabin, near the cockpit door,
‐ A toggle switch, located in the center pedestal’s Cockpit Door panel,
‐ A control unit and its CKPT DOOR CONT normal panel, located on the overhead panel,
‐ A buzzer.
The keypad enables the cabin crew to request access to the cockpit. There are two different access
request types : “Routine” and “Emergency” access request (Refer to PRO-SUP-25 Cockpit Door
Operation - General).
The toggle switch enables the flight crew to lock or unlock the cockpit door, following an access
request, thereby allowing or denying the entry to the cockpit.
The cockpit door control unit is the system controller, in charge of :
‐ Locking or unlocking the door latches, upon flight crew action.
‐ Unlocking the door, in case of cockpit decompression (the door then opens towards the cockpit
under differential pressure).
‐ Indicating system failures of electrical latches and pressure sensors.
‐ Activating the access request buzzer and turning on the keypad LEDs.
The buzzer sounds in the cockpit for 1 to 9 s to indicate that a routine access request has been
made, or sounds continuously if an emergency access procedure has been initiated.
CONTROLS
KEYPAD
The keypad is used by the cabin crew to request pilots to open the door (Refer to PRO-SUP-25
Cockpit Door Operation - General).
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EQUIPMENT
A318/A319/A320/A321 COCKPIT DOOR SECURITY SYSTEM -
FLIGHT CREW
OPERATING MANUAL COCKPIT DOOR LOCKING SYSTEM (CDLS)
(1) Locked/Unlocked Door Indicator
GREEN light ON : The door has been unlocked either by a flight crew action, or
automatically (during 5 s) when no flight crew action is performed
during the delay following an emergency access request. The
door can be pushed open.
GREEN light flashes : An emergency request to enter the cockpit has been made; the
buzzer will sound continuously in the cockpit, but no action has
yet been taken by the flight crew.
RED light ON : The flight crew has denied access, and the door remains locked.
WHITE light ON : The light comes on each time the cabin crew presses a key on
the keypad.
(2) Digital Keypad
The keypad is used to sound the buzzer in the cockpit for 1 to 9 s (3 s by default), by
entering a zero to seven-digit code, as programmed by the airline, followed by the '#' key.
It is also used to enter the two to seven-digit emergency code, followed by the '#' key, when
the flight crew does not respond.
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EQUIPMENT
A318/A319/A320/A321 COCKPIT DOOR SECURITY SYSTEM -
FLIGHT CREW
OPERATING MANUAL COCKPIT DOOR LOCKING SYSTEM (CDLS)
Note: During the test performed by the cockpit door control unit, the CDLS keypad
remains operational, and the CDLS operates as follows:
The control unit will store access codes that are entered, and the
LOCKED/UNLOCKED DOOR INDICATOR (RED/GREEN LEDs) of the keypad will
remain on, as long as the test is running.
‐ If the correct access code is entered on the keypad, the buzzer will not sound,
until the test is completed.
‐ If the emergency access code is entered, the door will unlock. The cockpit
buzzer and the LOCKED/UNLOCKED DOOR INDICATOR will be inoperative.
CENTRAL PEDESTAL COCKPIT DOOR PANEL
The secured cockpit door opening is controlled by a toggle switch, located on the central pedestal.
(1) COCKPIT DOOR toggle switch
UNLOCK : This position is used to enable the cabin crewmember to open the door.
position The switch must be pulled and maintained in the unlock position until
the door is pushed open.
NORM position : All latches are locked, and EMERGENCY access is possible for the
cabin crew.
LOCK position : Once the button has been moved to this position, the door is locked ;
emergency access, the buzzer, and the keypad are inhibited for a
preselected time (5 to 20 min).
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EQUIPMENT
A318/A319/A320/A321 COCKPIT DOOR SECURITY SYSTEM -
FLIGHT CREW
OPERATING MANUAL COCKPIT DOOR LOCKING SYSTEM (CDLS)
Note: 1. If the LOCK position has not been used by the pilot, for at least 5 to 20 min, the
cabin crew is able to request emergency access to open the cockpit door.
2. The UNLOCK position overrides and resets any previous selection.
3. In case of an electrical supply failure, the cockpit door is automatically unlocked,
but remains closed.
(2) COCKPIT DOOR Fault Open indicator
OPEN light ON : The door is not closed, or not locked.
OPEN light : The cabin crew has started an emergency access procedure. If there
flashes is no reaction from the flight crew, the door will unlock at the end of the
adjustable time delay (15 to 120 s).
FAULT : This light comes on when a system failure has been identified
(Example : Latch, pressure sensors, control unit).
The inoperative item can be identified by checking the strike and
pressure sensor status lights on the CKPT DOOR CONT panel.
OVERHEAD CONTROL PANEL
The Cockpit Door Locking System's control panel is located on the overhead panel.
(1) Strikes' status lights
Off : The corresponding (upper, mid, or lower) locking latch is operative.
On : The corresponding (upper, mid, or lower) locking latch is faulty.
(2) Pressure sensor
Two redundant differential pressure sensors enable rapid pressure variation in the cockpit
to be detected, in order to command simultaneous opening of all latches when a defined
pressure drop is detected.
(3) Pressure sensor status lights
Off : The corresponding (1 or 2) pressure sensor is operative.
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EQUIPMENT
A318/A319/A320/A321 COCKPIT DOOR SECURITY SYSTEM -
FLIGHT CREW
OPERATING MANUAL COCKPIT DOOR LOCKING SYSTEM (CDLS)
On : The corresponding (1 or 2) pressure sensor is faulty.
Note: These indicators enable the crew to identify the faulty item, when the Central
Pedestal Fault indicator light is ON.
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EQUIPMENT
A318/A319/A320/A321 COCKPIT DOOR SECURITY SYSTEM -
FLIGHT CREW
OPERATING MANUAL COCKPIT DOOR LOCKING SYSTEM (CDLS)
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FLIGHT CREW COCKPIT DOOR SECURITY SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
COCKPIT DOOR LOCKING SYSTEM DC2
COCKPIT DOOR LOCKING SYSTEM
DC1
BACKUP
COCKPIT DOOR SURVEILLANCE SYSTEM
DC1
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FLIGHT CREW COCKPIT DOOR SECURITY SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
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FLIGHT CREW IN SEAT POWER SUPPLY SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
IN SEAT POWER SUPPLY AC2
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FLIGHT CREW IN SEAT POWER SUPPLY SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
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FLIGHT CREW WINDOWS - COCKPIT
OPERATING MANUAL
Description
DESCRIPTION
COCKPIT WINDSHIELD AND WINDOWS DESCRIPTION
All cockpit windows are fail-safe design.
The windows are made of:
‐ A non structural ply, the Outer ply (1), which is only a protective layer
‐ Two structural plies, the Middle ply (2) and the Inner ply (3)
Each structural ply is able to sustain individually the pressurization loads
‐ A heating film (4) to defog and/or de-ice the windshield/window
‐ Two interlayers (5).
Typical Structure Of A Cockpit Window (Cut View)
For information on cockpit window damage procedure, description and evaluation method, Refer
to PRO-ABN-80 COCKPIT WINDSHIELD/WINDOW CRACKED and, Refer to FCTM/AO-090
COCKPIT WINDSHIELD/WINDOW CRACKED.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-25-40-10-10 P 1/2
FCOM A 25 NOV 11
AIRCRAFT SYSTEMS
EQUIPMENT
A318/A319/A320/A321
FLIGHT CREW WINDOWS - COCKPIT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-25-40-10-10 P 2/2
FCOM 25 NOV 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
Intentionally left blank
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-26-10 GENERAL
DESCRIPTION.........................................................................................................................................................A
DSC-26-20 Engine and APU
DSC-26-20-10 Description
Detection.................................................................................................................................................................. A
Extinguishing............................................................................................................................................................ B
Fire Warnings and Loop Cautions.......................................................................................................................... C
DSC-26-20-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
APU Fire Panel........................................................................................................................................................B
Pedestal................................................................................................................................................................... C
External Power Panel..............................................................................................................................................D
Maintenance Panel.................................................................................................................................................. E
DSC-26-20-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-26-30 Avionics Bay
DSC-26-30-10 Description
Description............................................................................................................................................................... A
DSC-26-30-20 Controls and Indicators
OVERHEAD PANEL................................................................................................................................................ A
DSC-26-30-30 Warnings and Cautions
WARNINGS AND CAUTIONS.................................................................................................................................A
DSC-26-40 Lavatory
DSC-26-40-10 Description
SMOKE DETECTION.............................................................................................................................................. A
WASTEBIN FIRE EXTINGUISHING....................................................................................................................... B
DSC-26-40-20 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-26-50 Cargo Compartments
DSC-26-50-10 Smoke Detection
Smoke Detection......................................................................................................................................................A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-PLP-TOC P 1/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-26-50-20 Fire Extinguishing
Fire Extinguishing.................................................................................................................................................... A
DSC-26-50-30 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
DSC-26-50-40 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-26-60 Electrical Supply
Electrical Supply...................................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-PLP-TOC P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
DESCRIPTION
Aircraft Fire Protection Systems are comprised of :
‐ Fire and overheat detection and extinguishing systems for the :
• Engines
• APU
‐ Smoke detection and extinguishing systems for the :
• Cargo compartments
• Lavatories
‐ Smoke detection for the :
• Avionic bay
‐ Portable fire extinguishers for the :
• Flight compartment
• Passenger cabin
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - DESCRIPTION
OPERATING MANUAL
DETECTION
The engines and the APU each have a fire and overheat detection system consisting of:
‐ Two identical gas detection loops (A and B) mounted in parallel
‐ A Fire Detection Unit (FDU).
The gas detection loops consist of:
‐ Three sensing elements for each engine, one in the pylon nacelle, one in the engine core and one
in the engine fan section
‐ One sensing element in the APU compartment.
When a sensing element is subjected to heat, it sends a signal to the fire detection unit.
As soon as loops A and B detect temperature at a preset level, they trigger the fire warning system.
A fault in one loop (break or loss of electrical supply) does not affect the warning system.
The unaffected loop still protects the aircraft.
If the system detects an APU fire while the aircraft is on the ground, it shuts down the APU
automatically and discharges extinguishing agent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-10 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - DESCRIPTION
OPERATING MANUAL
EXTINGUISHING
Each engine has two extinguisher bottles equipped with electrically operated squibs to discharge
their contents. Each squib has a dual electric supply. The flight crew controls the discharge from the
ENG FIRE panel in the cockpit.
The APU has one fire extinguisher bottle that has two electrically operated squibs to discharge its
agent. The flight crew controls the discharge from the APU FIRE panel in the cockpit. This bottle also
discharges automatically if there is an APU fire when the aircraft is on the ground.
FIRE WARNINGS AND LOOP CAUTIONS
Fire detection units process all the warnings and cautions originating in the sensing elements :
‐ The fire warning appears in case of :
• a fire signal from both loop A and B or,
• a fire signal from one loop when the other is faulty, or
• breaks in both loops occuring within 5 s of each other (flame effect), or
• a test performed on the control panel.
‐ The loop-fault cautions appear if :
• one loop is faulty or,
• both loops are faulty or,
• the fire detection unit fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-10 P 2/2
FCOM B to C 15 FEB 13
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
ENG FIRE PANEL
The aircraft has two identical ENG FIRE panels, which contain the following switches and
indicators:
(1) ENG 1 (2) FIRE pb
This pushbutton's normal position is in, and guarded.
The pilot pushes it to release it. It pops out, sending an electrical signal that performs the
following for the corresponding engine :
‐ Silences the aural fire warning
‐ Arms the fire extinguisher squibs
‐ Closes the low-pressure fuel valve
‐ Closes the hydraulic fire shut off valve
‐ Closes the engine bleed valve
‐ Closes the pack flow control valve
‐ Cuts off the FADEC power supply
‐ Deactivates the IDG
ENG 1 (2) FIRE lt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 1/8
FCOM A→ 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
This red light comes on, regardless of the pushbutton's position, whenever the fire warning
for the corresponding engine is activated.
(2) AGENT 1 and AGENT 2 pb
Both of these buttons become active when the flight crew pops the ENG FIRE button for
their engine.
A brief push on the button discharges the corresponding fire bottle.
‐ “SQUIB” lights up white when the flight crew pops the ENG FIRE button for its engine to
help the flight crew identify the AGENT pushbutton to be activated.
‐ “DISCH” lights up amber when its fire extinguisher bottle has lost pressure.
(3) TEST pb
This button permits the flight crew to test the operation of the fire detection and extinguishing
system.
When the flight crew presses it :
‐ A continuous repetitive chime sounds.
‐ The MASTER WARN lights flash.
‐ ENG FIRE warning appears on ECAM.
‐ On the FIRE panel :
• The ENG FIRE pushbutton lights up red.
• The SQUIB lights come on white if discharge supplies are available.
• The DISCH lights come on amber.
‐ On the ENG panel (pedestal) :
• The FIRE lights come on red.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 2/8
FCOM ←A 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
APU FIRE PANEL
(1) APU FIRE pb sw
This pushbutton's normal position is in and guarded.
The pilot pushes it to release it. It pops out, sending an electrical signal that performs the
following for the APU :
‐ shuts down the APU
‐ silences the aural warning
‐ arms the squib on the APU fire extinguisher
‐ closes the low-pressure fuel valve
‐ shuts off the APU fuel pump
‐ closes the APU bleed valve and X bleed valve and deactivates the APU generator.
The red APU FIRE light comes on when the APU fire warning is activated, regardless of the
position of the pushbutton.
(2) AGENT pb
This pushbutton becomes active when the pilot pops the APU FIRE button.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 3/8
FCOM B→ 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
The flight crew presses it briefly to discharge the fire bottle.
‐ SQUIB lights up white when the pilot pops the APU FIRE button.
‐ DISCH lights up amber when the fire extinguisher bottle has lost pressure.
Note: A red disk, which is outside at the rear of the fuselage, signals that the agent is not
discharged overboard due to bottle overpressure.
(3) TEST pb
This button permits the flight crew to test the operation of the fire detection and extinguishing
system for the APU.
When the flight crew presses it :
‐ A continuous repetitive chime sounds.
‐ The MASTER WARN lights flash.
‐ APU FIRE warning appears on ECAM.
‐ On the APU FIRE panel :
• The APU FIRE pushbutton lights up red.
• The SQUIB light comes on white.
• The DISCH light comes on amber.
Note: The automatic shutdown of the APU on the ground will not occur while the flight crew
is performing this test.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 4/8
FCOM ←B 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
PEDESTAL
(1) FIRE lt
This light identifies the engine to be shutdown because of fire.
Light comes on red when an engine fire warning is triggered.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 5/8
FCOM C 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
EXTERNAL POWER PANEL
When the aircraft is on the ground, an APU fire causes an additional external warning.
(1) APU FIRE lt
The red APU FIRE light comes on and an external warning horn sounds when the system
detects an APU fire.
The APU fire extinguisher discharges automatically 3 s after the appearance of the fire
warning.
The light goes out when the fire has been extinguished.
(2) APU SHUT OFF pb
This pushbutton is used for manual APU Emergency shutdown, if an emergency situation
is detected on ground by the ground crew. When this pushbutton is pressed, the APU low
pressure fuel shutoff valve closes, and the ECB receives a signal that starts the shutdown
sequence. The shutdown sequence is the same as the APU automatic shutdown sequence,
except that there is no cool down cycle. Pressing this pushbutton also silences the external
warning horn.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 6/8
FCOM D 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
MAINTENANCE PANEL
(1) TEST pb-sw
Tests the following APU circuits : Fire warning, auto extinguishing, and shutdown.
During the test sequence, the APU MASTER sw must be ON.
If all circuits are operating correctly, the OK light comes on.
Note: If the APU was running, it shuts down.
(2) RESET pb
Resets, the test circuit.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 7/8
FCOM E 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-20 P 8/8
FCOM 18 SEP 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
ENG 1 (2) FIRE FIRE lts on
Fire detected by both loops or by one loop, the ENG FIRE
ENGINE
other one being faulty, or break in both loops pb and on
occuring within 5 s MASTER ENG panel
CRC NIL
APU FIRE WARN
Fire detected by both loops or by one loop, the FIRE lt on
APU
other one being faulty, or break in both loops APU FIRE pb
occuring within 5 s
ENG 1 (2) APU FIRE DET FAULT
SINGLE MASTER
Both loops inoperative or
CHIME CAUT NIL NIL 3, 4, 5, 7, 8
Fire Detector Unit inoperative
ENG 1 (2) APU LOOP A (B) FAULT NIL NIL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE AND APU - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-20-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW AVIONICS BAY - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
One smoke detector in the air extraction duct of the avionics ventilation system detects smoke in the
avionics compartment.
It signals the ECAM to display a warning in the cockpit.
When it detects smoke for more than 5 s:
‐ A single chime sounds
‐ The MASTER CAUTION lights, on the glareshield, light up
‐ The ECAM displays a caution on the E/WD
‐ The SMOKE light, on the EMER ELEC PWR panel, lights up
‐ The BLOWER and EXTRACT FAULT, on the VENTILATION panel, light up.
If smoke is detected for more than 5 min, the caution can be cleared; but, it remains latched, and can
be recalled. On the ground, a dual FWC reset will unlatch the caution.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-30-10 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW AVIONICS BAY - DESCRIPTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-30-10 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW AVIONICS BAY - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) GEN 1 LINE
(Refer to DSC-24-10-20 AC Generators)
SMOKE : Comes on amber, along with a warning on ECAM, when smoke is detected in the
lt avionics ventilation duct.
(2) BLOWER and EXTRACT pb sw
(Refer to DSC-21-30-60 Overhead Panel)
FAULT : Both FAULT lights come on amber, along with a warning on ECAM, when smoke
lts is detected in the avionics ventilation duct.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-30-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW AVIONICS BAY - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-30-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW AVIONICS BAY - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD : FAILURE TITLE AURAL MASTER SD PAGE
LOCAL WARNING PHASE
conditions WARNING LIGHT CALLED
INHIB
• SMOKE lt on EMER
AVNCS SMOKE
SINGLE MASTER ELEC PWR panel
Smoke detected in ventilation ELEC 4, 5, 7, 8
CHIME CAUT • FAULT lts on BLOWER
extraction duct
and EXTRACT pb sw
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-30-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW AVIONICS BAY - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-30-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW LAVATORY - DESCRIPTION
OPERATING MANUAL
SMOKE DETECTION
The lavatory smoke detection system consists of :
‐ One smoke detector in each lavatory.
‐ A CIDS Decoder Encoder Unit that links the detector to the entire CIDS system.
When a detector finds smoke in a lavatory, it sends a signal to the CIDS, which transmits it to the
Flight Warning Computer (FWC), for Warning in the cockpit, and generates an indication in the cabin.
WASTEBIN FIRE EXTINGUISHING
Each lavatory wastebin has an automatic fire extinguishing system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-40-10 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW LAVATORY - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-40-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW LAVATORY - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNINGS INHIB
LAVATORY SMOKE CRC
MASTER
4, 5, 7, 8
Smoke detected in one lavatory. WARN
LAVATORY DET FAULT NIL NIL
Lavatory smoke detection fault NIL NIL
DET FAULT SINGLE MASTER
3, 4, 5, 7, 8
Both CIDS Smoke Detection functions are CHIME CAUT
failed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-40-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW LAVATORY - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-40-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - SMOKE DETECTION
OPERATING MANUAL
SMOKE DETECTION
The cargo compartments have a smoke detection system.
‐ Cavities in the cargo compartment ceiling panels each hold two smoke detectors. Each detector is
linked to one of the two detection loops (dual loop principle).
‐ The forward cargo compartment has one cavity.
‐ The aft cargo compartment has two cavities.
‐ The Cabin Intercommunication Data System (CIDS) receives signals from the detectors and
transmits them to the ECAM, which displays a warning in the cockpit. The CIDS has two identical
channels.
Smoke in one cavity activates the cargo smoke warning if:
‐ Both smoke detectors detect it, or
‐ One smoke detector detects it and the other is inoperative.
Cargo ventilation , and the cargo smoke warning is activated in either compartment, the
associated isolation valves automatically close and the extraction fan stops.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-10 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - SMOKE DETECTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-10 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - FIRE EXTINGUISHING
OPERATING MANUAL
FIRE EXTINGUISHING
A fire extinguishing system protects the FWD and AFT cargo compartments.
One fire bottle supplies three nozzles (one in FWD compartment and two in AFT compartment).
The bottle has two discharge heads, one for each compartment. When a member of the flight crew
presses the DISCH pushbutton for either compartment, the action ignites the corresponding squib on
the fire bottle, which then discharges extinguishing agent into that compartment.
When the bottle has discharged, the amber DISCH light comes on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-20 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - FIRE EXTINGUISHING
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-20 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) SMOKE light
This red light, and the associated ECAM warning, come on when the system detects smoke in
the indicated compartment. This light comes on, if:
‐ Both channels detect smoke, or
‐ One channel detects smoke and the other channel is faulty.
(2) DISCH pb
This button ignites the squib to discharge the extinguishing agent in the corresponding
compartment (FWD or AFT).
(3) DISCH light
Within 60 s after pressing the discharge pushbutton, this amber light comes on, thereby
indicating that the agent bottle has fully discharged.
(4) TEST pb
Pressing this button for at least 3 s, and until it is released:
‐ Tests the smoke detectors in sequence,
‐ Turns on the red smoke lights twice, and displays the ECAM warning,
‐ Closes the ventilation system’s isolation valves.
‐ Turns on the amber DISCH light.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-30 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-30 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE
LOCAL WARNING PHASE
conditions WARNING LIGHT CALLED
INHIB
FWD (AFT) CARGO SMOKE CRC
MASTER
COND
SMOKE light on
4, 5, 7, 8
Smoke detected WARN CARGO SMOKE panel
FWD (AFT) CRG DET FAULT NIL NIL
Smoke detection fault
DET FAULT 3, 4, 5, 7, 8
Both CIDS Smoke Detection
Functions are failed. NIL NIL
SINGLE MASTER
FWD (AFT) CARGO BTL CHIME CAUTION
FAULT 4, 5, 7, 8
Forward or aft bottle squib failed or
bottle on low pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-40 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW CARGO COMPARTMENTS - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-50-40 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
ELECTRICAL SUPPLY
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ENG 1 LOOP A X
ENG 1 LOOP B DC2
FIRE ENG 2 LOOP A DC2
DETECTION ENG 2 LOOP B X
APU LOOP A DC BAT
APU LOOP B DC BAT
ENG 1/2
ENG/APU BTL 1 SQUIB A HOT 1
BTL 1 SQUIB B HOT 2
BTL 2 SQUIB A DC 2
FIRE
BTL 2 SQUIB B DC 2
EXTINGUISHING
APU
BTL SQUIB A HOT 1
BTL SQUIB B DC BAT
APU AUTO EXT DC BAT
CIDS CH 1 X
CARGO CIDS CH 2 DC 2
LAVATORIES FWD/AFT CARGO
DC BAT
EXTING BOTTLES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-60 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-26-60 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
Intentionally left blank
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-27-10 General
DSC-27-10-10 GENERAL
GENERAL................................................................................................................................................................ A
BASIC PRINCIPLE.................................................................................................................................................. B
CONTROL SURFACES...........................................................................................................................................C
COCKPIT CONTROLS............................................................................................................................................D
COMPUTERS.......................................................................................................................................................... E
DSC-27-10-20 Architecture
General Architecture................................................................................................................................................ A
Pitch Control............................................................................................................................................................ B
Roll Control.............................................................................................................................................................. C
Speed Brakes and Ground Spoilers....................................................................................................................... D
Yaw Control............................................................................................................................................................. E
DSC-27-20 Flight Control System
DSC-27-20-10 Normal Law
DSC-27-20-10-10 General
General.....................................................................................................................................................................A
DSC-27-20-10-20 Pitch Control
Ground Mode........................................................................................................................................................... A
Flight Mode.............................................................................................................................................................. B
FLARE MODE......................................................................................................................................................... C
Protections............................................................................................................................................................... D
DSC-27-20-10-30 Lateral Control
Normal Law..............................................................................................................................................................A
Bank Angle Protection............................................................................................................................................. B
DSC-27-20-10-50 Sideslip Target
Sideslip Target......................................................................................................................................................... A
DSC-27-20-20 Reconfiguration Control Laws
GENERAL................................................................................................................................................................ A
Flight Controls Law Reconfiguration....................................................................................................................... B
Alternate Law...........................................................................................................................................................C
ALTERNATE LAW WITHOUT REDUCED PROTECTION..................................................................................... D
DIRECT LAW...........................................................................................................................................................E
Abnormal Attitude Laws...........................................................................................................................................F
MECHANICAL BACK-UP........................................................................................................................................ G
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-PLP-TOC P 1/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-27-20-30 Controls and Indicators
PEDESTAL...............................................................................................................................................................A
Lateral Consoles...................................................................................................................................................... B
GLARESHIELD........................................................................................................................................................ C
OVERHEAD PANEL................................................................................................................................................D
SIDE STICK INDICATIONS ON PFD..................................................................................................................... E
ECAM F/CTL Page.................................................................................................................................................. F
ECAM Wheel Page................................................................................................................................................. G
DSC-27-20-40 Warnings and Cautions
Flight Phases........................................................................................................................................................... A
Warnings and Cautions........................................................................................................................................... B
Memo Display.......................................................................................................................................................... C
DSC-27-20-50 Electrical Supply
BUS EQUIPMENT LIST .........................................................................................................................................A
DSC-27-30 Flaps and Slats
DSC-27-30-10 Description
GENERAL................................................................................................................................................................ A
MAIN COMPONENTS............................................................................................................................................. B
ARCHITECTURE..................................................................................................................................................... C
Configurations.......................................................................................................................................................... D
ALPHA/SPEED LOCK FUNCTION (SLATS).......................................................................................................... E
DSC-27-30-20 Controls and Indicators
Pedestal................................................................................................................................................................... A
ECAM Upper Display...............................................................................................................................................B
DSC-27-30-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-27-30-40 Electrical Supply
BUS EQUIPMENT LIST .........................................................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-PLP-TOC P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - GENERAL
OPERATING MANUAL
GENERAL
The fly-by-wire system was designed and certified to render the new generation of aircraft even more
safe, cost effective, and pleasant to fly.
BASIC PRINCIPLE
Flight control surfaces are all :
‐ Electrically-controlled, and
‐ Hydraulically-activated.
The stabilizer and rudder can also be mechanically-controlled.
Pilots use sidesticks to fly the aircraft in pitch and roll (and in yaw, indirectly, through turn
coordination).
Computers interpret pilot input and move the flight control surfaces, as necessary, to follow their
orders.
However, when in normal law, regardless of the pilot’s input, the computers will prevent excessive
maneuvers and exceedance of the safe envelope in pitch and roll axis.
However, as on conventional aircraft, the rudder has no such protection.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-10 P 1/4
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - GENERAL
OPERATING MANUAL
CONTROL SURFACES
The flight controls are electrically or mechanically controlled as follows :
PITCH AXIS
Elevator = Electrical
Stabilizer = Electrical for normal or alternate control. Mechanical for manual trim control
ROLL AXIS
Ailerons = Electrical
Spoilers = Electrical
YAW AXIS
Rudder = Mechanical, however control for yaw damping, turn coordination and trim is
electrical.
SPEED BRAKES
Speed = Electrical
brakes
Note: All surfaces are hydraulically actuated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-10 P 2/4
FCOM C 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - GENERAL
OPERATING MANUAL
COCKPIT CONTROLS
‐ Each pilot has a sidestick controller with which to exercise manual control of pitch and roll. These
are on their respective lateral consoles.
The two sidestick controllers are not coupled mechanically, and they send separate sets of signals
to the flight control computers.
‐ Two pairs of pedals, which are rigidly interconnected, give the pilot mechanical control of the
rudder.
‐ The pilots control speed brakes with a lever on the center pedestal.
‐ The pilots use mechanically interconnected handwheels on each side of the center pedestal to
control the trimmable horizontal stabilizer.
‐ The pilots use a single switch on the center pedestal to set the rudder trim.
‐ There is no manual switch for trimming the ailerons.
COMPUTERS
Seven flight control computers process pilot and autopilot inputs according to normal, alternate, or
direct flight control laws.
The computers are :
2 ELACs
(Elevator Aileron Computer)
For : Normal elevator and stabilizer control.
Aileron control.
3 SECs
(Spoilers Elevator Computer)
For : Spoilers control.
Standby elevator and stabilizer control.
2 FACs
(Flight Augmentation Computer)
For : Electrical rudder control.
IN ADDITION 2 FCDC
Flight Control Data Concentrators (FCDC) acquire data from the ELACs and SECs and send it to
the electronic instrument system (EIS) and the centralized fault display system (CFDS).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-10 P 3/4
FCOM D to E → 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - GENERAL
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-10 P 4/4
FCOM ←E 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
GENERAL ARCHITECTURE
PITCH CONTROL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 1/14
FCOM A to B → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
GENERAL
Two elevators and the Trimmable Horizontal Stabilizer (THS) control the aircraft in pitch. The
maximum elevator deflection is 30 ° nose up, and 17 ° nose down. The maximum THS deflection
is 13.5 ° nose up, and 4 ° nose down.
ELECTRICAL CONTROL
‐ In normal operations, ELAC2 controls the elevators and the horizontal stabilizer, and the green
and yellow hydraulic jacks drive the left and right elevator surfaces respectively.
The THS is driven by N° 1 of three electric motors.
‐ If a failure occurs in ELAC2, or in the associated hydraulic systems, or with the hydraulic
jacks, the system shifts pitch control to ELAC1. ELAC1 then controls the elevators via the blue
hydraulic jacks and controls the THS via the N° 2 electric motor.
‐ If neither ELAC1 nor ELAC2 is available, the system shifts pitch control either to SEC1 or to
SEC2, (depending on the status of the associated circuits), and to THS motor N° 2 or N° 3.
In case of failure, the actuators are reconfigured, Refer to DSC-27-10-20 Pitch Control -
Schematic.
MECHANICAL CONTROL
Mechanical control of the THS is available from the pitch trim wheel at any time, if either the green
or yellow hydraulic system is functioning.
Mechanical control from the pitch trim wheel has priority over electrical control.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 2/14
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
ACTUATION
ELEVATORS
‐ Two electrically-controlled hydraulic servojacks drive each elevator.
Each servojack has three control modes :
• Active : The jack position is electrically-controlled.
• Damping : The jack follows surface movement.
• Centering : The jack is hydraulically retained in the neutral position.
‐ In normal operation :
• One jack is in active mode.
• The other jack is in damping mode.
• Some maneuvers cause the second jack to become active.
‐ If the active servojack fails, the damped one becomes active, and the failed jack is
automatically switched to damping mode.
‐ If neither jack is being controlled electrically, both are automatically switched to the centering
mode.
‐ If neither jack is being controlled hydraulically, both are automatically switched to damping
mode.
‐ If one elevator fails, the deflection of the remaining elevator is limited in order to avoid putting
excessive asymmetric loads on the horizontal tailplane or rear fuselage.
STABILIZER
‐ A screwjack driven by two hydraulic motors drives the stabilizer.
‐ The two hydraulic motors are controlled by :
• One of three electric motors, or
• The mechanical trim wheel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 3/14
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
SCHEMATIC
ROLL CONTROL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 4/14
FCOM ← B to C → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
GENERAL
One aileron and four spoilers on each wing control the aircraft about the roll axis.
The maximum deflection of the ailerons is 25 °.
The ailerons extend 5 ° down when the flaps are extended (aileron droop).
The maximum deflection of the spoilers is 35 °.
ELECTRIC CONTROL
‐ The ELAC 1 normally controls the ailerons.
If ELAC1 fails, the system automatically transfers aileron control to ELAC2.
If both ELACs fail, the ailerons revert to the damping mode.
‐ SEC3 controls the N° 2 spoilers, SEC1 the N° 3 and 4 spoilers, and SEC2 the N° 5 spoilers.
If a SEC fails, the spoilers it controls are automatically retracted.
ACTUATION
AILERONS
Each aileron has two electrically controlled hydraulic servojacks.
One of these servojacks per aileron operates at a time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 5/14
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
Each servojack has two control modes :
Active : Jack position is controlled electrically
Damping : Jack follows surface movement.
The system automatically selects damping mode, if both ELACs fail or in the event of blue and
green hydraulic low pressure.
SPOILERS
A servojack positions each spoiler. Each servojack receives hydraulic power from either the
green, yellow, or blue hydraulic system, controlled by the SEC1, 2 or 3 (Refer to DSC-27-10-20
GENERAL ARCHITECTURE diagram).
The system automatically retracts the spoilers to their zero position, if it detects a fault or loses
electrical control.
If the system loses hydraulic pressure, the spoiler retains the deflection it had at the time of the
loss, or a lesser deflection if aerodynamic forces push it down.
When a spoiler surface on one wing fails, the symmetric one on the other wing is inhibited.
SPEED BRAKES AND GROUND SPOILERS
SPEED BRAKE CONTROL
The pilot controls the speedbrakes with the speed brake lever.
The speedbrakes are actually spoilers 2, 3 and 4.
Speedbrake extension is inhibited, if:
‐ SEC 1 and SEC 3 both have faults,
‐ An elevator (L or R) has a fault (in this case only spoilers 3 and 4 are inhibited),
‐ Angle-of-attack protection is active,
‐ Flaps are in configuration FULL,
‐ Thrust levers above MCT position,
‐ Alpha Floor activation.
If an inhibition occurs when the speedbrakes are extended, they retract automatically and stay
retracted until the inhibition condition disappears and the pilots reset the lever. (The speedbrakes
can be extended again 10 s or more after the lever is reset).
When a speedbrake surface on one wing fails, the symmetric one on the other wing is inhibited.
Note: 1. For maintenance purposes, the speedbrake lever will extend the N° 1 surfaces when
the aircraft is stopped on ground, whatever the slat/flap configuration.
2. When the aircraft is flying faster than 315 kt or M 0.75 with the autopilot engaged, the
speedbrake retraction rate is reduced (Retraction from FULL to in takes about 25 s).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 6/14
FCOM ← C to D → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
L3 The maximum speedbrake deflection in manual flight is:
40 ° for spoilers 3 and 4
20 ° for spoiler 2.
The maximum speedbrake deflection with the autopilot engaged is:
25 ° for spoilers 3 and 4
12.5 ° for spoiler 2.
The maximum speedbrake deflection achievable with the autopilot engaged is obtained by setting
the speedbrake lever to the half way position. On setting the position of the speedbrake lever from
half to full, no increase in speedbrake deflection will be achieved.
For these surfaces (which perform both roll and speedbrake functions) the roll function has priority.
When the sum of a roll order and a simultaneous speedbrake order on one surface is greater than
the maximum deflection available in flight, the same surface on the other wing is retracted until the
difference between the two surfaces is equal to the roll order.
GROUND SPOILER CONTROL
Spoilers 1 to 5 act as ground spoilers.
When a ground spoiler surface on one wing fails, the symmetric ground spoiler surface on the
other wing is inhibited.
ARMING
The pilot arms the ground spoilers by pulling the speedbrake control lever up into the armed
position.
FULL EXTENSION – REJECTED TAKEOFF PHASE
If the ground spoilers are armed and the speed exceeds 72 kt, the ground spoilers
will automatically extend as soon as both thrust levers are reset to idle.
If the ground spoilers are not armed and the speed exceeds 72 kt, the ground
spoilers will automatically extend as soon as reverse is selected on one engine (the
other thrust lever remains at idle).
FULL EXTENSION - LANDING PHASE
The ground spoilers will automatically extend when the following conditions are met:
‐ Speed brake lever not in the retracted position or ground spoilers armed and:
• Both main landing gears on ground,
• Both thrust levers at or below Idle position, or Reverse selected on at least one engine
(and the other thrust lever below MCT position).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 7/14
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
‐ Speed brake lever in the retracted position but ground spoilers not armed and:
• Both main landing gears on ground,
• Reverse selected on at least one engine (and the other thrust lever below MCT position).
Note: • In autoland, the ground spoilers fully extend at half speed one second after both
main landing gears touch down.
• The spoiler roll function is inhibited when spoilers are used for the ground spoiler
function.
PARTIAL EXTENSION
In order to accelerate the full spoiler extension, the Phased Lift Dumping (PLD) function allows
the ground spoilers to deploy with a reduced deflection (10 °) when the following conditions are
met:
‐ Speed brake lever not in the retracted position or ground spoilers armed and:
• One main landing gear on ground,
• Both thrust levers at or below Idle position.
‐ Speed brake lever in the retracted position but ground spoilers not armed and:
• One main landing gear on ground,
• Reverse selected on at least one engine (and the other thrust lever below MCT position).
In order to reduce the bounce severity at landing in the case of an inappropriate thrust lever
handling during flare, ground spoilers are also partially deployed when the following conditions
are met:
‐ Ground spoilers armed,
‐ Both main landing gears on ground,
‐ Both thrust levers at or below the Climb position.
RETRACTION
The ground spoilers retract:
• After landing,
• After a rejected takeoff, when the ground spoilers are disarmed.
Note: If ground spoilers are not armed, they extend at the reverse selection and retract
when idle is selected.
• During a touch and go, when at least one thrust lever is advanced above 20 °.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 8/14
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
Note: After an aircraft bounce, the ground spoilers remain extended with the thrust levers at
idle.
L3 The landing gear touchdown condition is triggered for both main landing gear, either when
their wheel speed is greater than 72 kt, or when their landing gear struts are, confirmed to be
compressed by the radio altimeter (RA < 6 ft).
The thrust levers are considered to be at idle when they are:
• Below 3 °,
• Below 15 °, when the radio height is below 6 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 9/14
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
Ground Spoiler extension logic
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 10/14
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
ROLL CONTROL - SCHEMATIC
YAW CONTROL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 11/14
FCOM ← D to E → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
GENERAL
One rudder surface controls yaw.
ELECTRICAL RUDDER CONTROL
The yaw damping and turn coordination functions are automatic.
The ELACs compute yaw orders for coordinating turns and damping yaw oscillations, and transmit
them to the FACs.
MECHANICAL RUDDER CONTROL
The pilots can use conventional rudder pedals to control the rudder.
RUDDER ACTUATION
Three independent hydraulic servojacks, operating in parallel, actuate the rudder. In automatic
operation (yaw damping, turn coordination) a green servo actuator drives all three servojacks. A
yellow servo actuator remains synchronized and takes over if there is a failure.
There is no feedback to the rudder pedals from the yaw damping and turn coordination functions.
RUDDER TRAVEL LIMIT
The maximum rudder travel deflection gradually reduces as the speed increases, to avoid
structural loads:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 12/14
FCOM ←E→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
In the case of a failure that causes loss of the Rudder Travel limit system, the rudder deflection
limit stops at the last value reached. At slats extension, full rudder travel authority is recovered.
In all cases, the available rudder deflection provides sufficient yaw control within the entire flight
envelope. This includes the case of maximum asymmetric thrust.
RELATIONSHIP BETWEEN SIDESLIP/RUDDER DEFLECTION/RUDDER PEDAL TRAVEL
Regardless of the aircraft speed, therefore the maximum rudder deflection, full rudder pedal travel
remains available. However, except at low speed, maximum rudder deflection is achieved before
reaching maximum rudder pedal travel.
RUDDER TRIM
The two electric motors that position the artificial feel unit also trim the rudder. In normal
operation, motor N° 1 (controlled by FAC1), powers the trim, and FAC2 with motor N° 2 remains
synchronized as a backup.
In manual flight, the pilot can apply rudder trim via the rotary RUD TRIM switch on the pedestal.
The pilot can use a button on the RUD TRIM panel to reset the rudder trim to zero.
Note: With the autopilot engaged, the FMGC computes the rudder trim orders. The rudder trim
rotary switch and the rudder trim reset pushbutton are not active.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 13/14
FCOM ←E→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW GENERAL - ARCHITECTURE
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-10-20 P 14/14
FCOM ←E 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
General
GENERAL
Flight control normal law covers:
‐ three-axis control
‐ flight envelope protection
‐ alleviation of maneuver loads
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-10 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-10 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Pitch Control
GROUND MODE
Ground mode is a direct relationship between sidestick deflection and elevator deflection, without
auto trim.
It automatically sets the trimmable horizontal stabilizer (THS) at 0 ° (inside the green band).
A setting that the pilot enters manually to adjust for CG has priority for takeoff.
When the aircraft reaches 75 kt during the takeoff roll, the system reduces the maximum up elevator
deflection from 30 ° to 20 °.
FLIGHT MODE
The normal-law flight mode is a load-factor-demand mode with automatic trim and protection
throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load factor
proportional to stick deflection and independent of speed.
With the sidestick at neutral, wings level, the system maintains 1 g in pitch (corrected for pitch
attitude), and there is no need for the pilot to trim by changing speed or configuration.
Pitch trim is automatic both in manual mode and when the autopilot is engaged. In normal turns (up
to 33 ° of bank) the pilot does not have to make any pitch corrections once the turn is established.
The flight mode is active from takeoff to landing, and follows the logic shown schematically (Refer to
DSC-27-20-10-10 General).
Automatic pitch trim freezes in the following situations:
‐ The pilot enters a manual trim order.
‐ The radio height is below 50 ft (100 ft with autopilot engaged).
‐ The load factor goes below 0.5 g.
When angle-of-attack protection is active, the THS setting is limited between the setting at the
aircraft’s entry into this protection and 3.5 ° nose down. (Neither the pilot nor the system can apply
additional nose-up trim).
Similarly, when the load factor is higher than 1.25 g or when the aircraft exceeds 33 ° of bank, the
THS setting is limited to values between the actual setting and 3.5 ° nose down.
When High Speed or High Mach Protection is active, the THS Setting is limited between the setting
at the aircraft’s entry into this protection and 11 ° nose-up.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-20 P 1/6
FCOM A to B → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
CONTROL WITH AUTOPILOT ENGAGED
‐ The ELACs and SECs limit what the autopilot can order.
‐ The pilot has to overcome a restraining force in order to move the sidestick when the autopilot is
engaged. If he overcomes this force, he disconnects the autopilot.
‐ The pilot can also disconnect the autopilot by pushing on the rudder pedals (10 ° out of trim), or
by moving the pitch trim wheel beyond a certain threshold.
‐ All protections of normal laws remain effective except pitch attitude protection.
FLARE MODE
When the aircraft passes 50 ft RA, the THS is frozen and the normal flight mode changes to flare
mode as the aircraft descends to land. Flare mode is essentially a direct stick-to-elevator relationship
(with some damping provided by the load factor and the pitch rate feedbacks).
The system memorizes the aircraft's attitude at 50 ft, and it becomes the initial reference for pitch
attitude control.
As the aircraft descends through 30 ft, the system begins to reduce the pitch attitude to -2 °nose
down over a period of 8 s. Consequently, to flare the aircraft, a gentle nose-up action by the pilot is
required.
PROTECTIONS
GENERAL
The normal law protects the aircraft throughout the flight envelope, as follows :
‐ load factor limitation
‐ pitch attitude protection
‐ high-angle-of-attack (AOA) protection
‐ high-speed protection.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-20 P 2/6
FCOM ← B to D → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
LOAD FACTOR LIMITATION
The load factor is automatically limited to:
+2.5 g to -1 g for clean configuration.
+2 g to 0 for other configurations.
PITCH ATTITUDE PROTECTION
Pitch attitude is limited to :
‐ 30 ° nose up in conf 0 to 3 (progressively reduced to 25 ° at low speed).
‐ 25 ° nose up in conf FULL (progressively reduced to 20 ° at low speed).
‐ 15 ° nose down (indicated by green symbols “=” on the PFD’s pitch scale).
The flight director bars disappear from the PFD when the pitch attitude exceeds 25 ° up or 13 °
down. They return to the display when the pitch angle returns to the region between 22 ° up and
10 ° down.
HIGH ANGLE OF ATTACK PROTECTION
Under normal law, when the angle-of-attack becomes greater than αprot, the system switches
elevator control from normal mode to a protection mode, in which the angle-of-attack is
proportional to sidestick deflection. That is, in the αprot range, from α prot to αMAX, the sidestick
commands α directly. However, the angle-of-attack will not exceed αMAX, even if the pilot gently
pulls the sidestick all the way back. If the pilot releases the sidestick, the angle-of-attack returns to
αprot and stays there.
This protection against stall and windshear has priority over all other protections. The autopilot will
disconnect if the α protection is active.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-20 P 3/6
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Vα prot, Vα floor, Vα MAX vary according to weight and configuration.
To deactivate the angle of attack protection, the pilot must push the sidestick:
‐ Greater than 8 ° forward, or,
‐ Greater than 0.5 °for at least 0.5 s when α < α MAX.
In addition, below 200 ft, the angle of attack protection is also deactivated, when:
‐ Sidestick deflection is less than half nose-up, and
‐ Actual α is less than α prot – 2 °.
Note: 1. At takeoff α prot is equal to α MAX for 5 s.
2. αfloor is activated through the A/THR system, when:
‐ α is greater than αfloor (9.5 ° in configuration 0; 15 ° in configuration 1, 2; 14 ° in
configuration 3; 13 ° in configuration FULL) or
‐ Sidestick deflection is greater than 14 ° nose up, with either the pitch attitude or the
angle-of-attack protection active.
The αfloor function is available from lift-off to 100 ft RA before landing.
HIGH SPEED PROTECTION
The aircraft automatically recovers, following a high speed upset. Depending on the flight
conditions (high acceleration, low pitch attitude), High Speed Protection is activated at/or above
VMO/MMO.
When it is activated, the THS setting is limited between the setting at the aircraft’s entry into this
protection and 11 ° nose-up. Positive spiral static stability is introduced to 0 ° bank angle (instead
of 33 ° in normal law), so that with the sidestick released, the aircraft always returns to a bank
angle of 0 °. The bank angle limit is reduced from 67 °to 40 °.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-20 P 4/6
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively
reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
High Speed Protection is deactivated, when the aircraft speed decreases below VMO/MMO,
where the usual normal control laws are recovered.
The autopilot disconnects, when High Speed Protection becomes active.
Note: The ECAM displays an “O/SPEED” warning at VMO + 4 kt and MMO + 0.006.
LOW ENERGY WARNING ( IF INSTALLED)
The low energy warning is computed by the FAC (Refer to DSC-22_40-10 General).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-20 P 5/6
FCOM ←D 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-20 P 6/6
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Lateral Control
NORMAL LAW
When the aircraft is on the ground (in “on ground” mode), the sidestick commands the aileron and roll
spoiler surface deflection. The amount of control surface deflection that results from a given amount
of sidestick deflection depends upon aircraft speed. The pedals control rudder deflection through a
direct mechanical linkage. The aircraft smoothly transitions to “in flight” mode shortly after liftoff.
When the aircraft is in the “in flight” mode, normal law combines control of the ailerons, spoilers
(except N° 1 spoilers), and rudder (for turn coordination) in the sidestick. While the system thereby
gives the pilot control of the roll and heading, it also limits the roll rate and bank angle, coordinates
the turns, and damps the dutch roll.
The roll rate requested by the pilot during flight is proportional to the sidestick deflection, with a
maximum rate of 15 °/s when the sidestick is at the stop.
When the aircraft is in “flare” mode, the lateral control is the same as in “in flight” mode.
After touchdown, the aircraft smoothly transitions from “in flight” mode to “ground” mode.
BANK ANGLE PROTECTION
Inside the normal flight envelope, the system maintains positive spiral static stability for bank angles
above 33 °. If the pilot releases the sidestick at a bank angle greater than 33 °, the bank angle
automatically reduces to 33 °. Up to 33 °, the system holds the roll attitude constant when the
sidestick is at neutral. If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 ° and
no further.
If Angle-of-Attack protection is active, and the pilot maintains full lateral deflection on the sidestick,
the bank angle will not go beyond 45 °. If High Speed Protection is active, and the pilot maintains full
lateral deflection on the sidestick, the bank angle will not go beyond 40 °. If high speed protection is
operative, the system maintains positive spiral static stability from a bank angle of 0 °, so that with
the sidestick released, the aircraft always returns to a bank angle of 0 °.
When bank angle protection is active, auto trim is inoperative.
If the bank angle exceeds 45 °, the autopilot disconnects and the FD bars disappear. The FD bars
return when the bank angle decreases to less than 40 °.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-30 P 1/2
FCOM A to B → 18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-30 P 2/2
FCOM ←B 18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Sideslip Target
SIDESLIP TARGET
If one engine fails, the FAC modifies the sideslip indication slightly to show the pilot how much rudder
to use to get the best climb performance (ailerons to neutral and spoilers retracted).
In the case of an engine failure at takeoff, or at go-around, the sideslip index on the PFD changes
from yellow to blue (to provide the conditions for the blue display of the sideslip target, Refer to
DSC-31-40 Attitude Data).
In flight, the lateral normal law commands some rudder surface deflection to minimize the sideslip.
The pilot’s response is normal and instinctive: zero the slip indication by applying the right amount of
rudder to get the best climb performance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-50 P 1/2
FCOM A 18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - NORMAL LAW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-10-50 P 2/2
FCOM 18 SEP 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
GENERAL
Depending on the failures occuring to the flight control system, or on its peripherals, there are 3
levels of reconfiguration :
‐ Alternate law
They are two levels of alternate law : with and without reduced protections.
‐ Direct law
‐ Mechanical
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 1/8
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
FLIGHT CONTROLS LAW RECONFIGURATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 2/8
FCOM B 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
ALTERNATE LAW
(1) OR SLATS OR FLAPS ≥ 2 IF L/G INFORMATION NO LONGER AVAILABLE (LGCIU 1+2
FAULT OR SEC 1+2+3 FAULT)
(2) OR SLATS OR FLAPS < 2 IF L/G INFORMATION NO LONGER AVAILABLE (LGCIU 1+2
FAULT OR SEC 1+2+3 FAULT)
(3) Refer to DSC-27-20-20 Flight Controls Law Reconfiguration.
PITCH CONTROL
GROUND MODE
Under alternate law the ground mode becomes active on the ground 5 s after touchdown.
It is identical to the ground mode of the normal law.
FLIGHT MODE
In flight, the alternate law pitch mode follows a load-factor demand law much as the normal law
pitch mode does, but it has less built-in protection (reduced protections).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 3/8
FCOM C→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
FLARE MODE
In pitch alternate law the flight mode changes to the flare mode when the pilot selects landing
gear down. The flare mode is a direct stick-to-elevator relationship. (Refer to DSC-27-20-20
Direct Law).
LATERAL CONTROL
When the aircraft flying in pitch alternate law, lateral control follows the roll direct law associated
with yaw alternate or mechanical.
ROLL DIRECT LAW
Refer to DSC-27-20-20 Direct Law.
YAW ALTERNATE LAW
Only the yaw damping function is available. Damper authority is limited to ±5 ° of rudder
deflection.
REDUCED PROTECTIONS
LOAD FACTOR LIMITATION
The load factor limitation is similar to that under normal law.
PITCH ATTITUDE PROTECTION
There is no pitch attitude protection. Amber Xs replace the green double bars “=” on the PFD.
LOW SPEED STABILITY
An artificial low speed stability replaces the normal angle-of-attack protection. It is available
for all slat/flap configurations, and the low speed stability is active from about 5 kt up to about
10 kt above stall warning speed, depending on the aircraft’s gross weight and slats/flaps
configuration.
A gentle progressive nose down signal is introduced, which tends to keep the speed from falling
below these values.
The system also injects bank-angle compensation, so that operation effectively maintains a
constant angle of attack.
In addition, audio stall warnings (crickets + “STALL” synthetic voice message) is activated at an
appropriate margin from the stall condition.
The PFD speed scale is modified to show a black/red barber pole below the stall warning.
The α floor protection is inoperative.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 4/8
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
HIGH SPEED STABILITY
Above VMO or MMO, a nose up demand is introduced to avoid an excessive increase in speed.
The pilot can override this demand.
In addition, the aural overspeed warning (VMO + 4 or MMO + 0.006) remains available.
BANK ANGLE PROTECTION
Not provided.
Note: The AP will disconnect, if speed exceeds VMO/MMO, or if the bank angle exceeds
45 °.
ALTERNATE LAW WITHOUT REDUCED PROTECTION
This is identical to alternate law except that it does not include the low-speed stability or the
high-speed stability. It includes only the load factor limitation.
DIRECT LAW
PITCH CONTROL
The pitch direct law is a direct stick-to-elevator relationship (elevator deflection is proportional to
stick deflection).
In all configurations the maximum elevator deflection varies as a function of CG.
It is a compromise between adequate controllability with the CG forward, and not-too-sensitive
control with the CG aft.
There is no automatic trim : the pilot must trim manually.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 5/8
FCOM ← C to E → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
The PFD displays in amber the message “USE MAN PITCH TRIM”.
No protections are operative.
The α floor function is inoperative.
Overspeed and stall warnings are available as for alternate law.
LATERAL CONTROL
When flying in “direct law”, the roll direct law associated with mechanical yaw control governs
lateral control.
ROLL DIRECT LAW
The roll direct law is a direct stick-to-surface-position relationship. System gains are set
automatically to correspond to slat/flap configuration.
With the aircraft in the clean configuration, the maximum roll rate is about 30 °/s.
With slats extended, it is about 25 °/s.
To limit roll rate, the roll direct law uses only ailerons and spoilers N° 4 and 5.
If spoiler N° 4 has failed, spoiler N° 3 replaces it.
If the ailerons have failed, all roll spoilers become active.
YAW MECHANICAL CONTROL
The pilot controls yaw with the rudder pedals.
The yaw damping and turn coordination functions are lost.
ABNORMAL ATTITUDE LAWS
In the case of an extraordinary unpredictable external event (e.g. mid-air collision) the flight
parameters may go far beyond the limits of the protected envelope. In this case, specific control laws
are activated to ensure aircraft recovery, and to allow a safe continuation of the flight.
Note: Abnormal attitudes cannot be reached as a consequence of recorded atmospheric
disturbance.
L2 The abnormal attitude law is activated if any of the following condition is true:
‐ Bank angle above 125 °
‐ Pitch attitude above 50 ° nose up or below 30 ° nose down
‐ Speed below 60 to 90 kt (depending on the aircraft pitch attitude), or above 440 kt
‐ Mach above 0.91
‐ Angle of attack above 30 ° to 40 °, or below -10 °
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 6/8
FCOM ← E to F → 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
L1 Once the abnormal attitude law is activated:
‐ The pitch alternate law is active with no protection, except load–factor protection and without
autotrim.
‐ The roll direct law is active
‐ The yaw mechanical law is active.
After recovery, the flight control system effects are:
‐ The pitch alternate law is active with no protection and with autotrim.
‐ The roll direct law is active
‐ The yaw alternate law is active.
MECHANICAL BACK-UP
PITCH
Mechanical backup enables the pilot to control the aircraft during a temporary complete loss of
electrical power.
He does this in pitch by manually applying trim to the THS.
The PFDs display “MAN PITCH TRIM ONLY” in red.
LATERAL
The pilot uses the rudder pedals as the mechanical backup to laterally control the aircraft .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 7/8
FCOM ← F to G 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - RECONFIGURATION CONTROL LAWS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-20 P 8/8
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
PEDESTAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 1/12
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
(1) RUD TRIM Rotary Switch
Controls the rudder trim actuator, which moves the neutral point of the artificial feel by the
equivalent of one degree of rudder travel per second.
Note: The rudder trim rotary selector has no effect, when the autopilot is engaged.
(2) RESET Pushbutton
By pushing the RESET pushbutton, the zero trim position is ordered at 1.5 °/s.
After the reset, an indication of up to 0.3° (L or R) may be observed in the rudder trim position
indication.
Note: The RESET pb is not active, when the autopilot is engaged.
(3) Position Indicator
Displays the rudder trim direction (L or R) and value (0 to 20 °).
(4) SPEEDBRAKE Lever
The lever controls:
‐ The position of the speedbrake surfaces.
To set speedbrake surfaces to a required position, the lever has to be pushed down and set
to the required position. A “hardpoint” is provided at “½” SPEEDBRAKE position.
‐ The manual preselection of the ground spoilers.
To arm the ground spoilers, the lever must be pulled up when in the RET position.
When the lever is armed (or reverse thrust is selected), all spoiler's surfaces will
automatically extend at landing, or in case of a rejected takeoff.
(5) PITCH TRIM Wheel
Both pitch trim wheels provide mechanical control of the THS and have priority over electrical
control. A pilot action on the pitch trim wheel disconnects the autopilot.
Note: Crew action on the pitch trim wheel does not disconnect the ELACs (micro-switches,
actuated by the override mechanism, ensure that the computers remain synchronized
with the manually-selected position).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 2/12
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
The THS is manually-controlled on ground for the THS setting, before takeoff and in flight,
when in direct law.
‐ Before takeoff, the pilot sets the THS to the angular value, determined as a function of the
aircraft CG, using the CG scale on the wheel. The relationship between the aircraft CG and
the THS setting shown on the trim wheel is only applicable for takeoff. The limits of the THS
normal setting range for takeoff are indicated by a green band on the pitch trim wheel.
‐ In flight, when in direct law, the pilot uses the THS conventionally to fly in trim. In flight, the
aircraft pitch trim setting depends on aircraft CG, weight, altitude and speed. Consequently,
the relation between the aircraft CG, and the THS setting displayed on the pitch trim wheel,
does not apply in flight.
Following nosewheel touchdown, as the pitch attitude becomes less than 2.5 ° for more than
5 s, pitch trim is automatically reset to zero.
Note: This function is inoperative, when the green or yellow hydraulic system is not
pressurized.
LATERAL CONSOLES
SIDESTICKS
Each pilot has on his lateral console a sidestick he can use to control pitch and roll manually. Each
sidestick is springloaded to neutral.
When the autopilot is engaged, a solenoid-operated detent locks both sidesticks in the neutral
position. If the pilot applies a force above a given threshold (5 daN in pitch, 3.5 daN in roll) the
stick becomes free and the autopilot disengages.
The hand grip has two switches:
‐ Autopilot disconnect and sidestick takeover pushbutton.
‐ Push-to-talk button.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 3/12
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
Sidestick priority logic
‐ When only one pilot operates the sidestick, it sends his control signals to the computers.
‐ When the pilots move both side stick simultaneously in the same or opposite direction and
neither takes priority, the system adds the signals of both pilots algebraically. The total is limited
to the signal that would result from the maximum deflection of a single sidestick.
Note: In the event of simultaneous input on both sidesticks (2 ° deflection off the neutral
position in any direction) the two green SIDE STICK PRIORITY lights on the
glareshield come on and “DUAL INPUT” voice message is activated.
A pilot can deactivate the other stick and take full control by pressing and keeping pressed his
priority takeover pushbutton.
For latching the priority condition, it is recommended to press the takeover push button for more
than 40 s.
This allows the pilot to release his takeover push button without losing priority.
However, a pilot can at any time reactivate a deactivated stick by momentarily pressing the
takeover push button on either stick.
If both pilots press their takeover pushbuttons, the pilot that presses last gets priority.
Note: If an autopilot is engaged, any action on a takeover pushbutton disengages it.
In a priority situation
‐ A red light comes on in front of the pilot whose stick is deactivated.
‐ A green light comes on in front of the pilot who has taken control, if the other stick is not in the
neutral position (to indicate a potential and unwanted control demand).
Note: If the aircraft is on the ground and commencing its takeoff run and one stick is
deactivated, this triggers the takeoff “CONFIG” warning.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 4/12
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
GLARESHIELD
(1) SIDE STICK PRIORITY lt
Red arrow light : ‐ comes on in front of the pilot losing authority.
‐ goes out if he has recovered his authority
• if the other pilot releases his TAKEOVER pushbutton prior the priority
condition is latched.
or
• If he has used his takeover push button to cancel a latched priority
situation.
Sidestick priority audio : A “PRIORITY LEFT” or “PRIORITY RIGHT”
audio voice message is given each time priority is taken.
Green CAPT and F/O lights :
‐ Both lights flash when the pilots move both sidesticks simultaneously and neither takes
priority.
‐ When a pilot has taken priority by pressing the takeover pushbutton and the other pilot's
sidestick is not at neutral, the light in front of the pilot with priority lights up. It goes out when
the other pilot returns his stick to the neutral position.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 5/12
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) ELAC 1(2) pushbutton
Controls the Elevator and Aileron Control (ELAC) Computer 1(2).
ON : ELAC 1(2) performs the following functions:
‐ Normal pitch and roll
‐ Alternate pitch
‐ Direct pitch and roll
‐ Abnormal attitude
‐ Aileron droop
‐ Acquisition of autopilot orders.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 6/12
FCOM D→ 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
OFF : The corresponding computer is not active. Switching it OFF, then ON, resets the
computer.
FAULT : Comes on amber, along with an ECAM caution:
‐ When a failure is detected
‐ During ELAC power-up test (eight seconds).
Note: The ELAC power-up test occurs when electrical power is turned on, or
after the occurrence of an electrical transient lasting longer than 25 ms.
The FAULT light goes off, when the pilot selects OFF, or at the end of the ELAC
power-up test, if its results are satisfactory.
(2) SEC 1(2)(3) pushbutton
Controls the spoiler and elevator (SEC) computers 1(2)(3).
ON : SEC 1(2)(3) performs the following functions:
‐ Normal roll (by controlling the spoilers)
‐ Speedbrakes and ground spoilers
‐ Alternate pitch (SEC 1 and SEC 2 only)
‐ Direct pitch (SEC 1 and SEC 2 only)
‐ Direct roll
‐ Abnormal attitude.
OFF : The corresponding computer is not active. Switching it OFF, then on, resets the
computer.
FAULT : Comes on amber, along with an ECAM caution, when a failure is detected.
The FAULT light goes off, when the pilot selects OFF.
(3) FAC 1(2) pb sw
Controls the flight augmentation computer (FAC) 1(2).
ON : Both FACs perform the following functions:
‐ Normal roll (coordinating turns and damping dutch roll)
‐ Rudder trim
‐ Rudder travel limit
‐ Alternate yaw
OFF : The corresponding computer is not active. Switching it OFF and then ON resets the
computer.
FAULT : Lights up in amber, along with a caution on ECAM, when a failure is detected.
The FAULT light goes out when the pilot selects OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 7/12
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
SIDE STICK INDICATIONS ON PFD
On the ground, after the first engine start, sidestick position indications appear white on both PFDs.
The indications disappear when the aircraft goes from the ground into flight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 8/12
FCOM E 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM F/CTL PAGE
(1) Spoilers/Speedbrakes’ Indication
Δ : Spoiler deflected by more than 2.5 ° (green)
– : Spoiler retracted (green)
Δ : Spoiler fault deflected (amber)
1 : Spoiler fault retracted (amber)
× : Spoiler position not valid (amber)
(2) Hydraulic System Pressure Indication
It is normally green. It becomes amber, if the hydraulic system’s pressure decreases.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 9/12
FCOM F→ 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
(3) ELAC/SEC Indication
‐ ELAC and SEC labels are always displayed in white
‐ The computer number is normally in green, and boxed in grey.
The number and box become amber, if the computer fails, or is switched OFF.
(4) Aileron position indication
It is indicated with a white scale and green index. It changes to amber, when neither (green nor
blue) servojack is available.
(5) Aileron and elevator actuator indication
“G” and “B” are normally displayed in green.
They become amber, in the case of a green or blue hydraulic system low pressure. The partial
box also becomes amber, if the associated computer or actuator fails.
(6) Elevator position indication
It is indicated with a white scale and green index. The index becomes amber, when both
associated actuators are not available.
(7) Pitch trim position indication
The pitch trim numbers are in green. They become amber, if green and yellow hydraulic system
pressure decreases.
The “PITCH TRIM” legend is in white. It becomes amber, if the pitch trim jams.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 10/12
FCOM ←F→ 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
(8) Yaw control indications
(A) Rudder position indication
It is normally in green. The rudder symbol becomes amber, if the blue, green, and yellow
hydraulic pressures are low.
(B) Rudder travel limiter
It is normally in green. It becomes amber when travel limiter 1 and 2 are faulty.
Two TLU messages are displayed in amber when the TLU indexes are suppressed.
(C) Rudder trim position
It is normally in blue. It becomes amber, if the rudder trim reset fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 11/12
FCOM ←F 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM WHEEL PAGE
(1) Spoilers/Speedbrakes’ Indication
These indications are identical to those displayed on the FLT CTL page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-30 P 12/12
FCOM G 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - WARNINGS AND CAUTIONS
OPERATING MANUAL
FLIGHT PHASES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-40 P 1/4
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
CONFIG SLATS/FLAPS NOT IN T.O NIL
CONFIG, or
CONFIG SPD BRK NOT RETRACTED, or
CONFIG PITCH TRIM NOT IN T.O RANGE,
MASTER
or CRC NIL 5, 6, 7, 8
WARNING F/CTL
CONFIG RUD TRIM NOT IN T.O RANGE
A/C not in TO configuration when thrust
levers are set at TO, or Flex TO, or when
pressing T.O CONFIG pb.
CONFIG R (L) SIDESTICK FAULT (BY
TAKE OVER)
Red (a)
L or R sidestick is inoperative (takeover pb MASTER
CRC NIL SIDESTICK 5, 6, 7, 8
pressed more than 30 s) when thrust levers WARNING
PRIORITY lt
are set at TO, or Flex TO, or when pressing
TO CONFIG pb.
L + R ELEV FAULT MASTER PFD
CRC F/CTL NIL
Loss of both elevators. WARNING message
L (R) SIDESTICK FAULT
SINGLE MASTER
Transducers, on pitch or roll axis, are failed F/CTL NIL NIL
CHIME CAUTION
on one sidestick.
ELAC 1 (2) FAULT FAULT lt on
Failure of ELAC. SINGLE MASTER ELAC pb
F/CTL 3, 4, 5, 7, 8
ELAC 1 (2) FAULT CHIME CAUTION
NIL
One sidestick transducer fault.
SEC 1 (2) (3) FAULT SINGLE MASTER FAULT lt
F/CTL 3, 4, 5
Failure of one SEC. CHIME CAUTION on SEC pb
FCDC 1 + 2 FAULT SINGLE MASTER
F/CTL NIL 4, 5, 7
Failure of both FCDCs. CHIME CAUTION
DIRECT LAW SINGLE MASTER PFD
F/CTL 4, 5, 7, 8
Direct laws are active. CHIME CAUTION message
ALTN LAW SINGLE MASTER
NIL NIL 4, 5, 7, 8
Alternate laws are active. CHIME CAUTION
DUAL INPUT Synthetic
Both sidesticks are moved simultaneously. voice SIDESTICK
NIL NIL NIL
repeated Priority light
every 5 s
GND SPLR FAULT
SINGLE MASTER
Loss of ground spoiler function in SEC 1 + 3 F/CTL NIL 3, 4, 5
CHIME CAUTION
or 1 + 2 or 2 + 3 or 1 + 2 + 3.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-40 P 2/4
FCOM B→ 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
SPD BRK DISAGREE
SINGLE MASTER
Position disagree between surfaces and F/CTL NIL 3, 4, 5
CHIME CAUTION
lever position.
SPD BRK FAULT
SINGLE MASTER
Speedbrake lever transducers to SEC 1 and F/CTL NIL 3, 4, 5
CHIME CAUTION
3 failed.
SPD BRK STILL OUT SINGLE MASTER 1, 2, 3, 4,
NIL NIL
CHIME CAUTION 5, 8, 9, 10
STABILIZER JAM
SINGLE MASTER
Loss of the electrical control of the stabilizer F/CTL NIL 4, 5
CHIME CAUTION
(with or without jamming of the stabilizer)
L (R) ELEV FAULT
Loss of both servojacks on one elevator, SINGLE MASTER
F/CTL NIL 4, 5
or activation of elevator flutter protection in CHIME CAUTION
ELAC.
L (R) AIL FAULT SINGLE MASTER
F/CTL NIL 4, 5
Loss of both servojacks on one aileron. CHIME CAUTION
SPLR FAULT SINGLE MASTER
F/CTL NIL 3, 4, 5, 7
Loss of one or more spoilers. CHIME CAUTION
ELAC 1 PITCH FAULT
NIL NIL F/CTL NIL 3, 4, 5, 7, 8
Failure of pitch channel in ELAC 1.
ELAC 2 PITCH FAULT
Failure of pitch channel in ELAC 2, or
NIL NIL F/CTL NIL 3, 4, 5, 7, 8
loss of one or both ELAC 2 rudder pedal
transducers.
GND SPLR 1 + 2 (3 + 4)
NIL NIL F/CTL NIL 3, 4, 5
Ground spoiler channel failed in SEC 3 (1).
ELEV SERVO FAULT
NIL NIL F/CTL NIL 3, 4, 5
Loss of one servojack on one elevator.
SPD BRK 2 (3 + 4) FAULT
Speedbrake lever transducers to SEC 3 (1) NIL NIL F/CTL NIL 3, 4, 5, 7, 8
failed.
AIL SERVO FAULT
Loss of one servojack on one aileron, or
NIL NIL F/CTL NIL 3, 4, 5, 7, 8
loss of one or both ELAC 1 rudder pedal
transducers.
FCDC 1 (2) FAULT NIL NIL NIL NIL 3, 4, 5, 7, 8
SIDESTICK PRIORITY 3, 4, 5,
NIL NIL NIL NIL
Failure in a sidestick priority logic circuit. 6, 7, 8, 9
(a) The red SIDESTICK PRIORITY light comes on, as soon as the sidestick becomes inoperative.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-40 P 3/4
FCOM ←B 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - WARNINGS AND CAUTIONS
OPERATING MANUAL
MEMO DISPLAY
‐ The “SPEED BRK” message appears in green when the speedbrakes are extended. It appears in
amber when the speedbrakes should be retracted.
‐ The "GND SPLRS ARMED" message appears in green, when the ground spoilers are armed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-40 P 4/4
FCOM C 06 MAR 14
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ELAC 1 X HOT 1 (1)
ELAC 2 DC2 HOT 2 (1)
SEC 1 X HOT 1 (1)
SEC 2 DC2
MAIN
COMPUTERS SEC 3 DC2
FLT CTL
FAC 1 X SHED
FAC 2 AC2 DC2
FCDC 1 SHED
FCDC 2 DC2
MOTOR 1 DC2 HOT 2 (1)
PITCH TRIM MOTOR 2 X
MOTOR 3 DC2
MOTOR 1 X
RUDDER TRIM MOTOR 2 DC2
INDIC DC2
MOTOR 1 X
RUDDER TRAVEL LIMIT
MOTOR 2 DC2
(1) standby supply
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROL SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-20-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - DESCRIPTION
OPERATING MANUAL
GENERAL
Each wing has the following lift augmentation devices :
‐ Two flap surfaces.
‐ Five slat surfaces.
These surfaces are electrically controlled and hydraulically operated.
The pilot extends slats and flaps by moving the FLAPS lever on the center pedestal.
It has five positions.
MAIN COMPONENTS
The slat and flap systems are similar, comprising :
‐ Two slat flap control computers (SFCCs), each containing one slat channel and one flap channel.
‐ A power control unit (PCU) consisting of two independent hydraulic motors coupled by a
differential gearbox.
The motors use green and blue hydraulic power for the slats and yellow and green power for the
flaps.
Pressure-off brakes (POBs) lock the transmission when the slat or flap surfaces have reached the
selected position or if hydraulic power fails.
‐ Five slat surfaces and two flap surfaces per wing.
‐ An assymetry position pick-off unit (APPU) that measures the assymetry between the left and right
wings.
‐ A flap disconnect detection system, which detects attachment failure and inhibits flap operation in
order to prevent further damage. A sensor detects the failure by measuring excessive differential
movement between the inner and the outer flaps.
‐ Wingtip brakes (WTBs), activated in case of assymetry, mechanism overspeed, symmetrical
runaway, or uncommanded movement of the surfaces. They cannot be released in flight.
They use blue and green hydraulic power for the slats and for the right wing flaps, and blue and
yellow hydraulic power for the left wing flaps.
‐ Feedback position pick-off units (FPPUs) that feed back position information to the SFCCs.
‐ An instrumentation position pick-off unit (IPPU) that sends position data to the ECAM.
Note: If the flap wingtip brakes are on, the pilot can still operate the slats, and if the slat wingtip
brakes are on, he can still operate the flaps.
If one SFCC is inoperative, slats and flaps both operate at half speed.
If one hydraulic system is inoperative, the corresponding surfaces (slats or flaps) operate at
half speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-10 P 1/4
FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - DESCRIPTION
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-10 P 2/4
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - DESCRIPTION
OPERATING MANUAL
CONFIGURATIONS
The FLAPS lever has five positions: 0, 1, 2, 3 and FULL.
Two configurations correspond to position 1: Configuration 1 and Configuration 1 + F.
The pilot selects these as follows:
(1) When in Configuration 1 + F, the flaps retract to 0 ° automatically at 210 kt (before the airspeed
reaches VFE).
(2) When in configuration 1, the flaps extend to 10 ° automatically at 100 kt.
ALPHA/SPEED LOCK FUNCTION (SLATS)
This function inhibits slat retraction at high angles-of-attack and low speeds.
The SFCCs use corrected angle-of-attack (alpha) or airspeed information from the ADIRUs to inhibit
slat retraction.
If alpha exceeds 8.5 ° or the airspeed goes below 148 kt, retraction from position 1 to position 0 is
inhibited.
The inhibition is removed when alpha goes below 7.6 ° and, when the speed exceeds 154 kt.
This function is not active if :
‐ Alpha exceeds 8.5 ° or the airspeed goes below 148 kt, after the flight crew has moved the lever to
0
‐ The aircraft is on the ground, and its speed is less than 60 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-10 P 3/4
FCOM D to E 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - DESCRIPTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-10 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - CONTROLS AND INDICATORS
OPERATING MANUAL
PEDESTAL
The five lever positions correspond to the following surface positions :
Indications
Position SLATS FLAPS
on ECAM
0 0 0 CRUISE
HOLD
0 1
1 18
10 1+F
2 22 15 2 TAKEOFF
APPR
3 22 20 3
LDG
FULL 27 35 FULL
Before selecting any position, the pilot must pull the lever out of the detent. Balks at positions 1 and 3
prevent the pilot from calling for excessive flap/slat travel with a single action.
Note: The pilot cannot select an intermediate lever position.
TAKEOFF IN CONFIGURATION 1
1 + F (18 °/10 °) is selected. If the pilot does not select configuration 0 after takeoff, the flaps
retract automatically at 210 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-20 P 1/4
FCOM A→ 03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - CONTROLS AND INDICATORS
OPERATING MANUAL
TAKEOFF OR GO-AROUND IN CONFIGURATION 2 OR 3
If the pilot selects configuration 1, he gets 1 + F (18 °/10 °) if airspeed is under 210 kt.
If the pilot does not select configuration 0 after takeoff, the flaps retract automatically at 210 kt.
CONFIGURATION 0 TO CONFIGURATION 1 IN FLIGHT
Configuration 1 (18 °/0 °) is selected.
Note: After flap retraction, configuration 1 + F is no longer available until the airspeed is 100 kt
or less, unless configuration 2, 3, or FULL has been selected previously.
ECAM UPPER DISPLAY
(1) Position indexes
These white points indicate that the slats and flaps are in a selectable position. They do not
appear, when the aircraft is in clean configuration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-20 P 2/4
FCOM ← A to B → 03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) F and S
“F” and “S” normally appear in white. They become amber, if:
‐ Both relevant hydraulic systems fail, unless the aircraft is on ground with both engines
stopped.
‐ The wingtip brakes are on.
‐ There is a slats or flaps fault.
“S (F) LOCKED” legend, appears in amber, in association with an ECAM caution, when the
wingtip brakes are applied, or when the system detects a non-alignment between two flaps.
The “A-LOCK” legend pulses in green, when the slat alpha/speedlock function is active.
(3) Flaps/Slats’ actual position
These green boxes indicate the actual flaps/slats position.
They become amber, if:
‐ Both relevant hydraulic systems fail, unless the aircraft is on ground with both engines
stopped.
‐ The wingtip brakes are on.
‐ There is a slats or flaps fault.
(4) Selected position
It is in blue, when the surfaces are in transit.
It disappears, when the selected position is reached.
(5) Flap lever position
The “0”, “1 + F”, “1”, “2”, “3”, or “FULL” legend appears.
‐ It is green, when the slats and flaps are in the selected position. “0” is not displayed, when
the aircraft attains clean configuration.
‐ It becomes cyan, when the slats and flaps are in transit.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-20 P 3/4
FCOM ←B 03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-20 P 4/4
FCOM 03 APR 12
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
CONFIG SLATS (FLAPS) NOT IN TO
CONFIG
Slats or flaps are not in takeoff configuration, 5, 6 (1), 7, 8
when thrust levers are set at TO or FLEX TO, or MASTER
CRC
when pressing the TO CONFIG pb. WARN
FLAP LVR NOT ZERO 1, 2, 3,
Flap lever is not in the zero position, and the 4, 5, 7,
aircraft is above 22 000 ft. 8, 9, 10
SLATS (FLAPS) FAULT
Failure of both slat or flap channels.
SINGLE MASTER
SLATS (FLAPS) LOCKED CHIME CAUT
4, 5, 8
Slats or flaps' wing tip brakes applied, or non
NIL NIL
alignment detected between 2 flaps.
SLATS SYS 1(2) FAULT
Failure of slat channel in one SFCC.
FLAP SYS 1 (2) FAULT
Failure of flap channel in one SFCC.
SLAT (FLAP) TIP BRK FAULT
Failure of one wing tip brake on slats or flaps, or NIL NIL 3, 4, 5, 7, 8
failure of one wing tip brake solenoid on slats, or
flaps.
FLAPS ATTACH SENSOR
Failure of flap attachment's failure detection
sensor.
(1) The warning is automatically recalled by pressing the TO CONFIG pb .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
SFCC 1 slats X
FLAPS SFCC 1 flaps X
COMPUTERS
SLATS SFCC 2 slats DC2
SFCC 2 flaps DC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW FLAPS AND SLATS - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-27-30-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FUEL
Intentionally left blank
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-28-10 Description
DSC-28-10-10 General
GENERAL................................................................................................................................................................ A
DSC-28-10-20 Tanks
Tanks........................................................................................................................................................................A
DSC-28-10-30 Engine Feed
GENERAL................................................................................................................................................................ A
Main Components....................................................................................................................................................B
Engine Feed............................................................................................................................................................ C
Fuel Feed Sequence............................................................................................................................................... D
DSC-28-10-50 APU Feed
APU FEED............................................................................................................................................................... A
DSC-28-10-60 Fuel Recirculation System
Fuel Recirculation System.......................................................................................................................................A
DSC-28-10-70 Refueling and Defueling
Refueling - Defueling............................................................................................................................................... A
DSC-28-10-80 Fuel Quantity Indication and Level Sensing
FUEL QUANTITY INDICATION (FQI) SYSTEM..................................................................................................... A
FUEL LEVEL SENSING CONTROL UNIT (FLSCU).............................................................................................. B
Fuel System Architecture........................................................................................................................................ C
DSC-28-10-90 Fuel Tank Inerting System
Fuel Tank Inerting System...................................................................................................................................... A
DSC-28-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Refueling Control Panel...........................................................................................................................................B
ECAM Fuel Page.....................................................................................................................................................C
ECAM Upper Display.............................................................................................................................................. D
DSC-28-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-28-40 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
GENERAL
The fuel system :
‐ Stores fuel in the tanks.
‐ Supplies fuel, in the correct quantities, to the fuel tanks during refueling.
‐ Supplies fuel to the engines and the Auxiliary Power Unit (APU).
‐ Circulates fuel to cool the Integrated Drive Generator (IDG).
‐ Keeps fuel in the outer tanks for wing bending and flutter relief.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-10 P 1/2
FCOM A 11 DEC 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-10 P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - TANKS
OPERATING MANUAL
TANKS
The fuel is stored in the wings, and the center section. The wings have inner and outer tanks.
There is a vent surge tank outboard of the outer tank in each wing.
When the aircraft has been refueled to maximum capacity, the fuel can expand by 2 % (20 °C
temperature rise) without spilling.
There is an overpressure protector in each vent, outer and inner tank and between the center tank
and the left inner tank.
USABLE FUEL
OUTER TANKS INNER TANKS CENTER TANK TOTAL
(liters) 880 x 2 7 099 x 2 8 250 24 209
VOLUME
(US gallons) 232 x 2 1 875 x 2 2 180 6 395
(KG) 691 x 2 5 573 x 2 6 476 19 004
WEIGHT(1)
(LB) 1 520 x 2 12 286 x 2 14 281 41 893
(1) Fuel density : 0.785 kg/l or 6.551 lb/US Gal .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-20 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - TANKS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-20 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE FEED
OPERATING MANUAL
GENERAL
The main fuel pump system supplies fuel from the center tank or the inner wing tanks to the engines.
The system has six main fuel pumps.
MAIN COMPONENTS
TANK PUMPS
In normal operation each engine is supplied by one pump in the center tank or two pumps in its
own side inner tank.
All wing tank pumps remain on throughout the flight. They are fitted with pressure relief sequence
valves which ensure that, when all pumps are running, the center tank pumps will deliver fuel
preferentially.
INTERTANK TRANSFER VALVES
Two electrical transfer valves are mounted in each wing to permit fuel transfer from outer to inner
tank.
CROSS FEED VALVE
A cross feed valve controlled by a double motor allows both engines to be fed from one side or
one engine to be fed from both sides.
ENGINE LP VALVES
The fuel flow to an engine can be stopped by its low pressure (LP) fuel valve, the closure of the
LPLP fuel valve is by :
‐ the engine master switch, or
‐ the ENG FIRE PUSH pushbutton.
SUCTION VALVES
Closed by pumps pressure in normal operation, they allow engines to be fed by gravity if the inner
tank pumps fail.
Note: Center tank pumps are not fitted with suction valves. Therefore, gravity feeding is not
possible from the center tank.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-30 P 1/4
FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE FEED
OPERATING MANUAL
ENGINE FEED
FUEL FEED SEQUENCE
The tanks empty in the following sequence :
1. The center tank.
2. The inner tanks : Each inner tank empties down to 750 kg (1 650 lb).
3. The outer tanks : Fuel transfers into the inner tanks.
The center tank feeds fuel to the engines, when the center tank pumps are not stopped by the control
logic described below. The inner tanks feed the engines when the center tank pumps are stopped.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-30 P 2/4
FCOM C to D → 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE FEED
OPERATING MANUAL
CENTER TANK PUMPS CONTROL LOGIC
* Each center tank pump stops, until approximately 500 kg (1 100 lb ) of the fuel in its associated
inner tank fuel has been used (when the fuel level reaches the underfull sensors).
With the MODE SEL in the MAN position, the center tank pumps will run. In manual mode, the
CTR TK PUMP pb-sw must be selected OFF, when the center tank is empty.
FUEL TRANSFER FROM OUTER TO INNER TANKS
The transfer valves automatically open, when the inner tank fuel reaches the low level (about
750 kg/1 650 lb), thus enabling the fuel to drain from the outer to inner tanks.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-30 P 3/4
FCOM ←D→ 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE FEED
OPERATING MANUAL
When open, the valves are latched open. They will automatically close at the next refueling
operation.
Note: 1. Two level sensors are installed in each inner tank. Each sensor controls two transfer
valves, one in each wing, ensuring simultaneous transfer to both wings.
2. The 750 kg/1 650 lb value is based on a level aircraft attitude, with no acceleration.
During steep descent or accelerations/decelerations, the transfer valves may open
with more than 750 kg/1 650 lb of fuel in each inner tank, and the low level warning
may be triggered.
ECAM INDICATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-30 P 4/4
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - APU FEED
OPERATING MANUAL
APU FEED
A special fuel pump supplies fuel for APU startup when fuel feed pressure is low (due to loss of tank
pumps or loss of normal AC electrical supply). This pump normally runs off the AC ESS SHED, but
runs off the AC STAT INV BUS if the AC ESS SHED fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - APU FEED
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - FUEL RECIRCULATION SYSTEM
OPERATING MANUAL
FUEL RECIRCULATION SYSTEM
Refer to DSC-70-40-50 IDG Cooling System.
Some of the fuel supplied to each engine goes from the high-pressure fuel line in that engine,
through the integrated drive generator (IDG) heat exchanger (where it absorbs heat), to the fuel
return valve and to the outer fuel tank.
This operation ensures the IDG cooling when the oil temperature is high or when at low engine
power.
The FADEC controls the fuel return valve.
If the outer tank is already full, the fuel overflows to the inner tank through a spill pipe. On ground,
the fuel recirculation is not inhibited if there is an overflow in the surge tanks (Refer to DSC-70-40-50
IDG Cooling System).
If the FUEL MODE SEL pb-sw is in AUTO mode:
If center tank is feeding, the wing tank will tend to overfill and the system automatically selects
the CTR TK PUMP off when the inner tank is full. The wing tank pumps will feed until the engine
have used approximately 500 kg (1 100 lb) of fuel when the fuel level reaches the underfull
sensors. The logic circuits then restart the center tank pumps.
If the FUEL MODE SEL pb-sw is in MAN mode:
If center tank is feeding, the wing tanks will tend to overfill but the system does not automatically
select the CTR TK PUMPs OFF when the inner tank is full. Therefore, an overflow of the wing
tanks can occur on ground if the CTR TK PUMPs are not switched OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-60 P 1/2
FCOM A→ 18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - FUEL RECIRCULATION SYSTEM
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-60 P 2/2
FCOM ←A 18 SEP 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - REFUELING AND DEFUELING
OPERATING MANUAL
REFUELING - DEFUELING
‐ One (two) refueling point(s) is (are) installed under the wings, enabling the aircraft to be refueled
from either the right or left side.
‐ A refuel panel is located on the fuselage side beneath the right wing, or under the right or left wing
adjacent to the refuel coupling.
A gallery connects the refuel coupling to each tank's refuel valve.
Refueling is normally automatic, the required fuel load being set on the preselector.
Manual control is also available.
Automatic refueling starts with the outer cells. If the selected fuel load exceeds the wing tank
capacity, the center tank is simultaneously refueled.
When an outer cell is full the fuel overflows into the inner cell through a spill pipe.
Refuel valves close automatically, when the tanks contain the preselected load, or when sensors
detect a high fuel level.
The aircraft can be refueled, when only battery power is available.
The wing tanks can be refueled by gravity, through refueling points on top of the wings.
A transfer valve, between the engine feed system and the refueling gallery, allows :
‐ The tank pumps to transfer fuel from one tank to another.
‐ Defueling through the refuel coupling.
Approximate refueling time at nominal pressure is :
‐ 17 min for wing tanks.
‐ 20 min for all tanks.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-70 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - REFUELING AND DEFUELING
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-70 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - FUEL QUANTITY INDICATION AND LEVEL SENSING
OPERATING MANUAL
FUEL QUANTITY INDICATION (FQI) SYSTEM
The FQI is a computerized system that :
‐ transmits the actual total fuel mass, as well as the quantity and temperature of fuel in the tanks, to
the ECAM.
‐ controls automatic refueling.
Two channels perform fuel computations : channel 2 activates automatically if channel 1 fails.
The FQI system has :
‐ an FQI computer.
‐ a set of capacitance probes in each tank to measure fuel level and temperature.
‐ one densitometer (cadensicon) sensor in each wing inner tank permitting the calculation of the fuel
quantity.
‐ one Capacitance Index Compensator (CIC) in each inner tank giving the dielectric constant of the
fuel in case of cadensicon failure.
‐ a quantity indicator for each tank installed on the refuel/defuel panel.
‐ a preselector on the refuel/defuel panel that shows the preselected and actual total fuel quantity.
FUEL LEVEL SENSING CONTROL UNIT (FLSCU)
The fuel level system generates fuel-level and fuel-temperature signals in order to operate the
appropriate switching functions for refueling and defueling and control the IDG cooling recirculation
system and the center-tank-to-wing-tank fuel transfer system.
The FLSCU comprises :
‐ fuel level sensors in the tanks to sense high, low, and overflow levels.
‐ a fuel temperature sensor to control the IDG cooling recirculation.
When fuel quantity in one wing tank goes below 750 kg (1 650 lb), the low-level sensor triggers the
LO LVL warning on ECAM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-80 P 1/2
FCOM A to B 30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - FUEL QUANTITY INDICATION AND LEVEL SENSING
OPERATING MANUAL
FUEL SYSTEM ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-80 P 2/2
FCOM C 30 MAY 12
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - FUEL TANK INERTING SYSTEM
OPERATING MANUAL
FUEL TANK INERTING SYSTEM
The A318, A319, A320 and A321 aircraft are equipped with a Fuel Tank Inerting System.
The aim of this system is to reduce the flammability in the fuel tanks that have a high flammability
exposure.
The fuel center tank is the only one that has a high flammability exposure. Therefore, the Fuel Tank
Inerting System only needs to be installed for the center tank. All other tanks do not need Fuel Tank
Inerting System installation.
To reduce the flammability in the center tank, the Fuel Tank Inerting System produces an
oxygen-depleted air that goes in the center tank to replace the ambient air.
The system is installed in the belly fairing of the aircraft, and is composed by:
‐ A conditioned Service Air System (CSAS)
‐ An Inert Gas Generation System (IGGS).
The CSAS extracts and conditions some engine bleed air to adequate pressure and temperature.
Then, the air goes through the IGGS where an Air Separation Module taps the nitrogen molecules.
Therefore, an oxygen-depleted air is produced (with less than 12 % of oxygen) and replaces the
ambient air of the center tank.
The Fuel Tank Inerting System does not require any flight crew action. It works independently as
soon as the engines start and until they stop.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-90 P 1/2
FCOM A 25 NOV 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - FUEL TANK INERTING SYSTEM
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-10-90 P 2/2
FCOM 25 NOV 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) L (R) TK PUMPS 1 (2) pushbutton sw
On : Pump is on, but only fuel feeds, when the center tank pumps' delivery
pressure drops below the threshold.
OFF : Pump is OFF, and the OFF button comes on white.
FAULT light : Amber light, and ECAM caution, comes on, when the delivery pressure
drops. It does not come on when OFF is selected.
(2) MODE SEL pushbutton sw
AUTO : Control of center tank pumps is automatic.
• They run at engine start for 2 min.
• Before or after the engine start sequence, the pumps run if the slats are
retracted.
• They stop automatically 5 min after center tank low level is reached.
MAN : Flight crew manually controls the center tank pumps manually with the
center tank pumps' pushbutton.
FAULT light : Amber light comes on, and ECAM caution comes on when center tank has
more than 250 kg (550 lb) of fuel and the left or right wing tank has less
than 5 000 kg (11 000 lb).
(3) CTR TK PUMP 1(2) pushbutton sw
On : • Pump runs, if MAN mode is selected on the MODE SEL pushbutton.
• Pump is automatically controlled when AUTO mode is selected.
OFF : Pump is OFF and OFF button comes on white.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 1/8
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
FAULT light : Amber light and associated ECAM caution come on, when the pump is in
operation and the delivery pressure drops.
(4) X FEED pushbutton sw
OFF : The valve closes, and the pushbutton does not come on.
ON : The valve opens, and the ON pushbutton comes on in white.
OPEN light : This green light comes on, when the valve is fully open.
REFUELING CONTROL PANEL
(1) FUEL QUANTITY indicator
The number shows the quantity of fuel in each tank.
(2) HI LVL light
This blue light comes on, when the system detects a high fuel level.
The corresponding refuel valve closes automatically.
(3) REFUEL VALVES selector (guarded in NORM)
NORM : Automatic refueling logic controls the refuel valves.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 2/8
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
OPEN : Valves open when the MODE SELECT sw is set to the REFUEL or DEFUEL XFR
position. Each refuel valve closes, when the system detects a high level in the
associated tank.
SHUT : Valves close.
(4) MODE SELECT sw (guarded at OFF)
OFF : Refuel system is de-energized. Refuel valves are closed.
REFUEL : Refuel valves operate in automatic or in manual mode depending
on the position of REFUEL VALVES sw.
DEFUEL XFR : Refuel/Defuel transfer valve opens.
Refuel valve opens if the associated REFUEL VALVE sw is at OPEN.
(5) OPEN light
This amber light comes on when the defuel transfer valve is open.
(6) TEST sw
HI LVL : The HI LVL lights come on if high level sensors and associated
circuits are serviceable.
Note: If tanks are full (HI LVL lights on) during this test, the HI LVL lights go out if high level
sensors and associated circuits are serviceable.
LTS : Lights on panel and all 8's on FQI and preselector come on.
(7) PRESELECTED display
This display shows the preselected total fuel quantity in kg (lb) × 1 000 (multiply by 1 000 to get
actual amount).
(8) Preselector sw
Pressing the left or right side of the switch decreases or increases the preselected quantity.
(9) ACTUAL display
This display shows the total fuel on board.
(10) END light
‐ This green light comes on steady when automatic refueling is completed
‐ It flashes green if refueling is aborted.
(11) CKPT light
Not used.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 3/8
FCOM ←B→ 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(12) BATT POWER toggle switch
ON : When the flight crew switches this ON momentarily and releases it, HOT BUS 1
supplies the FQI. After completion of the FQI tests (about 40 s), the fuel quantity
indications appear and refuel operation can be selected.
The electrical supply is automatically cut off:
‐ After 10 min, if no refuel operation is selected, or
‐ At the end of refueling.
NORM: The FQI is not supplied by batteries.
ECAM FUEL PAGE
(1) Wing pump indications
Inline - Green : Pump pressure is normal (pump contactor on).
“LO” - Amber : Pump pressure is low (pump contactor on).
Crossline - Amber : Pump contactor is off.
(2) CTR tank pump indications
Inline - Green : Pump pressure is normal (pump contactor on).
“LO” - Amber : Pump pressure is low (pump contactor on).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 4/8
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
Crossline - Green : Pump contactor is off, and auto shut-off is required.
Crossline - Amber : Pump contactor is off, and auto shut-off is not required.
(3) LP valve (ENG) indications
Inline - Green : The valve is open.
Inline - Amber : The valve is open, with the ENG MASTER switch OFF.
Crossline - Amber : The ENG valve is fully closed.
Transit - Amber : The valve is in transit.
(4) X feed indications
Inline - Green : The valve is open.
Inline - Amber : The valve is open, with X Feed pushbutton off.
Crossline - Green : The valve is closed.
Crossline - Amber : The valve is closed with X feed pushbutton ON.
Transit - Amber : The valve is in transit.
(5) Transfer valve indications
Outer to Inner Transfer
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 5/8
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(6) APU Indications
(7) Fuel temperature indication
This appears, when its associated temperature sensor is wet. It is normally in green.
An advisory only appears in phases 2 and 6, when the fuel temperature is:
‐ Above 45 °C for the inner cell, or 55 °C for the outer cell.
‐ Below -40 °C.
It becomes amber, and the ECAM displays a caution, if the temperature goes above the
high limit or below the low limit.
(8) Fuel quantity indication
‐ It is normally in green.
‐ An amber line appears across the last two digits, when the FQI is inaccurate (Refer to
PRO-SUP-28 FQI IN DEGRADED MODE). The outer indication is boxed amber, if both
transfer valves fail to open when the inner is at low level.
‐ The center tank indication is boxed amber, if both center tank pumps are failed, or are
switched OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 6/8
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
‐ An advisory appears in flight phases 2 and 6, when the difference between the fuel
quantities in the two wings is greater than 1 500 kg (3 300 lb). The wing inner and outer
tank indications pulse with the highest fuel level.
‐ Units may either be in KG or LB, depending on the DMC pin program.
(9) Fuel On Board (FOB) indication
It is normally in green.
An amber line appears across the last two digits, when the FQI is inaccurate (Refer to
PRO-SUP-28 FQI IN DEGRADED MODE).
Units may either be in KG or LB, depending on the DMC pin program.
The indication is half-boxed in amber, if:
‐ Center tank pumps fail, or are switched OFF.
‐ Both transfer valves fail to open, when the inner tank is at low level.
(10) Fuel Used indication
F.USED 1
3 100
‐ The engine identification number is in amber, when the engine is below idle. It is in
white, when it is at, or above, idle.
‐ The fuel used indication is green from flight phase 2, until electrical power is cut off at the
end of the flight. It is automatically reset, when the engine is started on ground.
‐ Units may either be in KG or LB, depending on the DMC pin program.
( 11) Fuel Flow indication
The Total Fuel Flow is displayed in kg/mn.
Units may either be in KG or LB, depending on the DMC pin program.
‐ It is normally in green.
‐ It is replaced by an amber XX if there is no valid data.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 7/8
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM UPPER DISPLAY
(1) Total fuel indication
A half amber box appears around FOB, when the displayed quantity is not all usable (intercell
transfer valve failure or loss of center tank pumps).
In case of degraded data, the last two significant digits are dashed (Refer to PRO-SUP-28 FQI
IN DEGRADED MODE).
Units may either be in KG or LB, depending on the DMC pin program.
(2) Memo indications: (green)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-20 P 8/8
FCOM D 15 FEB 13
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-30 P 1/4
FCOM A→ 06 MAR 14
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
L(R) TK
PUMP
L(R) TK PUMP 1 + 2 LO PR 1+2
FAULT lt
CTR TK 3, 4, 5,
CTR TK PUMP 1(2) LO PR PUMP 1(2) 7, 8 (1)
FAULT lt
CTR TK
CTR TK PUMPS LO PR PUMP
FAULT lts
OFF lt on
CTR TK PUMPS OFF CTR TK
1, 3, 4, 5,
CTR TK pb at OFF with no FAULT 7, 8, 9, 10
PUMP pb
AUTO FEED FAULT
(CTR TK > 250 kg (550 lb) and MODE SEL
L or R WING TK < 5 000 kg (11 000 lb) FAULT lts
3, 4, 5, 8
––––––––––––OR ––––––––––– –––––
(CTR TK pumps do not stop after slat extension or NIL
SINGLE MASTER
CTR TK low level)
CHIME CAUT
L(R) WING TK LO LVL
(750 kg - 1 650 lb) FUEL
3, 4, 5,
L + R WING TK LO LVL 7, 8, 9
Low level detected in both wing inner cells
(remaining flight time is about 30 min)
L(R) OUTER TK HI TEMP or
L(R) INNER TK HI TEMP
Fuel temp above:
In outer cell, above 55 °C on ground.
In outer cell, above 60 °C in flight. 3, 4,
In inner cell, above 45 °C on ground. NIL 5, 7, 8
In inner cell, above 54 °C in flight.
L(R) XFR VALVE CLOSED
Both transfer valves fail to open after inner cell low
level.
ENG 1(2) LP VALVE OPEN 4, 5, 7, 8
Valve disagree in open position.
APU LP VALVE FAULT
Valve position disagree. 3, 4, 5,
NIL NIL
L(R) OUTER TK LO TEMP, or 7, 8 (2)
L(R) INNER TK LO TEMP
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-30 P 2/4
FCOM ←A→ 06 MAR 14
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
Fuel temperature < approx. -43 °C
L(R) TK
L(R) TK PUMP 1(2) LO PR PUMP 1(2)
FAULT lt
L(R) XFR VALVE OPEN
Either transfer valve opens before inner tank
reaches low level.
NIL
X FEED VALVE FAULT
Valve position disagree.
FQI CH 1(2) FAULT
(1) Inhibited if pump selected OFF
(2) PUMP LO PR is inhibited, if the pump is selected OFF in phases 1 and 10.
MEMO DISPLAY
‐ OUTR TK FUEL XFRD appears in green, if at least one transfer valve is open in one wing tank
‐ CTR TK FEEDG appears in green, if at least one center tank pump is energized
‐ FUEL X FEED appears in green, if the fuel X FEED valve pushbutton is ON, and the X FEED
valve is not fully closed. It appears in amber in flight phases 3, 4, or 5
‐ REFUELG appears in green, when the door of the refuel control panel on the fuselage or
on the wing is open.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-30 P 3/4
FCOM ←A 06 MAR 14
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-30 P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
CH 1 SHED (1)
FQI
CH 2 DC2 (1)
L1 AC1 (3) DC1 X (2) (3)
L2 AC2 DC2
INNER TANK PUMPS
R1 AC1 (3) DC1 X (2) (3)
R2 AC2 DC2
1 AC1 DC1
CTR TK PUMPS
2 AC2 DC2
MOT 1 SHED
CROSS FEED VALVE
MOT 2 DC2
ENG 1 MOT 1 X
ENG 1 MOT 2 DC2
ENGINE LP VALVES
ENG 2 MOT 1 X
ENG 2 MOT 2 DC2
L1 SHED
L2 DC2
XFR VALVES
R1 SHED
R2 DC2
AC STAT
PUMP INV or AC HOT1
APU
ESS SHED
LP VALVE DC BAT HOT1
REFUEL VALVES DC2 (1)
(1) HOT BUS supplies power during refueling on battery.
(2) This occurs, if DC BUS 1 is lost.
(3) In smoke configuration (GEN 1 LINE pushbutton OFF), inner tank pumps 1 are supplied directly by IDG (instead of AC
1) and pump relays by DC ESS (instead of DC 1).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
FUEL
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-28-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
Intentionally left blank
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-29-10 Description
DSC-29-10-10 General
GENERAL................................................................................................................................................................ A
DSC-29-10-20 Generation
GREEN SYSTEM PUMP.........................................................................................................................................A
BLUE SYSTEM PUMPS..........................................................................................................................................B
YELLOW SYSTEM PUMPS....................................................................................................................................C
POWER TRANSFER UNIT (PTU).......................................................................................................................... D
RAM AIR TURBINE (RAT)......................................................................................................................................E
SYSTEM ACCUMULATORS................................................................................................................................... F
PRIORITY VALVES.................................................................................................................................................G
FIRE SHUTOFF VALVES....................................................................................................................................... H
LEAK MEASUREMENT VALVES.............................................................................................................................I
FILTERS................................................................................................................................................................... J
Generation................................................................................................................................................................K
Reservoir Pressurization.......................................................................................................................................... L
Indications................................................................................................................................................................M
DSC-29-10-30 Distribution
Distribution............................................................................................................................................................... A
DSC-29-20 CONTROLS AND INDICATORS
OVERHEAD PANEL................................................................................................................................................ A
MAINTENANCE PANEL.......................................................................................................................................... B
ECAM HYD Page.................................................................................................................................................... C
DSC-29-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-29-40 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
GENERAL
The aircraft has three continuously operating hydraulic systems : blue, green, and yellow. Each
system has its own hydraulic reservoir. Normal system operating pressure is 3 000 PSI (2 500 PSI
when powered by the RAT). Hydraulic fluid cannot be transferred from one system to another.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION
OPERATING MANUAL
GREEN SYSTEM PUMP
A pump driven by engine 1 pressurizes the green system.
BLUE SYSTEM PUMPS
An electric pump pressurizes the blue system. A pump driven by a ram air turbine (RAT) pressurizes
this system in an emergency.
YELLOW SYSTEM PUMPS
A pump driven by engine 2 pressurizes the yellow system.
An electric pump can also pressurize the yellow system, which allows yellow hydraulics to be used
on the ground when the engines are stopped.
Crew members can also use a hand pump to pressurize the yellow system in order to operate the
cargo doors when no electrical power is available.
POWER TRANSFER UNIT (PTU)
A bidirectional power transfer unit enables the yellow system to pressurize the green system and vice
versa.
The power transfer unit comes into action automatically when the differential pressure between the
green and the yellow systems is greater than 500 PSI.
The PTU therefore allows the green system to be pressurized on the ground when the engines are
stopped.
RAM AIR TURBINE (RAT)
A drop-out RAT coupled to a hydraulic pump allows the blue system to function if electrical power is
lost or both engines fail. The RAT deploys automatically if AC BUS 1 and AC BUS 2 are both lost. It
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-20 P 1/6
FCOM A to E → 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION
OPERATING MANUAL
can be deployed manually from the overhead panel. It can be stowed only when the aircraft is on the
ground.
SYSTEM ACCUMULATORS
An accumulator in each system helps to maintain a constant pressure by covering transient demands
during normal operation.
PRIORITY VALVES
Priority valves cut off hydraulic power to heavy load users if hydraulic pressure in a system gets low.
FIRE SHUTOFF VALVES
Each of the green and yellow systems has a fire shutoff valve in its line upstream of its engine-driven
pump. The flight crew can close it by pushing the ENG 1(2) FIRE pushbutton.
LEAK MEASUREMENT VALVES
Each system has a leak measurement valve upstream of the primary flight controls.
These valves, which measure the leakage in each circuit, are closed by operation of the LEAK
MEASUREMENT VALVES pushbutton switch on the maintenance panel.
FILTERS
L3 Filters clean the hydraulic fluid as follows :
‐ HP filters on each system and on the reservoir filling system and the normal braking system
‐ return line filters on each line
‐ case drain filters on engine pumps and the blue electric pump (which permit maintenance crew to
monitor pump wear by inspecting the filters for the presence of metallic particles).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-20 P 2/6
FCOM ← E to J 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION
OPERATING MANUAL
GENERATION
RESERVOIR PRESSURIZATION
Normally, HP bleed air from engine 1 pressurizes the hydraulic reservoirs automatically.
If the bleed air pressure is too low, the system takes bleed air pressure from the crossbleed duct.
The systems maintain a high enough pressure to prevent their pumps from cavitating.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-20 P 3/6
FCOM K to L → 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-20 P 4/6
FCOM ←L 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION
OPERATING MANUAL
INDICATIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-20 P 5/6
FCOM M 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERATION
OPERATING MANUAL
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FCOM 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - DISTRIBUTION
OPERATING MANUAL
DISTRIBUTION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-30 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - DISTRIBUTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-10-30 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) ENG 1 (2) PUMP pb
On : The pump pressurizes the system when the engine is running.
OFF : The pump is depressurized. The generation of hydraulic power stops.
FAULT lt : This amber light comes on, and the ECAM caution appears, if :
‐ The reservoir level is low
‐ The reservoir overheats
‐ The reservoir air pressure is low
‐ The pump pressure is low (inhibited on the ground, when the engine is
stopped).
This light goes out, when the crew selects OFF, except during an overheat. (The
light stays on as long as the overheat lasts).
(2) BLUE ELEC PUMP pb (guarded)
AUTO : If AC power is available, the electric pump operates :
‐ In flight
‐ On the ground, if one engine is running or if the crew has pressed the BLUE
PUMP OVRD pushbutton on the maintenance panel.
OFF : The pump is de-energized.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 1/8
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
FAULT lt : This amber light comes on, and a caution appears on the ECAM, if :
‐ The reservoir level is low
‐ The reservoir overheats
‐ The air pressure in the reservoir is low
‐ The pump is delivering low pressure (inhibited on the ground, when the
engines are stopped)
‐ The pump overheats.
The light goes out, when the crew selects OFF, except during an overheat. (The
light stays on as long as the overheat lasts).
(3) YELLOW ELEC PUMP pb sw (springloaded)
ON : The electric pump is ON.
If the electrical power supply is removed, the pump will remain off when
electrical power is applied again.
Off : The pump is off.
It comes on automatically when a crewman sets the lever of the cargo door
manual selector valve to OPEN or CLOSE.
This inhibits the operation of other yellow system functions (except alternate
braking and engine 2 reverse).
FAULT lt : This amber light, accompanied by an ECAM caution, comes on if :
‐ the reservoir level is low
‐ air pressure in the reservoir is low
‐ the reservoir overheats
‐ pump pressure is low
‐ the pump overheats.
The light goes out when the crew selects OFF, except during an overheat. (The
light stays on as long as the overheat lasts).
(4) PTU pb sw
AUTO : The bidirectional power transfer unit is armed and both the yellow and the green
electrohydraulic valves are open.
The power transfer unit runs automatically when the differential pressure
between the green and yellow systems is more than 500 PSI.
Note: The PTU is inhibited during the first engine start and automatically
tested during the second engine start.
OFF : Both the green and the yellow PTU electrohydraulic valves close. Power transfer
stops.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 2/8
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
FAULT lt : This amber light comes on, and a caution appears on the ECAM, if :
‐ the green or the yellow reservoir overheats
‐ the green or the yellow reservoir has low air pressure
‐ the green or the yellow reservoir has a low flluid level.
The light goes out when the crew selects OFF, except during an overheat. (The
light stays on as long as the overheat lasts).
(5) RAT MAN ON pb
The flight crew may extend the RAT at any time by pressing the RAT MAN ON pushbutton.
Note: The RAT extends automatically if AC BUS 1 and AC BUS 2 are lost. (Refer to
DSC-24-20 Overhead Panel (Cont'd)).
MAINTENANCE PANEL
(1) BLUE PUMP OVRD pb sw (guarded)
ON : The blue electric pump is on if the ELEC PUMP pushbutton switch on the HYD panel
is at AUTO.
Off : The blue electric pump is off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 3/8
FCOM ← A to B → 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(2) LEAK MEASUREMENT VALVES pb sw (guarded)
OFF: The corresponding electrohydraulic valve closes and shuts off hydraulic supply to the
primary flight controls.
On : The corresponding electrohydraulic valve opens to go back to normal hydraulic
supply.
ECAM HYD PAGE
(1) Reservoir quantity
It is in green, unless the fluid level goes below the warning level, in which case it becomes
amber.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 4/8
FCOM ← B to C → 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(2) Reservoir LO AIR PRESS
This appears in amber, and a caution appears on ECAM, if the air pressure for the indicated
reservoir drops below normal.
(3) Reservoir OVHT
This appears in amber, and a caution appears on ECAM, if the temperature of returning
hydraulic fluid temperature at the inlet to its reservoir is above normal.
(4) FIRE VALVE
Cross line - Amber : The valve is fully closed.
In line - Green : The valve is not fully closed.
(5) OVHT
This appears in amber if the electric pump for that system (blue or yellow) overheats.
(6) RAT
RAT ▹ White : The RAT is stowed.
RAT Green : The RAT is not stowed.
RAT ▸ Amber : Pressure for stowing the RAT has been applied, or the RAT pump is
not available.
(7) ELEC
This legend, normally white, becomes amber if the associated power supply fails.
(8) YELLOW ELEC PUMP control
◃ White : The electric pump is off.
Green : The electric pump is ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 5/8
FCOM ←C→ 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
◂ Amber : The electric pump is ON and the yellow system has low pressure.
(9) PTU control
(1)
Green : The power transfer unit (PTU) pushbutton switch is in AUTO and the PTU is
not transferring pressure.
Amber : The PTU pb-sw is OFF.
(2)
Green : The PTU is supplying the green hydraulic system.
(3)
Green : The PTU is supplying the yellow hydraulic system.
(10) ENG PUMP control and low pressure indication
In line (Green) : The pushbutton switch for the designated PUMP is on and hydraulic
pressure is normal.
Cross line (Amber) : The pushbutton switch for the designated PUMP is OFF.
“LO” (Amber) : The pushbutton switch for the designated PUMP is on and hydraulic
pressure is low.
(11) System label
pressure > 1 450 PSI pressure < 1 450 PSI
YELLOW white amber
▵ green amber
(12) System pressure
This legend, normally green, becomes amber when system pressure is below 1 450 PSI.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 6/8
FCOM ←C→ 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(13) PUMP
This legend, normally white, becomes amber when N2 is below idle.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 7/8
FCOM ←C 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-20 P 8/8
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-30 P 1/4
FCOM A→ 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
Conditions WARNING LIGHT CALLED WARNING
INHIB
B+Y
B + G SYS LO PR MASTER
Y+G CRC FAULT lt 4, 5 (1)
WARN
System pressure ≤ 1 450 PSI
(reset if pressure ≥ 1 750 PSI)
G (Y) RSVR LO AIR PR
Air pressure of the reservoir ≤ 22 PSI 3, 4, 5, 7, 8
(reset if air pressure ≥ 25 PSI)
B RSVR LO AIR PR
Reservoir air pressure ≤ 30 PSI 1, 2, 3,
(detected in flight but only displayed on ground after 4, 5, 6, 7
landing) FAULT lt on
associated
B RSVR LO AIR PR pump(s) pb
Reservoir air pressure ≤ 22 PSI
and on PTU
reset if pressure ≥ 25 PSI
pb-sw if Y 3, 4, 5, 7, 8
G (Y)(B) RSVR OVHT or G SYS
Fluid temperature ≥ 93 °C affected
(reset if TEMP ≤ 88 °C)
G (Y)(B) RSVR LO LVL
HYD
Fluid quantity: 4, 5 (2), 7, 8
< 3.5 l (0.92 US Gal) (green-yellow)
< 2.4 l (0.63 US Gal) (blue) SINGLE MASTER
CHIME CAUT
G (Y) ENG 1(2) PUMP LO PR
Pump outlet pressure ≤ 1 750 PSI
(reset if pressure ≥ 2 200 PSI)
Y ELEC PUMP LO PR
Yellow system pressure ≤ 1 450 PSI
(reset if pressure ≥ 1 750 PSI) with 4, 5, 7, 8
- YELLOW ELEC PUMP pb-sw at ON
- Y ENG PUMP and PTU not available FAULT lt
on affected
B ELEC PUMP LO PR
pump pb
Pump outlet pressure ≤ 1 450 PSI
(reset if pressure ≥ 1 750 PSI)
B ELEC PUMP OVHT
3, 4, 5, 7, 8
Y ELEC PUMP OVHT
G (Y) SYS LO PR
System pressure ≤ 1 450 PSI 4, 5, 7, 8 (1)
(reset if pressure ≥ 1 750 PSI)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-30 P 2/4
FCOM ←A→ 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
Conditions WARNING LIGHT CALLED WARNING
INHIB
B SYS LO PR 1, 4, 5,
System pressure ≤ 1 450 PSI NIL
7, 8, 10
(reset if pressure ≥ 1 750 PSI)
FAULT lt only
PTU FAULT in case of G
PTU not running on ground in case the differential or Y RSVR
pressure is above650 PSI, between G and Y 3, 4, 5,
LO LVL or
system, or in flight PTU still at AUTO position 8, 9, 10
RSVR LO
in case of G or Y reservoir low level and G or Y AIR PR or
system low pressure. RSVR OVHT
RAT FAULT 3, 4, 5,
RAT not fully stowed or pressure present in RAT NIL
6, 7, 8, 9
stowing actuator or RAT pump not available
(1) Inhibited on the ground (flight phases 1, 2, 9, 10) when corresponding engine is shut down.
(2) The HYD G(Y) RSVR LO LVL alert is inhibited for the first 15 s of flight phase 5.
The HYD B RSVR LO LVL alert is inhibited for the entire flight phase 5.
MEMO DISPLAY
‐ “RAT OUT” appears in green, if the ram air turbine is not fully stowed.
The color changes to amber during flight phases 1 and 2.
‐ “HYD PTU” appears in green, when the power transfer unit is running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-30 P 3/4
FCOM ←A 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-30 P 4/4
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ENG 1 driven PUMP control DC1
ENG 2 driven PUMP control DC2
ENG 1 FIRE shut off valve X
ENG 2 FIRE shut off valve X
BLUE ELEC power AC1
PUMP control X
Yellow power AC2(1)
ELEC PUMP control DC2
Power Transfer Unit DC2
DC
LEAK MEASUREMENT VALVES GRND/FLT
Manual control HOT 2
RAT
Auto control HOT 1
(1) or from external power.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-29-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
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AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-30-10 General
DSC-30-10-10 Description
General.....................................................................................................................................................................A
Anti-Ice..................................................................................................................................................................... B
Rain Removal.......................................................................................................................................................... C
DSC-30-20 Wing Anti-Ice
DSC-30-20-10 Description
Description............................................................................................................................................................... A
DSC-30-20-20 Controls And Indicators
OVERHEAD PANEL................................................................................................................................................ A
ECAM BLEED PAGE.............................................................................................................................................. B
DSC-30-20-30 Warnings And Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-30-20-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-30-30 Engine Anti-Ice
DSC-30-30-10 Description
Description............................................................................................................................................................... A
DSC-30-30-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
DSC-30-30-30 Warnings and Cautions
Warnings And Cautions...........................................................................................................................................A
DSC-30-30-40 Electrical Supply
Bus Equipment List..................................................................................................................................................A
DSC-30-40 WINDOW HEAT
DSC-30-40-10 Description
Description............................................................................................................................................................... A
DSC-30-40-20 CONTROLS AND INDICATORS
OVERHEAD PANEL................................................................................................................................................ A
DSC-30-40-30 WARNINGS AND CAUTIONS
WARNINGS AND CAUTIONS.................................................................................................................................A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-30-40-40 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-30-50 Probes Heat
DSC-30-50-10 Description
Description............................................................................................................................................................... A
DSC-30-50-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
DSC-30-50-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-30-50-40 Electrical Supply
Bus Equipment List..................................................................................................................................................A
DSC-30-60 RAIN REMOVAL
DSC-30-60-10 DESCRIPTION
WIPERS................................................................................................................................................................... A
RAIN REPELLENT (if installed).............................................................................................................................. B
DSC-30-60-20 CONTROLS AND INDICATORS
OVERHEAD PANEL................................................................................................................................................ A
REAR COCKPIT...................................................................................................................................................... B
DSC-30-60-30 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-30-70 ICE DETECTION SYSTEM
DSC-30-70-10 DESCRIPTION
VISUAL ICE INDICATOR........................................................................................................................................ A
DSC-30-70-30 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW GENERAL - DESCRIPTION
OPERATING MANUAL
GENERAL
The ice and rain protection system allows unrestricted operation of the aircraft in icing conditions and
heavy rain.
ANTI-ICE
Either hot air or electrical heating protects critical areas of the aircraft as follows:
HOT AIR
‐ Three outboard leading-edge slats of each wing
‐ Engine air intakes.
ELECTRICAL HEATING
‐ Flight compartment windows
‐ Sensors, pitot probes and static ports
‐ Waste-water drain mast.
RAIN REMOVAL
Wipers and when necessary, fluid rain repellent, remove rain from the front windshield panels.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-10-10 P 1/2
FCOM A to C 03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW GENERAL - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-10-10 P 2/2
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AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
In flight, hot air from the pneumatic system heats the three outboard slats (3-4-5) of each wing.
Air is supplied through one valve in each wing.
The WING pushbutton on the ANTI ICE panel controls the valves.
When the aircraft is on ground, the flight crew can initiate a 30 s test sequence by turning the system
ON.
If the system detects a leak during normal operation, the affected side’s wing anti-ice valve
automatically closes (Refer to DSC-36-10-50 LEAK DETECTION).
When wing anti-ice is selected, the N1 limit is automatically reduced, and the idle N1 is automatically
increased.
If the electrical power supply fails, the valves close.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-10 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - DESCRIPTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-10 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) WING ANTI ICE pb sw
This switch controls the wing anti ice system on the left and right sides simultaneously.
ON : It lights up blue.
WING A. ICE appears on the ECAM MEMO page.
Wing anti ice control valves open if a pneumatic supply is available.
On the ground the wing anti-icing control valves open for 30 s only (test sequence).
Off : ON light goes off.
Wing anti-icing control valves close.
FAULT : Amber light comes on, and caution appears on ECAM, if:
‐ the position of the anti-icing control valve is not the required position, or
‐ low pressure is detected.
Note: The amber FAULT light comes on briefly as the valves transit.
ECAM BLEED PAGE
Refer to DSC-36-20 ECAM Bleed Page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-20 P 1/2
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AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
WING A. ICE OPEN ON GND 3, 4, 5,
On ground, valves remain open more than 35 s after NIL
6, 7, 8
wing anti-ice is selected ON.
SINGLE MASTER
SYS FAULT CHIME CAUT 3, 4, 5, 7, 8
ANTI ICE
Valve not open when wing anti-ice selected ON.
BLEED WING
L (R) VALVE OPEN FAULT lt 4, 5, 7, 8
Valve not closed when wing anti-ice selected off
HI PR
High pressure detected when the wing anti-ice is NIL NIL NIL 3, 4, 5, 7, 8
selected ON.
MEMO DISPLAY
The “WING A. ICE” message is displayed in green, if the WING ANTI ICE pb-sw is ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-30 P 2/2
FCOM 29 JUL 11
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ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
WING
L and R SHUT-OFF VALVES SHED
ANTI ICE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WING ANTI-ICE - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-20-40 P 2/2
FCOM 29 JUL 11
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ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
An independent air bleed from the high pressure compressor protects each engine nacelle from ice.
Air is supplied through a two-position (open and closed) valve that the flight crew controls with two
pushbuttons, one for each engine.
The valve automatically closes, if air is unavailable (engine not running).
When an engine anti-ice valve is open, the N1 limit is automatically reduced and, if necessary, the
idle N1 is automatically increased for both engines in order to provide the required pressure.
If electrical power fails, the valves open.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-10 P 1/2
FCOM A→ 03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - DESCRIPTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-10 P 2/2
FCOM ←A 03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) ENG 1 (2) ANTI ICE pb-sw
ON : Iight comes on blue.
ECAM MEMO displays “ENG A. ICE”.
Engine anti-icing valve opens if bleed air is available from the engine.
Off : ON light goes out.
Engine anti-ice valve closes.
FAULT : Amber light comes on, and caution message appears on ECAM, if the position of
the anti-ice valve disagrees with the ENG 1 (2) pushbutton selection.
Note: The amber FAULT light comes on briefly as valve transits.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-20 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-20 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLTPHASE
conditions WARNING LIGHT CALLED WARNING INHIB
ENG 1(2) VALVE OPEN
ENG 1 (2)
Valve disagree in the open position. SINGLE MASTER
NIL ANTI ICE 3, 4, 5, 7, 8
ENG 1(2) VALVE CLSD CHIME CAUT
FAULT lt
Valve disagree in the closed position.
MEMO DISPLAY
This display shows “ENG A. ICE” in green, if one or both ENG ANTI ICE pb-sw are ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-30 P 2/2
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AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ENG ANTI ICE 1 DC1
VALVE
CLOSURE 2 DC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ENGINE ANTI-ICE - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-30-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The aircraft uses electrical heating for anti-icing each windshield and demisting the cockpit side
windows.
Two independent Window Heat Computers (WHCs), one on each side, automatically regulate the
system, protect it against overheating, and indicate faults.
Window heating comes on:
‐ automatically when at least one engine is running, or when the aircraft is in flight.
‐ manually, before engine start, when the flight crew switches ON the PROBE/WINDOW HEAT
pushbutton switch.
Windshield heating operates at low power on the ground and at normal power in flight. The
changeover is automatic.
Only one heating level exists for the windows.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-10 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - DESCRIPTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-10 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
Refer to DSC-30-50-20 Overhead Panel
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-20 P 1/2
FCOM A 29 JUL 11
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ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-20 P 2/2
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ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNINGS
INHIB
L(R) WINDSHIELD
Failure of L or R windshield heating SINGLE MASTER
L+R WINDSHIELD CHIME CAUT
NIL NIL 3, 4, 5, 7, 8
Failure of both windshield heating
L(R) WINDOW
NIL NIL
Failure of L or R window heating
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
1 DC1
WHC
WINDOW 2 DC2
HEAT HEATING L AC1
POWER R AC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW WINDOW HEAT - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-40-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
Electrical heating protects:
‐ Pitot heads
‐ Static ports
‐ Angle-Of-Attack probes (AOAs)
‐ Total Air Temperature (TAT) probes.
Three independent Probe Heat Computers (PHCs) automatically control and monitor:
‐ Captain probes
‐ F/O probes
‐ STBY probes.
They protect against overheating and indicate faults.
The probes are heated:
‐ Automatically when at least one engine is running, or when the aircraft is in flight.
‐ Manually, when the flight crew switches ON the PROBE/WINDOW HEAT pb.
On the ground, the TAT probes are not heated and pitot heating operates at a low level (the
changeover to normal power in flight is automatic).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-10 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-10 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) PROBE/WINDOW HEAT pb
AUTO : Probes/Windows are heated automatically :
‐ In flight, or
‐ On the ground (except TAT probes) provided one engine is running.
ON : Probes and windows are heated permanently. Blue light comes on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - CONTROLS AND INDICATORS
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
CAPT (F/O) PITOT
CAPT (F/O) L(R) STAT
CAPT (F/O) AOA
CAPT (F/O) TAT
Failure of corresponding probe heating
STBY PITOT
3, 4, 5, 7, 8
STBY L(R) STAT
STBY AOA
Failure of corresponding probe heating
CAPT (F/O) (STBY) PROBES MASTER
SINGLE CHIME NIL NIL
Failure of one probe heat CAUT
channel/computer
CAPT + F/O PITOT
CAPT+ STBY PITOT
F/O + STBY PITOT
Failure of the corresponding probes
4, 5, 8
heating
ALL PITOT
Failure of CAPT, F/O and STBY probes
heating
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
CAPT X
PHC F/O DC2
STBY DC1
CAPT and STBY DC1
STATICS
F/O DC2
CAPT X (1)
PROBE
PITOT F/O AC2
HEAT STBY AC1
CAPT SHED
AOA F/O AC2
STBY AC1
CAPT AC1
TAT
F/O AC2
(1) When AC1 and AC2 are lost and AIR DATA is switched to “ CAPT 3”, the STBY pitot is switched to AC ESS bus and
CAPT pitot heating is lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-40 P 1/2
FCOM A 11 DEC 13
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW PROBES HEAT - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-50-40 P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW RAIN REMOVAL - DESCRIPTION
OPERATING MANUAL
WIPERS
Each front windshield has a dual-speed electric wiper, which are each controlled by a rotary selector.
RAIN REPELLENT (IF INSTALLED)
In moderate to heavy rain, the flight crew can spray a rain repellent liquid on the windshield to
improve visibility.
After about 30 s, the windows are covered with spray.
Separate pushbuttons control rain repellent application on each side of the windshield.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-60-10 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW RAIN REMOVAL - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-60-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW RAIN REMOVAL - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) WIPER rotary selector
Each rotary selector controls its wiper at low or high speed. When turned off, the wiper stops
out of view.
(2) RAIN RPLNT pushbuttons
Each of these buttons controls the application of rain repellent fluid to the corresponding side of
the front windshield.
When the flight crew pushes the button, the timer applies a measured quantity of rain repellent
to the windshield. To repeat the cycle, the flight crew must push the button again.
This function is inhibited when the aircraft is on the ground and the engines are stopped.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-60-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW RAIN REMOVAL - CONTROLS AND INDICATORS
OPERATING MANUAL
REAR COCKPIT
(1) RAIN RPLNT pressure indicator
This gauge shows the nitrogen pressure in the rain repellent bottle. When the needle is in the
yellow sector the bottle should be replaced.
(2) RAIN RPLNT quantity indicator
When the REFILL float is in view the bottle should be replaced.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-60-20 P 2/2
FCOM B 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW RAIN REMOVAL - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
CAPT DC1
WIPER
RAIN F/O DC2
REMOVAL RAIN CAPT X
REPELLENT F/O DC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-60-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW RAIN REMOVAL - ELECTRICAL SUPPLY
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ICE DETECTION SYSTEM - DESCRIPTION
OPERATING MANUAL
VISUAL ICE INDICATOR
An external visual ice indicator is installed between the two windshields.
The indicator has also a light.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-70-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ICE DETECTION SYSTEM - DESCRIPTION
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ICE DETECTION SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ICE DETECT DETECTOR 1 AC1
SYSTEM DETECTOR 2 AC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-30-70-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
ICE AND RAIN PROTECTION
A318/A319/A320/A321
FLIGHT CREW ICE DETECTION SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-31-05 EIS General
DSC-31-05-10 Introduction
INTRODUCTION......................................................................................................................................................A
DSC-31-05-20 Cockpit Arrangement
Cockpit Arrangement............................................................................................................................................... A
DSC-31-05-30 Architecture
DISPLAY UNIT (DU)............................................................................................................................................... A
Display Management Computer (DMC).................................................................................................................. B
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)..................................................................................C
Flight Warning Computer (FWC).............................................................................................................................D
ATTENTION - GETTERS........................................................................................................................................ E
LOUDSPEAKER.......................................................................................................................................................F
EIS Block Diagram.................................................................................................................................................. G
DSC-31-05-40 Controls and Switching
ECAM CONTROL PANEL (ECP)............................................................................................................................A
EIS DMC SWITCHING SELECTOR....................................................................................................................... B
ECAM/ND SWITCHING...........................................................................................................................................C
EFIS SWITCHING................................................................................................................................................... D
DSC-31-05-50 Reconfiguring the DMC
RECONFIGURING THE DISPLAY MANAGEMENT COMPUTER (DMC)..............................................................A
DSC-31-05-60 Reconfiguring DUs
FAILURE OF UPPER ECAM DU (OR CTL/BRIGHTNESS KNOB TURNED TO OFF)..........................................A
FAILURE OF LOWER ECAM DU (OR CTL/BRIGHTNESS KNOB TURNED TO OFF)......................................... B
FAILURE OF BOTH ECAM DUs............................................................................................................................ C
PFDU/NDU RECONFIGURATION.......................................................................................................................... D
DU RECONFIGURATION........................................................................................................................................E
General.....................................................................................................................................................................F
Failure of a DU........................................................................................................................................................G
Feedback Messages................................................................................................................................................H
Side1/Side2 Discrepancy Messages.........................................................................................................................I
DU Reset.................................................................................................................................................................. J
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-PLP-TOC P 1/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-31-10 Ecam Description
ECAM DU ARRANGEMENT................................................................................................................................... A
COLOR CODE.........................................................................................................................................................B
WARNING/CAUTION CLASSIFICATION................................................................................................................C
PRIORITY RULES...................................................................................................................................................D
TYPES OF FAILURES............................................................................................................................................ E
Audio Indicators....................................................................................................................................................... F
DSC-31-15 Indications on E/WD
General.....................................................................................................................................................................A
Independent Failure................................................................................................................................................. B
Primary and Secondary Failure...............................................................................................................................C
Flight Phases........................................................................................................................................................... D
Memos......................................................................................................................................................................E
Configuration Warnings............................................................................................................................................F
DSC-31-20 Indications on SD
GENERAL................................................................................................................................................................ A
System Pages..........................................................................................................................................................B
STATUS Page......................................................................................................................................................... C
Permanent Data.......................................................................................................................................................D
Amber Crosses "XX" on the SD..............................................................................................................................E
DSC-31-25 ECAM Sequence
DSC-31-25-10 General
GENERAL................................................................................................................................................................ A
DSC-31-25-20 Example
1 - The Ecam Detects No Failure........................................................................................................................... A
2 - The ECAM Detects a Failure............................................................................................................................ B
3 - The Flight Crew Follows the Instruction Displayed on the E/WD......................................................................C
4 - One of the Pilots Pushes the CLR Pushbutton on the ECP............................................................................. D
5 - One of the Pilots Pushes the CLR Pushbutton a Second Time........................................................................E
6 - One of the Pilots Pushes the CLR Pushbutton a Third Time............................................................................F
DSC-31-27 OEB Reminder
GENERAL................................................................................................................................................................ A
Description............................................................................................................................................................... B
OEB DATABASE..................................................................................................................................................... C
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-PLP-TOC P 2/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-31-30 ECAM Controls
ECAM Control Panel............................................................................................................................................... A
Switching Panel....................................................................................................................................................... B
Attention Getters......................................................................................................................................................C
DSC-31-40 Indications on PFD
General.....................................................................................................................................................................A
Specific Ground Indications.....................................................................................................................................B
Attitude Data............................................................................................................................................................ C
Airspeed................................................................................................................................................................... D
Altitude..................................................................................................................................................................... E
Altitude (CONT'D).................................................................................................................................................... F
Vertical Speed......................................................................................................................................................... G
Heading....................................................................................................................................................................H
FLIGHT PATH VECTOR...........................................................................................................................................I
Guidance...................................................................................................................................................................J
Trajectory Deviation................................................................................................................................................. K
Flight Mode Annunciator.......................................................................................................................................... L
Tailstrike Pitch Limit Indicator................................................................................................................................. M
Altitude Alert............................................................................................................................................................ N
Flags and Messages Displayed on PFD................................................................................................................ O
Backup Speed/Altitude Scale.................................................................................................................................. P
DSC-31-45 Indications on ND
GENERAL................................................................................................................................................................ A
ROSE Modes........................................................................................................................................................... B
ROSE LS Mode.......................................................................................................................................................C
Rose VOR Mode..................................................................................................................................................... D
ROSE NAV Mode/ARC Mode................................................................................................................................. E
Plan Mode................................................................................................................................................................ F
Weather Radar indications......................................................................................................................................G
Predictive Windshear indications.............................................................................................................................H
EGPWS..................................................................................................................................................................... I
Flags and Messages Displayed on ND................................................................................................................... J
DSC-31-50 EFIS Controls
EFIS Control Panel..................................................................................................................................................A
Other EFIS Controls................................................................................................................................................ B
Chronometer............................................................................................................................................................ C
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-PLP-TOC P 3/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-31-55 CLOCK
DSC-31-55-10 GENERAL
GENERAL................................................................................................................................................................ A
DSC-31-55-20 CONTROLS AND INDICATORS
General.....................................................................................................................................................................A
INTERNAL TIME AND DATE INITIALIZATION...................................................................................................... B
DSC-31-60 FLT Recorders
DSC-31-60-10 Flight Data Recording System
Description............................................................................................................................................................... A
DSC-31-60-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Pedestal................................................................................................................................................................... B
DSC-31-60-30 Aircraft Integrated Data System
Description............................................................................................................................................................... A
Controls On Pedestal.............................................................................................................................................. B
DSC-31-70 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-31-75 Electrical Supply
Bus Equipment List..................................................................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-PLP-TOC P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW EIS GENERAL - INTRODUCTION
OPERATING MANUAL
INTRODUCTION
The Electronic Instrument System (EIS) presents data on six identical Display Units (DUs):
‐ The Electronic Flight Instrument System (EFIS) displays mostly flight parameters and navigation
data on the Primary Flight Displays (PFDs) and Navigation Displays (NDs).
‐ The Electronic Centralized Aircraft Monitor (ECAM) presents data on the Engine/Warning Display
(E/WD) and System Display (SD) :
• Primary engine indications, fuel quantity, flap and slat position
• Warning and caution alerts, or memos
• Synoptic diagrams of aircraft systems, and status messages
• Permanent flight data
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FLIGHT CREW EIS GENERAL - INTRODUCTION
OPERATING MANUAL
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FLIGHT CREW EIS GENERAL - COCKPIT ARRANGEMENT
OPERATING MANUAL
COCKPIT ARRANGEMENT
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FLIGHT CREW EIS GENERAL - ARCHITECTURE
OPERATING MANUAL
DISPLAY UNIT (DU)
The instrument panels have six identical units.
These DUs are full-color Liquid Crystal Displays (LCD).
DISPLAY MANAGEMENT COMPUTER (DMC)
Three identical Display Management Computers (DMCs) obtain data from the different sensors
and computers, and send it to the display units. The display units then generate and display the
applicable images. Each DMC has a single DMC channel, and can simultaneously supply one PFD,
one ND and both ECAM display units (E/WD and SD).
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)
The two identical SDACs acquire data, then generate signals. Some of these signals go to the three
DMCs, which use them to generate displays of system pages and engines parameters. Others go to
the flight warning computers, which use them to generate ECAM messages and aural alerts.
FLIGHT WARNING COMPUTER (FWC)
The two identical FWCs generate alert messages, memos, aural alerts, and synthetic voice
messages. For this purpose they acquire data:
‐ Directly from aircraft sensors, or systems, to generate red warnings
‐ Through the SDACs to generate amber cautions.
The ECAM display units display the alert messages generated by the FWCs.
The FWCs also generate:
‐ Radio height callouts
‐ Decision height callouts
‐ Landing distance and landing speed increments.
ATTENTION - GETTERS
The FWCs also drive the attention-getters. Each pilot has a set of these on the panel under the
glareshield. They are :
‐ A master warning light, that flashes “MASTER WARN” in red, for red warnings.
‐ A master caution light, that illuminates “MASTER CAUT” in amber, for amber cautions.
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FLIGHT CREW EIS GENERAL - ARCHITECTURE
OPERATING MANUAL
LOUDSPEAKER
The communications loudspeakers announce aural alerts and voice messages, and do so even
when they are turned off.
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FLIGHT CREW EIS GENERAL - ARCHITECTURE
OPERATING MANUAL
EIS BLOCK DIAGRAM
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FLIGHT CREW EIS GENERAL - CONTROLS AND SWITCHING
OPERATING MANUAL
ECAM CONTROL PANEL (ECP)
The ECAM Control Panel, located on the pedestal, includes :
‐ Such E/WD controls, as CLR, STS, and the brightness control knob.
‐ Such SD controls, as ENG, BLEED, PRESS..., system page selector, and the brightness control
knob.
EIS DMC SWITCHING SELECTOR
A switch near the center of the SWITCHING panel which is located just above the ECAM control
panel, enables the flight crew to replace the Captain or First Officer's Display Management Computer
(DMC 1, or DMC 2) by DMC 3.
ECAM/ND SWITCHING
A switch on the right-hand side of the SWITCHING panel enables the flight crew to transfer the
ECAM System Display to either the Captain or First Officer's Navigation Display.
EFIS SWITCHING
A PFD/ND XFR pushbutton on each side console enables the pilot to swap displays to the respective
onside DUs.
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FLIGHT CREW EIS GENERAL - RECONFIGURING THE DMC
OPERATING MANUAL
RECONFIGURING THE DISPLAY MANAGEMENT COMPUTER (DMC)
In normal operation, each DMC drives the following Display Units :
‐ DMC 1 drives the CAPT PFD, CAPT ND and the ECAM DUs.
‐ DMC 2 drives the F/O PFD and F/O ND.
‐ DMC 3 is on standby, ready to drive any DU.
If DMC 1 or 2 fails (the “INVALID DATA” message is displayed on the DUs), the crew manually
selects the DMC 3 source (“CAPT 3” or “F/O 3”).
If DMC 1 fails (or DMC 3, if “CAPT 3” was selected), DMC 2 automatically drives the ECAM.
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OPERATING MANUAL
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FLIGHT CREW EIS GENERAL - RECONFIGURING DUS
OPERATING MANUAL
FAILURE OF UPPER ECAM DU (OR CTL/BRIGHTNESS KNOB TURNED TO OFF)
If the upper ECAM display fails, or is switched off :
‐ The engine/warning page automatically replaces the system/status page on the lower ECAM DU.
The flight crew can display the system/status page by :
‐ Using the “ECAM/ND XFR“ switch, on the SWITCHING panel, to move it to a Navigation Display
Unit (NDU), or
‐ Pushing and holding (for a maximum of 3 min) the related system page pushbutton, on the ECAM
control panel, to temporarily display it on the lower ECAM DU (instead of the engine/warning
page).
FAILURE OF LOWER ECAM DU (OR CTL/BRIGHTNESS KNOB TURNED TO OFF)
If the lower ECAM display fails, or is switched off, the flight crew can display the system/status page
by :
‐ Using the "ECAM/ND XFR" switch, on the SWITCHING panel, to display it on the NDU, or
‐ Pushing and holding (for a maximum of 3 min) the related system page pushbutton, on the ECAM
control panel, to temporarily display it on the upper ECAM DU (instead of the engine/warning
page).
FAILURE OF BOTH ECAM DUs
If both ECAM displays fail, the flight crew may :
‐ Use the "ECAM/ND XFR", on the SWITCHING panel, to display the engine/warning page on a
navigation display and, if needed,
‐ Push and hold (for a maximum of 3 min) the related system page pushbutton, on the ECAM
control panel, to temporarily display the system/status page on an ND.
PFDU/NDU RECONFIGURATION
If a PFDU fails, the system automatically transfers the PFD image to the NDU.
The pilot can also make this transfer manually by :
‐ turning the PFD ON-OFF/brightness control OFF, or
‐ pressing the PFD/ND/XFR pushbutton, which cross-changes the images between the PFDU and
the NDU.
If an NDU fails, the pilot can use the PFD/ND/XFR pushbutton to transfer the ND image to the PFDU.
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FLIGHT CREW EIS GENERAL - RECONFIGURING DUS
OPERATING MANUAL
DU RECONFIGURATION
GENERAL
These messages are displayed on either the EFIS or the ECAM Display Unit (DU) depending on the
current EFIS or ECAM configuration.
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FLIGHT CREW EIS GENERAL - RECONFIGURING DUS
OPERATING MANUAL
FAILURE OF A DU
If a DU fails, the flight crew may find one of the following displays:
‐ A blank screen with an “F” letter in amber, or
‐ A distorted display, or
‐ A blank screen with the “INVALID DISPLAY UNIT” message in amber.
FEEDBACK MESSAGES
The DU displays the following messages in amber when the Display Management Computer (DMC)
detects a discrepancy between the parameters obtained by the DMC and the operational parameters
displayed on the DU:
‐ ”CHECK CAPT PFD” (“CHECK F/O PFD”) if the discrepancy concerns the PFD parameters
‐ ”CHECK CAPT ND” (“CHECK F/O ND”) if the discrepancy concerns the ND parameters
‐ ”CHECK EWD” if the discrepancy concerns the E/WD parameters
‐ ”CHECK SD” if the discrepancy concerns the SD parameters.
In addition, if the aircraft is on ground, the “DU NOT MONITORED” message is displayed in amber
when there is only one DMC, instead of two DMCs, that provides the affected DU with feedback
information.
This message means that there is either a DMC test in progress or that there is an EIS failure.
In the case of an EIS failure, a maintenance action is necessary.
SIDE1/SIDE2 DISCREPANCY MESSAGES
The DU displays the following messages along with a caution on the ECAM E/WD when there is a
discrepancy between the parameters displayed on the Captain’s EFIS and the First Officer’s EFIS:
‐ Both PFDs display the message “CHECK ATT” if there is a discrepancy of at least 5 ° between the
attitude values, pitch and/or roll
‐ Both PFDs display the message “CHECK ALT” if there is a discrepancy between the altitude
values greater than 250 ft when the flight crew selects a QNH different from STD, or 500 ft when
the flight crew selects a QNH STD
‐ Both PFDs and NDs display the message “CHECK HDG” if there is a discrepancy of at least 5 °
between the heading values.
Note: The message “CHECK HDG” flashes for a few seconds on the NDs, and then it remains
steady. If the flight crew selects the PLAN mode on the NDs the message “CHECK HDG”
does not appear.
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FLIGHT CREW EIS GENERAL - RECONFIGURING DUS
OPERATING MANUAL
DU RESET
In the case of a DU reset, the message “SELF TEST IN PROGRESS” can be displayed in green
and/or the message “WAITING FOR DATA” may be displayed in green during the EIS initialization.
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FLIGHT CREW ECAM DESCRIPTION
OPERATING MANUAL
ECAM DU ARRANGEMENT
The ECAM has two display units :
‐ one for the engine/warning display (E/WD).
‐ one for the system/status display (SD).
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
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FLIGHT CREW ECAM DESCRIPTION
OPERATING MANUAL
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).
WARNING/CAUTION CLASSIFICATION
LEVEL SIGNIFICATION AURAL VISUAL
FAILURE MODE Level 3
Red warning : The configuration, or
Continuous
‐ MASTER WARN
Repetitive
failure requires immediate action : light red flashing or
Chime (CRC) or
‐ Aircraft in dangerous configuration, specific red light
specific sound or
or limit flight conditions (eg: stall, ‐ Warning message
synthetic voice
o/speed) (red) on E/WD
‐ System failure altering flight safety ‐ Automatic call of
(eg : Eng fire, excess cab alt) the relevant system
page on the S/D (1).
Level 2 Amber caution : Single Chime
‐ MASTER CAUT
(SC)
The flight crew should be aware of the light amber steady
configuration or failure, but does not ‐ Caution message
need to take any immediate action. (amber) on E/WD
However, time and situation permitting, ‐ Automatic call of
these cautions should be considered the relevant system
without delay to prevent any further page on the S/D (1).
degradation of the affected system :
‐ System failure without any direct
consequence on the flight safety
(eg: HYD G SYS LO PR)
Level 1 NONE
Amber caution : Requires crew ‐ Caution message
monitoring : (amber) on E/WD
‐ Failures leading to a loss of generally without
redundancy or system degradation procedure.
(eg : FCDC fault)
Continued on the following page
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FLIGHT CREW ECAM DESCRIPTION
OPERATING MANUAL
Continued from the previous page
LEVEL SIGNIFICATION AURAL VISUAL
INFORMATION ADVISORY System parameters monitoring NONE
‐ Automatic call of
the relevant system
page on the S/D.
The affected
parameter pulses
green.
MEMO Information : Recalls normal or NONE
‐ Green, Amber, or
automatic selection of functions which
Magenta message
are temporarily used
on E/WD
(1) except in some cases
PRIORITY RULES
There are three priority levels for warnings and cautions :
- A level 3 warning has priority over a level 2 caution which has priority over a level 1 caution.
The FWC observes these priorities.
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.
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INDICATING / RECORDING SYSTEMS
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FLIGHT CREW ECAM DESCRIPTION
OPERATING MANUAL
AUDIO INDICATORS
AUDIO INDICATOR
AUDIO INDICATORS MEANING DURATION
CANCELLATION (a)
CONTINUOUS
RED WARNINGS PERMANENT Press MASTER WARN lt
REPETITIVE CHIME
SINGLE CHIME AMBER CAUTION 0.5 s
A/P DISCONNECTION Second push on
1.5 s
BY TAKE OVER pb TAKE OVER pb
CAVALRY CHARGE Press
A/P DISCONNECTION
PERMANENT MASTER WARN lt
DUE TO FAILURE
or TAKE OVER pb
Landing capability
downgrade or "GPS
TRIPLE CLICK 0.5 s (3 pulses)
PRIMARY LOST" in
approach, or mode reversion
CRICKET
+
STALL PERMANENT NIL
“STALL” message
(synthetic voice)
CABIN CALL 3s NIL
EMER CABIN CALL 3 s REPEATED NIL
BUZZER 3 TIMES
MECH CALL As long as outside Press MASTER CAUT pb
pb pressed
Press
RESET key on ACP
CONTINUOUS BUZZER SELCAL CALL PERMANENT
or press
MASTER CAUT pb
"WINDSHEAR" (synthetic
WINDSHEAR REPEATED 3 TIMES NIL
voice)
"GO AROUND
Windshear ahead detected
WINDSHEAR AHEAD" PERMANENT NIL
during the landing phase
(synthetic voice)
"WINDSHEAR" (twice) Windshear ahead detected
PERMANENT NIL
(synthetic voice) during the takeoff phase
"MONITOR
Windshear ahead
RADAR DISPLAY" PERMANENT NIL
detected caution message
(synthetic voice)
ALTITUDE ALERT 1.5 s
new ALTITUDE selection or
C CHORD (Refer to DSC-31-40 or
press MASTER WARN pb
Altitude Alert) PERMANENT
Continued on the following page
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INDICATING / RECORDING SYSTEMS
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FLIGHT CREW ECAM DESCRIPTION
OPERATING MANUAL
Continued from the previous page
AUDIO INDICATOR
AUDIO INDICATORS MEANING DURATION
CANCELLATION (a)
HEIGHT ANNOUNCEMENT
AUTO CALL OUT BELOW 2 500 ft
PERMANENT NIL
(synthetic voice) (Refer to DSC-34-40-10
Automatic Call Out - General)
GROUND PROXIMITY
(Refer to DSC-34-70-10
WARNING PERMANENT NIL
Description)
(synthetic voice)
“PRIORITY
LEFT” ”PRIORITY A/P TAKE OVER pb 1s NIL
RIGHT“ (synthetic voice)
ONE TIME at 20 ft
Thrust levers not in
“RETARD" (10 ft in autoland All Thrust levers are set
IDLE or REVERSE
(synthetic voice) with A/THR ON), to IDLE or REVERSE
position for landing
Then PERMANENT
"RETARD-RETARD" At least one Thrust Lever All Thrust levers are set
Above 40 kt, PERMANENT
(synthetic voice)
above IDLE after touchdown to IDLE or REVERSE
TCAS (Refer to DSC-34-80-20
PERMANENT NIL
(synthetic voice) Aural Messages)
Current thrust is not sufficient
″SPEED, SPEED, SPEED″ Every 5 s until
to recover a positive flight THRUST LEVER(s)
(Synthetic voice) thrust is increased
through pitch control
"DUAL INPUT" Both sidesticks are
Every 5 s One sidestick deactivated
(synthetic voice) moved simultaneously
The aircraft pitch attitude
"PITCH, PITCH"
is becoming excessive one time NIL
(synthetic voice)
during flare and landing.
(a)
The pilot can cancel any audio indicator, by pressing:
‐ The EMER CANC pb on the ECAM control panel, or
‐ The MASTER WARN pushbutton, except for OVERSPEED or L/G NOT DOWN warnings.
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FLIGHT CREW ECAM DESCRIPTION
OPERATING MANUAL
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FLIGHT CREW INDICATIONS ON E/WD
OPERATING MANUAL
GENERAL
The Engine Warning Display (E/WD) appears on the ECAM's upper Display Unit (DU).
‐ The upper part of this DU displays:
• Engine parameters (Refer to DSC-70-90 ECAM - Primary Parameter)
• Feedback messages (Refer to DSC-31-05-60 Feedback Messages)
• Fuel On Board (FOB) (Refer to DSC-28-20 ECAM Upper Display)
• Slats/Flaps' position (Refer to DSC-27-20-30 ECAM F/CTL Page)
‐ The lower part of this DU displays messages generated by the FWC:
• Warning and caution messages, when a failure occurs
• Memos when there is no failure.
The lower part of the DU, dedicated to ECAM messages, is divided into two sections that have
several lines each.
Bottom left : ‐ Primary or independent warnings and cautions, or
‐ Memo information.
Bottom right : ‐ Title of the system affected by a primary or independent warning or caution,
in the case of overflow on the bottom left part, or
‐ Secondary failure, or
‐ Memo, or
‐ Special lines (such as “AP OFF”, “LAND ASAP”).
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INDICATING / RECORDING SYSTEMS
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FLIGHT CREW INDICATIONS ON E/WD
OPERATING MANUAL
As soon as the FWC detects a failure, and if there is no flight phase inhibition active, the E/WD
displays the title of the failure and actions that the flight crew must perform.
The action line automatically clears, when the flight crew has performed the necessary action.
Note: Some action lines do not disappear from the E/WD even after the flight crew performs the
necessary action.
INDEPENDENT FAILURE
If there are too many ECAM messages for the amount of space available in the lower part of
the E/WD, a green arrow appears at the bottom of the display, pointing down to show that the
information has overflowed off the screen. The pilot can scroll down to view additional messages
by pushing the CLR pushbutton on the ECAM control panel (on the pedestal, just below the lower
ECAM DU).
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INDICATING / RECORDING SYSTEMS
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FLIGHT CREW INDICATIONS ON E/WD
OPERATING MANUAL
PRIMARY AND SECONDARY FAILURE
The ECAM DU displays a primary failure as a boxed title.
It identifies a secondary failure by putting a star in front of the title of the affected system.
Note: The DU displays the overflow symbol, if primary or secondary failures overflow. In case of
ELEC EMER CONFIG, the secondary failures are inhibited.
FLIGHT PHASES
GENERAL
The FWC divides its functions according to these ten flight phases :
To improve its operational efficacy, the computer inhibits some warnings and cautions for certain
flight phases. It does so to avoid alerting the pilots unnecessarily at times when they have high
workloads, such as during takeoff or landing. In these two phases, the DU displays magenta
memos : “T.O. INHIBIT” (flight phases 3, 4, and 5), and “LDG INHIBIT” (flight phases 7 and 8).
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INDICATING / RECORDING SYSTEMS
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FLIGHT CREW INDICATIONS ON E/WD
OPERATING MANUAL
Note: These flight phases are different from and independent of the ones that the FMGC uses.
FLIGHT PHASE INHIBITION
Two cases are possible (for instance) :
Effect on E/WD :
(a) The failure occurs during phase 1. The E/WD displays the warning immediately and
continues to display it as long as the failure is present, even in phase 2.
(b) The failure occurs during phase 2. The E/WD displays the warning only when the aircraft has
entered phase 3, where it is not inhibited. Then the warning remains displayed as long as the
failure is present.
MEMOS
DISPLAY
Memos appear in the lower part of the E/WD. They are normally in green, but may be amber in
abnormal situations.
Memos list functions or systems that are temporarily used in normal operations.
Each chapter of the “Warning and Cautions” section of this manual lists memo messages.
TO AND LDG MEMOS
During the takeoff and landing phases, the right side of the memo area displays specific TO
INHIBIT or LDG INHIBIT (magenta) memos.
Takeoff and landing memos are displayed, as follows, during the related flight phases:
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FLIGHT CREW INDICATIONS ON E/WD
OPERATING MANUAL
(*) This line disappears when the test is completed. It is replaced by “TO CONFIG NORMAL”, if
aircraft configuration is correct.
The test is requested again, if the configuration becomes abnormal.
(*) “CONF 3” is displayed in alternate or direct law, or if the GPWS LDG FLAP 3 pushbutton is
ON.
CONFIGURATION WARNINGS
The following warnings and cautions appear in the lower part of the E/WD if the aircraft is not in
takeoff configuration when the flight crew presses the TO CONFIG pushbutton on the ECAM control
panel or applies takeoff power.
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INDICATING / RECORDING SYSTEMS
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FLIGHT CREW INDICATIONS ON E/WD
OPERATING MANUAL
WARNINGS/CAUTIONS TO CONFIG TEST TO POWER
CONFIG RUD TRIM NOT IN TO RANGE (R)
CONFIG PITCH TRIM NOT IN TO RANGE (R)
CONFIG FLAPS NOT IN TO CONFIG (R)
CONFIG SPD BRK NOT RETRACTED (R)
CONFIG SLATS NOT IN TO CONFIG (R)
TRIGGERED
CONFIG L SIDESTICK FAULT (R)
CONFIG R SIDESTICK FAULT (R) TRIGGERED
DOOR (A)
FWS OEB/FWC DISCREPANCY (A)
BRAKES HOT (A)
FUEL R(L) TK PUMP 1+2 LO PR (A)
HYD G(Y) ENG 1(2) PUMP LO PR (A)
HYD G(Y)(B) SYS LO PR (A)
NOT TRIGGERED
ELEC IDG 1(2) DISCONNECTED (A)
TRIGGERED if the
ELEC GEN 1(2) FAULT (A) two GENs are inop.
ELEC GEN 1(2) OFF (A)
CONFIG PARK BRK ON (R)
NOT TRIGGERED TRIGGERED
ENG THR LEVERS NOT SET (A)
(R) Red warning
(A) Amber caution
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
GENERAL
The system/status display (SD) uses the lower ECAM DU to display :
‐ pages showing synoptic diagrams of the aircraft systems, or
‐ the status page.
SYSTEM PAGES
The lower ECAM DU can display 12 system pages (For description see relevant FCOM chapter):
‐ ENGINE (secondary engine parameters)
‐ BLEED (air bleed)
‐ CAB PRESS (cabin pressurization)
‐ ELEC (electric power)
‐ HYD (hydraulic)
‐ FUEL (fuel)
‐ APU (auxiliary power unit)
‐ COND (air conditioning)
‐ DOOR/OXY (doors/oxygen)
‐ WHEEL (landing gear, braking, ground spoilers, etc.)
‐ F/CTL (flight controls)
‐ CRUISE (cruise)
The pilot may manually call up a system page for display on the lower ECAM DU, or the system may
automatically display a page.
‐ Manual:
• The pilot can, at any time, use the pushbutton on the ECAM's control panel to call up and
display any system page, except the CRUISE page.
• The corresponding pushbutton on the ECAM control panel lights up.
• A failure-related or advisory display automatically replaces a page the pilot has manually called
up.
‐ Automatic, related to a failure:
• The relevant system page automatically appears, as soon as any fault or malfunction triggers a
caution or warning message.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 1/8
FCOM A to B → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
‐ Automatic, advisory:
• The relevant system page automatically appears, when a parameter drifts out of its normal
range.
• The value (shown in green) pulses, as long as it is outside its limits.
• The advisory mode is inhibited in some flight phases.
Note: If an advisory is triggered, when the ECAM is in the single-display configuration, an
advisory message appears on the upper part of the E/WD, and the associated key on
the ECAM control panel flashes to identify the appropriate system page.
‐ Automatic, flight phase mode
• If no other mode is engaged, the SD displays the system page related to the present flight
phase, as shown in the following diagram.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 2/8
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
• Phase 2 : The F/CTL page replaces the WHEEL page for 20 s when either pilot moves his
sidestick (more than 3 ° in pitch or roll) or when the rudder pedal deflection is more than 22 °.
• The APU page appears when the APU MASTER switch is ON. It disappears when APU RPM
has been above 95 % for 10 s, or when the APU MASTER switch is switched OFF.
• The ENGINE page appears at the beginning of start sequence or when a pilot selects “CRANK”.
It disappears 10 s after the end of the start sequence, when the ENG MODE sel is set to
NORM.
For a description of the ENGINE and AIR indications that appear when the SD is displaying the
CRUISE page, see the relevant FCOM chapter.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 3/8
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
STATUS PAGE
The status page displays an operational summary of the aircraft status after the SD has displayed a
failure. As shown in the illustration above, the summary includes:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 4/8
FCOM ← B to C → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
(1) Limitations (speed, flight level) : Blue
(2) Approach procedures : White/Red or Amber
(3) Procedures (corrections to apply for landing) : Blue
(4) Information : Green
(5) Cancelled caution : White
(6) Inoperative system : Amber
(7) Maintenance status : White
(8) Symbol displayed if data overflows the left or right area.
The pilot scrolls the display to view overflow by pressing the CLR pb.
Note: The titles of the different parts of the display are white and underlined.
The STATUS page automatically appears, once the crew has cleared all the pages corresponding to
the current failure. The STATUS page also appears automatically during descent, when the slats are
extended, unless the page is empty. The pilot may manually call up the status page by pressing the
STS key on the ECAM control panel.
If the STATUS page holds messages other than “CANCELLED CAUTION”, or the MAINTENANCE
part, the E/WD screen shows “STS” (status reminder).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 5/8
FCOM ←C→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
If the STATUS page holds messages in the MAINTENANCE, part on engine shutdown, the
“STS” (status reminder) flashes on the E/WD screen.
The screen displays the MAINTENANCE, only when the aircraft is on ground, before engine start-up
or after engine shutdown (Phases 1 and 10).
PERMANENT DATA
(1) Temperature
The screen displays the Total Air Temperature (TAT) and Static Air Temperature (SAT) in
green.
International Standard Atmosphere temperature (ISA) is displayed in green, in standard altitude
mode and when the SAT is valid.
(2) G LOAD
The screen displays one of the following items:
‐ Load factor (G LOAD) in amber, when the value is above 1.4 g or, below 0.7 g. The G LOAD
amber indication remains displayed 5 s after the excessive load occurrence. The display of
the load factor is inhibited during flight phases 1, 2, 3, 9 and 10.
‐ ”CHECK CAPT (F/O) PFD”, “CHECK CAPT (F/O) ND” or “CHECK SD” all in amber (Refer to
DSC-31-05-20 Cockpit Arrangement).
Note: The display of the feedback messages takes priority over the load factor indication.
(3) UTC
The screen displays the Universal Time Coordinated (UTC), synchronized with the cockpit
clock, in green.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 6/8
FCOM ← C to D → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
(4) GW
The screen displays the Gross Weight (GW) in green, as soon as the flight crew starts the first
engine. The last two digits are dashed, if accuracy is degraded. On ground, blue dashes are
displayed instead of the indication, if no computed data is available.
AMBER CROSSES "XX" ON THE SD
If a parameter value on any SD page is not available for display, amber crosses "XX" appear instead
of the value.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 7/8
FCOM ← D to E 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON SD
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-20 P 8/8
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - GENERAL
OPERATING MANUAL
GENERAL
If ECAM detects a failure :
‐ The E/WD displays warning or caution messages.
‐ The master warning or master caution lights light up (except in the case of a level 1 caution).
‐ The system sounds an aural signal (except in the case of a level 1 caution).
‐ The system display (SD) shows the system page for the affected system.
‐ The CLR pushbutton on the ECAM control panel lights up.
In addition, a local warning light controlled directly by the affected system can light up.
After completing remedial procedures, the flight crew must push the CLR pushbutton repeatedly until
the displays return to their normal configurations :
‐ MEMO messages on the E/WD
‐ The system page related to the present flight phase on the SD.
‐ The CLR light on the ECAM control panel turned off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
1 - THE ECAM DETECTS NO FAILURE
2 - THE ECAM DETECTS A FAILURE
For example, a hydraulic reservoir is overheat.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 1/10
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
COCKPIT INDICATIONS
‐ A single chime sounds
‐ Both MASTER CAUTION lights come on, and stay on
‐ A FAULT light, on the overhead HYD panel, comes on
‐ The memo space on the E/WD displays the “HYD B RSVR OVHT” message, and the “BLUE
ELEC PUMP . . . . . OFF” instruction
‐ The lower ECAM display (SD) automatically calls up the hydraulic system's diagram, and
displays “OVHT” in amber next to the blue system
‐ The ECAM's CLR pushbutton lights up.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 2/10
FCOM ←B→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
3 - THE FLIGHT CREW FOLLOWS THE INSTRUCTION DISPLAYED ON THE E/WD
The flight crew switches off the BLUE ELEC PUMP pushbutton, depressurizing the blue hydraulic
circuit.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 3/10
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
COCKPIT INDICATIONS
‐ A single chime sounds.
‐ Both MASTER CAUTION lights stay on.
‐ A FAULT/OFF light, on the overhead panel, comes on.
‐ The second part of the message on the E/WD changes to “B SYS LO PR”.
‐ The SD's system diagram shows an amber zero for the pressure in the blue system, along with
the amber “OVHT”.
‐ The right side of the memo area indicates a secondary failure in the flight control system.
‐ The ECAM control panel's CLR pushbutton remains on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 4/10
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
4 - ONE OF THE PILOTS PUSHES THE CLR PUSHBUTTON ON THE ECP
COCKPIT INDICATIONS
‐ The CLR pushbutton stays on.
‐ The FAULT/OFF light stays on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 5/10
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
‐ Hydraulic system messages disappear from the E/WD, and the right side of the memo area
indicates a secondary failure in the flight control system.
‐ The SD automatically calls up the flight control system page, with surface actuator indications
(associated with the blue hydraulic system) shown in amber.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 6/10
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
5 - ONE OF THE PILOTS PUSHES THE CLR PUSHBUTTON A SECOND TIME
COCKPIT INDICATIONS
‐ The ECP's CLR and STS pushbuttons light up.
‐ The FAULT/OFF lights stay on.
‐ The E/WD's memo area returns to normal.
‐ The STATUS page automatically appears on the SD, displaying the procedures for completing
the flight with a faulty blue system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 7/10
FCOM E→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
6 - ONE OF THE PILOTS PUSHES THE CLR PUSHBUTTON A THIRD TIME
COCKPIT INDICATIONS
‐ The CLR pushbutton light goes off.
‐ The FAULT/OFF lights stay on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 8/10
FCOM ← E to F → 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
‐ A status reminder appears at the bottom of the E/WD.
‐ The SD automatically displays the system page corresponding to the flight phase.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 9/10
FCOM ←F 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM SEQUENCE - EXAMPLE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-25-20 P 10/10
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW OEB REMINDER
OPERATING MANUAL
GENERAL
The OEB reminder function provides operational help to the crew by enabling them to clearly identify
(on the ECAM) all procedures and status messages affected by an OEB.
When a situation leading to a warning/caution occurs, a message informs the crew in real time that
an OEB exists for the displayed warning and/or status and, consequently, that the procedure and/or
status presented on the ECAM is not applicable.
Then the crew must refer to the QRH where the correct information is provided.
DESCRIPTION
The OEB reminder flag may apply to the:
‐ ECAM procedure only,
‐ ECAM procedure and corresponding status messages,
‐ Status message only.
PROCEDURE ONLY AFFECTED
‐ The ECAM warning title remains unaltered,
‐ All corresponding actions are suppressed and replaced by the “REFER TO QRH/OEB PROC”
message,
‐ The related status messages on the ECAM system display remains unaltered.
COCKPIT INDICATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-27 P 1/4
FCOM A to B → 30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW OEB REMINDER
OPERATING MANUAL
PROCEDURE AND STATUS AFFECTED
‐ The ECAM warning title remains unaltered,
‐ All corresponding actions are suppressed and replaced by the “REFER TO QRH/OEB PROC”
message,
‐ The related status messages on the ECAM system display remains unchanged, except for the
additional “REFER TO QRH/OEB PROC” title.
COCKPIT INDICATION
STATUS MESSAGE ONLY AFFECTED
‐ The ECAM warning title remains unaltered,
‐ The corresponding procedure remains unchanged, except for the additional “FOR STS REFER
TO OEB" line.
‐ The related status messages on the ECAM system display remains unchanged, except for the
additional " REFER TO QRH/OEB PROC" title.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-27 P 2/4
FCOM ←B→ 30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW OEB REMINDER
OPERATING MANUAL
COCKPIT INDICATION
OEB DATABASE
The OEB database lists the warnings and cautions affected by an OEB.
The OEB database can be :
• Loaded manually on the aircraft via the MCDU, and stored in both FWCs.
• Crossloaded from one FWC to the other FWC.
• Updated by entering a code via the MCDU.
• Checked via the MCDU.
Note: The code provided on the OEB is designed to ensure that the OEB database is not updated
before the OEB is available.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-27 P 3/4
FCOM ← B to C 30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW OEB REMINDER
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-27 P 4/4
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM CONTROLS
OPERATING MANUAL
ECAM CONTROL PANEL
(1) OFF / BRT knobs
Used to turn the ECAM DUs on and off, and to control their brightness (automatic adjustment of
brightness for ambient light conditions is superimposed on this manual control).
Note: When the pilot turns the UPPER DISPLAY knob to OFF, the engine/warning (E/W)
display appears on the lower display unit (automatic transfer).
(2) System page pushbuttons
‐ Call up the corresponding system pages on the SD
‐ Light up, when pushed for manual selection, or when an advisory is detected
‐ Call up the aircraft system page corresponding to the present flight phase or the current
warning when pushed a second time.
When only one ECAM display is on, the pilot can display a system page for up to 3 min by
pushing and holding the system page pushbutton.
• If an advisory condition arises, the relevant system page is not automatically displayed,
but the pushbutton light pulses
• If an ECAM warning is triggered, the relevant system page is not automatically displayed,
and the system page pushbutton does not light up.
(3) RCL pb
If the flight crew pushes the RCL pb , the E/WD displays:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-30 P 1/6
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM CONTROLS
OPERATING MANUAL
‐ All warning, caution messages, and status pages that have been suppressed by the
activation of the CLR pb, and
‐ All the alerts that are still active but inhibited in the whole active flight phase.
If there are no suppressed warnings or cautions, the E/WD shows “NORMAL” for 5 s.
If the flight crew holds this pushbutton down for more than 3 s, the E/WD displays any caution
messages that were suppressed by the EMER CANC pb.
(4) STS pb
The pilot pushes this pushbutton to display the STATUS page on the lower SD. The pushbutton
remains lit, as long as the SD displays the STS page. If the system has no status messages,
the status page displays “NORMAL” for 5 s.
The pilot can clear the STATUS page by pushing the CLR pb, or by pushing the STS pb a
second time.
When only one ECAM display is on :
‐ It displays the STATUS page only when the pilot pushes the STATUS pushbutton and holds
it. He can display the next STATUS page, if any, by releasing the pushbutton and pushing it
again (before 2 s have elapsed). The new page then appears after a short delay.
‐ The pilot can keep the STS pb pressed to display the STATUS page for a maximum of
3 min, after which the ECAM automatically displays the engine/warning page.
(5) CLR pb
This pushbutton remains lit as long as the E/WD is displaying a warning or caution message, or
a status message on the SD.
If it is lit, pressing it changes the ECAM display.
(6) ALL pb
When this pushbutton is pressed and held down, the SD successively displays all the system
pages at one-second intervals.
If the ECAM control panel fails, the pilot can use this pushbutton to page through the system
pages until he comes to the one he wants to look at. He then releases the pushbutton to select
that page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-30 P 2/6
FCOM ←A→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM CONTROLS
OPERATING MANUAL
(7) EMER CANC pb
This pushbutton affects the following :
‐ Warnings :
• Cancel (stop) an aural warning for as long as the failure condition continues
• Extinguishes the MASTER WARNINGS lights
• Does not affect the ECAM message display.
‐ Cautions :
• Cancel any present caution (single chime, MASTER CAUTION lights, ECAM message) for
the rest of the flight
• Automatically calls up the STATUS page, which displays “CANCELLED CAUTION” and
the title of the failure that is inhibited.
The inhibition is automatically suppressed when Flight Phase 1 is initiated. The pilot may
restore it manually by pressing the RCL pb for more than 3 s.
Note: This pushbutton should only be used to suppress spurious MASTER CAUTIONS.
(8) T.O CONFIG pb
This pushbutton simulates the application of takeoff power. This is a test that triggers a
warning, if the aircraft is not in takeoff configuration. (Refer to DSC-31-15 Configuration
Warnings).
If the configuration is correct, the E/WD displays the “TO CONFIG NORMAL” message in the
TO MEMO section.
Note: If the ECAM control panel fails, the CLR, RCL, STS, EMER CANC, and ALL
pushbuttons remain operative, because their contacts are directly wired to the flight
warning and display management computers.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-30 P 3/6
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM CONTROLS
OPERATING MANUAL
SWITCHING PANEL
ON PEDESTAL
(1) EIS DMC rotary selector
NORM : DMC 1 supplies the CAPT's PFD, the CAPT's ND, and the ECAM's DUs.
DMC 2 supplies the F/O's PFD and the F/O's ND.
CAPT 3 : DMC 3 replaces DMC 1.
F/O 3 : DMC 3 replaces DMC 2.
Note: If a DMC fails, each of its associated DUs displays an “INVALID DATA” message.
(2) ECAM/ND XFR rotary selector
Transfers the system/status display to either the Captain's or the First Officer's ND.
The “ECAM ON ND” message is displayed on the lower ECAM display.
Note: If both ECAM DUs (E/WD and SD) fail, the flight crew may use this switch to
transfer the E/WD display to either navigation display. In this case, the “ECAM ON
ND” message is not displayed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-30 P 4/6
FCOM B 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM CONTROLS
OPERATING MANUAL
ATTENTION GETTERS
(1) MASTER WARN lights
‐ Flash red for level 3 warning
‐ Accompanied by an aural warning (continuous repetitive chime, specific sounds or synthetic
voice).
(2) MASTER CAUT lights
‐ Light up steady amber for a level 2 caution
‐ Accompanied by a single chime.
These lights go out when :
‐ One pilot presses the light (except for some red warnings, such as the overspeed and stall
warnings)
‐ The warning/caution situation is over
‐ The pilot presses the CLR pb on the ECAM control panel (except for some red warnings,
such as the overspeed and stall warnings).
‐ The pilot presses the EMER CANC pb on the ECAM control panel.
The aural warnings cease when :
‐ One pilot presses the MASTER WARN light (except for some red warnings, such as the
overspeed and stall warnings)
‐ The warning situation is over
‐ The pilot presses the EMER CANC pb on the ECAM control panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-30 P 5/6
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ECAM CONTROLS
OPERATING MANUAL
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FCOM 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
GENERAL
The Primary Flight Display (PFD) provides the following information to the flight crew:
‐ Attitude and guidance
‐ Airspeed
‐ Altitude (BARO and radio) and vertical speed
‐ Heading and track
‐ FMGS modes (Flight Mode Annunciator)
‐ Vertical and lateral deviations
‐ Radio navigation information (ILS, DME).
The FWC monitors main parameters such as attitude, heading, and altitude. For more information,
Refer to DSC-31-40 Flags and Messages Displayed on PFD.
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FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
SPECIFIC GROUND INDICATIONS
(1) Sidestick order indication
This symbol is in white, and appears as soon as one engine is started.
It indicates the total of the Captain’s and First Officer’s sidestick orders (shown here as left
wing down, pitch up).
(2) Max Sidestick Deflection
This symbol is in white, and appears as soon as one engine is started.
(3) Ground Roll Guidance Command Bar
This symbol is in green, and appears when the aircraft is on ground, or below 30 ft radio
height, provided that a localizer signal is available. It indicates the Flight Director yaw orders, to
maintain the aircraft on the runway centerline.
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FCOM B 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
ATTITUDE DATA
(1) Fixed Aircraft Symbol
This symbol is in black, and outlined in yellow. The yellow outline is dimmed if the crew selects
TRK-FPA, unless the FMA is in the TOGA or FLX mode.
(2) Roll Scale
This scale is in white, and has markers at 0, 10, 20, 30, and 45 ° of bank.
(3) Roll Index (yellow)
This pointer indicates the bank angle. When the bank angle exceeds 45 °, all the PFD symbols,
except those for attitude, speed, heading, altitude, and vertical speed, disappear. The display
returns to normal when the bank angle decreases below 40 °.
(4) Pitch Scale (white)
This scale has markers every 10 ° between 80 ° nose up and 80 ° nose down (every 2.5 °
between 10 ° nose down and 30 ° nose up). When pitch angle exceeds 25 ° nose up or 13 °
nose down, all the PFD displays except attitude, speed, speed trend, heading, altitude, and
vertical speed disappear. Beyond 30 °, large red arrowheads indicate that the attitude has
become excessive and show the direction to move the nose in order to reduce it. The display
returns to normal when pitch angle becomes less than 22 ° nose up or 10 ° nose down.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 3/30
FCOM C→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(5) Flight Control Protection Symbols
The display shows these symbols (=) in green:
• On the roll scale to mark the bank angle protection availability.
• On the pitch scale at 15 ° nose down or 30 ° nose up to mark the pitch limits.
An amber x replaces these symbols if the corresponding protection is lost.
(Refer to DSC-27-20-10-20 Protections - General)
(6) Sideslip Index (yellow)
This trapezoidal index moves beneath the roll index. On ground, it represents the lateral
acceleration of the aircraft. In flight, it shows sideslip (as computed by the FAC). One
centimeter of displacement indicates 0.2 g. The sideslip index is against its stop at 0.3 g.
In case of engine failure at takeoff or go around, the sideslip index changes from yellow to blue.
Note: The sideslip target is blue, if:
‐ CONF 1, 2, or 3 is selected, and
‐ Any ENG N1 > 80 %or one Thrust Lever > MCT (≥ FLX if FLX or DERATED TO),
and
‐ The difference between the ENG N1’s exceeds 35 %.
In this case, the sideslip index is called β target.
When this index is centered with the roll index, the sideslip equals the sideslip target for
optimum aircraft performance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 4/30
FCOM ←C 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
AIRSPEED
(1) Actual Airspeed Reference Line and Scale
A white scale, on a grey background, moves in front of a fixed yellow reference line (next to a
yellow triangle) to indicate airspeed. The minimum airspeed indication is 30 kt.
(2) Speed Trend (yellow)
This pointer starts at the speed symbol. The tip indicates the speed the aircraft will reach in
10 s, if its acceleration remains constant. The pointer only appears, when it is greater than 2 kt,
and disappears when it is less than 1 kt.
It also disappears, if the FACs fail.
(3) Target Airspeed (magenta or blue)
This symbol gives the target airspeed, or the airspeed corresponding to the target Mach
number.
The target airspeed is the airspeed computed by FMGC in managed speed mode (magenta),
or the airspeed manually entered on the FCU in selected speed mode (blue). The target speed
is indicated by a magenta or blue triangle.
When the target speed is off the speed scale, its value is displayed as numbers, either above
or below the speed scale.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 5/30
FCOM D→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(4) Mach Number (green)
It is displayed, when it is greater than0.5.
(5) Speed Protection (green)
This symbol indicates the speed (VMO +6 kt or MMO +0.01) at which overspeed protection
becomes active (Refer to DSC-27-20-10-20 Protections - General).
(6) ECON Speed Range (magenta)
In descent mode with the ECON/AUTO SPD mode active, these two thick lines replace the
selected speed symbol. It shows the upper and lower limits, calculated by the FMGC.
‐ The upper speed is target speed +20 kt, limited to VMAX or VMO -3 kt or MMO -0.006,
whichever is lowest.
If a speed limit or a speed constraint applies, the upper margin is limited to ECON SPD
+5 kt.
‐ The lower speed margin is the target speed -20 kt, limited to green dot, F, S, or VLS,
whichever is higher.
(1) Minimum Selectable Speed (VLS)
The top of the amber strip along the speed scale indicates this speed. It represents the lowest
selectable speed providing an appropriate margin to the stall speed. (Refer to PRO-SUP-10
Characteristic Speeds)
VLS information is inhibited from touchdown until 10 s after liftoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 6/30
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(2) Alpha Protection Speed
The top of a black and amber strip along the speed scale indicates this speed.
It represents the speed corresponding to the angle of attack at which alpha protection becomes
active (Refer to DSC-27-20-10-20 Protections - General).
It is displayed when in pitch normal law.
(3) Alpha MAX Speed
The top of a red strip along the speed scale indicates this speed. It represents the speed
corresponding to the maximum angle of attack that the aircraft can attain in pitch normal law
(Refer to DSC-27-20-10-20 Protections - General).
It is displayed when in pitch normal law.
(4) VMAX
The lower end of a red and black strip along the speed scale defines this speed.
It is the lowest of the following:
‐ VMO or the speed corresponding to MMO
‐ VLE
‐ VFE
(Refer to PRO-SUP-10 Characteristic Speeds)
(5) Stall Warning Speed (VSW)
The top of a red and black strip along the speed scale defines this speed.
It is the speed corresponding to the stall warning. (Refer to DSC-27-20-10-20 Protections -
General).
VSW information is inhibited from touchdown until 5 s after liftoff.
It is displayed when operating in pitch alternate or pitch direct law.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 7/30
FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(1) Decision Speed (V1)
This is a blue symbol (numeral one) that the crew manually inserts via the MCDU. When it is off
the scale, the upper part of the scale shows it in numbers.
It disappears after liftoff. (Refer to PRO-SUP-10 Other Speeds).
(2) Minimum Flap Retraction Speed
This is a green symbol (letter F).
It appears when the flap selector is in position 3 or 2. (Refer to PRO-SUP-10 Characteristic
Speeds).
(3) Minimum Slat Retraction Speed
This is a green symbol (letter S).
It appears when the flap selector is in position 1. (Refer to PRO-SUP-10 Characteristic
Speeds).
(4) VFE NEXT
The VFE next symbol is an amber equal sign showing the VFE corresponding to the next flap
lever position.
It appears when the aircraft altitude is below 15 000 ft or 20 000 ft, depending upon the FAC
standard. (Refer to PRO-SUP-10 Protection Speeds).
(5) Green Dot (Engine-out operating speed in clean configuration)
This green dot appears, when the aircraft is flying in the clean configuration.
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FCOM ←D→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
It shows the speed corresponding to the best lift-to-drag ratio.
(6) Rotation speed: (VR)
VR is entered on the PERF takeoff page of the MCDU, and is indicated by a cyan circle.
This cyan circle is visible during takeoff.
Note: V2 is represented by the target speed index during takeoff.
V2 is manually inserted by the crew via the MCDU.
ALTITUDE
(1) Altitude Indication
This appears both as a white moving scale, and as a green digital readout on a grey
background. Small white marks are positioned on the scale against the round values (e.g.
280, 290...). “NEG” appears in the window in white for negative values. The altitude window
changes from yellow to amber, if the aircraft deviates from the FCU-selected altitude or flight
level.
On any approach for which an minimum is entered in the FMGS, the altitude numbers change
from green to amber, when the aircraft goes below the minimum.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 9/30
FCOM ← D to E → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(2) Linear Deviation (green filled circle)
This symbol appears next to the altitude corresponding to the theoretical vertical profile
computed by the FMGC. It is displayed from the top of descent down to the MAP altitude.
The flight crew can read the linear deviation directly from the altitude scale. The range is
±500 ft. When the linear deviation value exceeds ±500 ft, the symbol stays at the range limit
but changes to a half filled circle and the PROG page displays the exact value.
(3) Target Altitude or Selected Flight Level Symbol (blue)
This symbol shows the FCU selected altitude (if QNH or QFE BARO reference is selected) or
the selected flight level (if STD BARO reference is selected.)
When the FMGC operates in the vertical managed mode, this symbol is magenta if it
represents a flight plan altitude constraint that the FMGC will follow. If the target altitude or
flight level is on the scale, the symbol is displayed and the numerical value appears inside the
symbol.
If it is off the scale, the symbol is not displayed, and the numerical value appears above or
underneath the scale.
(4) Barometric Reference
The display shows “STD” or it shows “QNH” or "QFE" and the numerical setting in
hectoPascals or inches of mercury.
It pulses when the selection made by the flight crew is not correct (STD not selected above
transition altitude in climb or STD still selected in approach below transition level).
METRIC ALTITUDE INDICATION
If metric reference is selected on the FCU two additional symbols are displayed on PFD.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 10/30
FCOM ←E→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(1) Target altitude or selected flight level (magenta or blue)
The display shows the selected altitude value in meters.
(2) Altitude indication (green)
The display shows the actual aircraft altitude value in meters.
APPROACH MINIMUM INDICATION
Approach minimum is displayed on the altitude scale by an amber indication.
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FCOM ←E 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
ALTITUDE (CONT'D)
(1) Radio Height
A value appears, when the aircraft is lower than 2 500 ft.
‐ If a DH has been entered, the radio height appears:
• In green, when DH +100 ft < RA < 2 500 ft
• In amber, when RA < DH +100 ft
If “NO” is entered as the DH on the MCDU APPROACH page, 0 ft becomes a default value.
When the aircraft reaches the decision height selected on the MCDU, DH letters flash amber
for 9 s, then remain amber above the radio height indication.
‐ If no DH has been entered, or if both FMGCs fail, the radio height appears:
• In green, when 400 ft < RA < 2 500 ft
• In amber, when RA ≤ 400 ft
The radio height indication changes every 10 ft down to 50 ft, then every 5 ft down to 10 ft, then
every foot.
(2) Landing Elevation (brown)
The top of the brown surface on the altitude scale represents the landing elevation at the
flight-planned destination.
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FCOM F→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
It is displayed:
‐ during flight phases 7 and 8 and
‐ if the STD reference mode is not selected.
(3) Ground reference
A red ribbon on the right of the altitude scale represents the field elevation. This ribbon, which
is driven by the radio altimeter signal, is displayed below 570 ft.
It moves up, as does the lower line of the attitude sphere, with the altitude scale as the aircraft
descends. When the aircraft has touched down, the top of this ribbon is at the middle of the
altitude window.
VERTICAL SPEED
The displayed vertical speed information is normally based on both inertial and barometric data. If
inertial data is not available, it is automatically replaced by barometric information.
In this case, the window around the numerical value becomes amber.
(1) Analog pointer
This pointer, which is normally in green, points to a white vertical speed scale, displayed on a
grey background and graduated at intervals of 500 ft/min.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 13/30
FCOM ← F to G → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
If the V/S is greater than 6 000 ft/min, the pointer stays at the end of the scale.
(2) Digital indication
This number, normally in green, is the vertical speed in hundreds of feet per minute.
It disappears, if the vertical speed is less than 200 ft/min.
The analog pointer and the digital indication become amber, if:
• V/S is greater than 6 000 ft/min, (climb or descent)
• V/S is greater than 2 000 ft/min, during descent when 1 000 ft < RA < 2 500 ft, or
• V/S is greater than 1 200 ft/min, during descent and RA < 1 000 ft.
Note: For TCAS, refer to DSC / 34.Navigation / 80.TCAS / 20.Controls and Indicators.
HEADING
(1) Heading Reference Line and Scale
A white scale on a grey background moves in front of a fixed yellow reference line to indicate
the actual magnetic heading.
“TRUE” appears, when the display indicates the true heading, rather than the magnetic
heading (latitude above 73 ° North or below 60 ° South).
(2) Selected Heading or Track Index (blue)
This pointer is in blue, and indicates the heading or track displayed on the FCU HDG-TRK
window.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 14/30
FCOM ← G to H → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
The index is replaced by digits on the right or left side of the scale, when the selected value is
off the scale.
If the FD pushbutton is OFF, a second heading/track symbol appears on the horizon line, and
markers are displayed every 10 °.
(3) Actual Track Symbol
This symbol is a small green diamond.
FLIGHT PATH VECTOR
(1) Flight Path Vector (FPV)
This symbol appears, when the pilot selects TRK/FPA on the FCU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 15/30
FCOM ← H to I → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
The flight path vector represents the lateral and vertical trajectory of the aircraft with respect to
the ground.
‐ On the lateral scale, it indicates the aircraft’s track.
‐ On the vertical scale, it indicates the aircraft’s flight path angle.
Example : The aircraft flies a track of 009 ° (heading 360 °, wind from west) and descends
with a flight path angle of minus 7.5 °.
GUIDANCE
Two completely different flight director modes are available, each with its own characteristic symbols.
The symbol displayed corresponds to the basic operating reference the pilot has selected – either
HDG V/S or TRK FPA.
In normal operation, PFD1 displays FD1 orders.
If FD1 fails, PFD1 automatically displays FD2 orders on PFD1, the FD2 indication in the right column
of the FMA flashes for a few seconds.
This is also applicable to FD2 orders, that are displayed on PFD2.
IF THE CREW HAS SELECTED HDG V/S TO BE THE BASIC REFERENCE:
The PFD displays FD bars in green. They automatically move out of view at touchdown in ROLL
OUT mode.
They flash for 10 s, and then remain steady, if the following occur:
‐ A reversion to the HDG V/S basic mode (manual or automatic), or
‐ The selected flight level is changed, when ALT CAPTURE mode is engaged, or
‐ The loss of LOC or G/S in LAND mode or loss of LAND mode, or
‐ At the first AP or FD engagement.
The PFD displays a yaw bar in green below 30 ft radio height, if a localizer signal is available:
‐ During takeoff (in RWY mode)
‐ Upon landing (in FLARE and ROLL OUT mode).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 16/30
FCOM ← I to J → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(1) FD Crossed Bars (green)
(2) Yaw Bar (green)
THE CREW HAS SELECTED TRK FPA AS THE BASIC REFERENCE:
An inertial flight path vector defines the aircraft's horizontal and vertical track, taking wind effect
into account.
An associated flight path director symbol guides the flight crew onto the vertical and horizontal
flight path targets.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 17/30
FCOM ←J→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(1) Flight Path Vector (green)
(2) Flight Path Director (green)
TRAJECTORY DEVIATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 18/30
FCOM ← J to K → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
ILS APPROACH
(1) Localizer Deviation Scale and Index
(2) Glideslope Deviation Scale and Index
Deviation scales appear as soon as the flight crew pushes an LS pushbutton on the EFIS
control panel. Deviation indexes appear, when the glideslope and localizer signals are valid,
if deviation scales are displayed.
When a deviation index is out of the displayed range, only half a symbol appears at the end
of the scale.
The LOC scale flashes and continues to flash if the deviation exceeds 1/4 dot for two
seconds while the aircraft is between 15 ft and 1 000 ft and CAT2 or CAT3 capability
displayed on the FMA, and either LOC, LAND, or FLARE is engaged. The glideslope scale
flashes and continues to flash, if the deviation exceeds one dot for two seconds (above
100 ft RA).
“LOC” and the glideslope scale half index symbols flash and continue to flash, when the
deviation exceeds two dots for two seconds.
0ne dot represents a deviation of ± 0.8 ° on the localizer scale, and ± 0.4 ° on the glideslope
scale.
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FCOM ←K→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
ILS APPROACH (CONT'D)
(1) ILS information (magenta)
The following information appears on the PFD, when the crew has selected an ILS frequency
and course, and pushed the LS pb:
• ILS identification, as decoded by the ILS receiver;
• ILS frequency;
• DME distance, if the ILS has a DME
(2) ILS course Pointer (magenta)
This pointer appears on the PFD, when the crew has selected an ILS frequency and course,
and pushed the LS pb.
It is a dagger-shaped symbol on the heading scale.
The ILS course pointer is replaced by digits on the right or left hand of the heading scale (in
a white box) when the ILS course value is outside the displayed portion of the heading scale.
(3) Marker Indications
OM appears in blue, when the aircraft flies over the outer marker.
MM appears in amber, when it flies over the middle marker.
IM appears in white, when it flies over an airways marker beacon or the ILS inner marker.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 20/30
FCOM ←K→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(4) ILS Message
This flashes amber, when the APPR mode is armed and the ILS display is not selected.
NON PRECISION APPROACH
(1) Vertical Deviation Scale and Index
These symbols appear when in the approach phase and, when either FINAL is
armed/engaged or a non-LS approach has been entered. They are displayed in the
approach or go-around phase, until the MDA has been reached, or the MAP or the runway
has been sequenced. They give the vertical deviation from the trajectory defined by the
FMGC. Each index scale graduation represents 100 ft. The range is ± 200 ft.
Note: If the LS pb is pressed, glide deviation has priority over vertical deviation
information. As long as VDEV display conditions are met, and the LS pb is
selected, an amber VDEV message flashes above the glide scale.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-40 P 21/30
FCOM ←K 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
FLIGHT MODE ANNUNCIATOR
For a detailed discussion of legends and messages that may appear during FMGS operations, see
FLIGHT GUIDANCE chapter (Refer to DSC-22_30-100 Flight Mode Annunciator (FMA) - General).
TAILSTRIKE PITCH LIMIT INDICATOR
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FCOM L to M → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(1) Tailstrike Pitch Limit
The pitch limit indicates the maximum pitch attitude to avoid the tailstrike risk at landing. The
indication is a fixed value corresponding to the main landing gear compressed. The indication
appears at 400 ft radio height. The indication disappears, when there is no longer a risk of
tailstrike.
ALTITUDE ALERT
The FWC generates an altitude warning (C chord sound and PFD’s altitude window pulses in yellow
or flashes in amber), when the aircraft approaches a preselected altitude or flight level, or when it
deviates from its selected altitude or flight level.
This warning results from a comparison between the altitude (ADIRS) and the preselected altitude
displayed on FCU.
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FCOM ← M to N → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
‐ Selecting a new altitude, or pushing the ECAM’s EMER CANC pushbutton, or pressing either
MASTER WARN pushbutton, cancels the continuous C chord.
‐ Selecting a new altitude stops the flashing of the altitude window.
‐ The altitude alert is inhibited:
• When the slats are out, with the landing gear is selected down, or
• In approach after the aircraft captures the glideslope, or
• When the landing gear is locked down.
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FCOM ←N 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
FLAGS AND MESSAGES DISPLAYED ON PFD
(1) ATT flag (red)
If the PFD loses all attitude data, its entire sphere is cleared to display the ATT flag.
(2) CHECK ATT, CHECK CAPT (F/O) PFD, CHECK EWD, DU NOT MONITORED (amber)
For more information, Refer to DSC-31-05-10 Introduction
(3) SI flag (red)
If the sideslip information is lost or any reverse is deployed in flight, the index disappears and a
red SI flag appears.
(4) FPV flag (red)
In the TRK FPA mode, when the drift angle or flight path angle is not valid, an FPV flag
appears.
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FCOM O→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(5) FD flag (red)
If both FMGCs fail, or if both FDs are disengaged and the FD pb is on and the attitude is valid,
a red FD flag appears.
(6) SPD flag (red)
If the speed information fails, a SPD flag replaces the speed scale.
(7) SPD SEL flag (red)
If the selected speed information fails, a SPD SEL flag appears.
(8) SPD LIM flag (red)
This flag appears when both FACs are inoperative, or in case of SFCC dual flap/slat channel
failure.
In this case, the following PFD information is lost : VLS, S, F, Green Dot, Vtrend, Vmax, VFE
next, VSW.
(9) V1 INOP flag (red)
When the V1 signal is not valid, a V1 INOP flag replaces the digital value.
(10) ALT flag (red)
If the altitude information fails, the ALT flag replaces the altitude scale.
(11) CHECK ALT flag (amber)
For more information, Refer to DSC-31-05-10 Introduction
(12) ALT SEL flag (red)
If the selected altitude information fails, an ALT SEL flag appears.
(13) V/S flag (red)
If the vertical speed information fails, the V/S flag replaces the vertical speed scale.
(14) LOC and G/S flags (red)
If the localizer or glideslope receiver fails, a LOC or G/S flag appears on the deviation scale.
(15) VDEV flag (red)
If the vertical deviation information fails, and the LS pb is not pressed, a VDEV flag replaces
the VDEV scale.
(16) RA flag (red)
If both radio altimeters fail, this flag appears in place of the radio height indication.
(17) DH flag (amber)
A DH flag appears, when the aircraft reaches the selected DH.
(18) HDG flag (red)
If the heading information fails, the HDG flag replaces the heading scale.
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FCOM ←O→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(19) CHECK HDG flag (amber)
For more information, Refer to DSC-31-05-10 Introduction
(20) MACH flag (red)
This flag appears, if the Mach data fails.
(21) VDEV (amber)
At the top of the glide scale, this message flashes when either the FINAL mode is
armed/engaged and the LS pb is selected.
(22) DME 1 flag (red)
When the DME distance is not valid, a DME1 (on PFD1) or DME2 (on PFD2) flag replaces the
DME distance indication.
(23) ILS1 flag (red)
If an ILS frequency fails, or if either the LOC or G/S signals fail, an ILS1 (on PFD1) or ILS2 (on
PFD2) flag replaces the ILS frequency indication.
(24) WINDSHEAR warning (red)
This message is displayed, when windshear is detected (reactive windshear warning) by the
FAC.
Refer to DSC-22_40-40 Windshear Detection Function
(25) W/S AHEAD
This message is displayed, when the predictive windshear system has detected windshear
ahead of the aircraft.
The message is in amber or red, depending on the alert level.
Refer to DSC-34-60-20 Windshear Alerts Inhibition
(26) L/DEV flag (red)
When the crosstrack error is not valid, a L/DEV flag is displayed in red instead of the lateral
deviation scale.
(27) CHECK SD, CHECK CAPT (F/O) ND (amber)
For more information, Refer to DSC-31-05-10 Introduction
(28) L/DEV (amber)
At the top left of the LOC scale, this message flashes when the FINAL mode is
armed/engaged, and the LS pb is selected.
Note: 1. All flags, except, V1 INOP which is steady, flash for 9 s, then remain steady.
2. For information on the TCAS flag, Refer to DSC-34-80-20 PFD Indications.
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FCOM ←O 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
BACKUP SPEED/ALTITUDE SCALE
GENERAL
A backup speed scale and a backup altitude scale replace simultaneously the normal speed and
altitude scales when all the three ADRs are switched OFF. This enables the flight crew to fly at a
safe speed and altitude in case of an unreliable speed/altitude indication.
The backup speed scale information is based on the angle–of–attack, and depends on the slat/flap
configuration.
The backup altitude scale displays the GPS altitude.
BACKUP SPEED SCALE
(1) Red FAST area:
This red area indicates excessive speed range.
(2) Amber area:
This amber area indicates excessive speed range while keeping an appropriate margin to
the maximum structural speeds.
(3) GREEN area:
The green area indicates the safe speed range.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
(4) Target speed (green):
This symbol indicates the optimum target speed.
During approach, it indicates the target speed for the approach.
(5) Actual Speed Reference Line (Yellow):
This fixed reference line, next to a yellow triangle, indicates the aircraft’s current speed.
(6) Amber area:
The amber area indicates too low speed while keeping an appropriate margin to the stall
speed.
(7) Red SLOW area:
The red SLOW area indicates the speeds that are lower than the stall speed.
BACKUP ALTITUDE SCALE
(1) GPS ALT and GPS flags (White):
These flags appear to highlight the fact that the barometric altitude is replaced by the GPS
altitude.
(2) Altitude indication:
Amber dashes appear over the last two digits to indicate a degraded altitude display mode.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON PFD
OPERATING MANUAL
Intentionally left blank
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
GENERAL
There are five different displays (five modes to display navigation information) :
‐ ROSE LS
‐ ROSE VOR
‐ ROSE NAV
‐ ARC
‐ PLAN
The Navigation Display (ND) can provide a weather radar image in all modes, except PLAN.
ROSE MODES
(1) Aircraft symbol (yellow)
Fixed and centered in the display, this symbol points to the yellow lubber line.
(2) Aircraft heading
The fixed yellow lubber line points to the aircraft magnetic heading on the moving white
compass rose. Small white triangles are fixed at 45 ° intervals on the circumference of the
compass rose.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
“TRUE” appears at the top of the compass rose, when it is displaying true heading instead of
magnetic heading (latitude above 73 ° North or 60 ° South).
(3) Selected heading or track (blue)
This pointer shows the heading or track indicated on the FCU's HDG TRK counter.
(4) Actual aircraft track (green)
This symbol is a small green diamond.
(5) Ground speed and true air speed (green)
ADIRS furnishes these speeds.
(6) Wind direction and speed
ADIRS provides the wind direction and speed. The digital direction and the analog direction
(green arrow) indicate the north reference that is in use. The green arrow only appears, if the
wind speed is above two knots.
If the display does not receive either wind speed or direction, dashes replace the numbers on
the display.
(7) NAVAIDs
When the ADF-OFF-VOR selector switch on either the pilot's or copilot's EFIS control panel is
set to ADF or VOR, the onside ND displays the following characteristics of the corresponding
NAVAID in white for VOR or in green for ADF (left side for receiver 1 and right side for receiver
2):
‐ Type of NAVAID (ADF or VOR)
‐ Shape and color of the associated bearing pointer (if the bearing pointer is in view).
‐ NAVAID identification (or frequency by default)
‐ DME distance if a DME is collocated with the selected VOR. ADF and DME distance are
never displayed at the same time.
‐ Mode of tuning
• M for a NAVAID tuned manually by the pilot through the MCDU (underlined and dimmed),
• R for a NAVAID tuned from an RMP (Radio Management Panel) (underlined and
dimmed),
• Nothing for a NAVAID tuned automatically by the FMGC.
If reception fails, the ND stops displaying the associated data (except for the identification or
frequency).
(8) Bearing pointer (green for ADF, white for VOR)
This pointer appears when bearing data is available.
If the aircraft is not receiving the beacon or if a receiver fails, the associated bearing pointer
disappears.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(9) Chronometer Indication (white)
These numbers appear when the onside chronometer is started.
They display the elapsed time.
The indication is in minutes and seconds from 0 to 59 min 59 s, and in hours and minutes from
1 h to 99 h 59 min (Seconds are not displayed beyond 59 min 59 s).
(10) Range marks
The range scale value selected on the EFIS control panel (10 to 320 nm) governs the scale of
the ND.
ROSE LS MODE
(1) ILS course pointer (magenta)
This dagger-shaped symbol points to the selected ILS course.
The ILS is selected either by the FMGC (autotuned or manually) or through the RMP in backup
mode. If no course has been entered, the value defaults to 360 °.
(2) Localizer deviation bar (magenta)
This bar moves laterally with respect to the course pointer. Its scale consists of two dots on
each side of zero deviation. Each dot represents a deviation of about ±0.8 °.
If the deviation becomes excessive (1/4 dot, 0.2 °) above 15 ft RA, the bar and the scale pulse.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(3) Glide deviation (magenta)
This diamond moves on a vertical scale that has two white dots on each side of the yellow
reference line. Each dot represents a deviation of about ±0.4 °.
If the deviation becomes greater than one dot above 100 ft RA, the scale and the diamond
flash.
(4) Selected ILS information
This display shows the ILS frequency (magenta), selected course (blue), and identification
(magenta).
(5) ILS message (green)
This message shows the full runway name of the selected approach. It appears:
‐ When the flight crew selects an ILS approach on the MCDU, and
‐ When the FMS flight phase is DES, APP or GA, or the FMS phase is CRZ and the along
track distance to destination is less then 250 nm.
Note: ILS 1 information appears on PFD 1 and ND 2.
ILS 2 information appears on PFD 2 and ND 1.
ROSE VOR MODE
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(1) VOR course pointer (blue)
This dagger-shaped symbol points to the selected VOR course.
The VOR course is automatically selected by the FMGC or manually by the crew using the
MCDU pages or the RMP backup mode.
(2) Lateral deviation bar (blue)
This bar shows the VOR deviation on a lateral scale.
Each dot represents 5 °. When the lateral deviation exceeds 10 °, the bar remains displayed on
the outer dot.
The arrow on the bar gives the TO/FROM indication.
(3) VOR information (white)
This area displays the frequency of the selected VOR and its identification (if decoded by the
receiver), the selected course.
(4) VOR or GPS message (green)
VOR 14L appears when the flight crew has selected a VOR approach on the MCDU.
GPS 14L appears when the crew has selected a GPS approach.
ROSE NAV MODE/ARC MODE
ROSE NAV and ARC modes give the pilot the same information, but ARC mode limits it to the
forward 90 ° sector.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
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FCOM ←E→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(1) Range Marks and Values
The values displayed on the ND are:
In ROSE NAV mode 1/4 of the selected range for the inner circle.
1/2 of the selected range for the heading scale circle.
In ARC mode 1/4 of the selected range for the first inner arc.
1/2 of the selected range for the second inner arc.
3/4 of the selected range for the third inner arc.
(2) Flight Plan
The crew can use the MCDU to select various types of flight plan:
‐ The active flight plan (the flight plan the aircraft is actually following when the NAV mode is
engaged) is represented by a continuous green line. The ND shows only the part of the flight
plan that is ahead of the aircraft, as well as the waypoints that are still to be overflown and
the waypoint from which the aircraft is coming.
The ND does not show a SID or a STAR, except for the last waypoint of the SID and the first
waypoint of the STAR, when the selected range is 160 or 320 nm.
If the primary flight plan is not active, it is represented by a dotted green line.
‐ A continuous blue line portrays the missed approach procedure, and a dashed blue line
portrays the flight plan to the alternate.
The missed approach and the alternate flight plan are displayed when:
• In ARC or ROSE NAV mode, a missed approach waypoint or an alternate flight plan
waypoint is displayed on the onside MCDU.
• In PLAN mode a missed approach or alternate waypoint is displayed in the 2L field of the
onside MCDU.
‐ The secondary flight plan is represented by a continuous white line. The ND continues to
display the active flight plan
‐ Temporary flight plan
The revised portion of the flight plan is represented by a dotted yellow line
‐ Flight plan capture
When the aircraft is off the primary flight plan and is flying toward it in HDG mode with the
NAV mode armed, the ND shows the new active flight plan as a continuous green line if the
FMGC has computed the intercept path.
The part of the flight plan before the interception point shows as a dotted green line.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(3) Waypoint
The ND can display various kinds of waypoints:
Flight plan waypoints
The ND displays these as green diamonds (white, for TO waypoints). When the flight
crew selects the WPT option on his EFIS control panel, all waypoints other than flight plan
waypoints are displayed in magenta.
Pseudo waypoint
Point of the flight path where the aircraft is predicted to reach a selected altitude or speed.
Pseudo
Definition
waypoint
Level symbol (top of climb or level-off position), when the aircraft reaches:
‐ The FCU-selected altitude (blue arrow), or
‐ The constrained altitude, if it is more restrictive than the FCU altitude and if appropriate modes are
engaged (magenta)
‐ It does not appear when the aircraft is within 100 ft above, or below, the selected altitude.
Top of descent symbol, or continue descent symbol:
‐ White, if DES is not armed
‐ Blue, if DES is armed.
Continued on the following page
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
Continued from the previous page
Pseudo
Definition
waypoint
Start of CLIMB symbol:
‐ White, if CLB is not armed
‐ Blue, if CLB is armed.
Intercept point symbol:
‐ White, if only the NAV mode is engaged
‐ Blue, if DES mode is engaged
‐ Indicates the point at which the aircraft is predicted to intercept the descent path, if there is any
vertical deviation while the aircraft is in DES mode.
Speed change symbol (magenta):
Indicates the point at which the aircraft will start an automatic acceleration or deceleration from the
current speed to a new computed speed for SPD LIM, SPD CSTR, or HOLDING SPD.
Decelerate point symbol:
‐ Indicates the point at which the aircraft is predicted to decelerate for approach (and thus switch to
the approach phase)
‐ Magenta, if in managed speed and NAV or approach mode is engaged
‐ White, if in selected speed or HDG/TRK mode
‐ Automatic decelerations only occur when displayed in magenta.
ALT CSTR symbol set around the constrained waypoint:
‐ Magenta, when the ALT CSTR is predicted to be met
‐ Amber, when the ALT CSTR is predicted to be missed
‐ White, when the ALT CSTR is not taken into account by the FMGS, and NAV mode is engaged.
Energy circle symbol (green arc) centered on the aircraft position and oriented to the current track line.
Represents the Required Distance to Land.
Only displayed 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.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(4) TO waypoint
This is the next waypoint to be overflown.
This area of the screen also shows:
‐ Waypoint identification (white)
‐ Track to go (green)
‐ Distance to go (green)
‐ Estimated time of arrival (green), assuming the aircraft will fly directly from its present
position to the TO waypoint at the current ground speed.
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FCOM ←E→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(5) NAVAIDs
The display uses specific symbols for NAVAIDs:
DME or TACAN
VOR
VOR/DME
NDB
The symbol appears:
‐ In green if the NAVAID is a current waypoint of the flight plan
‐ In white if it is the TO waypoint
‐ In blue when the NAVAID is tuned for display either automatically by the FMGC or manually
through the MCDU
‐ In magenta when the NAVAID is not part of the flight plan and is called for display as an
option (corresponding option pushbutton pressed on the FCU EFIS control panel).
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(6) Airport
Airport included in the flight plan:
‐ If the runway is not specified, the airport is represented by a star and the identification is
displayed in white.
Example: * LSGG
‐ If the runway is specified, it is represented by an oriented runway symbol in white.
Optional airport information
The airports that are not displayed as part of the flight plan may be called for display (ARPT pb
on the EFIS control panel).
They are represented by a star and the identification in magenta.
(7) ILS Course (Magenta)
When the pilot pushes the LS pb-sw on the EFIS control panel, and if an ILS station has been
selected, the display shows an ILS course symbol.
(8) ILS Marker Beacons
The screen shows these as waypoints (diamonds).
When the aircraft overflies a marker beacon, the corresponding symbol flashes:
Blue for the outer marker.
Amber for the middle marker.
White for the inner marker.
(9) Cross Track Error
This is the aircraft's lateral deviation from the active leg of the flight plan (related to the great
circle route). It is indicated in nautical miles (NM), with the letter R (right) or L (left), according to
the position of the aircraft with respect to the flight plan.
(10) Track line
This line appears in green only in the ROSE NAV or ARC mode when HDG or TRK has been
selected on the FCU.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(11) Procedure turns and holding patterns
These only appear when they are part of the flight plan. For the 160 and 320 nm range scales,
each one is represented by a white arrow that originates at the associated fix and indicates the
direction of the turn.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
For shorter range scales, and if the procedure turn or the holding pattern is in the next or the
active leg, the display shows the full circuit or pattern.
(12) Minimum Off Route Altitude (MORA)
Provided CSTR is selected and range is selected equal to or above 40 nm, a digital readout
(Flight Level) is displayed, which represents the Minimum Off Route Altitude allowed, within a
circular area centered on present A/C position and bounded by 40 nm of radius limit. Nothing is
displayed, if MORA for the chosen flight route is not available in the FMGS database.
PLAN MODE
This mode statically displays the flight plan legs on a map oriented to true north. The map is centered
on a map reference point, that the pilot selects by scrolling to it on his MCDU.
The map reference point is the waypoint displayed on the second line of the MCDU's F-PLN page. It
can either be the active waypoint (next waypoint to be overflown), or any other waypoint of the flight
plan.
The pilot can scroll through the overall flight plan, and display it in PLAN mode.
The pilot chooses the scale of the map with the range selector (the diameter of the outer circle
corresponds to the selected range).
Data on NAVAIDs and on their characteristics and associated bearing pointers are not available in
this mode.
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FCOM ← E to F → 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(1) Aircraft Position and True Track
The orientation of the yellow aircraft symbol always indicates the true track of the aircraft. Its
position represents the aircraft position given by the FMGS.
(2) Map Reference Point
If the CSTR option is not selected, the track and distance from the map reference point to the
next F-PLN waypoint is displayed in magenta.
(3) Cross Track Error
Refer to DSC-31-45 ROSE NAV Mode/ARC Mode.
WEATHER RADAR INDICATIONS
Refer to DSC-34-60-Weather Radar-Controls and Indicators-Weather Radar indications on ND
PREDICTIVE WINDSHEAR INDICATIONS
Refer to DSC-34-60-Weather Radar-Controls and Indicators-PWS indications on ND
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FCOM ← F to H 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
EGPWS
(1) EGPWS terrain picture
The ND displays the EGPWS terrain picture, when the TERR ON ND switch is selected ON,
and the ND is not in PLAN mode. The terrain picture replaces the weather radar image. Terrain
data is displayed independently of the aircraft relative altitude.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
The terrain appears in different colors and densities, in accordance with its relative height:
Note: ‐ Areas without available terrain data in the EGPWS database appear in magenta
‐ The reference altitude is computed based on the current aircraft altitude or, if
descending more than 1 000 ft/min, the altitude expected in 30 s
‐ In case of flight above the maximum elevation number, the relief between the
minimum and maximum displayed elevations is displayed by using three different
green levels.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
(2) Center Part Messages
‐ The “TERR CHANGE MODE” indication is displayed in red (or amber), in the case of a
Terrain Awareness Display (TAD) warning (or caution) alert, if the current selected display
mode is PLAN
‐ The “TERR REDUCE RANGE” indication is displayed in red (or amber), in the case of a
Terrain Awareness Display (TAD) warning (or caution) alert, if the selected range is 160 nm
or 320 nm.
(3) TERR indication
To differentiate between the terrain and the weather display, the weather radar TILT is replaced
by a blue TERR, and the terrain display sweeps from the center outward to both ND sides.
(4) Warning and caution messages
TERR AHEAD or OBST AHEAD : For a caution.
(amber)
TERR AHEAD or OBST AHEAD : For a warning.
(red)
When triggered, these messages flash for 9 s, then remain steady until the caution or warning
alert condition disappears.
TERR RNG (red) : For a RANGE error warning.
TERR TST (amber) : Appears during the EGPWS test, when the terrain pattern
is displayed, and there is no failure.
(5) Terrain or obstacle caution alert
Generated when a conflict exists between the terrain caution envelope, ahead of the aircraft,
and database-stored terrain/obstacles. The conflict area is shown in solid yellow.
(6) Terrain or obstacle warning alert
Generated when a conflict exists between the terrain warning envelope, ahead of the aircraft,
and terrain/obstacles data stored in the database. The conflict area is shown in solid red.
Note: When an alert is generated (either caution or warning) and TERR ON ND is not
selected, the terrain is automatically displayed and the TERR ON ND’s pushbutton
ON light comes on.
(7) Lowest and highest elevations
Minimum and maximum elevations encountered ahead of the aircraft, within the selected ND
range. The color code of the elevation figures is the same as for the EGPWS terrain picture.
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
Note: The elevations shown on the ND correspond to the terrain included in the selected
ND range, ahead of the aircraft. In ARC mode, the elevations are linked with the
terrain displayed on the ND. In ROSE mode, the elevations may not represent the
lowest and highest terrain currently displayed on the ND.
FLAGS AND MESSAGES DISPLAYED ON ND
(1) HDG Flag (red)
If the heading data fails, the rose, arc and associated symbols disappear.
A HDG flag flashes for 9 s, then remains steady in the upper part of the ND.
(2) CHECK HDG Flag (amber)
For more information: Refer to DSC-31-05-60 Side1/Side2 Discrepancy Messages
(3) Center Part Messages
‐ The screen displays a MODE CHANGE message in green if there is a discrepancy between
the selected mode on the EFIS control panel and the mode sent from the onside FMGC, or
while the DMC is preparing a new page for display
‐ The screen displays a RANGE CHANGE message in green if there is a discrepancy
between the range selected on the EFIS control panel and the range sent from the onside
FMGC. A MODE CHANGE message has priority over a RANGE CHANGE message
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AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
‐ The screen displays a MAP NOT AVAIL message in red for several reasons:
• The MODE CHANGE or RANGE CHANGE message has been displayed more than 6 s,
or
• The FMGC has failed, or
• The FMGC has delivered an invalid aircraft position.
‐ The screen displays a W/S SET RNG 10 nm message if a predictive windshear alert is
triggered and the range is above 10 nm.
The message is displayed in the color corresponding to the windshear alert: red for a
warning, amber for a caution
‐ The screen displays a W/S CHANGE MODE message if a predictive windshear alert is
triggered and the ND is not in ARC or ROSE mode. The message appears in red for a
warning, or amber for a caution.
(4) LOC Flag (red)
If LOC data fails, this flag flashes for 9 s, then remains steady.
(5) G/S Flag (red)
If G/S data fails, this flag flashes for 9 s, then remains steady.
(6) VOR Flag (red)
In ROSE VOR mode, when the VOR bearing is not valid, this flag flashes for 9 s, then remains
steady.
(7) VOR 1(2) or ADF 1(2) or DME 1 Flag (red)
If a navigation receiver fails, the appropriate one of these flags flashes for 9 s, then remains
steady.
(8) VOR Course Flag
If the VOR course fails, a red CRSXXX flag appears.
If there is non-computed data (NCD), a blue CRS - - - flag appears.
(9) Other messages
MAP PARTLY : In case of incomplete data transmission between the FMGC
DISPLAYED (amber) (priority criteria) and the DMC, or if the DMC cannot draw the
complete MAP.
This message is also displayed when a very long leg exists
in the flight plan. A leg is considered as “very long” when the
starting point (or endpoint) is located at more than 45 ° from the
aircraft location (45 ° of longitude or latitude).
This DMC limitation results from a compromise between
accurate drawing precision and maximum leg length that can be
displayed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-45 P 20/22
FCOM ←J→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
NAV ACCUR UPGRAD, : Signals a change in navigation accuracy.
or (white) NAV ACCUR
DOWNGRAD (amber)
SPECIFIC VOR/D : If the NAVAID, that is tuned for the selected approach or
UNAVAIL (amber) departure, is not available.
BACK-UP NAV (amber) : If the MCDU back-up navigation mode is activated (Refer to
DSC-22_10-40-10 MCDU - MCDU Interface)
SET OFFSIDE : Displayed on ND 1(2), in case of an FMGC 1(2) failure when the
RNG/MODE (amber) two ND ranges or modes selected on the EFIS control panels
are different.
OFFSIDE FM CONTROL : If the offside FM supplies the onside ND.
(amber)
GPS PRIMARY (white, : This message appears when GPS PRIMARY mode is available,
boxed white) or has been recovered. The pilot can clear this message by
pressing the CLR key on the MCDU.
GPS PRIMARY LOST : This message appears when GPS PRIMARY is not available,
(amber, boxed white) and not clearable by pilot action.
↓ (green) : Overflow arrow, displayed when more than one of the following
messages are present at the same time:
‐ NAV ACCUR DOWNGRAD
‐ NAV ACCUR UPGRAD
‐ SPECIF VOR-D UNAVAIL
‐ MAP PARTLY DISPLAYED
‐ SET OFFSIDE RNG/MODE
‐ GPS PRIMARY
‐ GPS PRIMARY LOST
Note: For information about the TCAS messages: Refer to DSC-34-80-20 TCAS Messages.
(10) OFST R(L) XX message (yellow)
The screen displays this message, when a temporary or an offset flight plan is entered.
The offset value is given in NM.
Note: For information about the TCAS messages: Refer to DSC-34-80-20 TCAS Messages.
(11) PRED W/S flag (amber)
The WINDSHEAR sw on the weather radar panel is set to AUTO, and a Predictive Windshear
System fault is detected. This message appears on ground, or when flaps and slats are
extended.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-45 P 21/22
FCOM ←J→ 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW INDICATIONS ON ND
OPERATING MANUAL
It is associated with a single chime. The radar image remains available, provided that the fault
does not affect the radar mode.
(12) GPS message (green)
This message shows the full runway name of the selected approach. It is displayed, when the
flight crew selects a GPS approach.
(13) CHECK EWD, CHECK CAPT (F/O) PFD, CHECK SD, CHECK CAPT (F/O) ND (amber)
For more information: Refer to DSC-31-05-60 Feedback Messages
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-45 P 22/22
FCOM ←J 06 MAR 14
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW EFIS CONTROLS
OPERATING MANUAL
EFIS CONTROL PANEL
(1) Barometer Reference Display Window
Range : 745 hPa to 1 100 hPa.
(2) Barometer Reference Selector
a. Outer ring : For selection of the units for the barometer reference-either, hectoPascals
(HPA) or inches of mercury (in Hg).
Note: The unit selected does not appear on the PFD.
b. Inner knob : For selection of the reference value displayed in the barometer reference
display window and on the PFD below the altitude scale.
At FCU initialization, the window displays 1 013 or 29.92, depending on the unit selected.
‐ Pulling the knob selects the standard BARO reference setting. The PFD then displays
“STD.” (Rotating the knob has no effect.)
‐ Pushing the knob from the STD position makes the last selected QFE or QNH BARO
setting available.
‐ Pushing the knob again changes from QNH to QFE or vice versa.
The window displays “QNH” or “QFE” according to the pilot selection.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-50 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW EFIS CONTROLS
OPERATING MANUAL
Note: QFE option is a pin program installed on the FMGC. The FMGC operates using the
selected pin program (QNH or QFE), independently of the BARO reference setting
selected on the EFIS CTL panel.
(3) FD pb
Pushing this button removes the FD bars from the associated PFD (or removes the flight path
director symbol if the TRK FPA reference is selected).
The pushbutton light goes out.
Pushing it again restores the FD bars (or the FPD symbol) and the green pushbutton light
comes on.
(4) LS pb
Pushing this button displays the localizer and glide slope scales on the PFD.
Deviation symbols appear if there is a valid ILS signal.
The green pushbutton light comes on.
(5) Mode Select Switch
This switch selects a navigation display for the onside ND.
(6) Range Select Switch
This switch selects a range scale for the onside ND.
Note: If the mode or the range data fails, the default selection is the ROSE NAV mode and
80 nm range.
(7) ADF-VOR Select Switches
These switches select ADF or VOR bearing pointers and DME distance on the onside ND, as
well as the corresponding NAVAID data characteristics in any mode except PLAN mode.
(8) Optional Data Display Pushbutton
Pushing this button displays optional data in addition to the data permanently displayed in
PLAN, ARC, or ROSE NAV modes. The green pushbutton light comes on.
Only one option can be activated at a time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-50 P 2/4
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW EFIS CONTROLS
OPERATING MANUAL
OTHER EFIS CONTROLS
(1) OFF/BRT knobs
• These knobs turn the PFD and ND display units on and off, and control their brightness.
• The display brightness adjusts automatically for changing light conditions, and is also
adjusted manually.
PFD Brightness Control Knob
Rotating this knob all the way counterclockwise switches off the PFD. In this case, the PFD
image is automatically displayed on the NDU, but the pilot may recover the ND by means of the
PFD-ND XFR pushbutton .
ND Brightness Control Knob
The outer knob controls the brightness of both the weather radar image and EGPWS terrain
display.
The inner knob controls the general brightness of the ND symbols.
Rotating this knob all the way counterclockwise switches off the NDU.
(2) PFD/ND Pushbutton
Pushing this button interchanges the PFD and the ND.
If the PFDU fails, the PFD automatically transfers to the NDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-50 P 3/4
FCOM B 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW EFIS CONTROLS
OPERATING MANUAL
CHRONOMETER
(1) CHRONO Pushbutton
Pushing this button displays chronometer time on the onside ND.
Pushing it again freezes the displayed value.
Pushing it a third time resets the chronometer, and the chronometer time disappears from the
display.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-50 P 4/4
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW CLOCK - GENERAL
OPERATING MANUAL
GENERAL
A fully independent clock is on the right side of the control panel.
It sends time to the centralized fault data interface unit, the flight data interface unit, and the flight
management and guidance computer.
The clock has two electrical supplies, one of which is a direct connection to the aircraft battery hot
bus.
The clock performs four functions :
‐ It displays “UTC” (GMT) time in hours, minutes and seconds on the center counter.
‐ It displays elapsed time (ET) (from engine startup) in hours and minutes on the lower counter.
‐ It drives the chronometer (CHR), which measures a time interval (from the pushing of the
CHRONO button) in minutes and seconds.
‐ It can replace the UTC with the date.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-55-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW CLOCK - GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-55-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW CLOCK - CONTROLS AND INDICATORS
OPERATING MANUAL
GENERAL
(1) UTC (GMT) counter
This counter displays the present time in 24 h format from 0 to 23 h 59 min 59 s.
(2) Elapsed Time (ET)
This counter registers the elapsed time up to 99 h and 59 min.
(3) Chrono (CHR) counter
This Counter registers elapsed time from 0 to 99 min 59 s. It is controlled by the CHR
pushbutton.
(4) CHR pushbutton
First push : starts the CHR counter
Second push : stops the CHR counter, keeps the display at its last indication.
(5) Reset (RST) pushbutton
When pressed, the CHR counter restarts from 0 if the chrono is running.
(6) ET selector
“RUN” : the ET counter starts
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-55-20 P 1/4
FCOM A→ 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW CLOCK - CONTROLS AND INDICATORS
OPERATING MANUAL
“STP” : the ET counter stops counting
spring loaded “RST” : the ET counter is blanked. The selector returns to its STP position
when the selector is released.
Note: A cumulative elapsed time can be realized by alternatively setting this switch in “RUN”
and “STP” position.
(7) DATE/SET pushbutton
First push : sets the clock to date mode. The UTC time display is replaced by the date
(day month year).
Second push : sets the clock to time mode. The date display disappears.
Note: in order to select the date mode, the UTC selector must be set on “GPS” or “INT”
position.
(8) UTC selector
“GPS” : Time (or date, if selected) is displayed, and this data is synchronized on GPS
information.
Note: ‐ If the signal between the GPS and the clock is not detected, dashes are displayed.
Only the “INT” and “SET” positions are then available.
‐ If the signal is detected, but GPS data is invalid, the clock automatically runs on its
internal time.
‐ The clock will automatically resynchronize on the GPS information, as soon as the
GPS data becomes available.
“INT” : Internal time (or date, if selected) is displayed.
Note: ‐ The clock’s internal time is initialized with the latest valid GPS information.
‐ If there is no valid GPS information at power up, the internal time will be 00:00:00,
until the clock is initialized.
“SET” : Allows the internal time and date to be initialized.
INTERNAL TIME AND DATE INITIALIZATION
Set the UTC selector on “SET”. The minute digits flash, and the seconds’ digits are blank.
To increase data, turn the DATE/SET button clockwise.
To decrease data, turn the DATE/SET button counterclockwise.
‐ First, push on DATE/SET : To set the hour.
‐ Second, push on DATE/SET : To set the year.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-55-20 P 2/4
FCOM ← A to B → 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW CLOCK - CONTROLS AND INDICATORS
OPERATING MANUAL
‐ Third, push on DATE/SET : To set the month.
‐ Fourth, push on DATE/SET : To set the day.
Switch the UTC selector to the “INT” position, and the clock starts with the seconds’ digits at 00.
Note: This process must be completed in less than one minute. Otherwise, it will be necessary to
reset the CFDS in order to synchronize the lower ECAM time display with the cockpit clock
display. Resetting the CFDS is a maintenance operation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-55-20 P 3/4
FCOM ←B 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW CLOCK - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-55-20 P 4/4
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW FLT RECORDERS - FLIGHT DATA RECORDING SYSTEM
OPERATING MANUAL
DESCRIPTION
The Flight Data Recording System, which records the mandatory parameters, consists of the
following components:
‐ A Flight Data Interface and Management Unit (FDIMU)
‐ A Digital Flight Data Recorder (DFDR)
‐ A three-axis Linear Accelerometer (LA)
The FDIMU collects and processes parameters from the SDACs, DMCs, FWCs, FCDCs, BSCU, the
DFDR event pushbutton, the GND CTL pushbutton and the Clock.
It stores the mandatory flight parameters in the DFDR.
The DFDR can store the last 25 h data, at least. It stores this data on a fireproof and shockproof
device. An underwater locator beacon is attached to the DFDR.
The linear accelerometer measures the acceleration of the aircraft along each of the three axes.
The QAR is an operational recorder that stores the same data as the DFDR. However the QAR is
more accessible for the maintenance crew.
The recording system is automatically active:
‐ On the ground, during the first five minutes after the aircraft electric network is energized.
‐ On the ground, after the first engine start.
‐ In flight (whether the engines are running or not).
On the ground, the recording system stops automatically five minutes after the second engine shuts
down.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-60-10 P 1/2
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW FLT RECORDERS - FLIGHT DATA RECORDING SYSTEM
OPERATING MANUAL
On the ground, the crew can start the recording system manually by pressing the GND CTL
pushbutton.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-60-10 P 2/2
FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW FLT RECORDERS - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) GND CTL pushbutton (springloaded)
ON : The Cockpit Voice Recorder (CVR) and the Flight Data Recorders are active. The
ON light is on.
AUTO : The Cockpit Voice Recorder (CVR) and the Flight Data Recorders are active,
according to the logic.
The system automatically switches from ON to AUTO at the first engine start, and also in case
of an electrical transient.
PEDESTAL
(1) DFDR EVENT pushbutton
Pressing this button (briefly) sets an event mark on the Flight Data records.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-60-20 P 1/2
FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW FLT RECORDERS - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-60-20 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW FLT RECORDERS - AIRCRAFT INTEGRATED DATA SYSTEM
OPERATING MANUAL
DESCRIPTION
The AIDS is used to monitor various aircraft system parameters in order to make maintenance easier
and to allow formulating operational recommendations.
The AIDS can generate system reports. The Airbus Standard Reports are preprogrammed reports
available at aircraft delivery. The operator can create its own reports.
The AIDS uses the Flight Data Interface and Management Unit (FDIMU) to acquire the relevant
aircraft system parameters. The FDIMU is connected to the rest of the AIDS as shown below.
The system may be programmed using the MCDUs. The crew can select any report to be displayed
on the MCDUs.
The Printer prints the flight phase programmed reports or any report selected on the MCDU.
This printing may be automatic or in response to the AIDS PRINT pushbutton.
The AIDS may send automatic reports via ACARS .
An optional Digital Recorder may be installed to extend the recording capacity.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-60-30 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW FLT RECORDERS - AIRCRAFT INTEGRATED DATA SYSTEM
OPERATING MANUAL
CONTROLS ON PEDESTAL
(1) AIDS PRINT pushbutton
Pushing this pushbutton causes the immediate printing of a specific report, depending on the
flight phase. The crew may then use the MCDU to select another report for immediate printing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-60-30 P 2/2
FCOM B 15 FEB 13
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNINGS
INHIB
SDAC 1 + 2 FAULT 4, 5, 7, 8
SINGLE MASTER
DMC 1 (2) FAULT CHIME CAUT 3, 4, 5(1),
DMC 3 FAULT 7, 8
SDAC 1 (2) FAULT
3, 4, 5, 7, 8
FWC 1 (2) FAULT
FWC 1 + 2 FAULT NIL NIL NIL NIL NIL
DFDR FAULT
3, 4, 5, 7, 8
RECORDER SYS FAULT
OEB/FWC DISCREPANCY
FWC 1 and FWC 2 do not have the SINGLE MASTER
3 to 8
same OEBs listed in their OEB reminder CHIME CAUT
database.
(1) Inhibited only during first 15 s of Flight Phase 5.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-70 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-70 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC AC ESS DC ESS HOT
CAPT PFD X
CAPT ND SHED
F/O PFD AC2
DU
F/O ND AC2
UPPER ECAM DU X
LOWER ECAM DU AC2
DMC 1 X
DMC DMC 2 AC2
DMC 3 AC1 X (1)
FWC 1 X
FWC
FWC 2 AC2
SDAC 1 X
SDAC
SDAC 2 AC2
ECP ECP X
FDIU/QAR AC2
CLOCK X X
(1) in case of EIS DMC switching to CAPT/3, with AC BUS 1 failed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-75 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
INDICATING / RECORDING SYSTEMS
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-31-75 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
Intentionally left blank
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-32-10 Gears and Doors
DSC-32-10-10 Description
GENERAL................................................................................................................................................................ A
MAIN GEAR.............................................................................................................................................................B
NOSE GEAR........................................................................................................................................................... C
Drawings.................................................................................................................................................................. D
Operation of Gear and Doors..................................................................................................................................E
DSC-32-10-20 Landing Gear System/Interface
LGCIUs.....................................................................................................................................................................A
Proximity Detector Output Signals.......................................................................................................................... B
PROXIMITY DETECTOR OUTPUT SIGNALS (CONT'D)...................................................................................... C
DSC-32-10-30 Interactions between Landing Gear and Aircraft Systems
GENERAL................................................................................................................................................................ A
Proximity Detectors on Shock Absorbers................................................................................................................B
PROXIMITY DETECTORS ON UPLOCKS.............................................................................................................C
DOORS PROX DET................................................................................................................................................D
PROXIMITY DETECTORS ON DOWNLOCKS.......................................................................................................E
PROXIMITY DETECTORS ON CARGO DOORS...................................................................................................F
PROXIMITY DETECTORS ON FLAP ATTACHMENTS.........................................................................................G
DSC-32-10-40 Controls and Indicators
LANDING GEAR INDICATOR PANEL....................................................................................................................A
Landing Gear Selector Lever.................................................................................................................................. B
Emergency Extension..............................................................................................................................................C
ECAM Wheel Page................................................................................................................................................. D
DSC-32-10-50 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-32-10-60 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-32-20 Nose Wheel Steering
DSC-32-20-10 Description
Description............................................................................................................................................................... A
ARCHITECTURE..................................................................................................................................................... B
DSC-32-20-20 Controls and Indicators
SIDE CONSOLES....................................................................................................................................................A
Center Instrument Panel..........................................................................................................................................B
ECAM Wheel Page................................................................................................................................................. C
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-PLP-TOC P 1/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-32-20-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-32-20-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-32-30 Brakes and Antiskid
DSC-32-30-10 Description
General.....................................................................................................................................................................A
Anti-Skid System......................................................................................................................................................B
ANTI-SKID PRINCIPLE........................................................................................................................................... C
Auto Brake - General.............................................................................................................................................. D
Operation - General.................................................................................................................................................E
Braking Schematic................................................................................................................................................... F
DSC-32-30-20 Controls and Indicators
Center Instrument Panel..........................................................................................................................................A
Auto BRK Panel.......................................................................................................................................................B
BRAKE FANS ................................................................................................................................................ C
PEDESTAL.............................................................................................................................................................. D
ECAM Wheel Page..................................................................................................................................................E
DSC-32-30-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-32-30-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-32-40 Tire Pressure Indicating System
DSC-32-40-10 Description
Description............................................................................................................................................................... A
DSC-32-40-20 Controls and Indicators
WHEEL SD Page.................................................................................................................................................... A
DSC-32-40-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-PLP-TOC P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - DESCRIPTION
OPERATING MANUAL
GENERAL
The landing gear consists of :
‐ two main gear that retract inboard,
‐ a nose gear that retracts forward.
Doors enclose the landing gear bays. Gear and doors are electrically controlled and hydraulically
operated.
The doors, which are fitted to the landing gear struts, are operated mechanically by the gear and
close at the end of gear retraction.
All gear doors open while the gear is retracting or extending.
Two Landing Gear Control and Interface Units (LGCIUs) control the extension and retraction of the
gear and the operation of the doors. They also supply information about the landing gear to ECAM
for display, and send signals indicating whether the aircraft is in flight or on the ground to other
aircraft systems.
A hand crank on the center pedestal allows the flight crew to extend the landing gear if the aircraft
loses hydraulic systems or electrical power.
MAIN GEAR
Each main gear has twin wheels and an oleopneumatic shock absorber.
Each main wheel has an antiskid brake.
NOSE GEAR
The two-wheeled nose gear has an oleopneumatic shock strut and a nose wheel steering system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-10 P 1/6
FCOM A to C 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - DESCRIPTION
OPERATING MANUAL
DRAWINGS
MAIN LANDING GEAR
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-10 P 2/6
FCOM D→ 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - DESCRIPTION
OPERATING MANUAL
NOSE GEAR
OPERATION OF GEAR AND DOORS
NORMAL OPERATION
The flight crew normally operates the landing gear by means of the lever on the center instrument
panel.
The LGCIUs control the sequencing of gear and doors electrically. One LGCIU controls one
complete gear cycle, then switches over automatically to the other LGCIU at the completion of the
retraction cycle. It also switches over in case of failure.
The green hydraulic system actuates all gear and doors. When the aircraft is flying faster than
260 kt, a safety valve automatically cuts off hydraulic supply to the landing gear system. Below
260 kt, the hydraulic supply remains cut off as long as the landing gear lever is up.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-10 P 3/6
FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - DESCRIPTION
OPERATING MANUAL
EMERGENCY EXTENSION
If the normal system fails to extend the gear hydraulically, the flight crew can use a crank to extend
it mechanically.
When a crew member turns the crank, it :
‐ isolates the landing gear hydraulics from the green hydraulic system,
‐ unlocks the landing gear doors and the main and nose main gear,
‐ allows gravity to drop the gear into the extended position.
Locking springs help the crew to crank the main gear into the locked condition, and aerodynamic
forces assist in the locking of the nose gear.
The gear doors remain open.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-10 P 4/6
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - DESCRIPTION
OPERATING MANUAL
The flight crew can reset the emergency extension system in flight after using it for training (if
green hydraulic pressure is available).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-10 P 5/6
FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - DESCRIPTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-10 P 6/6
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - LANDING GEAR SYSTEM/INTERFACE
OPERATING MANUAL
LGCIUS
GENERAL
The LGCIUs receive position information from the landing gear, cargo door, and landing flap
systems.
LANDING GEAR
The LGCIUs receive the following information about the landing gear from proximity detectors :
‐ gear locked down or up,
‐ shock absorbers compressed or extended,
‐ landing gear door open or closed.
Failure of a proximity detector :
‐ The LGCIU detects any electrical failure in a proximity detector, and signals the associated
output to the flight position (shock absorber not compressed or landing gear uplocked).
The other LGCIU then automatically takes over control of the landing gear operation.
‐ In case of mechanical failure, the LGCIU does not modify the associated output. The effect that
such a failure has on the system depends upon which condition is signalled incorrectly.
Electrical failure of an LGCIU :
‐ The other (healthy) LGCIU takes control of the landing gear.
‐ The system does not force the outputs of the failed LGCIU to the safe (flight) condition.
• Some users will see “flight” condition.
• Some users will see “ground” condition.
CARGO DOORS
Sensors send to the LGCIUs the position of the following components :
‐ manuel selector valves,
‐ locking shaft,
‐ locking handle,
‐ safety shaft,
‐ door sills.
The LGCIUs detect electrical failures only in certain proximity switches in the cargo door system :
‐ locking shaft,
‐ locking handle,
‐ safety shaft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-20 P 1/4
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - LANDING GEAR SYSTEM/INTERFACE
OPERATING MANUAL
When an LGCIU makes such a detection, it indicates the NON LOCKED condition for that
component.
FLAPS
The LGCIUs process the signals from four flap disconnect proximity switches, then send them to
the Slat/Flap Control Computers (SFCCs).
The LGCIUs do not monitor failures in the SFCC system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-20 P 2/4
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - LANDING GEAR SYSTEM/INTERFACE
OPERATING MANUAL
PROXIMITY DETECTOR OUTPUT SIGNALS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-20 P 3/4
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - LANDING GEAR SYSTEM/INTERFACE
OPERATING MANUAL
PROXIMITY DETECTOR OUTPUT SIGNALS (CONT'D)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-20 P 4/4
FCOM C 30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
GENERAL
The following tables present the operational effects of the proximity detectors on aircraft systems.
How to read the tables :
SYSTEM LGCIU 1 LGCIU 2 A/C IN FLT A/C ON GROUND
SERVICE INTERPHONE 6 6 ........ ........
SFCC 1(2) 5 (5) ........ ........
The above lines mean that the service interphone receives the output n° 6 from both LGCIUs, while
SFCC 1 receive the output 5 from LGCIU 1 and SFCC 2 the output 5 from LGCIU 2.
The two additional columns give the system functioning when the aircraft is in flight and on the
ground.
PROXIMITY DETECTORS ON SHOCK ABSORBERS
LGCIU 1 LGCIU 2
SYSTEM A/C IN FLT A/C ON GRND
OUTPUT OUTPUT
STROBE lts 5 On when AUTO selected Off when AUTO selected
LOGO lts 5 Off when flaps retracted On
AIRSTAIRS
3 1 Control inhibited(1) Control not inhibited(2)
GENERAL
CARGO normal control
5 normal control available
DOOR(5) not available
WATER Preselect water Preselect water
5
FILLING servicing inhibited servicing available
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 1/10
FCOM A to B → 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Continued from the previous page
LGCIU 1 LGCIU 2
SYSTEM A/C IN FLT A/C ON GRND
OUTPUT OUTPUT
• Skin temp. < 35 °C • Skin temp. < 5 °C : The
: The system is in system is in closed
AVNCS closed conf.(1) conf.(2)
5 5
COOLING • Skin temp. > 35 °C • Skin temp. > 5 °C : The
: The system is in system is in open conf.(2)
intermediate conf.(1)
GRND 1 1
Inhibited(1) Not inhibited(2)
COOLING 3 3
AIR COND FWD CARGO Extract fan stopped
5 Extract fan on
VENT when ΔP > 1 PSI
Climb mode active(4)
‐ Prepressurization active
before TO (3)
CAB PRESS 5 5
‐ Depressurization active
after LDG (3)
PACK 1(2)
3 Pack air inlet Pack air inlet flap fully
TEMP
(1) flaps opened. closed at TO and LDG
CONTROL
In case of oil low press,
In case of oil low press,
automatic shutdown is
the automatic shutdown is
delayed by 15.5 s
APU AUTO delayed by:
SHUTDOWN • 15.5 s if the oil temp <
-4 °C
APU 5
• 0.05 s if oil temp > -4 °C
Speed is controlled at Speed is controlled at 99 %
APU SPEED 101 % (101 % for ENG start
CONTROL or when ambient temp ≥
30 °C)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 2/10
FCOM ←B→ 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Continued from the previous page
LGCIU 1 LGCIU 2
SYSTEM A/C IN FLT A/C ON GRND
OUTPUT OUTPUT
SERVICE
6 6 Inhibited(6) Available(7)
INTERPHONE
PUBLIC 1 1
P.A. increased level(6) P.A. low level(7)
ADDRESS 3 3
ADIRU and
1 1 External horn and External horn and
AVIONICS
3 3 light inhibited(6) light not inhibited(7)
ground warning
Communication
FLT Communication with
9 with ground
INTERPHONE ground mechanic available
mechanic inhibited
COCKPIT
9 Inhibited Not inhibited
CALL LIGHT
ACARS
(ACARS MU 7 Available Available
or ATSU)
COMMUNICATIONS Runs(6)
Runs : (7)
‐ During the first 5 min
following energization
1
1 ‐ With at least one engine
CVR 3
3 running
7
Stops : (7)
5 min after second engine
shutdown
• ERASE function • ERASE function not
inhibited inhibited
• No low frequency • Low frequency signal in
CVR 5
signal in the the loudspeakers if test
loudspeakers if test performed
performed
APU start on batteries No APU start delay
DC generation 5
only, is delayed by 45 s when on batteries only
ELEC Main galley not supplied Main galley supplied when
GALLEY
5 when APU GEN APU GEN only is supplying
supply
only is supplying
Display test inhibited
EIS EIS 5 when ANN LT Display test not inhibited
TEST is selected
No APU fire automatic Automatic extinguishing
FIRE APU 5
extinguishing not inhibited
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 3/10
FCOM ←B→ 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Continued from the previous page
LGCIU 1 LGCIU 2
SYSTEM A/C IN FLT A/C ON GRND
OUTPUT OUTPUT
• For SFCC 1(2): • For SFCC 1(2):
Slats alpha/speed lock Slats alpha/speed lock
function active function active if speed >
• For SFCC(2): 60 kt
FLT CTL SFCC 1(2) 5 (5)
No flaps movement • For SFCC (2):
inhibition if the cargo Flaps movement
door is opened inhibition if cargo door is
opened
Runs(6)
Runs: (7)
• During the first 5 min
1 following energization
• DFDR 1
FLT INST • QAR
3
3
• With one engine running
7
Stops: (7)
5 min after second engine
shut down
FQI uses flight
FQI uses ground
FUEL FQI 5 attitude correction
attitude correction
due to wing bending
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 4/10
FCOM ←B→ 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Continued from the previous page
LGCIU 1 LGCIU 2
SYSTEM A/C IN FLT A/C ON GRND
OUTPUT OUTPUT
Blue or green pump Blue or green
BLUE and 1 "FAULT" light not pump "FAULT" light
GREEN pumps 3 inhibited when related inhibited when related
pump is stopped(6) pump is stopped(7)
Runs when electrical Runs when at least
BLUE pump 7
power is available one engine is running
Blue or yellow pump Blue or yellow
BLUE and
1 "FAULT" light not pump "FAULT" light
YELLOW
3 inhibited when related inhibited when related
pumps
pump is stopped(6) pump is stopped(8)
PTU runs if green/yellow
HYD diff. press > 500 PSI and
• Both MASTER LEVERS
are at OFF or
• Both MASTER LEVERS
are at ON or
PTU runs if green/yellow • Nose wheel steering is
PTU 7
diff. press > 500 PSI not in towing position
with parking brake
released.
PTU is inhibited during the
use of the cargo door hand
pump and for 40 s after its
use.
• CAPT, (F/O), ((STBY)) • With engines stopped: no
CAPT, (F/O), pitots and CAPT, heating(8)
((STBY)) (F/O) windows : high • With at least one engine
4, 4,
probes and heating level applied running:
(2) (2)
CAPT, (F/O) • All other probes and • CAPT, (F/O), ((STBY))
((8)) ((8))
windows windows are heated(6) pitots and CAPT, (F/O)
heating windows are heated at
ICE RAIN PROT low level(8)
Wing anti ice valves Wing anti ice valves open
WING
3 1 open when the WING for 30 s when the WING
ANTI ICE
ANTI ICE pb is at ON(6) ANTI ICE pb is at ON(8)
RAIN 1 1 Inhibited if engines
Not inhibited(6)
REPELLENT 3 3 are stopped(7)
DRAIN High heating
9 Low heating level is applied
MAST(10) level is applied
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 5/10
FCOM ←B→ 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Continued from the previous page
LGCIU 1 LGCIU 2
SYSTEM A/C IN FLT A/C ON GRND
OUTPUT OUTPUT
L/G SAFETY Safety valve closes if
6 Safety valve opened
VALVE aircraft speed > 260 kt
L/G control 10 10 Retraction not inhibited (9)
Retraction inhibited(9)
LANDING GEAR
"TYRE LO PRESS" "TYRE LO PRESS"
TIRE
5 warning threshold warning threshold
PRESS
set to its flight level set to its ground level
STAND VIBRATION
5 Vibration function inhibited
BY ALTI function active
ATC 1(2) available ATC 1(2) inhibited
ATC 1(2) 3 (1)
NAVIGATION in AUTO mode in AUTO mode
No external horn
ADIRU 1(10) 7 when ADIRU supplied External horn not inhibited
from batteries only
On ENG 1(2): (6) On ENG 1(2): (8)
• Reverse inhibited • Reverse available
• No automatic start • Automatic start abort
abort available
1 (1)
• FADEC always • 5 min after eng-shut
3 (3)
supplied down FADEC 1(2) no
8 (8)
POWER PLANT FADEC 1(2) • FLEX not available more supplied
• If installed, BUMP not • FLEX available
selectable • If installed, BUMP
selectable
1 (1) Modulated idle and Modulated idle only
3 (3) approach idle are available(7)
8 (8) available(6)
(1) When either LGCIU indicates flight.
(2) When both LGCIU indicate ground.
(3) When either LGCIU indicates ground.
(4) When both LGCIU indicate flight.
(5) Valid from MSN 44.
(6) When either output indicates flight.
(7) When all outputs indicate ground.
(8) When both outputs indicate ground.
(9) One valid output is sufficient.
(10) Valid from MSN 22.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 6/10
FCOM ←B 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
PROXIMITY DETECTORS ON UPLOCKS
LGCIU 1 LGCIU 2
SYSTEM L/G UPLOCKED L/G NOT UPLOCKED
OUTPUT OUTPUT
If UP selected : (1)
If UP selected :(1)
L/G control 19 19
L/G doors will close L/G doors will not close
16 16 If UP selected :(2) If UP selected :(2)
ECAM
17 17 L/G uplocked indications L/G in transit indications
LANDING GEAR WHEEL page
18 18
16 If UP selected :(2) If UP selected :(2)
L/G indicator
17 no indication "UNLK" red indications
panel
18
(1) One valid output is sufficient.
(2) When all outputs indicate the same position.
DOORS PROX DET
LGCIU 1 LGCIU 2
SYSTEM DOORS FULLY OPENED DOORS CLOSED
OUTPUT OUTPUT
L/G extension or retraction L/G extension or retraction
L/G control 24 24
possible (1) inhibited (1)
20 20 Doors fully opened Doors closed indication
LANDING GEAR
ECAM 21 21 indication
WHEEL page 22 22
23 23
(1) One valid output is sufficient.
PROXIMITY DETECTORS ON DOWNLOCKS
LGCIU 1 LGCIU 2
SYSTEM L/G DOWNLOCKED L/G NOT DOWNLOCKED
OUTPUT OUTPUT
TAXI/T.O
GEN lights
15 lights not inhibited lights inhibited
"NO SMOKING" and "NO SMOKING" and
COMM SIGNS 12 12 "EXIT" signs on when EXIT" signs inhibited
AUTO selected (1) when AUTO selected (2)
FLT INST WBS 15 15 active (3) inhibited (4)
VLE indication
FMGS FAC 1(2) 12 12
displayed on PFD 1(2)
no VLE indication
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 7/10
FCOM C to E → 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Continued from the previous page
LGCIU 1 LGCIU 2
SYSTEM L/G DOWNLOCKED L/G NOT DOWNLOCKED
OUTPUT OUTPUT
If DOWN selected : (5)
If DOWN selected : (5)
L/G control 14 14
L/G doors will close L/G doors will not close
ECAM 11 11 If DOWN selected : (6) If DOWN selected : (6)
WHEEL 13 13 L/G down indications L/G in transit indications
page 15 15
11 If DOWN selected : (6) If DOWN selected : (6)
L/G INDIC
LANDING GEAR panel
13 L/G down indications L/G in transit indications
15
BRAKING
15 15 BSCU test operative (1) BSCU test inhibited (1)
STEERING
BRAKES
Cooling available Cooling inhibited
COOLING 13
when ON selected when ON selected
"TOO LOW-FLAPS" or "TOO LOW-GEAR" or
NAV GPWS 13 "TOO LOW TERRAIN" "TOO LOW TERRAIN"
warning operative warning operative
(1) When either output indicates DOWNLOCK.
(2) When both outputs indicate NOT DOWNLOCK.
(3) When both outputs indicate DOWNLOCK.
(4) When either output indicates NOT DOWNLOCK.
(5) One valid output is sufficient.
(6) When all outputs indicate the same position.
PROXIMITY DETECTORS ON CARGO DOORS
LOCKING HANDLE OR SHAFT, DOOR SILLS
LGCIU 1 LGCIU 2
SYSTEM LOCKED UNLOCKED
OUTPUT OUTPUT
CRG DOORS ECAM 30 Forward (aft) door
Forward (aft) door symbol
appears amber, associated
DOOR PAGE (31) symbol appears green
with "CARGO" amber.
34 Forward (aft) door Forward (aft) door
CARGO (35) normal opening inhibition normal opening possible
DOOR
36 Forward (aft) door normal Forward (aft) door normal
OPERATION
(37) operation possible operation inhibited
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 8/10
FCOM ← E to F → 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
MANUAL SELECTOR VALVE
LGCIU 1 LGCIU 2
SYSTEM CLOSE OPEN
OUTPUT OUTPUT
CARGO
32 Forward (aft) door Forward (aft) door
CRG DOORS DOOR
(33) normal opening inhibition normal opening possible
OPERATION
PROXIMITY DETECTORS ON FLAP ATTACHMENTS
LGCIU 1 LGCIU 2 FLAP ATTACHMENT
SYSTEM FLAP ATTACHMENT
OUTPUT OUTPUT FAILURE
28 28 L(R) FLAPS "FLAPS LOCKED”
FLT CTL SFCC
(29) (29) normal operation (1) warning (2)
(1) When at least one SFCC detects normal operation
(2) When both SFCCs detect attachment failure
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 9/10
FCOM ← F to G 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321 GEARS AND DOORS - INTERACTIONS BETWEEN
FLIGHT CREW
OPERATING MANUAL LANDING GEAR AND AIRCRAFT SYSTEMS
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-30 P 10/10
FCOM 25 NOV 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - CONTROLS AND INDICATORS
OPERATING MANUAL
LANDING GEAR INDICATOR PANEL
This panel is connected to LGCIU1, which receives signals from proximity detectors.
UNLK: comes on red if the gear is not locked in the selected position.
▿ : comes on green if the gear is locked down.
Note: This panel is connected to the LGCIU1 only, therefore, the lights on the LDG GEAR
indicator panel come on as long as the LGCIU1 is electrically supplied.
If one UNLK indication remains on, the landing gear position can be confirmed using the
WHEEL SD page (information from LGCIU 1 & 2). Only one green triangle on each landing
gear is sufficient to confirm that the landing gear is downlocked.
LANDING GEAR SELECTOR LEVER
A two-position selector lever sends electrical signals to the two LGCIUs. These control the green
hydraulic supply to the landing gear system by means of selector valves.
When the flight crew selects UP or DOWN (and if the airspeed is below 260 kt):
‐ All landing gear doors open.
‐ Each landing gear moves to the selected position.
‐ All landing gear doors close.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-40 P 1/6
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - CONTROLS AND INDICATORS
OPERATING MANUAL
(1) L/G LEVER
UP : This position selects landing gear retraction.
While the landing gear doors are opening, the normal brake system brakes the
wheels of the main gear automatically.
DOWN : This position selects landing gear extension.
An interlock mechanism prevents anyone from accidentally retracting the gear
while the aircraft is on the ground. It does so by locking the lever in DOWN position
when the shock absorber on either main gear is compressed (aircraft on ground) or
the nose wheel steering is not centered.
The landing gear hydraulic system remains pressurized as long as the landing gear
is extended (if green hydraulic pressure is available).
(2) RED ARROW
This red arrow lights up if the landing gear is not locked down when the aircraft is in the landing
configuration, and a red warning appears on ECAM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-40 P 2/6
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - CONTROLS AND INDICATORS
OPERATING MANUAL
EMERGENCY EXTENSION
To put the landing gear down by gravity, the flight crew must pull the gear crank out, then turn it
clockwise for 3 turns.
When the flight crew operates the crank handle, the cutout valve shuts off hydraulic pressure to the
landing gear system and depressurizes it.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-40 P 3/6
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM WHEEL PAGE
(1) Landing gear position indication
The landing gear positions are indicated by 2 triangles for each gear.
‐ A green triangle indicates that one LGCIU detects a landing gear downlocked,
‐ A red triangle indicates that one LGCIU detects a landing gear in transit,
‐ No triangle indicates that one LGCIU detects a landing gear uplocked,
‐ Amber crosses will replace the right triangle to indicate that LGCIU 1 or LGCIU 2 has failed.
Note: Only one green triangle on each landing gear strut is sufficient to confirm that the
landing gear is downlocked.
(2) Landing gear door position indication
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-40 P 4/6
FCOM D→ 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - CONTROLS AND INDICATORS
OPERATING MANUAL
(3) UP LOCK
This legend appears amber along with a caution on the ECAM if the landing gear uplock is
engaged when the landing gear is down locked.
(4) L/G CTL
This legend appears in amber along when the landing gear lever and the landing gear position
do not agree. This legend only appears when the landing gear is moving to the selected
position.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-40 P 5/6
FCOM ←D 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-40 P 6/6
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-50 P 1/2
FCOM A→ 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - WARNINGS AND CAUTIONS
OPERATING MANUAL
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
GEAR NOT DOWNLOCKED WHEEL UNLK lt on
One gear not downlocked and L/G selected down
GEAR NOT DOWN
1. L/G not downlocked and radio height lower than
750 ft and
both engines N1 lower than 75 % (or if engine shut
down N1 of remaining engine lower than 97 %)
or
MASTER DOWN
2. L/G not downlocked and radio height lower than CRC 3, 4, 5
WARN ARROW
750 ft and both engines not at T.O. power and
flaps at 1, 2, 3 or FULL lt on LDG
or GEAR panel
NIL
3. L/G not downlocked and flaps at 3 or FULL and
both radio altimeters failed
Note: In the cases 2 and 3 above, the aural
warning can only be cancelled by the
emergency cancel pushbutton.
SHOCK ABSORBER FAULT
One shock absorber not extended when airborne 1, 3, 4
or
NIL
not compressed after landing
DOORS NOT CLOSED 1, 3, 4, 5,
SINGLE MASTER 8, 9, 10
One gear door is not uplocked
CHIME CAUT
GEAR NOT UPLOCKED 3, 4, 7,
One gear not uplocked and L/G not selected down UNLK lt 8, 9, 10
GEAR UPLOCK FAULT on LDG
One gear uplock engaged with corresponding gear WHEEL GEAR panel 4
downlocked
LGCIU 1 (2) FAULT 4, 5, 7, 8
SYS DISAGREE NIL NIL NIL 3, 4, 5,
Disagree between L/G positions detected by the two 6,7, 8
LGCIU's
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-50 P 2/2
FCOM ←A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
LGCIU 1 GRND/ FLT X
LANDING LGCIU 2 GRND/ FLT
GEAR SAFETY VALVE X
L/G INDICATOR PANEL SHED (1) X
(1) The AC STAT INV supplies the landing gear indicator panel when the main generators are lost and the emergency
generator is not running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-60 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW GEARS AND DOORS - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-10-60 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
A hydraulic actuating cylinder steers the nose wheel. The yellow hydraulic system supplies pressure
to the cylinder, and electric signals from the Brake and Steering Control Unit (BSCU) control it.
The BSCU receives orders from:
‐ The Captain's and the First Officer’s steering hand wheels (orders added algebraically),
‐ The rudder pedals,
‐ The autopilot.
The BSCU transforms these orders into nose wheel steering angle. That angle has the following
limits, which depend on ground speed and the origin of the orders.
The steering system receives actuating hydraulic pressure when:
‐ The A/SKID & N/W STRG switch is on and,
‐ The towing control lever is in normal position and,
‐ At least one engine is running and,
‐ The aircraft is on ground.
The handwheel can turn the nosewheel up to 75 ° in either direction. A lever, on the towing electrical
box (on nose landing gear), enables ground crew to deactivate the steering system for towing. Then
the wheel can be turned 95 ° in either direction.
To prevent rudder pedal orders, or autopilot orders, from going to the BSCU, the pilots can use the
pushbutton on either steering handwheel.
An internal cam mechanism returns the nose wheel to the centered position after takeoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - DESCRIPTION
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-10 P 2/2
FCOM B 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - CONTROLS AND INDICATORS
OPERATING MANUAL
SIDE CONSOLES
(1) Steering handwheels
The steering handwheels, which are interconnected, can steer the nose wheel up to 75 ° in
either direction.
Note: The steering system centers the nose wheel automatically after liftoff.
(2) Rudder PEDAL DISC pb
Pressing this button on either handwheel removes control of nose wheel steering from the
rudder pedals until the button is released.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-20 P 1/4
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - CONTROLS AND INDICATORS
OPERATING MANUAL
CENTER INSTRUMENT PANEL
(1) A/SKID & N/W STRG sw
This ON/OFF switch activates or deactivates the nose wheel steering and anti-skid. (Refer to
DSC-32-30-10 General).
ECAM WHEEL PAGE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-20 P 2/4
FCOM B to C → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - CONTROLS AND INDICATORS
OPERATING MANUAL
(1) N/W STEERING label
It appears in amber, when nosewheel steering is lost, due to failure of the nosewheel steering
system, or of both BSCU channels, or in case of a yellow hydraulic system low pressure, or if
the A/SKID & N/W STRG switch is OFF.
(2) N/W STEERING hydraulic supply indication:
Only when the N/W STEERING label is displayed:
‐ Y is displayed in green in case the yellow hydraulic system is not failed.
‐ Y is displayed in amber in case of yellow hydraulic system low pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-20 P 3/4
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-20 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
NW STRG FAULT MASTER
SINGLE CHIME WHEEL NIL 3, 4, 5, 8
detected by BSCU CAUT
MEMO DISPLAY
When the nose wheel steering selector is in the towing position, this display shows “NW STRG
DISC” in green. The legend is amber if one engine is running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
BSCU CH 1 AC1 DC1
BRAKES
BSCU CH 2 AC2 DC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW NOSE WHEEL STEERING - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-20-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
GENERAL
The main wheels are equipped with carbon multidisc brakes, which can be actuated by either of two
independent brake systems.
The normal system uses green hydraulic pressure, whereas the alternate system uses the yellow
hydraulic system backed up by the hydraulic accumulator.
An anti-skid and autobrake system is also provided.
Braking commands come from either the brake pedals (pilot action), or the autobrake system
(deceleration rate selected by the crew).
In normal operation, a dual channel Brake and Steering Control Unit (BSCU) controls normal braking
and antiskid.
Depending on the failure, braking may revert to:
‐ Alternate braking with antiskid. This braking mode is controlled by the Alternate Braking Control
Unit (ABCU). The antiskid is controlled by the BSCU.
‐ Alternate braking without antiskid. This braking mode is fully-controlled by the ABCU.
‐ Alternate braking without antiskid on accumulator. This braking mode is fully-controlled by the
ABCU.
All the normal and alternate braking components are fully-monitored. Any detected failure is signaled
to the crew via ECAM warnings.
The BSCU performs the following secondary functions:
‐ It checks the residual pressure in the brakes,
‐ It monitors the brake temperature,
‐ It provides discrete wheel speed information to other aircraft systems.
A changeover between the two BSCU channels takes place at each DOWN landing gear lever
selection, or in case one channel fails.
The main gear wheels are fitted with fusible plugs which protect against tire burst, in the event of
overheat.
Main gear wheels are also equipped with brake cooling fans , which permit a high speed cooling
of brakes.
ANTI-SKID SYSTEM
The antiskid system provides maximum braking efficiency by maintaining the wheels at the limit of an
impending skid.
At skid onset, brake release orders are sent to the normal and alternate servovalves, as well as to
the ECAM system which displays the released brakes.
Full braking performance is achieved only with brake pedals at full deflection.
The antiskid system is deactivated below 20 kt (ground speed).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 1/8
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
An ON/OFF switch activates, or deactivates, the antiskid and nosewheel steering systems.
PRINCIPLE
The speed of each main gear wheel (given by a tachometer) is compared to the aircraft speed
(reference speed). When the speed of a wheel decreases below approximately 0.87 times
(depending on conditions) reference speed, brake release orders are given to maintain the wheel
slip at that value (best braking efficiency).
In normal operation, the reference speed is determined by the BSCU from the horizontal
acceleration of ADIRU 1, 2 or 3.
In case all ADIRUs fail, reference speed equals the maximum of either main landing gear wheel
speeds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 2/8
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
ANTI-SKID PRINCIPLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 3/8
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
AUTO BRAKE - GENERAL
GENERAL
The purposes of this system are :
‐ to reduce the braking distance in case of an aborted takeoff
‐ to establish and maintain a selected deceleration rate during landing, thereby improving
passenger comfort and reducing crew workload.
SYSTEM ARMING
The system arms when the crew presses the LO, MED, or MAX pushbutton switch if:
‐ Green pressure is available.
‐ The anti-skid system has electric power.
‐ There is no failure in the braking system.
‐ At least one ADIRS is functioning.
Note: 1. Auto brake may be armed with the parking brake on.
2. MAX autobrake mode cannot be armed in flight.
SYSTEM ACTIVATION
Automatic braking is activated:
‐ at the command for ground spoilers extension (Refer to DSC-27-10-20 Speed Brakes and
Ground Spoilers - Speed Brake Control), for LO and MED mode.
‐ at the command for ground spoilers extension and the aircraft speed is above 40 kt, for MAX
mode.
Therefore, if the aircraft makes an acceleration stop and begins to decelerate when its speed is
under 72 kt, the automatic braking will not activate because the ground spoilers will not extend.
For autobrake to activate, at least two SEC’s must be operative.
SYSTEM DEACTIVATION
The system deactivates :
‐ When it is disarmed (Refer to DSC-32-30-10 Auto Brake - System Disarming).
‐ When the ground spoilers retract. In this case it remains armed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 4/8
FCOM D→ 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
SYSTEM DISARMING
The system disarms when:
‐ Flight crew presses the pushbutton switch or,
‐ One or more arming conditions is lost or,
‐ Flight crew applies enough deflection to at least one brake pedal when autobrake is active in
MAX, MED or LO mode.
‐ After take-off/touch and go.
OPERATION - GENERAL
GENERAL
There are four modes of operation :
‐ Normal braking,
‐ Alternate braking with antiskid,
‐ Alternate braking without antiskid,
‐ Parking brake.
NORMAL BRAKING
Braking is normal when :
‐ Green hydraulic pressure is available.
‐ The A/SKID & N/W STRG switch is ON.
During normal braking, antiskid operates and autobrake is available.
Braking is electrically-controlled through the BSCU :
‐ From the pilot’s pedals, or
‐ Automatically :
• On ground by the autobrake system,
• In flight when the landing gear lever is up.
The antiskid system is controlled by the BSCU via the normal servo valves.
There is no brake pressure indication in the cockpit.
ALTERNATE BRAKING WITH ANTI-SKID
Autobrake is inoperative.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 5/8
FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
Braking uses this mode when green hydraulic pressure is insufficient, and :
‐ Yellow hydraulic pressure is available.
‐ The A/SKID & N/W STRG switch is ON.
‐ The parking brake is not ON.
Braking inputs are made by the brake pedals and sent to the ABCU. Then, taking into account the
brake pedal input, the ABCU:
‐ Energizes the alternate brake selector valve to pressurize the yellow hydraulic circuit,
‐ Electrically controls the Alternate Servo Valve to obtain the correct pressure for the related
brakes.
Antiskid is controlled by the BSCU.
Brake pressure, as well as accumulator pressure, are indicated on a triple indicator located on the
center instrument panel.
ALTERNATE BRAKING WITHOUT ANTI-SKID
Autobrake and antiskid are inoperative.
The antiskid system is either deactivated:
‐ Electrically (A/SKID & N/W STRG sw OFF, or power supply failure, or BSCU failure), or
‐ Hydraulically (Y + G system low pressure, the brakes are supplied by the brake accumulator
only).
Depending on the brake pedals’ demand, the ABCU controls the alternate brake selector and the
alternate servovalves.
Brake pressure and accumulator pressure are indicated on a triple indicator, located on the center
instrument panel.
To avoid wheel locking and limit the risk of tire burst, brake pressure is automatically limited to
1 000 PSI.
Accumulators are designed to supply at least seven full brake applications.
PARKING BRAKE
Brakes are supplied by the yellow hydraulic system, or by accumulator pressure via the parking
brake control valve, which opens allowing full pressure application on the main gear wheel brakes.
The accumulator maintains the parking pressure for at least 12 h.
If the parking brake is activated and no yellow hydraulic or accumulator brake pressure is
available, then the normal braking system can be applied via the brake pedals.
Yellow accumulators can be pressurized by pressing the yellow electrical pump switch.
Brake pressure and accumulator pressure are indicated on a triple indicator, located on the center
instrument panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 6/8
FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
BRAKING SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 7/8
FCOM F 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - DESCRIPTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-10 P 8/8
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - CONTROLS AND INDICATORS
OPERATING MANUAL
CENTER INSTRUMENT PANEL
(1) A/SKID & N/W STRG sw
ON : If green hydraulic pressure is available, then antiskid is available.
If green hydraulic pressure is lost, then:
‐ Yellow hydraulic pressure automatically takes over to supply the brakes,
‐ Antiskid and nosewheel steering remain available.
‐ The triple indicator shows yellow system brake pressure.
OFF : The yellow hydraulic system supplies pressure to the brakes.
‐ Antiskid is deactivated. The pilot must refer to the triple indicator to limit brake
pressure and avoid locking a wheel.
‐ Nosewheel steering is lost.
‐ Differential braking remains available through the pedals.
‐ The triple indicator displays yellow system brake pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-20 P 1/6
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) BRAKES and ACCU PRESS indicator
Brake pressure is only indicated when the yellow hydraulic system controls the brake pressure,
which means when the:
‐ Alternate braking system is activated, or
‐ Parking brake is applied.
ACCU : Indicates the pressure in the yellow brake accumulator.
PRESS
BRAKES : Indicates the yellow pressure delivered to the left and right brakes, as measured
upstream of the alternate servovalves.
AUTO BRK PANEL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-20 P 2/6
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - CONTROLS AND INDICATORS
OPERATING MANUAL
(3) AUTO/BRK panel
The springloaded MAX, MED, and LO pushbutton switches arm the appropriate deceleration
rate:
‐ MAX mode is normally selected for takeoff.
In the case of an aborted takeoff, maximum pressure goes to the brakes, as soon as the
system generates the ground spoiler deployment order.
‐ MED or LO mode is normally selected for landing:
• LO mode sends progressive pressure to the brakes 4 s after the ground spoilers deploy, in
order to decelerate the aircraft at 1.7 m/s² (5.6 ft/s²).
• MED mode sends progressive pressure to the brakes 2 s after the ground spoilers deploy
in order to decelerate the aircraft at 3 m/s² (9.8 ft/s²).
‐ Lights:
• The blue ON light comes on to indicate positive arming.
• The green DECEL light comes on when the actual deceleration is 80 % of the selected
rate.
Note: On slippery runways, the predetermined deceleration may not be reached, due
to antiskid operation. In this case, the DECEL light will not come on. This does
not mean that autobrake is not working.
• Off : The corresponding autobrake mode is not armed.
BRAKE FANS
(4) BRK FAN pb sw
ON : The brake fans run if the lefthand main landing gear is down and locked.
OFF : The brake fans stop.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-20 P 3/6
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - CONTROLS AND INDICATORS
OPERATING MANUAL
HOT lt : This amber light comes on when the brakes get too hot. (A caution appears on
ECAM, also).
PEDESTAL
(1) PARKING BRK handle
Flight crew pulls this handle, then turns it clockwise, to apply the parking brake.
The ECAM memo page displays “PARK BRK”.
CAUTION If the pointer is not at ON, the parking brake is not on.
ECAM WHEEL PAGE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-20 P 4/6
FCOM ← C to E → 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - CONTROLS AND INDICATORS
OPERATING MANUAL
(1) Release indicators
It appears in amber in case of brake released fault.
(2) ANTI SKID indication
(A) ANTISKID label
It appears in amber, a long with an ECAM caution, in case of a total BSCU failure, or
when the A/SKID & N/W STRG sw is OFF, or if the BSCU detects an ANTI-SKID failure,
or in case of normal braking and yellow hydraulic system low pressure.
It appears in green in case of autobrake, normal braking, or alternate braking failure, and
antiskid is still available.
(B) BSCU channel indication
When ANTISKID label is displayed, the number of the failed system(s) is (are) displayed
in amber, if any.
(3) AUTO BRK
This legend appears:
‐ in green when auto brake is armed,
‐ flashing green for 10 s after autobrake disengagement.
‐ in amber, along with an ECAM caution, to indicate a system failure.
MED, LO, or MAX appears underneath in green to show which rate has been selected.
(4) Wheel number
This white number identifies individual wheels of the main landing gear.
(5) Brake temperature
‐ The temperature normally appears in green.
‐ The green arc appears on the hottest wheel when one brake temperature exceeds 100 °C.
‐ The green arc becomes amber, and an ECAM caution appears, when the corresponding
brake temperature exceeds 300 °C.
(6) NORM BRK indication
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-20 P 5/6
FCOM ←E→ 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - CONTROLS AND INDICATORS
OPERATING MANUAL
(A) NORM BRK label
This indication appears in green when autobrake or alternate braking is failed, and
normal braking is still available.
The legend appears in amber when normal braking is failed due to total BSCU failure, or
to the loss of the green hydraulic pressure, or to the loss of antiskid.
(B) NORM BRK hydraulic supply indication
G is displayed when the NORM BRK label is displayed. It is green when green hydraulic
pressure is available and amber, in case of green hydraulic low pressure.
(7)
(A) ALTN BRK label
This indication appears in green, if the braking system is in alternate mode and not failed,
or in case autobrake or normal braking is failed and alternate braking is still available.
This indication appears in amber when alternate braking is failed.
(B) ALTN BRK hydraulic supply indication
Y is displayed when the ALTN BRK label is displayed. It is green when yellow hydraulic
pressure is available and amber, in case of yellow hydraulic low pressure.
(C) ACCU indications
(*) Appears in green, when the ALTN BRK label is displayed, and the yellow hydraulic
pressure is available.
Appears in amber, with no arrow, when the yellow hydraulic system and the
accumulator are in low pressure.
(**) Appears in green when the alternate braking is pressurized by the yellow
accumulator.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-20 P 6/6
FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
condition WARNING LIGHT CALLED WARNING INHIB
CONFIG PARK BRK ON MASTER
parking brake is on when thrust levers are set CRC 1, 2, 4 to 10
WARN
at TO or FLX TO power position NIL NIL
PARK BRK ON 1 to 5,
Parking brake is ON during flight. 8 to 10
BRAKES HOT HOT lt
It is triggered when one brake temperature is on BRK 4, 8 to 10
higher than 300 °C and off when the highest FAN pb sw
brake temperature is lower than 290 °C.
AUTO BRK FAULT 3 to 5
failure of autobrake when armed
A/SKID NWS FAULT SINGLE MASTER WHEEL
CHIME CAUT
‐ Loss of normal brake system associated 4, 5
with Y HYD SYS lo PRESS or
‐ Failure of both BSCU channels
NIL
ANTI SKID/NWS OFF 4, 5
switch at OFF position
HYD SEL FAULT
failure of brake normal selector valve or NWS
selector valve in open position NIL 3 to 5, 7, 8
SYS 1 (2) FAULT NIL NIL
failure of one BSCU channel
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-30 P 1/2
FCOM A→ 06 MAR 14
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
condition WARNING LIGHT CALLED WARNING INHIB
RELEASED
Brake of one wheel is released. It is detected
when the landing gear is downlocked and, 4, 5
SINGLE MASTER
at least one engine is running, and normal
CHIME CAUT
braking is active. WHEEL
NORM BRK FAULT 3 to 5
Normal braking function is lost.
ALTN BRK FAULT NIL NIL 3, 4, 5, 7, 8
Alternate braking function is lost.
ALTN L(R) RELEASED
Brakes of one gear is released. It is triggered
when the landing gear is downlocked, and NIL 3, 4, 5
NIL
at least one engine is running, and alternate
braking is active.
NORM + ALTN FAULT
SINGLE MASTER 4, 5
Normal and alternate functions are lost.
CHIME CAUT
Parking brake available.
BRK Y ACCU LO PR WHEEL 3, 4, 5, 7, 8
The yellow accumulator is in low pressure.
PARK BRK LO PR
The yellow accumulator and hydraulic system 3 to 8
pressures are low with parking brake on
BRAKES-NWS MINOR FAULT NIL NIL NIL 2 to 9
Single system failure, loss of redundancy
MEMO DISPLAY
‐ If the parking brake is ON, the “PARK BRK” memo appears in green, during flight phases 1, 2,
9, and 10.
‐ If the autobrake is armed, AUTO BRK LO, AUTO BRK MED, or AUTO BRK MAX appears.
‐ If the autobrake is faulty, "AUTO BRK OFF" appears.
‐ "BRK FAN" appears in green, if the BRK FAN pushbutton is ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-30 P 2/2
FCOM ←A 06 MAR 14
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
BSCU CH 1 AC1 DC1
BSCU CH 2 AC2 DC2
ABCU X X
PARK BRK CTL GRND/ FLT HOT1
PRESS INDICATOR X
BRAKES BRK FAN CTL DC2
COOLING FANS
AC2 DC2
(Wheels 1, 2, 3, 4)
COOLING FANS
(bogie : Wheels 5, 6, 7, AC1 DC1
8)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW BRAKES AND ANTISKID - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-30-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TIRE PRESSURE INDICATING SYSTEM - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The tire pressure indicating system includes :
‐ a sensor that measures the pressure of each tire,
‐ a transmission unit that transmits the electrical pressure signal from the sensor to the computer,
‐ a tire pressure indicating unit computer that sends information to the ECAM for cautions and the
system page display.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-40-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TIRE PRESSURE INDICATING SYSTEM - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-40-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TIRE PRESSURE INDICATING SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
WHEEL SD PAGE
(1) Tire press indication
The normal indication is green.
lt becomes amber, and ECAM caution appears, if tire pressure gets too low.
Note: The prescribed tire pressure depends on the tire type and the aircraft weight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-40-20 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TIRE PRESSURE INDICATING SYSTEM - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-40-20 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TIRE PRESSURE INDICATING SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
TIRE PRESS IND UNIT
TYRE PRESS DC1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-40-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW TIRE PRESSURE INDICATING SYSTEM - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-32-40-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
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AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-33-10 Cockpit Lighting
DSC-33-10-10 General
General.....................................................................................................................................................................A
DSC-33-10-20 Description
Description............................................................................................................................................................... A
Schematic.................................................................................................................................................................B
DSC-33-10-30 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Maintenance Panel.................................................................................................................................................. B
Lateral Window........................................................................................................................................................ C
Pedestal................................................................................................................................................................... D
Glareshield............................................................................................................................................................... E
Main Inst Panel........................................................................................................................................................ F
DSC-33-10-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-33-20 Exterior Lighting
DSC-33-20-10 General
GENERAL................................................................................................................................................................ A
DSC-33-20-20 Controls and Indicators
SCHEMATIC............................................................................................................................................................ A
Overhead Panel....................................................................................................................................................... B
DSC-33-20-30 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-33-30 Emergency Lighting
DSC-33-30-10 Description
General.....................................................................................................................................................................A
PROXIMITY EMERGENCY ESCAPE PATH MARKING SYSTEM/EXIT SIGNS....................................................B
Emergency Lighting Control Logic.......................................................................................................................... C
DSC-33-30-20 Controls and Indicators
Controls And Indicators........................................................................................................................................... A
DSC-33-30-30 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-PLP-TOC P 1/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-33-40 Signs
DSC-33-40-10 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Memo Display.......................................................................................................................................................... B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-PLP-TOC P 2/2
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - GENERAL
OPERATING MANUAL
GENERAL
The instrument panel has both integral instrument lighting and flood lighting.
The brightness of all panel lighting is adjustable.
Spot lights and flood lights illuminate all work surfaces and the side consoles.
Two dimmable dome lights illuminate the overall cockpit. When the batteries are supplying all
electrical power, only the right-hand dome light is on line.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-10 P 1/2
FCOM A 11 DEC 13
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-10 P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
INTEGRATED LIGHTING FOR INSTRUMENTS AND PANELS
All instruments and panels in the cockpit (other than display units) have integral lighting.
The brightness of all integral lighting is adjustable.
ANNUNCIATOR LIGHTS
The ANN LT selector on the overhead panel controls the brightness of all the annunciator lights on
the flight deck.
It sets the brightness of all annunciator lights at the same level.
Flight crew can test the annunciator lights by selecting the TEST position on the ANN LT selector
and checking to see that all the annunciator lights come on.
DOME LIGHTS
Two dome lights give the cockpit shadow-free illumination.
MAPHOLDER LIGHTING
Each pilot’s station has a lighted map and chart holder.
CONSOLE AND BRIEFCASE LIGHTING
Each pilot’s station has lighting for the briefcase stowage, the side console, and the floor.
CENTER INSTRUMENT PANEL
Lights under the glareshield illuminate the center instrument panel.
STANDBY COMPASS
The standby compass has integral lighting.
READING LIGHTS
Each pilot’s station has a reading light.
PEDESTAL LIGHTING
A flood light in the middle of the overhead panel illuminates the center pedestal.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-20 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - DESCRIPTION
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-20 P 2/2
FCOM B 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) OVHD INTEG LT knob
This knob turns the overhead panel’s integral lighting on and off, and adjusts its brightness.
(2) ICE IND & STBY COMPASS sw
This switch turns the integral lighting for the standby compass and the visual indicator on and
off.
(3) DOME selector
This switch controls both dome lights.
BRT : Both dome lights are on and bright.
DIM : Both dome lights are on and dim.
OFF : Both dome lights are off.
(4) ANN LT selector
This switch sets the brightness of all the cockpit annunciator lights at either “bright” or “dim”,
and also tests them.
TEST : Turns on all flight deck annunciator lights.
Displays 8’s in all Liquid Crystal Displays (LCDs).
DIM : Reduces voltage to all annunciator lights.
BRT : Allows annunciators to function normally.
Note: Data transfer between the ECAM and the ND, and switching between the Electronic
Instrument System and the Display Management Computer are not allowed during
the ANN LT test.
(5) READING LT knob
The reading light on each side of the overhead panel has its own control knob that turns it on
and off and adjusts its brightness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-30 P 1/6
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
MAINTENANCE PANEL
(1) AVIONICS COMPT LT pushbutton switch
AUTO : avionic compartment lighting is automatically controlled by door opening.
ON : avionic compartment lighting is on.
LATERAL WINDOW
(1) Map light sw (Captain and F/O)
(2) Brightness adjustment knob
(3) Light
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-30 P 2/6
FCOM B to C 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
PEDESTAL
(1) FLOOD LT MAIN PANL knob
This knob adjusts the brightness of the flood lighting for the main instrument panel, and turns it
on and off.
(2) INTEG LT MAIN PNL & PED knob
This knob adjusts the brightness of integral lighting for the main panel and pedestal, and turns
it on and off.
(3) FLOOD LT PED knob
This knob adjusts the brightness of the flood lighting for the pedestal, and turns it on and off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-30 P 3/6
FCOM D 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
GLARESHIELD
(1) This knob adjusts the brightness of the integral lighting on the glareshield.
(2) This knob adjusts the brightness of the FCU displays.
(3) This lighting illuminates the sliding table and map holder.
(4) This knob adjusts the brightness of the sliding table and map holder lighting.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-30 P 4/6
FCOM E 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
MAIN INST PANEL
(1) CONSOLE/FLOOR switch
Each of these switches controls the lights for the side console and briefcase on one side of the
cockpit, and for the floor around one of the pilot's seats. The lights can either be bright, dim, or
off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-30 P 5/6
FCOM F 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-30 P 6/6
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
DC GND/
L
Dome light FLT
R X
L DC1
Console light
R DC2
L X
Main INST panel
R DC1
STBY compass/ice ind X
Supplementary reading light DC1
Pedestal light DC1
COCKPIT L DC1
Reading light
LIGHTS R DC2
L DC1
Briefcase light
R DC2
L DC1
Map holder light
R DC2
Floor light DC1
INST, panels-integral light AC1
AC1, 2
Annunciator light and AC
STAT INV
Annunciator light test/dim DC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW COCKPIT LIGHTING - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-10-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - GENERAL
OPERATING MANUAL
GENERAL
Exterior lighting includes :
‐ navigation lights
‐ landing lights
‐ runway turn off lights
‐ TO and TAXI lights
‐ logo lights
‐ anticollision lights
‐ wing and engine scan lights
Switches on the overhead panel control the exterior lighting.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-20 P 1/4
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) BEACON sw
This switch turns on and off the two flashing red lights, one on top and one on the bottom of the
fuselage.
(2) WING sw
This switch turns on and off two beam lights on each side of the fuselage. These lights
illuminate the leading edge of the wing and the engine air intake to show if ice is accumulating
there.
(3) NAV and LOGO sw
This switch turns the navigation lights on and off.
There are dual navigation lights on each wing tip and in the APU tail cone.
Logo lights are installed in the upper surface of each horizontal stabilizer to illuminate the
company logo on the vertical stabilizer provided the main gear struts are compressed or the
flaps are extended at least 15 °.
1 : Turns on the logo lights and the first set of navigation lights.
2 : Turns on the logo lights and the second set of navigation lights.
OFF : All lights are off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-20 P 2/4
FCOM B→ 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
(4) NOSE sw
This switch turns the taxi and takeoff lights on and off.
TO : Turns on both taxi and takeoff lights.
TAXI : Turns on only taxi light.
OFF : Taxi and takeoff lights off.
Note: These two lights, attached to the nose gear strut, go off automatically when landing
gear is retracted.
(5) L and R LAND sel
These selectors control the landing light.
ON : Extends the (left or right) landing light which comes on automatically when
fully extended.
OFF : Shut off the landing light but leaves it extended.
RETRACT : Retracts the landing light and shuts it off.
(6) RWY TURN OFF sw
This switch turns the runway turn-off lights on and off.
Note: These lights go off automatically when landing gear is retracted.
(7) STROBE sw
This switch turns on and off the three synchronized strobe lights, one on each wing tip and one
below the tail cone.
ON : The strobe lights flash white.
AUTO : The strobe lights come on automatically when the main gear strut is not
compressed.
OFF : The strobe light are off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-20 P 3/4
FCOM ←B 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-20 P 4/4
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
Navigation lights GRD/FLT
Landing lights L AC1
Landing lights R AC2
RWY turn off lights L AC1 DC 2 (1)
RWY turn off lights R AC2 DC 2 (1)
Taxi and TO lights AC1 DC 2 (1)
EXTERIOR Taxi and TO lights AC2 DC 2 (1)
LIGHTS Logo lights L AC1 DC 2 (1)
Logo lights R AC2 DC 2 (1)
Beacon lights Upper AC1
Beacon lights Lower AC2
Strobe lights AC2
Wing lights R AC1
Wing lights L AC2
(1) Supply for the light control
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EXTERIOR LIGHTING - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-20-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - DESCRIPTION
OPERATING MANUAL
GENERAL
The emergency lighting system has:
‐ Proximity emergency escape path marking systems (escape path and exit markers)
‐ Overhead emergency lights
‐ EXIT signs
‐ Lavatory auxiliary lights
‐ Overwing escape route lighting
‐ Escape slide lighting.
EXIT signs come on, if the cabin altitude gets too high, or (depending on the CIDS/CAM
programming) if the NO SMOKING signs come on.
The floor proximity emergency escape path marking is a self-luminescent system.
The exit marker, overhead emergency lighting, and EXIT signs come on, if the EMER EXIT LT
selector is ON, or if the Purser panel’s EMER pb is pressed.
‐ With the EMER EXIT LT selector at ARM:
• The exit markers of the proximity emergency escape path marking system comes on, if:
▪ Normal aircraft electrical power fails, or
▪ DC SHED ESS BUS is lost.
• The overhead emergency lights come on, if:
▪ Normal aircraft electrical power system fails, or
▪ DC SHED ESS BUS fails, or
▪ AC BUS 1 fails.
• Exit signs automatically come on, if:
▪ Normal aircraft electrical power system fails, or
▪ DC SHED ESS BUS fails.
‐ When lit:
• The exit markers of the proximity emergency escape path marking system are powered by
internal batteries for at least 12 min.
• DC SHED ESS BUS supply the overhead emergency lights and the EXIT signs.
If DC SHED ESS BUS fails, batteries inside the light fixtures power all the lights.
• DC SHED ESS BUS charge the internal batteries, if:
▪ EMER LT selector is not at ON, and
▪ The Purser panel's EMER pb is not pressed, and
▪ DC SHED ESS BUS is supplied, and
▪ The NO SMOKING selector is OFF, or at AUTO with the landing gear retracted.
Lavatory auxiliary lights are always on. They are supplied by 28 V DC ESS BUS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-10 P 1/4
FCOM A→ 18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - DESCRIPTION
OPERATING MANUAL
The escape slides have an integral lighting system. The escape slide lights and the overwing route
lights come on automatically, when the slide is armed and the door or emergency exit is open. They
are supplied by the internal batteries.
PROXIMITY EMERGENCY ESCAPE PATH MARKING SYSTEM/EXIT SIGNS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-10 P 2/4
FCOM ← A to B 18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - DESCRIPTION
OPERATING MANUAL
EMERGENCY LIGHTING CONTROL LOGIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-10 P 3/4
FCOM C 18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-10 P 4/4
FCOM 18 SEP 12
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
CONTROLS AND INDICATORS
(1) EMER EXIT LT selector
The selector has three detent positions.
ON : Overhead emergency lights, EXIT signs and proximity marking system come on.
OFF : Above lights are off.
ARM : • Exit markers comes on when the normal aircraft electrical power or DC SHED
ESS BUS is lost.
• The overhead emergency lights come on if:
• Normal aircraft electrical power system fails or
• DC SHED ESS BUS fails or
• AC BUS 1 fails.
• Exit signs come on if:
• Normal aircraft electrical power system fails or
• DC SHED ESS BUS fails or
Note: The LIGHT EMER pb on the purser's panel can turn on the emergency
lighting independently of the positions of this selector switch.
(2) EMER EXIT LT-OFF lt
This light comes on amber when the EMER EXIT LT selector is selected OFF.
(3) LIGHT EMER pb
When pressed, this button performs the same function as the EMER EXIT LT switch when it is
ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-20 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-20 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
AC1 AC2 and
CABIN LIGHTING SHED (1)
GRND/ FLT
(1) Standby supply (Refer to DSC-33-30-10 Emergency Lighting Control Logic)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW EMERGENCY LIGHTING - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-30-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW SIGNS - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) SEAT BELTS sw
ON : FASTEN SEAT BELT and RETURN TO SEAT signs come on simultaneously, with a
low tone chime.
OFF : Signs are off. The low tone chime sounds when the lights turn off (depending on the
CIDS/CAM programming).
(2) NO SMOKING selector
ON : NO SMOKING and EXIT signs come on simultaneously with a low tone chime.
AUTO : NO SMOKING and EXIT signs come on when the landing gear is extended, and turn
off when the landing gear is retracted. The low tone chime sounds (depending on
the CIDS/CAM programming) when the lights go on or off.
OFF : Signs are off. The low tone chime sounds when the lights turn off (depending on the
CIDS/CAM programming).
Note: 1. If the cabin altitude goes above 11 300 ft (±350 ft), the cabin illuminates (depending
on the CIDS/CAM programming) and the NO SMOKING, FASTEN SEAT BELT,
EXIT signs come on, regardless of the SEAT BELTS and NO SMOKING selector
switches.
2. For NON SMOKER AIRCRAFT , the NO SMOKING signs are always on.
MEMO DISPLAY
‐ Displays “LDG LT” in green, if one landing light is extended.
‐ Displays “STROBE LT OFF” in green, if the STROBE switch is OFF in flight.
‐ Displays “SEAT BELTS” and “NO SMOKING” messages in green, when the corresponding sign is
on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-40-10 P 1/2
FCOM A to B 11 DEC 13
AIRCRAFT SYSTEMS
LIGHTS
A318/A319/A320/A321
FLIGHT CREW SIGNS - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-33-40-10 P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
NAVIGATION
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-34-10 ADIRS
DSC-34-10-10 Description
General.....................................................................................................................................................................A
PROBES LOCATION...............................................................................................................................................B
PROBES SCHEMATIC............................................................................................................................................C
ADIRS Schematic.................................................................................................................................................... D
DSC-34-10-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
PEDESTAL...............................................................................................................................................................B
DSC-34-10-30 Warnings and Cautions
Flight Phases........................................................................................................................................................... A
Warnings and Cautions........................................................................................................................................... B
Memo Display.......................................................................................................................................................... C
DSC-34-10-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-34-15 GPS
DSC-34-15-10 Description
Description............................................................................................................................................................... A
DSC-34-15-20 Normal Operation
Normal Operation.....................................................................................................................................................A
DSC-34-15-30 Operation in Case of Failure
Operation in Case of Failure................................................................................................................................... A
DSC-34-15-40 Warnings and Cautions
Flight Phases........................................................................................................................................................... A
Warning and Cautions............................................................................................................................................. B
DSC-34-15-50 Electrical Supply
Bus Equipment List..................................................................................................................................................A
DSC-34-20 Standby Instruments
Compass.................................................................................................................................................................. A
Bus Equipment List..................................................................................................................................................B
Continued on the following page
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FCOM 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-34-25 ISIS
Introduction...............................................................................................................................................................A
Architecture.............................................................................................................................................................. B
General.................................................................................................................................................................... C
ATTITUDE................................................................................................................................................................D
Airspeed................................................................................................................................................................... E
Altitude......................................................................................................................................................................F
Landing System Function........................................................................................................................................G
Bugs Function..........................................................................................................................................................H
Flags.......................................................................................................................................................................... I
DSC-34-30 Radio NAV
DSC-34-30-10 Tuning
GENERAL................................................................................................................................................................ A
AUTOMATIC TUNING............................................................................................................................................. B
MANUAL TUNING................................................................................................................................................... C
BACK UP TUNING..................................................................................................................................................D
ARCHITECTURE..................................................................................................................................................... E
DSC-34-30-20 Navaids
VOR..........................................................................................................................................................................A
ILS............................................................................................................................................................................ B
ADF.......................................................................................................................................................................... C
DME......................................................................................................................................................................... D
MARKER BEACON................................................................................................................................................. E
DSC-34-30-30 Controls and Indicators
Digital Distance and Radio Magnetic Indicator (DDRMI)........................................................................................ A
Radio Management Panel (RMP)........................................................................................................................... B
Warnings and Cautions........................................................................................................................................... C
DSC-34-30-40 Electrical Supply
Bus Equipment List..................................................................................................................................................A
DSC-34-40 Radio Altimeter
DSC-34-40-10 Description
GENERAL................................................................................................................................................................ A
INDICATIONS ON PFD...........................................................................................................................................B
Automatic Call Out.................................................................................................................................................. C
Continued on the following page
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-34-40-20 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-34-40-30 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-34-50 ATC
DSC-34-50-10 Description
Description............................................................................................................................................................... A
DSC-34-50-20 Controls and Indicators
Control Panel........................................................................................................................................................... A
DSC-34-50-50 Electrical Supply
Bus Equipment List..................................................................................................................................................A
DSC-34-60 Weather Radar
DSC-34-60-10 Description
Description............................................................................................................................................................... A
DSC-34-60-20 Predictive Windshear System
General.....................................................................................................................................................................A
Windshear Alerts During Takeoff Roll, Up to 100 knots......................................................................................... B
Windshear Alerts Above 50 feet............................................................................................................................. C
Windshear Alerts Inhibition......................................................................................................................................D
DSC-34-60-30 Controls and Indicators
Control Panel........................................................................................................................................................... A
Weather Radar indication on ND............................................................................................................................ B
PWS indication on ND............................................................................................................................................ C
DSC-34-60-40 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-34-60-50 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-34-70 GPWS
DSC-34-70-10 Description
Description............................................................................................................................................................... A
Schematic.................................................................................................................................................................B
Continued on the following page
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-34-70-20 GPWS Basics Modes
Mode 1 : Excessive Rate of Descent..................................................................................................................... A
Mode 2 : Excessive Terrain Closure Rate.............................................................................................................. B
Mode 3 : Altitude Loss After Takeoff...................................................................................................................... C
Mode 4 : Unsafe Terrain Clearance when Not in Landing Configuration............................................................... D
Mode 5 : Descent Below Glideslope.......................................................................................................................E
DSC-34-70-30 EGPWS Functions
Terrain Awareness and Display.............................................................................................................................. A
Terrain Caution and Warning Envelope.................................................................................................................. B
Terrain Clearance Floor.......................................................................................................................................... C
Runway Field Clearance Floor................................................................................................................................D
DSC-34-70-40 Controls and Indicators
OVERHEAD PANEL................................................................................................................................................ A
Instrument Panels.................................................................................................................................................... B
DSC-34-70-50 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-34-70-60 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
DSC-34-80 TCAS
DSC-34-80-10 Description
General.....................................................................................................................................................................A
Main Components....................................................................................................................................................B
Principle................................................................................................................................................................... C
Intruder Classification.............................................................................................................................................. D
TA/RA Thresholds....................................................................................................................................................E
TCAS Modes............................................................................................................................................................F
Advisory Inhibition................................................................................................................................................... G
DSC-34-80-20 Controls and Indicators
ATC/TCAS Panel..................................................................................................................................................... A
ND Indications..........................................................................................................................................................B
TCAS Messages......................................................................................................................................................C
PFD Indications....................................................................................................................................................... D
Aural Messages....................................................................................................................................................... E
DSC-34-80-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
Continued on the following page
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-34-80-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
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NAVIGATION
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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AIRCRAFT SYSTEMS
NAVIGATION
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FLIGHT CREW ADIRS - DESCRIPTION
OPERATING MANUAL
GENERAL
The Air Data and Inertial Reference System (ADIRS) supplies temperature, anemometric, barometric
and inertial parameters to the EFIS system (PFD and ND) and to other user systems (FMGC,
FADEC, ELAC, SEC, FAC, FWC, SFCC, ATC, GPWS, CFDIU, CPC).
The system includes:
‐ Three identical ADIRU’s (Air Data and Inertial Reference Units).
Each ADIRU is divided in two parts, either of which can work separately in case of failure in the
other:
• The ADR part (Air Data Reference) which supplies barometric altitude, airspeed, mach, angle of
attack, temperature and overspeed warnings.
• The IR part (Inertial Reference) which supplies attitude, flight path vector, track, heading,
accelerations, angular rates, ground speed and aircraft position.
‐ One ADIRS control panel (ADIRS MSU) on the overhead panel for selection of modes (NAV, ATT,
OFF).
The IR is initialized with the FMGS.
‐ Two GPS receivers, which are connected to the IR part of the ADIRU’s for GP/IR hybrid position
calculation.
‐ Four types of sensors:
• Pitot probes (3)
• Static pressure probes (STAT) (6)
• Angle of attack sensors (AOA) (3)
• Total air temperature probes (TAT) (2)
These sensors are electrically heated to prevent from icing up.
‐ Eight ADMs (Air Data Modules) which convert pneumatic data from PITOT and STAT probes into
numerical data for the ADIRUs.
‐ A switching facility for selecting ADR 3 or IR 3 for instrument displays in case of ADIRU 1 or 2
failure.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - DESCRIPTION
OPERATING MANUAL
PROBES LOCATION
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FCOM B 11 DEC 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - DESCRIPTION
OPERATING MANUAL
PROBES SCHEMATIC
Note: ADIRU (1) is supplied by CAPT probes,
ADIRU (2) is supplied by F/O probes,
ADIRU (3) is supplied by STBY probes and CAPT TAT.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - DESCRIPTION
OPERATING MANUAL
ADIRS SCHEMATIC
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) ADR 1 (2) (3) pushbutton
OFF : Air data output disconnected.
FAULT light : This amber light comes on with an ECAM caution if a fault is detected in the
air data reference part.
(2) IR 1 (2) (3) pushbutton
OFF : Inertial data output disconnected.
FAULT light : This amber light comes on with an ECAM caution when a fault affects the
respective IR.
Steady
: The respective IR is lost.
Flashing
: The attitude and heading information may be recovered in ATT
mode.
(3) IR 1 (2) (3) mode rotary selector
OFF : The ADIRU is not energized.
ADR and IR data are not available.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - CONTROLS AND INDICATORS
OPERATING MANUAL
NAV : Normal mode of operation.
Supplies full inertial data to aircraft systems.
ATT : IR mode supplying only attitude and heading information if the system loses its
ability to navigate.
The heading must be entered through the MCDU and has to be reset frequently
(about every 10 min).
(4) ON BAT light
The ON BAT light come on in amber when the aircraft battery supplies at least one IRS. The
ON BAT light also comes on for a few seconds at the beginning of a complete IRS alignment.
lts does not come on in the case of a fast alignment.
PEDESTAL
(1) ATT HDG and AIR DATA sel
NORM : ADIRU 1 supplies data to PFD 1, ND 1, RMI and VOR/DME.
ADIRU 2 supplies data to PFD 2, and ND2.
CAPT 3 : ADR 3 or IR 3 replaces ADR 1 or IR 1.
F/O 3 : ADR 3 or IR 3 replaces ADR 2 or IR 2.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - WARNINGS AND CAUTIONS
OPERATING MANUAL
FLIGHT PHASES
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
STALL WARNING (No ECAM message)
An aural stall warning is triggered when the
AOA is greater than a predetermined angle CRICKET
+ STALL MASTER
This angle depends on the: NIL NIL GND
(SYNTHETIC WARN
‐ Slats/Flap position
VOICE)
‐ Speed/Mach
‐ F/CTL law (normal, alternate/direct)
OVERSPEED
‐ VMO/MMO
Aircraft speed/mach greater than VMO +
4 kt/MMO + 0.006
‐ VLE
MASTER 2, 3, 4,
Aircraft speed greater than VLE + 4 kt, CRC NIL NIL
WARN 8, 9, 10
with L/G not uplocked, or L/G doors not
closed
‐ VFE
Aircraft speed greater than VFE + 4 kt,
with slats or/and flaps extended
ADR 1 (2) FAULT SINGLE MASTER ADR
NIL 1, 4, 8, 10
CHIME CAUT FAULT lt
ADR 3 FAULT SINGLE MASTER ADR 1, 4, 5,
NIL
CHIME CAUT FAULT lt 7, 8, 10
ADR (1+2) (1+3) (2+3) FAULT SINGLE MASTER ADR
NIL 1, 4, 8, 10
CHIME CAUT FAULT lt
IR 1 (2) FAULT SINGLE MASTER
NIL IR FAULT lt 4, 5, 7, 8
CHIME CAUT
IR 3 FAULT SINGLE MASTER
NIL IR FAULT lt 4, 5, 7, 8
CHIME CAUT
IR (1+3) (2+3) FAULT SINGLE MASTER
NIL IR FAULT lt 4, 8
CHIME CAUT
IR 1+2 FAULT SINGLE MASTER
NIL IR FAULT lt 4, 8
CHIME CAUT
HDG DISCREPANCY CHECK HDG
SINGLE MASTER
Difference between heading on CAPT and NIL (on PFD 4, 8
CHIME CAUT
F/O displays is greater than 5 °. and ND)
Continued on the following page
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
ATT DISCREPANCY
Difference between roll or pitch angle, SINGLE MASTER CHECK ATT
NIL 3, 4, 8
displayed on the CAPT and F/O PFD greater CHIME CAUT (on PFD)
than 5 °.
ALTI DISCREPANCY
Difference between the altitude displayed on
SINGLE MASTER CHECK ALT
the CAPT and F/O PFD is greater than: NIL 3, 4, 8
CHIME CAUT (on PFD)
‐ 500 ft, if BARO ref STD is selected
‐ 250 ft, if QNH (or QFE) is selected
BARO REF DISCREPANCY SINGLE MASTER
NIL NIL 3, 4, 8
Difference between CAPT and F/O sides CHIME CAUT
CAPT (F/O) (STBY) AOA FAULT NIL NIL NIL NIL 2 to 9
IAS DISCREPANCY
Caution activated when there is a SINGLE MASTER
NIL NIL 4, 5, 7, 8
discrepancy between the speeds displayed CHIME CAUT
on the PFDs.
ADR DISAGREE
One ADR is faulty or has been rejected
SINGLE MASTER FAULT lts on
by the ELAC and there is a speed or NIL 3, 4, 5, 7
CHIME CAUT ELAC pbs
angle-of-attack disagree between the two
remaining ADR.
IR DISAGREE
SINGLE MASTER PFD
Disagree between two IRs, with the third one NIL 3, 4, 5, 7
CHIME CAUT message
failed.
IR NOT ALIGNED SINGLE MASTER 1, 4, 5, 6,
NIL NIL
Problem detected during IR alignment CHIME CAUT 7, 8, 10
ADR 1+2+3 FAULT MASTER
CRC NIL NIL 1, 4, 8, 10
WARN
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FCOM ←B 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - WARNINGS AND CAUTIONS
OPERATING MANUAL
MEMO DISPLAY
‐ ”IRS IN ALIGN X MN” memo appears during phase 1 or 2, during IRS alignment. X MN indicates
the number of minutes remaining (1 < X < 10), until NAV mode is reached.
• Before any engine is started, “IRS IN ALIGN X MN” memo:
▪ Appears in green when at least one active IRS is being aligned,
▪ Pulses in green if the alignment of one IRS is faulty.
• When one engine is started, “IRS IN ALIGN X MN” memo appears in amber during IRS
alignment. If the alignment of one IRS is faulty, “IRS IN ALIGN X MN”memo is replaced by the
“IR NOT ALIGNED” ECAM caution.
‐ ”IR IN ATT ALIGN” appears in green during the IR alignment in Attitude mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-10-30 P 4/4
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ADIRS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ADIRU 1 X HOT 2 (1)
AOA RESOLVER 1 X
HOT 2 (2)
ADIRU 2 AC2
ADIRU during5 min
AOA RESOLVER 2 AC2
ADIRU 3 AC1 HOT 1 (3)
AOA RESOLVER 3 AC1
(1) Backup supply.
(2) Backup supply for 5 min.
(3) Backup supply, when ATT HDG is in the CAPT 3 position.
Backup supply for 5 min, when the ATT HDG is in the NORM or F/03 position.
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NAVIGATION
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FLIGHT CREW ADIRS - ELECTRICAL SUPPLY
OPERATING MANUAL
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NAVIGATION
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FLIGHT CREW GPS - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The Global Positioning System (GPS) is a satellite-based radio navigation aid.
Worldwide, 24 satellites broadcast accurate navigation data that aircraft can use for precise
determination of its position.
The aircraft has two independent GPS receivers. Each GPS receiver is integrated in a modular
avionics unit called MMR (Multi Mode Receiver) (GPS 1 receiver in MMR 1, GPS 2 receiver in MMR
2).
The MMR processes the data received and transfers them to the ADIRUs, which then perform a
GP-IRS hybrid position calculation. The FMGCs use the hybrid position. The GPS MONITOR page
on MCDU 1 or MCDU 2 can display pure GPS position, true track, ground speed, estimated position,
accuracy level, and mode of operation for the information and use of the flight crew.
Note: Flight crew can use the MCDU NAVAID page to deselect the use of GPS data for
calculating position (Refer to DSC-22_20-50-10-25 Selected NAVAIDS Page).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-15-10 P 1/2
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - DESCRIPTION
OPERATING MANUAL
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FCOM ←A 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - NORMAL OPERATION
OPERATING MANUAL
NORMAL OPERATION
In normal operation, the GPS receiver 1 supplies ADIRU 1 and ADIRU 3, the GPS receiver 2
supplies ADIRU 2.
The MMR operates in different modes which are indicated on the GPS MONITOR page:
INITIALIZATION MODE (INIT)
When this mode is entered, the GPS hardware and software are initialized.
ACQUISITION MODE (ACQ)
The MMR enters in this mode after power-up or during long periods of lost satellite signal.
It remains in this mode until it is able to track at least 4 satellites, then transfers to NAV mode. To
enter navigation mode more quickly, MMR uses initial position, time and altitude from IRS.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - NORMAL OPERATION
OPERATING MANUAL
NAVIGATION MODE (NAV)
When the MMR can track 4 or more satellites, it enters NAV mode and continuously supplies data
to the ADIRUs.
ALTITUDE AIDING (ALTAID)
If the MMR can track at least 4 satellites, it uses the GPS altitude and the IR altitude to calculate
an altitude bias.
If the number of satellites drops to three, the altitude bias is frozen, and the MMR enters ALTAID
mode, using the IR altitude (corrected with the bias).
FAULT MODE (FAULT)
The fault mode is entered when a failure, which may prevent the MMR from transmitting valid data,
has been detected.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - OPERATION IN CASE OF FAILURE
OPERATING MANUAL
OPERATION IN CASE OF FAILURE
If one GPS receiver fails, the three ADIRUs automatically select the only operative GPS receiver.
If ADIRU 1 fails, ADIRU 3 is supplied by MMR 1, and ADIRU 2 by MMR 2.
To maintain Side 1 and Side 2 segregation, in case ADIRU 2 fails, the ATT HDG selector has to be
set to F/O 3, so that ADIRU 3 will be supplied with MMR 2 data.
If two ADIRUs fail, the remaining ADIRU is supplied by its own side GPS receiver.
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NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - OPERATION IN CASE OF FAILURE
OPERATING MANUAL
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NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - WARNINGS AND CAUTIONS
OPERATING MANUAL
FLIGHT PHASES
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FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNING AND CAUTIONS
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL FLT PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
MASTER
GPS 1 (2) FAULT SINGLE CHIME NIL NIL 4, 5, 7, 8
CAUTION
MASTER
FM/GPS POS DISAGREE SINGLE CHIME NIL NIL 1, 3, 4, 10
CAUTION
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FCOM B 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
MMR 1 X
NAVAIDS
MMR 2 AC 2
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NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPS - ELECTRICAL SUPPLY
OPERATING MANUAL
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW STANDBY INSTRUMENTS
OPERATING MANUAL
COMPASS
There is a compass located on top of the windshield center post.
The deviation card is located above the compass.
Note: Because of the location of the APU power on contactor in the cockpit, the APU start
sequence may disturb the compass reading.
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
HORIZON X HOT 1 (1)
STD BY INST ALTIMETER SHED
COMPASS X
(1) Backup supply.
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AIRCRAFT SYSTEMS
NAVIGATION
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FLIGHT CREW STANDBY INSTRUMENTS
OPERATING MANUAL
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NAVIGATION
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FLIGHT CREW ISIS
OPERATING MANUAL
INTRODUCTION
The Integrated Standby Instrument System (ISIS) provides a third source of information and display
to the crew. It is mounted in the center of the instrument panel.
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AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
ARCHITECTURE
GENERAL
The ISIS system displays the following information:
‐ Attitude
‐ Airspeed and mach
‐ Altitude
‐ Barometric pressure
‐ LS function
‐ Bugs
Note: When leveling the wings after performing a small turn of a small bank angle, the displayed
roll attitude may temporarily be incorrect by a few degrees.
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FCOM B to C → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
(1) ”+”/ “-” activation pushbuttons
Two pushbuttons labelled “+” and “–” are used to adjust the level of brightness.
The brightness of the screen automatically adjusts after power-up tests.
This is because of the photosensitive cell located on the surface of the ISIS system display.
The “+” and “–” pushbuttons then allow this initial brightness to be manually adjusted and
changed.
ATTITUDE
(1) Fixed aircraft symbol
The fixed aircraft symbol is in black, and outlined in yellow.
(2) Roll scale
The roll scale is in white.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 3/10
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
The markers are at 0 (small yellow triangle), 10, 20, 30, 45, 60 ° of bank.
(3) Roll index
The roll index indicates the bank angle. It is in black, and outlined in white.
(4) Lateral acceleration index
Lateral acceleration index indicates the aircraft’s lateral acceleration. It is represented by a
trapezoidal index that moves beneath the roll index.
(5) Pitch scale
The pitch scale indicates the aircraft attitude, and it is in white. The scale has markers every
2.5 °, between 30 ° nose up and 30 ° nose down. If the pitch exceeds 30 °, large (V-shaped)
red arrowheads indicate that the attitude is excessive. They also indicate the direction to follow,
to resume normal attitude. The minimum displayed pitch scale is -17.5 ° +15 ° at 0 ° pitch.
(6) ATT RST pushbutton
Attitude indication is reset, by pressing “ATT RST” for at least 2 s. The aircraft must be
level, during this procedure. During the reset time (approx. 10 s), the “ATT 10 s” message is
displayed on the screen. “ATT RST” is also used to realign the system, if excessive aircraft
movement is detected during the alignment phase, or after 350 h of continuous electrical
supply.
AIRSPEED
(1) Airspeed scale
A white scale moves in front of a yellow triangle indicating the airspeed. The scale ranges from
5 to 250 kt, with a mark every 5 kt, and from 250 to 520 kt, with a mark every 10 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 4/10
FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
(2) Mach Number
The Mach number is displayed in green when greater than 0.5, but disappears only when it
goes lower than 0.45.
(3) Speed bug
When a speed bug is entered via the BUGS function, the corresponding speed mark is
indicated by a cyan dash.
ALTITUDE
(1) Altitude indication
The altitude indication is given as a white moving scale, and a green digital readout on a grey
background.
The altitude scale ranges from -2 000 to 50 000 ft every 100 ft, with altitude digital indications
every 500 ft. “NEG” appears in white in the negative altitudes window.
If the option is installed, the altitude is also given in meters.
The altitude box changes to cyan, when it also corresponds to a bug value.
(2) Barometric reference
The barometric reference pressure is displayed in cyan, in hectoPascal (hPa). It corresponds
to either the selected barometric pressure, or the standard pressure. The barometric pressure
ranges from 745 to 1 100 hPa.
(3) Barometric selection knob
It enables the selection of a barometric pressure, setting a variation of 10 hPa per rotation of
the knob. The standard barometric pressure can be selected by pressing the barometric knob.
“STD” is then displayed in place of the pressure value. Pressing the knob again will display the
selected barometric pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 5/10
FCOM ← E to F → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
(4) Altitude bug
When an altitude bug is entered through the bugs function, the corresponding altitude mark
is indicated by a cyan dash, or a cyan box, when the dash covers the digital indication on the
scale.
LANDING SYSTEM FUNCTION
(1) Localizer scale and index
(2) Glideslope scale and index
The deviation scales appear when the LS pushbutton is pressed. The indexes appear when the
Glideslope and Localizer signals are valid and deviation scales are displayed.
(3) LS selection pushbutton
Pressing the LS pushbutton will display the ILS scales. Pressing it again will de-select the ILS
scales.
CAUTION Do not use the ISIS LS for takeoff using the localizer of the opposite runway,
or for a back-course localizer approach. The LOC deviations are given in the
wrong sense.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 6/10
FCOM ← F to G 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
BUGS FUNCTION
(1) BUGS function selection pushbutton
Pressing the BUGS pushbutton will activate the BUGS function and display the bug values to
be selected.
(2) SPD BUG and ALT BUG columns
The SPD BUG column gives four speed values (in knots) that can be selected by the crew.
The ALT BUG column gives two altitude values (feet) to be selected by the crew.
(3) BUGS value selection knob
It allows the bug value to be set by rotating the BARO knob. This value cannot be lower than
30 kt for a speed bug, or a negative value for an altitude bug.
Pressing the BARO setting knob, once a bug value box is activated, will deselect the bug value.
The “OFF” label comes on close to the activated box.
The entered values are memorized by the system, when exiting the screen, by pressing the
BUGS pushbutton (1), or after 15 s without any pilot action.
(4) “+”/”-” box activation buttons
Access from one box to another is obtained by pressing the “+” or “–” pushbutton.
When a bug value is entered, access to the next box is obtained by pressing the “–”
pushbutton. The box becomes active and flashes.
The “+” pushbutton can be used to return to a previous box.
Note: Use of the ISIS bugs function is not recommended because, in the event that both
PFDs are lost in flight, when the ISIS bugs were previously set for takeoff, then for the
approach, the bugs would remain at the takeoff characteristic speed settings.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 7/10
FCOM H 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
FLAGS
(1) ATT flag (red)
When attitude data is lost, the red ATT flag appears.
(2) SPD flag (red)
When airspeed data is lost, the red SPD flag appears.
(3) M flag (red)
When mach number is lost, the red M flag appears.
(4) ALT flag (red)
When altitude data is lost, the red ALT flag appears.
(5) G/S flag (red)
When glideslope information is lost, the red G/S flag appears.
(6) LOC flag (red)
When localizer data is lost, the red LOC flag appears.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 8/10
FCOM I→ 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
(7) ATT: RST (yellow)
The “ATT: RST” flag appears:
‐ When excessive aircraft movement is detected during the alignment phase, or
‐ After 350 h of continuous electrical supply, or
‐ When the “WAIT ATT” flag is displayed during more than 10 s .
In both cases, press the ATT RST pb to reset/realign and recover the attitude indication.
(8) MAINT flag (white)
Failure not affecting ISIS operation. Service ISIS, when convenient.
(9) OUT OF ORDER (white)
When an internal failure of the ISIS indicator occurs, the “OUT OF ORDER” message appears,
accompagnied by a fault code.
(10) WAIT ATT flag (yellow)
If the ISIS looses attitude data, its entire sphere is cleared to display the: “WAIT ATT” flag.
‐ If the “WAIT ATT” flag is displayed during less than 10 s, a normal operation is recovered.
‐ If attitude data are lost for more than 10 s, the “WAIT ATT” flag is then replaced by the “ATT:
RST” flag.
(11) ATT 10 s flag (yellow)
This count down flag appears, when the flight crew press the ATT RST pb, in order to indicate
that the attitude reset function is in progress.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 9/10
FCOM ←I 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ISIS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-25 P 10/10
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - TUNING
OPERATING MANUAL
GENERAL
The FMGC is the basic means for tuning navaids.
Three modes of tuning are available.
AUTOMATIC TUNING
In normal operation, the FMGC tunes navaids automatically, with each FMGC controlling its own
receivers.
If one FMGC fails, the remaining one controls both sides receivers.
MANUAL TUNING
The crew can use the MCDU to override the FMGC’s automatic selection and tuning of navaids and
select a specific navaid for visual display.
This does not affect the automatic function of the FMGC. Any entry on one MCDU is sent to both
FMGC in dual mode, or the remaining FMGC in single.
BACK UP TUNING
If both FMGCs fail, the flight crew can use the RMPs (Radio Management Panels 1 and 2) on the
pedestal for back up tuning.
The CAPT RMP controls VOR 1 and ADF 1 .
The F/O RMP controls VOR 2 and ADF 2 .
Either RMP controls both ILSs (provided NAV back up is selected on RMP 1 and RMP 2). RMP 3
is not used for navaids tuning.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-10 P 1/4
FCOM A to D 30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - TUNING
OPERATING MANUAL
ARCHITECTURE
NORMAL OPERATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-10 P 2/4
FCOM E→ 30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - TUNING
OPERATING MANUAL
FMGC 1 FAILURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-10 P 3/4
FCOM ←E→ 30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - TUNING
OPERATING MANUAL
BACK UP TUNING
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-10 P 4/4
FCOM ←E 30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - NAVAIDS
OPERATING MANUAL
VOR
The aircraft has two VOR receivers.
(For tuning instructions, Refer to DSC-34-30-10 General).
The Navigation Displays (NDs) show VOR1 and VOR2 information, in accordance with the position
of the ADF/VOR selectors on the EFIS control panel (Refer to DSC-31-45 ROSE Modes).
ILS
The aircraft has two ILS receivers. Each ILS receiver is integrated in a modular avionics unit called
MMR (Multi Mode Receiver) (ILS1 receiver in MMR1, ILS2 receiver in MMR2).
(For tuning instructions, Refer to DSC-34-30-10 General).
‐ PFD1 and ND2 display ILS1 information.
‐ PFD2 and ND1 display ILS2 information.
‐ The flight crew can put the same ILS information on each PFD by pressing the LS button on the
EFIS control panel (the green bars come on).
‐ The NDs display ILS information, if the flight crew selects the ROSE LS mode on the EFIS control
panel (Refer to DSC-31-50 EFIS Control Panel).
ADF
The aircraft has two ADF systems.
(For tuning instructions, Refer to DSC-34-30-10 General).
The NDs display ADF information, depending on the position of the ADF/VOR selectors on the EFIS
control panel (Refer to DSC-31-45 ROSE Modes).
DME
The aircraft has two DMEs.
The frequency that is automatically set on the DME corresponds to the one that is set on the VOR or
ILS.
The NDs can display VOR DME information, and the PFDs can display ILS/MLS DME information
(Refer to DSC-31-40 Trajectory Deviation - ILS Approach).
MARKER BEACON
One marker beacon system is included in VOR receiver 1.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-20 P 1/2
FCOM A to E → 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - NAVAIDS
OPERATING MANUAL
The PFD displays the outer, middle, and inner marker signals (Refer to DSC-31-40 Trajectory
Deviation - ILS Approach).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-20 P 2/2
FCOM ←E 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - CONTROLS AND INDICATORS
OPERATING MANUAL
DIGITAL DISTANCE AND RADIO MAGNETIC INDICATOR (DDRMI)
(1) Compass card
ADIRU 1 normally supplies the signal that positions the compass card. ADIRU 3 supplies it
when selected by the ATT HDG SWITCHING selector.
(2) Bearings pointers
Indicate the magnetic bearing to the station received by VOR 1 or ADF 1 (dashed pointer) and
VOR 2 or ADF 2 (double pointer).
Note: Depending on the quality of the VOR beacon's signal, and mainly at distances greater
than 25 nm from the station, the processing of the signal, on aircraft equipped with
COLLINS or BENDIX VOR may lead to bearing pointer oscillations.
(3) VOR/ADF flags
The indicators display these flags if:
‐ the VOR or ADF receiver fails (VOR/ADF selector position indicates the failed receiver)
‐ the RMI has an internal failure
‐ the heading signal from ADIRS is not valid
‐ the power supply fails.
As long as the flag shows, the relevant pointer remains at the last valid position.
(4) HDG flag
Appears, along with an associated VOR/ADF flags display, when:
‐ The heading signal from the supplying ADIRS is not valid;
‐ The RMI has an internal failure;
‐ The power supply fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-30 P 1/4
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - CONTROLS AND INDICATORS
OPERATING MANUAL
(5) DME 1(2) counters
The counters indicate distances in NM and 1/10th at less than 20 nm.
At less than 1 nm, 0 is shown.
(6) VOR/ADF sel
‐ VOR 1 or ADF 1 on the dashed pointer.
‐ VOR 2 or ADF 2 (if not installed, then ADF 1) on the double pointer.
RADIO MANAGEMENT PANEL (RMP)
(1) ON/OFF sw
This switch controls the power supply to the panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-30 P 2/4
FCOM ← A to B → 11 DEC 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) NAV key (transparent switchguard)
‐ Pressing this key engages the radio navigation backup mode. It takes control of the VOR,
ILS, GLS , and ADF receivers away from the FMGC and gives it to the RMP
Note: ‐ Pressing the MLS key has no effect.
‐ The green monitor light comes on
‐ Pressing the NAV key a second time returns control of the navigation radios to the FMGC.
Note: ‐ The flight crew must select this backup tuning mode on both RMP1 and RMP2 if
both FMGCs or both MCDUs fail. In the emergency electrical configuration, only
RMP1 receives power
‐ Pressing the NAV key on RMP3 has no effect
‐ In the NAV backup mode, the flight crew can select radio communication
systems as it would in the normal mode.
Setting one RMP to NAV backup mode removes navaids tuning from both
FMGCs.
‐ When the flight crew uses an RMP to tune an ILS/DME, the PFDs do not display
the DME distance.
(3) STBY NAV keys
When the NAV key is on and the flight crew presses one of these STBY NAV keys, the ACTIVE
window displays the frequency ( channel for GLS ) to which that receiver is tuned. The
green monitor light on the selected key comes on, and the one on the previously selected
STBY NAV or COM key goes out.
(4) Frequency/channel selector knob
Two concentric knobs allow the flight crew to preselect frequencies ( channel for GLS ) for
communication radios and stand-by navigation systems and select courses for VOR, ILS, and
GLS.
The desired frequency, channel or course is set in the STBY/CRS window.
‐ Setting frequency/channel:
The outer knob controls the most significant digits, the inner knob controls the least
significant digits. A rate multiplier speeds up the tuning when the knob is rotated rapidly.
‐ Setting course:
Selected by inner knob only.
(5) Transfer key
The flight crew presses this key to interchange ACTIVE and STBY frequencies/channels. This
action tunes the selected receiver to the new ACTIVE frequency/channel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-30 P 3/4
FCOM ←B→ 11 DEC 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - CONTROLS AND INDICATORS
OPERATING MANUAL
(6) STBY/CRS window
The flight crew can make the frequency/channel displayed in this window become the active
frequency/channel by pressing the transfer key, or change it by rotating the tuning knob.
If this window displays a course, then the ACTIVE window displays the associated
frequency/channel.
Note: If the STBY/CRS window is displaying a course, then pressing the transfer key
displays the active frequency/channel in both windows.
(7) ACTIVE window
This window displays the frequency/channel of the selected navaid, which is identified by a
green monitor light on the selection key.
(8) LOAD FUNCTION
The flight crew can load the VHF frequency from the CPDLC CONTACT/MONITOR messages
to the STBY/CRS window.
WARNINGS AND CAUTIONS
AURAL MASTER SD PAGE LOCAL FLT PHASE
E/WD: FAILURE TITLE conditions
WARNING LIGHT CALLED WARNING INHIB
ILS 1(2)(1+2) FAULT MASTER Flag on PFD
SINGLE CHIME NIL 3, 4, 5
MLS 1(2) FAULT CAUT and ND
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-30 P 4/4
FCOM ← B to C 11 DEC 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
VOR 1 X
VOR 2 AC 2
MMR 1 X
MMR 2 AC 2
NAVAIDS
ADF 1 SHED
ADF 2 AC 2
DME 1 SHED
DME 2 AC 2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO NAV - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-30-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO ALTIMETER - DESCRIPTION
OPERATING MANUAL
GENERAL
The aircraft has two radio altimeters.
Normally, CAPT's PFD displays the RA1 height, and the F/O’s PFD displays the RA2 height. If either
radio altimeter fails, both PFDs display the height from the remaining one.
INDICATIONS ON PFD
(Refer to DSC-31-40 General).
AUTOMATIC CALL OUT
GENERAL
The FWC generates a synthetic voice for radio height announcement below 2 500 ft. These
announcements come through the cockpit loudspeakers, even if the speakers are turned off.
PREDETERMINED CALL OUT
The altitude call out uses the following predetermined threshold:
Height (ft) Callout
TWO THOUSAND FIVE HUNDRED
2 500
OR TWENTY FIVE HUNDRED
2 000 TWO THOUSAND
1 000 ONE THOUSAND
500 FIVE HUNDRED
400 FOUR HUNDRED
300 THREE HUNDRED
200 TWO HUNDRED
100 ONE HUNDRED
50 FIFTY
40 FORTY
30 THIRTY
20 TWENTY
10 TEN
5 FIVE
DH (or MDA/MDH) + 100 HUNDRED ABOVE
DH (or MDA/MDH) MINIMUM
Note: The reference altitude for callouts is the radio height for precision approaches (DH), and
baro altitude (MDA/MDH) for non precision approaches.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-40-10 P 1/2
FCOM A to C → 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO ALTIMETER - DESCRIPTION
OPERATING MANUAL
Pin programming enables Operators to select the required callouts. If the aircraft remains at a
height that is in the detection zone for a height callout, the corresponding message is repeated at
regular intervals.
INTERMEDIATE CALL OUT
If time between two consecutive predetermined call outs exceeds a certain threshold, the present
height is repeated at regular intervals.
The threshold is : 11 s above 50 ft
4 s below 50 ft
The repeating interval is 4 s.
RETARD ANNOUNCEMENT
The loudspeaker announces RETARD at 20 ft or at 10 ft if autothrust is active and one autopilot is
in LAND mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-40-10 P 2/2
FCOM ←C 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO ALTIMETER - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
E/WD: FAILURE TITLE AURAL SD PAGE LOCAL FLT PHASE
MASTER LIGHT
conditions WARNING CALLED WARNING INHIB
RA 1(2) FAULT SINGLE CHIME MASTER CAUT 3, 4, 5, 8
RA DEGRADED
In case a significant discrepancy NIL NIL
NIL NIL 2 to 8
occurs in flight between the two
radio-altimeters.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-40-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO ALTIMETER - WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-40-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO ALTIMETER - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
RADIO RA 1 AC1
ALTIMETER RA 2 AC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-40-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW RADIO ALTIMETER - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-40-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ATC - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The aircraft has two ATC transponders which are controlled by a dual control box on the center
pedestal.
Only the selected ATC transponder operates.
The associated ADIRS (1 for transponder 1, etc ...) supplies the altitude for altitude reporting.
The ATC transponder is capable of enhanced surveillance: It transmits the following parameters
upon ground request:
‐ Indicated airspeed, Mach number, and baro vertical speed, that are all supplied by the ADRs.
‐ Magnetic heading, roll angle, ground speed, track angle, track angle rate, and inertial vertical
speed, that are all supplied by the IRs.
‐ Selected altitude and barometric reference settings supplied by the FCUs.
In the case of an ADR (1 or 2) failure, ADR 3 replaces the faulty ADR, when the AIR DATA
SWITCHING Selector is set to CAP on 3 or F/O on 3.
IR/FCU parameters are only transmitted to:
‐ ATC 1 by IR 1/FCU 1
‐ ATC 2 by IR 2/FCU 2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-50-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ATC - DESCRIPTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-50-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ATC - CONTROLS AND INDICATORS
OPERATING MANUAL
CONTROL PANEL
(1) ATC selector
This switch selects transponder 1 or 2.
(2) Mode sel
STBY : BOTH ATC transponders are electrically supplied but do not operate.
ON : Selected transponder operates.
AUTO: In flight : Selected transponder operates.
AUTO: On ground : Selected transponder only operates in mode S (Selective aircraft
interrogation mode).
(3) ALT RPTG sw
ON : The transponder sends barometric standard altitude data.
OFF : No altitude data transmission. If the TCAS is installed, the upper ECAM
displays "TCAS STBY" in green.
(4) IDENT sw
The flight crew presses this button to send the aircraft identification signal.
(5) Code display
The window displays the selected code.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-50-20 P 1/2
FCOM A→ 30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ATC - CONTROLS AND INDICATORS
OPERATING MANUAL
(6) Keyboard
The flight crew uses these pushbuttons to set the code assigned by ATC.
(7) CLR pb
The flight crew uses this pushbutton to clear the code display.
Note: As long as the four figures of the new code are not entirely written, the previous code
remains.
(8) ATC FAIL
This light comes on if the selected transponder fails.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-50-20 P 2/2
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ATC - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
ATC 1 SHED
ATC
ATC 2 AC 2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-50-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW ATC - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-50-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The aircraft is fitted with one (or two ) Multiscan weather radar system(s) with a Predictive
WindShear (PWS) function .
The flight crew can adjust the brightness of the weather image on the ND thanks the outer knob of
the ND Brightness Control knob (Refer to DSC-31-50 Other EFIS Controls).
CAUTION A low brightness setting of the weather display may reduce the visibility of weather
data, and therefore reduce crew awareness of the weather situation.
The flight crew can use the radar in either Multiscan (automatic) mode (recommended setting) or in
Manual mode.
When in Multiscan mode:
‐ The radar alternatively scans at two antenna tilt settings. The weather radar image that is
displayed is the result of the stored and combined information from each beam.
‐ When the gain selector is set to the CALibrated position (CAL), the radar automatically adjusts the
gain based on various parameters (aircraft altitude, geographical area, season, time of the day) to
obtain the best weather display.
‐ To prevent unnecessary clutter display, the “Quiet and Dark cockpit” philosophy removes the
weather that:
‐ is not on the aircraft flight path
‐ is not a threat to the aircraft (post convective cell).
‐ The Ground Clutter Suppression (GCS) function removes the ground returns from the ND.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-10 P 1/2
FCOM A→ 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - DESCRIPTION
OPERATING MANUAL
Multiscan Principle
When in Manual mode:
‐ The flight crew can adjust manually the antenna tilt settings, and can adjust gain either
automatically or manually using knobs located on the radar control panel
‐ The GCS function is not available
‐ There is no automatic gain adjustment based on altitude, geographical area, season and time of
the day when the gain knob is set to CAL.
As a consequence, when the flight crew switches from the Multiscan mode with CAL gain to the
Manual mode with CAL gain, the weather displayed on the ND may be significantly different.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-10 P 2/2
FCOM ←A 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - PREDICTIVE WINDSHEAR SYSTEM
OPERATING MANUAL
GENERAL
The weather radar has a Predictive Windshear System (PWS).
The PWS operates when:
‐ The PWS switch is in the AUTO position (even if the weather radar is OFF), and
‐ The aircraft radio height is between 0 ft and 2 300 ft, and
‐ At least one engine is running and
‐ aircraft ground speed is greater than 30 kt, or
‐ aircraft longitudinal acceleration is above a given threshold during at least 0.5 s.
Note: If two weather radars are installed, when the selected weather radar fails, the flight crew
can recover the PWS function by selecting the operative system with the Radar sw.
The system scans the airspace for windshear within a range of 5 nm ahead of the aircraft. Below
1 500 ft, when the system detects windshear, a windshear symbol appears on the ND (Refer to
DSC-34-60-30 PWS indication on ND).
Predictive windshear warnings and cautions are associated to an aural alert and to a red (warning)
or amber (caution) "W/S AHEAD" message on the PFD, whereas windshear advisories are only
displayed on the ND (Refer to DSC-34-60-30 PWS indication on ND ) without message on the PFD.
WINDSHEAR ALERTS DURING TAKEOFF ROLL, UP TO 100 KNOTS
During the takeoff roll, up to 100 kt, both warnings and cautions are available within a range of 3 nm.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-20 P 1/4
FCOM A to B 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - PREDICTIVE WINDSHEAR SYSTEM
OPERATING MANUAL
WINDSHEAR ALERTS ABOVE 50 FEET
During final approach, the visual and aural warning alerts are downgraded to caution alerts between
370 ft AGL and 50 ft AGL, and range between 1.5 nm and 0.5 nm.
WINDSHEAR ALERTS INHIBITION
At takeoff, alerts are inhibited above 100 kt and up to 50 ft. During landing, alerts are inhibited below
50 ft.
ND (Refer to DSC-34-60-30
Alert Level Aural Warning PFD
PWS indication on ND)
«GO AROUND
Warning (Approach) W/S AHEAD (red) Windshear icon
WINDSHEAR AHEAD»
«WINDSHEAR
Warning (Takeoff) W/S AHEAD (red) Windshear icon
AHEAD» (twice)
«MONITOR
Caution W/S AHEAD (amber) Windshear icon
RADAR DISPLAY»
Advisory Nil Nil Windshear icon
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-20 P 2/4
FCOM C to D → 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - PREDICTIVE WINDSHEAR SYSTEM
OPERATING MANUAL
The aural alerts of the Predictive Windshear System (PWS):
‐ Have priority over TCAS, GPWS, and other FWC aural warnings
‐ Are inhibited by windshear detection, via the FAC, stall warnings and aural messages.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-20 P 3/4
FCOM ←D 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - PREDICTIVE WINDSHEAR SYSTEM
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-20 P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - CONTROLS AND INDICATORS
OPERATING MANUAL
CONTROL PANEL
(1) Radar sw
Note: If only one radar is installed on the aircraft, either:
‐ a "INOP" or "DEACT" sticker replaces the "2", or
‐ a "ON/OFF" Radar sw replaces the "1/OFF/2" Radar sw.
This switch sets:
‐ the radar to ON or OFF (if only one radar is installed on the aircraft), or
‐ one radar to ON or turns off both radars (if two radars are installed on the aircraft).
Note: If only one radar is installed on the aircraft, no weather image is displayed on the
Navigation Dislplay (ND) when the "1/OFF/2" Radar sw is set to "2".
(2) GAIN knob
This knob adjusts the sensitivity of the radar.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-30 P 1/6
FCOM A→ 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - CONTROLS AND INDICATORS
OPERATING MANUAL
CAL is the normal position of the knob :
‐ When in Multiscan mode and gain set to CAL, the radar automatically adjusts the gain
according to various parameters (aircraft altitude, geographical area, season, time of the
day) to obtain the best weather display.
‐ When in Manual mode and gain set to CAL, the radar adjusts the gain to a calibrated setting
(no adjustments)
(3) Display mode selector
WX : Weather mode :
Colors indicate the intensity of precipitation (black for the lowest intensity,
green, amber and red indicate progressively higher intensities).
WX + T : Weather and turbulence mode
The ND indicates precipitation and turbulence areas. Turbulence areas are
displayed in magenta (within 40 nm).
TURB : The ND only displays turbulence areas in magenta (within 40 nm).
MAP : Map mode :
The radar operates in ground mapping mode: black indicates water, green
indicates the ground, and amber indicates cities and mountains.
(4) TILT knob
This knob adjusts the antenna tilt when Multiscan SW is set to MAN.
Zero indicates the horizon reference, as provided by the ADIRS.
(5) MULTISCAN sw
AUTO : Activates Multiscan mode
Multiscan controls the tilt automatically and combines two scans done at different
tilt angles to optimize weather detection and minimize ground clutter.
MAN : When set to MAN, the crew can then manually adjust the tilt by using the TILT
knob.
(6) GCS sw
The Ground Clutter Suppression (GCS) switch is spring-loaded to the AUTO position.
AUTO : ‐ If MULTISCAN sw is set to AUTO, the radar is in normal use. Ground clutter is
not displayed on the screen
‐ If MULTISCAN sw is set to MAN, the GCS sw has no utility. Ground clutter is
displayed on the screen.
OFF : Ground clutter is displayed on the screen.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-30 P 2/6
FCOM ←A→ 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - CONTROLS AND INDICATORS
OPERATING MANUAL
(7) PWS sw
AUTO : Activates the predictive windshear function.
Windshear areas can be detected when radio height is below 1 500 ft, even if the
Radar sw is set to OFF.
OFF : The predictive windshear function is off.
WEATHER RADAR INDICATION ON ND
(1) Weather Radar Picture
‐ When the radar is operating, and when the ND is not in PLAN mode, the ND displays the
weather radar picture.
‐ The echoes appear in different colors, depending on the precipitation rates (black, green,
yellow, red or magenta).
‐ The selected ND range will determine how often the image is refreshed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-30 P 3/6
FCOM ← A to B → 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) Tilt Angle
‐ The multiscan function of the weather radar alternatively scans at low and high beam, and
automatically sets the tilt of these beams to optimize the weather radar detection. The
displayed weather radar picture is the result of the storing and merging of the information
from each beam.
‐ The value of the tilt angle is in degrees, and quarters of a degree. It appears in the lower
right corner of the screen:
• In green, when the MULTISCAN sw is set to AUTO. This value represents the average of
the lower and the upper beam tilts.
• In blue, next to the blue “MAN” indication, when the flight crew sets the MULTISCAN sw to
MAN.
The tilt angle is the angle between the horizon and the radar beam axis.
• When the multiscan function is lost, the tilt value is dashed and the “NO AUTO TILT”
message appears in amber on the ND, until the flight crew sets the MULTISCAN sw to
MAN.
(3) Gain Mode
‐ ”MAN” appears in white, when the flight crew selects the manual gain mode.
(4) Failure Messages
The ND lists the detected failures.
If the message is in “red”, the ND does not display a radar image.
If the message is in “amber”, the image is not affected.
WXR RT (red) : Radar transceiver failure.
WXR ANT (red) : Radar antenna failure.
WXR CTL (red) : Radar control unit failure.
WXR RNG (red) : Range error.
WXR WEAK (amber) : Calibration failure.
WXR ATT (amber) : Attitude control failure.
WXR STAB (amber) : Antenna stabilization failure.
(5) PAC alert
When the flight crew sets the weather radar mode to WX or WX + T, and sets the gain to CAL,
and when the aircraft is within 80 nm of a thunderstorm, the Path Attenuation Compensation
(PAC) alert is available.
The PAC alert displays a yellow arc on the outermost scale of the ND, when an intervening
rainfall creates an attenuated area behind a thunderstorm (also called a radar shadow).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-30 P 4/6
FCOM ←B→ 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - CONTROLS AND INDICATORS
OPERATING MANUAL
Note: The PAC alert is available during both automatic and manual operation (MULTISCAN
sw either in AUTO or MAN position).
PWS INDICATION ON ND
(1) Predictive windshear area indication
A PWS SCAN message is displayed when the Predictive Windshear system is active on the
ND.
The predicted windshear area is indicated by a red and black icon and two yellow radial lines.
Windshear information is available in ARC and ROSE ND modes.
When the ND range is set above 10 nm, a W/S SET RNG 10 nm (Windshear, set range 10 nm
) message appears, requesting the crew to adjust the ND range. It is displayed even if the
weather radar is switched off, provided the WINDSHEAR switch on the weather radar panel is
set to AUTO.
Depending on the windshear alert level, ND indication may be completed with a PFD message
(Refer to DSC-31-40 Flags and Messages Displayed on PFD).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-30 P 5/6
FCOM ← B to C 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-30 P 6/6
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
Conditions WARNING LIGHT CALLED WARNING
INHIB
PRED. W/S DET FAULT SINGLE MASTER
NIL NIL 3, 4, 5, 8
CHIME CAUTION
MEMO DISPLAY
The “PRED W/S OFF” message appears, when windshear is set to OFF on the weather radar
panel.
The “PRED W/S OFF”, message appears in green during flight phases 2 and 6.
It appears in amber:
‐ In flight phases 3, 4, 5, 7, 8, and 9
‐ When the T.O. CONFIG pb is pressed during phase 2.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-40 P 1/2
FCOM A 25 NOV 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-40 P 2/2
FCOM 25 NOV 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
WX 1 AC1
WEATHER RADAR
WX 2 AC2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW WEATHER RADAR - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-60-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - DESCRIPTION
OPERATING MANUAL
DESCRIPTION
The Ground Proximity Warning System (GPWS) generates aural and visual warnings, when one of
the following conditions occurs between radio heights 30 ft and 2 450 ft.
‐ Mode 1: Excessive rate of descent
‐ Mode 2: Excessive terrain closure rate
‐ Mode 3: Altitude loss after takeoff, or go-around
‐ Mode 4: Unsafe terrain clearance when not in landing configuration
‐ Mode 5: Too far below glideslope.
In addition to the basic GPWS functions, the GPWS has an enhanced function (EGPWS) which
provides, based on a worldwide terrain database:
‐ A Terrain Awareness Display (TAD), which predicts the terrain conflict, and displays the terrain on
the ND.
‐ A Terrain Clearance Floor (TCF), which improves the low terrain warning during landing.
The EGPWS uses the geometric altitude. The geometric altitude is calculated by means of a specific
algorithm that uses the following as inputs: The pressure altitude, GPS altitude, radio altitude, and
data from the terrain database.
The cockpit loudspeakers broadcast, even if turned off, the aural warning or caution messages
associated with each mode. The audio volume of these messages is not controlled by the
loudspeaker volume knobs. (These knobs only allow volume adjustment for radio communication).
PULL UP or GPWS lights, on the Captain and First Officer instrument panels, come on to give a
visual indication depending on the engaged GPWS mode.
Note: A number of airports throughout the world have approaches or departures that are not
entirely compatible with standard GPWS operation. These airports are identified in the
envelope modulation database, in such a way that, when the GPWS recognizes such an
airport, it modifies the profile to avoid nuisance warnings.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-10 P 1/2
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - DESCRIPTION
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-10 P 2/2
FCOM B 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - GPWS BASICS MODES
OPERATING MANUAL
MODE 1 : EXCESSIVE RATE OF DESCENT
Mode 1 triggers aural and visual alerts about excessive rates of descent, based on the radio height,
and the rate of descent of the aircraft.
Mode 1 is active for all phases of the flight.
CAUTION WARNING
"PULL UP"
AURAL ALERT "SINK RATE, SINK RATE"
(repeated as long as MODE 1 is triggered)
The GPWS amber The PULL UP red
VISUAL ALERT lights come on lights come on
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-20 P 1/6
FCOM A 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - GPWS BASICS MODES
OPERATING MANUAL
MODE 2 : EXCESSIVE TERRAIN CLOSURE RATE
Mode 2 triggers aural and visual alerts, based on the landing gear/flaps configuration of the aircraft,
the radio height, and the RA rate of change.
There are two types of Mode 2 alerts, Mode 2A (active during climb, cruise, and initial approach), and
Mode 2B (active during approach and 60 s after takeoff).
Flaps not in Landing Position + Landing Gear Up (Mode 2A)
CONFIGURATION
Flaps in landing position + Landing Gear Up (Mode 2B)
CAUTION WARNING
"PULL UP" "TERRAIN"
AURAL ALERT (repeated as long as (repeated as long as MODE
"TERRAIN, TERRAIN"
MODE 2 is triggered in 2 is triggered after leaving
the warning conditions) the warning conditions)
The GPWS amber The PULL UP red The PULL UP
VISUAL ALERT lights come on lights come on red lights stay on
CONFIGURATION Flaps in landing position + Landing Gear Down (Mode 2B)
CAUTION
AURAL ALERT "TERRAIN"
(repeated as long as MODE 2 is triggered)
VISUAL ALERT The PULL UP red lights come on
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-20 P 2/6
FCOM B 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - GPWS BASICS MODES
OPERATING MANUAL
MODE 3 : ALTITUDE LOSS AFTER TAKEOFF
Mode 3 triggers aural and visual alerts when the altitude significantly decreases after takeoff, and
go-arounds with landing gear or flaps not in landing configuration.
CAUTION
"DON'T SINK, DON'T SINK"
AURAL ALERT (repeated as long as MODE 3 is triggered)
VISUAL ALERT The GPWS amber lights come on
MODE 4 : UNSAFE TERRAIN CLEARANCE WHEN NOT IN LANDING CONFIGURATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-20 P 3/6
FCOM C to D → 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - GPWS BASICS MODES
OPERATING MANUAL
There are three types of Mode 4 alerts, Mode 4A and Mode 4B (both active during cruise and
approach), and Mode 4C (active during takeoff*).
Mode 4A and Mode 4B trigger aural and visual alerts when terrain clearance is not sufficient based
on the phase of flight, the configuration of the landing gear and the flaps, and the speed. Mode 4C
triggers aural and visual alerts based on the minimum terrain clearance and the radio height of the
aircraft. *(Only EGPWS not T2CAS)
Flaps not in landing Flaps not in landing
Landing gear
CONFIGURATION position + Landing position OR Landing
Up (Mode 4A)
gear down (Mode 4B) Gear Up (Mode 4C)
CAUTION
AURAL ALERT "TOO LOW "TOO LOW "TOO LOW "TOO LOW
"TOO LOW TERRAIN"
TERRAIN" GEAR" TERRAIN" FLAPS"
VISUAL ALERT The GPWS amber lights come on
MODE 5 : DESCENT BELOW GLIDESLOPE
Mode 5 triggers aural and visual alerts, when the aircraft descends below the glide slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-20 P 4/6
FCOM ← D to E → 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - GPWS BASICS MODES
OPERATING MANUAL
CAUTION
"GLIDESLOPE'"
AURAL ALERT (repeated as long as MODE 5 is triggered)
VISUAL ALERT The GPWS amber lights come on
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-20 P 5/6
FCOM ←E 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - GPWS BASICS MODES
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-20 P 6/6
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - EGPWS FUNCTIONS
OPERATING MANUAL
TERRAIN AWARENESS AND DISPLAY
The Terrain Awareness and Display (TAD) function computes a caution and a warning envelope
in front of the aircraft, depending on the aircraft altitude, the nearest runway altitude, the distance
to the nearest runway threshold, the ground speed, and the turn rate. When the boundary of these
envelopes conflicts with the terrain, or with an obstacle memorized in the database, the system
generates the relevant alert:
ND (Refer to DSC-31-45
Alert Level Aural Warning Flags and Messages Local Warning
Displayed on ND)
‐ Automatic terrain display
TERRAIN See *
AHEAD, PULL UP ‐ Solid red areas
‐ TERR AHEAD (red)
Warning
‐ Automatic terrain display
OBSTACLE See *
AHEAD, PULL UP ‐ Solid red areas
‐ OBST AHEAD (red) On each pilot’s instrument
panel, The pushbutton
‐ Automatic terrain display light comes on.
See *
TERRAIN AHEAD ‐ Solid yellow areas
‐ TERR AHEAD (amber)
Caution
‐ Automatic terrain display
See *
OBSTACLE AHEAD ‐ Solid yellow areas
‐ OBST AHEAD (amber)
* When the TERR pb-sw ON ND is set to ON, and ARC or ROSE mode is selected, the ND displays
the terrain and the obstacles memorized in the database, depending on the aircraft’s position. The
terrain is displayed in various densities of green, yellow, red, or magenta, depending on the threat
(Refer to DSC-31-45 Flags and Messages Displayed on ND). If an alert is generated (caution or
warning), and TERR pb-sw ON ND is not selected, the terrain and the obstacles are automatically
displayed, and the ON light of the TERR pb-sw ON ND comes on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-30 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - EGPWS FUNCTIONS
OPERATING MANUAL
Note: 1. When TERR pb-sw ON ND is selected, the weather radar image is not displayed.
2. The Geometric Altitude function can protect against certain BARO setting errors,
provided the components used to compute the Geometric Altitude are valid and accurate
enough.
3. The TAD and Terrain Clearance Floor (TCF) functions operate using the pure lateral
GPS position and, the FMS1 position as backup.
In case of low accuracy of the aircraft position computed by the EGPWS, the enhanced modes of the
EGPWS are automatically deactivated. The five GPWS modes remain active.
TERRAIN CAUTION AND WARNING ENVELOPE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-30 P 2/4
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - EGPWS FUNCTIONS
OPERATING MANUAL
VERTICAL ENVELOPE
HORIZONTAL ENVELOPE
TERRAIN CLEARANCE FLOOR
A terrain clearance floor envelope is stored in the database for each runway for which terrain data
exist. The Terrain Clearance Floor (TCF) function warns of a premature descent below this floor,
regardless of aircraft configuration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-30 P 3/4
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - EGPWS FUNCTIONS
OPERATING MANUAL
If the airplane descends below this floor, a TOO LOW TERRAIN aural warning is announciated, and
the pushbutton light comes on, on the glareshield.
RUNWAY FIELD CLEARANCE FLOOR
The Runway Field Clearance Floor (RFCF) provides an additional envelope protection, for runways
that are significantly higher than the surrounding terrain. It is contained in a circle within the 5.5 nm of
the runway threshold and it is based on the geometric altitude and the runway elevation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-30 P 4/4
FCOM ← C to D 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) SYS pushbutton
OFF : All basic GPWS alerts (Mode 1 to 5) are inhibited.
FAULT light : This amber light comes on, along with an ECAM caution, if the basic GPWS
mode 1 to 5 malfunction.
Note: If ILS 1 fails, only mode 5 is inhibited. Consequently, the FAULT light does not come
on and the GPWS FAULT warning is not triggered.
(2) G / S MODE pushbutton
OFF : Glideslope mode (mode 5) is inhibited.
(3) FLAP MODE pusbutton
OFF : Flap mode (“TOO LOW FLAPS” mode 4) is inhibited.
(To avoid nuisance warning in case of landing with flaps setting reduced).
(4) LDG FLAP 3 pushbutton
ON : Flap mode is inhibited when FLAPS CONF 3 is selected (to avoid nuisance
warning in case of landing in CONF 3).
In this case, LDG MEMO displays "FLAPS ... 3" instead of “CONF ... FULL”.
(5) TERR pushbutton
OFF : Inhibits the Terrain Awareness Display (TAD) and Terrain Clearance Floor
(TCF) modes, and does not affect the basic GPWS mode 1 to 5. If OFF is
selected the ECAM caution NAV GPWS TERR DET FAULT is displayed.
FAULT light : This amber light comes on, along with an ECAM caution, if the TAD or TCF
mode fails. The terrain is not shown on the ND. The basic GPWS mode 1 to
mode 5 are still operative if the SYS pushbutton OFF or FAULT lights are not
illuminated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-40 P 1/4
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - CONTROLS AND INDICATORS
OPERATING MANUAL
INSTRUMENT PANELS
(1) PULL UP – GPWS pb
PULL : Comes on to give a visual indication, when a PULL UP warning is triggered in
UP Modes 1, 2, and TAD. The corresponding aural warning sounds.
GPWS : Comes on amber, when any other mode is activated.
The corresponding aural warning sounds.
Note: 1. If the flight crew briefly presses this button when one of these modes is activated,
the GPWS light goes out and the voice warning stops.
2. On ground, the GPWS can be tested by pressing this pushbutton. If the pushbutton
is pressed briefly, some of the aural warnings sound and pushbutton captions,
related to the GPWS, come on. If the pushbutton is pressed continuously, then all
the aural warnings sound.
(2) TERR ON ND pb
These pushbutton are located on either side of the ECAM. Each pushbutton controls the onside
terrain display.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-40 P 2/4
FCOM B→ 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - CONTROLS AND INDICATORS
OPERATING MANUAL
ON : The terrain is displayed on the ND if the:
‐ TERR pb-sw is selected ON, and
‐ TERR FAULT light is not on.
The ON light comes on.
OFF : The terrain data is not displayed on the ND.
Note: ‐ If the Terrain Awareness Display (TAD) mode generates a caution, or a warning
while the TERR ON ND is not switched ON, the terrain data is automatically
displayed on the NDs (see EGPWS specific caution and warning due to TAD
mode) and the ON light of the, TERR ON ND pushbutton comes on.
‐ To differenciate between the terrain and the weather display, the terrain display
sweeps from the center outward to both sides of the ND.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-40 P 3/4
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-40 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
GPWS SYS 1, 3, 4, 5,
GPWS FAULT
FAULT lt 8, 9, 10
GPWS TERR DET FAULT SINGLE MASTER
NIL
The enhanced terrain detection function is CHIME CAUT GPWS TERR 1, 3, 4,
inoperative. FAULT lt 5 8,10
The basic GPWS mode 1 to 5 are still operative.
MEMO DISPLAY
GPWS FLAP 3 is displayed in green when GPWS LDG FLAP 3 pb-sw is ON.
GPWS FLAP MODE OFF is displayed in green when GPWS FLAP MODE pb-sw is OFF.
Airborne TERR STBY appears in green when the aircraft position accuracy (computed by the
EGPWS) is not sufficient to allow the enhanced TCF and TAD modes to operate. These modes
are not available until the TERR STBY memo disappears. If selected, the terrain data display on
ND is automatically deselected when the TERR STBY memo is triggered.”
TERR OFF is displayed when the TERR pb-sw is switched OFF:
‐ It appears in green in flight phase 2, before the Take Off Configuration test is launched, and in
flight phase 6.
‐ It appears in amber in flight phase 2, after the Take Off Configuration test, and in flight phases
3, 4, 5, 7, 8 and 9.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
GPWS AC1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-60 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW GPWS - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-70-60 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - DESCRIPTION
OPERATING MANUAL
GENERAL
The Traffic alert and Collision Avoidance System (TCAS):
‐ Detects any aircraft, that is equipped with transponders and is flying in the vicinity
‐ Displays potential and predicted collision targets
‐ Issues vertical orders to avoid conflict.
The TCAS is normally independent of the ground-based air traffic control system.
The TCAS detection capability is limited to intruders flying within a maximum range of 100 nm
(depending on aircraft configuration and external conditions), and within a maximum altitude range of
9 900 ft (above and below the threatened aircraft).
MAIN COMPONENTS
The system includes:
‐ A single channel TCAS computer
‐ Two TCAS antennas
‐ Two mode S ATC transponders, one active the other in standby.
These transponders allow:
• Interface between the ATC/TCAS control panel and the TCAS computer
• Communication between the aircraft and intruders equipped with a TCAS system
‐ An ATC/TCAS control panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-10 P 1/6
FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - DESCRIPTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-10 P 2/6
FCOM ←B→ 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - DESCRIPTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-10 P 3/6
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - DESCRIPTION
OPERATING MANUAL
PRINCIPLE
The TCAS interrogates transponder of intruders. From the transponder replies, the TCAS determines
for each intruder:
‐ Its relative bearing
‐ Its range and closure rate
‐ Its relative altitude if available (ATC mode C or S)
Then the TCAS computes the intruder trajectory, the Closest Point of Approach (CPA) and the
estimated time (TAU) before reaching the CPA.
Each time the relative position of the intruder presents a collision threat, aural and visual advisories
are triggered.
TCAS optimizes vertical orders to ensure a sufficient trajectory separation and a minimal vertical
speed variation considering all intruders.
INTRUDER CLASSIFICATION
The intruders are classified in four levels:
LEVEL INTRUDER POSITION DISPLAYED INFORMATION
Proximate ‐ No collision threat ‐ ND: intruder position
‐ Intruder in the vicinity of the A/C
(closer than 6 nm laterally and
±1200 ft vertically)
Traffic Advisory (TA) ‐ Potential collision threat ‐ ND: intruder position
‐ TAU is about 40 s ‐ Aural messages
Resolution Advisory (RA) ‐ Real collision threat ‐ ND: intruder position
‐ TAU is about 25 s ‐ Aural messages
‐ PFD: vertical orders
• Maintain actual V/S (Preventive
Advisory) or
• Modify V/S (Corrective Advisory)
Other intruders ‐ No collision threat ‐ ND: Intruder position
‐ Any non proximate, TA, RA within
the surveillance envelope (lateral
range: closer than 30 nm. vertical
range: Refer to DSC-34-80-20
ATC/TCAS Panel)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-10 P 4/6
FCOM C to D 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - DESCRIPTION
OPERATING MANUAL
TA/RA THRESHOLDS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-10 P 5/6
FCOM E 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - DESCRIPTION
OPERATING MANUAL
TCAS MODES
The TCAS has two modes of operation:
‐ TA/RA : This mode allows the display of all intruders
‐ TA : Can be selected by:
‐ The crew, on the ATC/TCAS panel, in case of aircraft degraded performance
(engine failure, landing gear extended), or when operating near closely-spaced
parallel runways, or
‐ Automatically, if TA/RA is previously selected, and:
• The windshear message is triggered
• The stall message is triggered
• GPWS messages are triggered
• Aircraft is below 1 000 ft AGL.
Consequently:
‐ All RAs are inhibited and converted into TAs
‐ TA threshold is set to TAU ≤20 s, irrespective of the aircraft’s altitude
‐ No vertical speed advisories are indicated on the PFDs
‐ “TA ONLY” is displayed on the NDs.
If windshear, stall, or GPWS messages are triggered, or aircraft below 500 ft AGL, all the TCAS
aural messages are suppressed.
ADVISORY INHIBITION
Some advisories are inhibited depending on the aircraft altitude:
‐ All intruders flying below 380 ft AGL when the own aircraft altitude is below 1 700 ft AGL.
‐ All RA below 1 100 ft in climb and 900 ft in descent. In this case, the RAs are converted into TAs.
‐ “Descend” type advisory below 1 200 ft AGL at takeoff or 1 000 ft AGL in approach.
‐ “Increase Descent” RA below 1 450 ft.
‐ All TA aural messages below 600 ft AGL in climb and below 400 ft AGL in descent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-10 P 6/6
FCOM F to G 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - CONTROLS AND INDICATORS
OPERATING MANUAL
ATC/TCAS PANEL
(1) Mode sel
TA/RA : Normal position.
The RAs, TAs and proximate intruders are displayed if the ALT RPTG switch is ON
and the transponder is not on STBY.
TA : The TCAS does not generate any vertical orders. This mode should be used, in
case of degraded aircraft performance (engine failure, landing gear extended, or
approach on parallel runways).
All RAs are converted into TAs. TAs, proximate and intruders are displayed if the
ALT RPTG switch is ON and the transponder is not on STBY
The "TA ONLY" white memo is displayed on the NDs.
STBY : The TCAS is on standby.
(2) TRAFFIC sel
THRT : Proximate and other intruders are displayed only if a TA or RA is present, and they
are within 2 700 ft above and 2 700 ft below the aircraft.
ALL : Proximate and other intruders are displayed even if no TA or RA is present (full
time function). The altitude range is –2700 ft to +2 700 ft.
ABV : The same as ALL, except that the other intruders are displayed if within 9 900 ft
above the aircraft and 2 700 ft below.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-20 P 1/6
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - CONTROLS AND INDICATORS
OPERATING MANUAL
BLW : The same as ALL, except that the other intruders are displayed if within 9 900 ft
below the aircraft and 2 700 ft above.
ND INDICATIONS
The traffic is displayed in all ROSE modes and ARC mode. Only the 8 most threatening intruders are
displayed.
(1) Proximate intruder
Indicated by a white filled diamond.
(2) TA intruder
Indicated by an amber circle.
Associated with the TRAFFIC-TRAFFIC aural message.
(3) RA intruder
Indicated by a red square.
Associated with vertical orders displayed on the PFD and aural messages.
(4) Other intruders
Indicated by a white empty diamond.
Note: If the range of an intruder is not available, the intruder is not displayed. An intruder
may be partially displayed when its range is out of scale.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-20 P 2/6
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - CONTROLS AND INDICATORS
OPERATING MANUAL
(5) Relative altitude
Indicated in hundred of feet above or below the symbol depending on the intruder position.
(6) Vertical speed arrow
Displayed only if the intruder V/S > 500 ft/min
Relative altitude and vertical speed arrow are displayed in the same color as the associated
intruder symbol.
Note: If the altitude of an intruder is not available, neither altitude nor vertical speed
indications are displayed.
(7) No bearing intruder
If the bearing of TA or RA intruder is not available the following data is presented in digital form
at the bottom of the ND:
‐ range
‐ relative altitude and vertical speed arrow if available.
Displayed amber or red according to threat level.
(8) Range ring
A 2.5 nm white range ring is displayed when a 10 nm or 20 nm range is selected.
TCAS MESSAGES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-20 P 3/6
FCOM ← B to C → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - CONTROLS AND INDICATORS
OPERATING MANUAL
(1) Mode and range messages
Following messages can be displayed to draw pilot’s attention:
TCAS : REDUCE RANGE : Displayed when a TA or RA is detected and ND range above
40 nm
TCAS : CHANGE MODE : Displayed when a TA or RA is detected and ND mode is
PLAN.
Displayed amber or red depending on the advisory level (TA or RA).
(2) TCAS operation messages
TCAS : Displayed in amber in case of TCAS internal failure.
TA ONLY : Displayed white when the TA mode is selected automatically, or manually by the
flight crew.
PFD INDICATIONS
In case of RA detection, the vertical speed scale becomes rectangular and the PFD presents vertical
orders on the vertical speed scale. The vertical speed scale background is normally grey, but may be
partially replaced by green and/or red areas.
(1) Red area
Indicates the vertical speed range, when there is a high risk of conflict.
(2) Green area
Indicates the recommended vertical speed range. It is wider than the red area.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-20 P 4/6
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - CONTROLS AND INDICATORS
OPERATING MANUAL
Note: ‐ The aircraft can also fly in the grey vertical speed range, without the risk of conflict
(preventive RA)
‐ The color of the digits corresponds to the appropriate area
‐ In case of RA detection, the vertical speed needle that is normally green, becomes
white.
(3) TCAS message
Appears in amber provided that the TCAS is not in standby, when the TCAS cannot deliver RA
data, or in case of an internal TCAS failure.
AURAL MESSAGES
TA/RA detection is associated with the following messages:
"TRAFFIC TRAFFIC" : Only in case of TA detection.
"CLIMB CLIMB" : Climb at the vertical speed indicated by the green
area on the PFD.
"CLIMB, CROSSING CLIMB" (twice) : Same as above. Indicates that you will cross through
the intruder altitude.
"INCREASE CLIMB" (twice) : Triggered after the CLIMB message, if vertical speed
is insufficient to achieve safe vertical separation.
"DESCEND DESCEND" : Descend at the vertical speed indicated by the green
area on the PFD.
"DESCEND, CROSSING : Same as above. Indicates that you will cross through
DESCEND" (twice) the intruder altitude.
"INCREASE DESCEND" (twice) : Triggered after the DESCEND message, if the
vertical speed is insufficient to achieve safe vertical
separation.
"ADJUST VERTICAL SPEED, ADJUST": Adjust the vertical speed to that indicated on the
green area of the PFD, reducing climb vertical speed
or descent vertical speed, as appropriate.
"CLIMB CLIMB NOW" (twice) : Triggered after the DESCEND message, if the
intruder trajectory has changed.
"DESCEND DESCEND NOW" (twice) : Triggered after the CLIMB message, if the intruder
trajectory has changed.
"MONITOR VERTICAL SPEED" : Ensure that the vertical speed remains outside the
red area. Triggered only once, in case of preventive
RA.
"MAINTAIN VERTICAL SPEED, : Maintain the vertical speed indicated on the green
MAINTAIN" area of the PFD.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-20 P 5/6
FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - CONTROLS AND INDICATORS
OPERATING MANUAL
"MAINTAIN VERTICAL SPEED, : Maintain the vertical speed indicated on the green
CROSSING MAINTAIN" area of the PFD. Indicates that you will cross through
the intruder altitude.
"CLEAR OF CONFLICT" : The range increases and separation is adequate.
Return to assigned clearance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-20 P 6/6
FCOM ←E 15 FEB 13
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
TCAS FAULT SINGLE MASTER Flag on PFD
3, 4, 5, 7
in case of TCAS internal failure CHIME CAUT and ND
TCAS STBY SINGLE MASTER
NIL
ALL,
in the case where the flight crew sets the NIL
CHIME CAUT except 6
TCAS on STBY in flight.
MEMO DISPLAY
TCAS STBY is displayed in green, when:
‐ ATC STBY is selected by the crew, or
‐ TCAS STBY is selected by the crew during flight phases other than 6, or
‐ ALT RPTG is selected at off, or
‐ both ATC or both RA are failed.
‐ In the case of a triple ADR failure.
TCAS STBY is displayed in amber, when the flight crew sets the TCAS on STBY in flight phase 6.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
TCAS AC1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW TCAS - ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-34-80-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
Intentionally left blank
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-35-10 General
Description............................................................................................................................................................... A
DSC-35-20 Fixed Oxygen System for Cockpit
DSC-35-20-10 Description
GENERAL................................................................................................................................................................ A
OPERATION............................................................................................................................................................ B
Schematic................................................................................................................................................................ C
Mask Setting............................................................................................................................................................ D
MASK STOWAGE................................................................................................................................................... E
DSC-35-20-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Stowage Box............................................................................................................................................................B
CREW OXYGEN MASK..........................................................................................................................................C
Pressure Regulator..................................................................................................................................................D
Door/OXY ECAM Page........................................................................................................................................... E
DSC-35-20-30 Electrical Supply
BUS EQUIPMENT LIST .........................................................................................................................................A
DSC-35-30 Fixed Oxygen System for Cabin
DSC-35-30-10 Description
GENERAL................................................................................................................................................................ A
Operation..................................................................................................................................................................B
Schematic................................................................................................................................................................ C
DSC-35-30-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
Overhead Maintenance Panel................................................................................................................................. B
Memo Display.......................................................................................................................................................... C
DSC-35-30-40 Electrical Supply
Bus Equipment List ................................................................................................................................................ A
DSC-35-40 Portable Oxygen System
DSC-35-40-10 Description
Flight Crews Portable Oxygen System................................................................................................................... A
Using the Hood........................................................................................................................................................B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-PLP-TOC P 1/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-PLP-TOC P 2/2
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
DESCRIPTION
The oxygen system consists of:
‐ A cockpit-fixed oxygen system, which supplies adequate breathing oxygen to the cockpit
occupants in case of depressurization, or emission of smoke and noxious gases.
‐ A cabin-fixed oxygen system, which supplies oxygen for cabin occupants (passengers and cabin
crew) in case of depressurization.
‐ A portable oxygen system, which is provided in both the cockpit and cabin and is to be used:
• As PROTECTION for the crew during on board emergencies.
• For FIRST AID purposes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - DESCRIPTION
OPERATING MANUAL
GENERAL
The cockpit’s fixed oxygen system consists of :
‐ A high-pressure cylinder, in the left-hand lower fuselage.
‐ A pressure regulator, connected directly to the cylinder that delivers oxygen, at a pressure suitable
for users.
‐ Two overpressure safety systems to vent oxygen overboard, through a safety port, if the pressure
gets too high.
‐ A supply solenoid valve that allows the crew to shut off the distribution system.
‐ Four full-face quick-donning masks, stowed in readily-accessible boxes adjacent to the
crewmembers’ seats (one at each seat).
OPERATION
The crewmember squeezes the red grips to pull the mask out of its box, and this action causes the
mask harness to inflate.
A mask-mounted regulator supplies a mixture of air and oxygen or pure oxygen, or performs
emergency pressure control. With the regulator set to NORMAL, the user breathes a mixture of cabin
air and oxygen up to the cabin altitude at which the regulator supplies 100 % oxygen. The user can
select 100 %, in which case the regulator supplies pure oxygen at all cabin altitudes.
If the situation calls for it, the user can use the emergency overpressure rotating knob and receive
pure oxygen at positive pressure.
The storage box contains a microphone lead, with a quick-disconnect, for connection to the
appropriate mask microphone cable.
Note: Each mask may have a removable film that protects the visor against scratches.
This strip is optional and may be removed from the mask at any time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-10 P 1/4
FCOM A to B 30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - DESCRIPTION
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-10 P 2/4
FCOM C 30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - DESCRIPTION
OPERATING MANUAL
MASK SETTING
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-10 P 3/4
FCOM D 30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - DESCRIPTION
OPERATING MANUAL
MASK STOWAGE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-10 P 4/4
FCOM E 30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) CREW SUPPLY pb
This pushbutton controls the solenoid valve.
On : The valve is open, and supplies low pressure oxygen to the masks (normal position in
flight).
OFF: The valve is closed, and the white light comes on.
STOWAGE BOX
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-20 P 1/6
FCOM A to B → 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - CONTROLS AND INDICATORS
OPERATING MANUAL
(1) Blinker flowmeter (yellow)
This indicator flashes when oxygen is flowing.
(2) RESET/TEST control slide
The crewmember presses the slide, and pushes it in the direction of the arrow to test: the
operation of the blinker; the regulator supply; system sealing downstream of the valve; and the
regulator sealing and system operation. Pressing the RESET control slide, after the oxygen
mask has been used, cuts off the oxygen, and the mask microphone.
(3) OXY ON flag
As soon as the left flap door opens, the mask is supplied with oxygen and, once it closes (mask
still supplied with oxygen), the “OXY ON” flag appears.
CREW OXYGEN MASK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-20 P 2/6
FCOM ← B to C 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - CONTROLS AND INDICATORS
OPERATING MANUAL
PRESSURE REGULATOR
(1) Red grips
Squeezing the right-hand side grip unlocks the two-flap door, and permits the harness to
inflate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-20 P 3/6
FCOM D→ 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) EMERGENCY pressure selector
Use of this selector creates on overpressure which eliminates condensation or fogging of the
mask, and prevents smoke, smell or ashes from entering the mask.
‐ Pressing this knob generates an overpressure for a few seconds.
‐ Turning the knob, in the direction of the arrow, generates a permanent overpressure.
Note: 1. Overpressure supply is automatically started, when cabin altitude exceeds
30 000 ft.
2. Overpressure supply is available only when the N/100% selector is set on the on
the 100 % position.
(3) N/100 % selector
Pushing the button up from underneath releases it, and it pops up to the N (normal) position.
Pressing it again returns it to 100 %.
100 % : The mask delivers 100 % oxygen.
N : The mask delivers a mixture of air and oxygen, the content of which varies with
cabin altitude. When cabin altitude goes above 35 000 ft, the air inlet closes and the
wearer breathes 100 % oxygen.
DOOR/OXY ECAM PAGE
(1) OXY pressure indication
It is in green, when the pressure is ≥ 600 PSI.
It pulses in green, when the pressure is < 600 PSI (the DOOR/OXY SD page is automatically
displayed).
It is in amber, when the pressure is < 300 PSI.
On ground, an amber half frame appears when oxygen pressure is < 1 000 PSI.
In this case, the flight crew must check that the remaining quantity is not below the minimum
(Refer to LIM-35 Cockpit Fixed Oxygen System).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-20 P 4/6
FCOM ← D to E → 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - CONTROLS AND INDICATORS
OPERATING MANUAL
(2) REGUL LO PR indication
It is in amber, if oxygen pressure on the low-pressure circuit is low (50 PSI).
(3) CKPT OXY indication
It is normally in white.
It becomes amber, when:
‐ Pressure goes below 300 PSI
‐ Low oxygen pressure is detected
‐ The OXYGEN CREW SUPPLY pb on the overhead panel is OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-20 P 5/6
FCOM ←E 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - CONTROLS AND INDICATORS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-20 P 6/6
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
L3
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
CREW OXY CTL SHED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR COCKPIT - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-20-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR CABIN - DESCRIPTION
OPERATING MANUAL
GENERAL
The cabin’s fixed oxygen system supplies oxygen to the occupants, in case of cabin
depressurization.
Chemical generators produce the oxygen. Each generator feeds a group of 2, 3, or 4 masks.
Generators and masks are in containers above the passenger seats, in the lavatories, in each galley
, and at each cabin crew station.
OPERATION
Each container has an electrical latching mechanism that opens automatically to allow the masks to
drop, if the cabin pressure altitude exceeds 14 000 ft (+250, -750 ft). The flight crew can override the
automatic control.
When the masks are released, the passenger address system automatically broadcasts prerecorded
instructions for their use.
The generation of oxygen begins when the passenger pulls the mask towards the passenger seat.
The chemical reaction used for oxygen generation creates heat. Therefore, the smell of burning or
smoke, and cabin temperature increase, may be associated with the normal operation of the oxygen
generators. The mask receives pure oxygen under positive pressure for about 15 min, until the
generator is exhausted.
A reset is available for the rearming of the system after the masks are restowed. A manual release
tool allows crew members to manually open the doors in case of electrical failure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-30-10 P 1/2
FCOM A to B 18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR CABIN - DESCRIPTION
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-30-10 P 2/2
FCOM C 18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR CABIN - CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) PASSENGER SYS ON light
This light comes on in white, when the control for the oxygen mask doors is activated, and it
remains on until the TMR RESET pushbutton is pressed (Refer to DSC-35-30-20 Overhead
Maintenance Panel).
(2) MASK MAN ON pushbutton
The guard keeps this button in the AUTO position.
AUTO : The mask doors open automatically, when the cabin altitude exceeds 14 000 ft.
Pressed : The mask doors open.
OVERHEAD MAINTENANCE PANEL
(1) TMR RESET pushbutton
The maintenance crew uses this pushbutton to reset the control circuit, after the system has
operated.
ON : The PASSENGER SYS ON light goes off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-30-20 P 1/2
FCOM A to B → 18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR CABIN - CONTROLS AND INDICATORS
OPERATING MANUAL
FAULT : This light comes on in white, when the door latch solenoids are energized for more
than 30 s.
MEMO DISPLAY
HI ALT : The ECAM displays this memo in green, when the crew sets the HI ALT LANDING pb
SET to ON. In this case, the passenger mask release altitude is 16 000 ft (+250 ft, -750 ft).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-30-20 P 2/2
FCOM ← B to C 18 SEP 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR CABIN - ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
ACTUATION SHED
PAX OXYGEN
AUTOCONTROL SHED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-30-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW FIXED OXYGEN SYSTEM FOR CABIN - ELECTRICAL SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-30-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW PORTABLE OXYGEN SYSTEM - DESCRIPTION
OPERATING MANUAL
FLIGHT CREWS PORTABLE OXYGEN SYSTEM
The flight crew smoke hood located on the right back side of the cockpit, ensures the eyes and
respiratory system protection of one flight crew member when fighting a fire and in case of smoke or
noxious gas emissions or cabin depressurization.
The smoke hood is based on a chemical air regeneration system, located at the back of the hood.
An oronasal mask allows the inhalation of regenerated air via the inhalation valves and returns the
exhaled breath to the regenerator system.
The effective time of use is between 15 and 30 min, depending on the workrate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-40-10 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW PORTABLE OXYGEN SYSTEM - DESCRIPTION
OPERATING MANUAL
USING THE HOOD
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-35-40-10 P 2/2
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
PNEUMATIC
Intentionally left blank
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-36-10 Description
DSC-36-10-10 General
GENERAL................................................................................................................................................................ A
DSC-36-10-20 Engine Bleed System
GENERAL................................................................................................................................................................ A
Architecture.............................................................................................................................................................. B
Air Bleed Selection.................................................................................................................................................. C
PRESSURE REGULATION AND LIMITATION...................................................................................................... D
TEMPERATURE REGULATION AND LIMITATION............................................................................................... E
DSC-36-10-30 Apu Bleed Air Supply
General.....................................................................................................................................................................A
APU BLEED VALVE OPENING LOGIC..................................................................................................................B
DSC-36-10-40 Crossbleed
GENERAL................................................................................................................................................................ A
X-BLEED VALVE CONTROL LOGIC......................................................................................................................B
ECAM INDICATION.................................................................................................................................................C
DSC-36-10-50 Leak Detection
LEAK DETECTION.................................................................................................................................................. A
DSC-36-10-60 Operation Following Failures
BMC FAILURE.........................................................................................................................................................A
DSC-36-20 Controls and Indicators
OVERHEAD PANEL................................................................................................................................................ A
ECAM Bleed Page...................................................................................................................................................B
DSC-36-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-36-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-PLP-TOC P 1/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-PLP-TOC P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
GENERAL
The pneumatic system supplies high-pressure air for :
‐ air conditioning
‐ engine starting
‐ wing anti-icing
‐ water pressurization
‐ hydraulic reservoir pressurization
High-pressure air has three sources :
‐ engine bleed systems
‐ APU load compressor
‐ HP ground connection
A crossbleed duct interconnects the engine bleed systems and receives air from the APU and ground
sources when appropriate.
A valve mounted on the crossbleed duct allows the left side (engine 1) and right side (engine 2) to be
interconnected.
Two Bleed Monitoring Computers (BMC1 and BMC2), the overhead control panel, and the ECAM
control and monitor the operation of the pneumatic system.
A leak detection system detects any overheating in the vicinity of hot air ducts.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-10 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-10 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE BLEED SYSTEM
OPERATING MANUAL
GENERAL
The aircraft has two similar engine bleed air systems.
Each system is designed to :
‐ select the compressor stage to use as a source of air
‐ regulate the bleed air temperature
‐ regulate the bleed air pressure.
A Bleed Monitoring Computer (BMC) controls and monitors each system.
Each BMC receives information about bleed pressure and temperature and valve position.
Each is connected with :
‐ other systems using air or information from the bleed system
‐ the other BMC.
Each supplies indications and warnings to the ECAM and CFDS.
If one BMC fails, the other one takes over most of the monitoring functions.
Each bleed valve is pneumatically operated and controlled electrically by its associated BMC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-20 P 1/4
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE BLEED SYSTEM
OPERATING MANUAL
ARCHITECTURE
AIR BLEED SELECTION
Air is normally bled from the intermediate pressure stage (IP) of engine’s high-pressure (HP)
compressor to minimize fuel penalty.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-20 P 2/4
FCOM B to C → 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE BLEED SYSTEM
OPERATING MANUAL
At low engine speed, when the pressure and temperature of the IP air are too low, the system bleeds
air from the HP stage and maintains it at 36 ± 4 PSI.
An intermediate pressure check valve downstream of the IP port closes to prevent air from the HP
stage from being circulated to the IP stage.
L3 The HP valve closes automatically
‐ • In case of low upstream pressure
• in case of excessive upstream pressure
‐ electrically when the bleed valve is closed electrically.
ECAM INDICATION
PRESSURE REGULATION AND LIMITATION
The bleed valve, which is downstream of the junction of HP and IP ducting, acts as a shut-off and
pressure regulating valve.
It maintains delivery pressure at 45 ± 5 PSI.
Note: Bleed pressure may fluctuate between 38 and 56 PSI (with a maximum peak to peak
pressure of 16 PSI) particularly at high engine power (takeoff or climb) up to FL 100.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-20 P 3/4
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ENGINE BLEED SYSTEM
OPERATING MANUAL
The bleed valve is fully closed:
‐ Pneumatically:
• If upstream pressure goes below 8 PSI
• If there is return flow
‐ Electrically by means of:
• The BLEED pushbutton switch (switched OFF)
• The ENG FIRE pushbutton (pushed)
• The Bleed air Monitoring Computer (BMC) in the following cases:
‐ Overtemperature
‐ Overpressure
‐ Leak
‐ Open starter valve
‐ APU bleed being ON.
If pressure regulation fails, the overpressure valve closes when the pressure goes over 85 PSI.
Note: If APU Bleed is ON and the crossbleed valve is SHUT, the Engine bleed valve 2, remains
open.
TEMPERATURE REGULATION AND LIMITATION
A precooler downstream of the bleed valve regulates the temperature of the bleed air.
The precooler is an air-to-air heat exchanger that uses cooling air bleed from the engine fan to
regulate the temperature to approximately 200 °C.
The fan air valve controls fan air flow.
A spring keeps the fan air valve closed in the absence of pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-20 P 4/4
FCOM ← D to E 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - APU BLEED AIR SUPPLY
OPERATING MANUAL
GENERAL
Air from the APU load compressor is available on ground and in flight.
The APU bleed valve operates as a shut-off valve to control APU bleed air. It is electrically controlled
and pneumatically operated.
The APU BLEED pb-sw, on the AIR COND panel, controls the APU bleed valve. When the flight
crew selects ON with the pushbutton, APU bleed air supplies the pneumatic system, if the APU
speed is above 95 %. This opens the crossbleed valve and closes the engine bleed automatically.
A check valve near the crossbleed duct protects the APU, when bleed air comes from another
source.
APU BLEED VALVE OPENING LOGIC
Note: 1. Leak detection is disregarded during an engine start.
2. APU leak detection is lost, if BMC1 is lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-30 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - APU BLEED AIR SUPPLY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - CROSSBLEED
OPERATING MANUAL
GENERAL
A crossbleed valve on the crossbleed duct allows the air supply systems of the two engines to be
isolated or interconnected.
On the AIR COND panel, a rotary selector controls the crossbleed valve electrically.
Two electric motors, one for automatic mode and one for manual mode, control the valve.
In automatic mode, the crossbleed valve opens when the system uses APU bleed air. It closes, if the
system detects an air leak (except during engine start).
X-BLEED VALVE CONTROL LOGIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-40 P 1/2
FCOM A to B 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - CROSSBLEED
OPERATING MANUAL
ECAM INDICATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-40 P 2/2
FCOM C 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - LEAK DETECTION
OPERATING MANUAL
LEAK DETECTION
Leak detection loops detect any overheating near the hot air ducts in the fuselage, pylons, and
wings.
For the pylon and APU, the sensing elements are tied to form a single loop and for the wing, a
double loop.
When the two wing loops detect a leak, or when one loop detects the leak and the other one is
inoperative, they activate a wing leak signal.
BMC1 and BMC2 each contain identical control logic for the system.
‐ A wing leak signal causes :
• the bleed valve on the related side to close automatically
• the associated FAULT light on the AIR COND panel to come on
• the x-bleed valve to close automatically (except during an engine start)
• the APU bleed valve to close automatically (if it is open, and if the leak concerns the left wing)
(except during engine start)
‐ A pylon leak signal causes :
• the bleed valve on the related side to close automatically
• the FAULT light for the related engine on the AIR COND panel to come on
• the x-bleed valve to close automatically (except during an engine start).
‐ An APU leak signal causes :
• the APU bleed valve to close automatically (except during engine start).
• the FAULT light the APU BLEED pushbutton switch on the AIR COND panel to come on
• the x-bleed valve to close automatically (except during an engine start).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-50 P 1/2
FCOM A→ 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - LEAK DETECTION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-50 P 2/2
FCOM ←A 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATION FOLLOWING FAILURES
OPERATING MANUAL
BMC FAILURE
If one BMC fails, the adjacent BMC takes over the monitoring of the bleed system to issue the
following ECAM warnings if necessary :
‐ overpressure
‐ overtemperature
‐ wing leak.
Nevertheless, the associated FAULT light on the AIR COND panel is lost, and the associated bleed
valve does not close automatically.
ENG BLEED LEAK warning is lost for the associated engine, as is also the APU BLEED LEAK
warning if BMC1 has failed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-60 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - OPERATION FOLLOWING FAILURES
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-10-60 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
OVERHEAD PANEL
(1) ENG 1 and ENG 2 BLEED pb sw
On : Bleed valve opens if :
‐ Upstream pressure is above 8 PSI.
‐ APU BLEED pushbutton switch is off or APU bleed valve is closed.
‐ There is no onside wing or pylon leak, and no overpressure or
overtemperature has been detected.
‐ The ENG FIRE pushbutton has not been popped out.
‐ The engine start valve is closed.
FAULT lt : This amber light comes on, and an ECAM caution appears, if :
‐ There is an overpressure downstream of the bleed valve.
‐ There is a bleed air overheat.
‐ There is a wing or engine leak on the related side.
‐ The bleed valve is not closed during engine start.
‐ The bleed valve is not closed with APU bleed ON.
lt goes out when the ENG BLEED pushbutton switch is OFF if the fault has
disappeared.
OFF : The bleed valve and HP valve close. The white OFF light comes on.
(2) APU BLEED pb sw
ON : The APU valve opens if N > 95 % and there is no leak in the APU or in the left
side bleed. (If there is a leak on the right side, the x-bleed valve closes.)
The blue ON light comes on.
Off : The APU valve closes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-20 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
FAULT : This amber light comes on, and an ECAM caution appears, when the system
light detects an APU leak.
(3) X-BLEED selector sw
AUTO : The crossbleed valve is open if the APU bleed valve is open.
The crossbleed valve is closed if the APU bleed valve is closed or, in case of a
wing, pylon, or APU leak (except during engine start).
OPEN : The crossbleed valve is open.
CLOSE : The crossbleed valve is closed.
ECAM BLEED PAGE
(1) HP VALVES
Crossline - Green : HP valve normally fully closed
In line - Green : HP valve not fully closed
Crossline - Amber : HP valve not in commanded (closed) position
(2) ENGINE BLEED VALVES
In line - Green : BLEED valve normally open
Crossline - Green : BLEED valve normally fully closed
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-20 P 2/4
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
In line - Amber : BLEED valve not in commanded (open) position
Crossline - Amber : BLEED valve not in commanded (closed) position
(3) ENGINE BLEED INDICATIONS
(A) Precooler inlet pressure
It is normally in green.
It becomes amber, if under 4 PSI, or if overpressure is detected by the BMC (threshold
between 57 and 60 PSI).
(B) Precooler outlet temperature
It is normally in green.
It becomes amber, if the BMC detects an overheat or low temperature.
Overheat: Temperature exceeds:
‐ 290 °C for more than 5 s, or
‐ 270 °C for more than 15 s, or
‐ 257 °C for more than 55 s
Low temperature is detected, if the temperature is lower than 150 °C.
Note: When the engines are at idle, and depending on the ambient temperature, the
precooler outlet temperature may be below 150 °C (displayed amber).
(4) APU BLEED VALVE
Crossline - Green : The APU valve is not fully open, and the APU master switch is ON.
In line - Green : The APU valve is fully open, and the APU master switch is ON.
Crossline - Amber : The APU valve is fully closed, the APU master switch is ON, and the
APU bleed switch is ON for more than 10 s.
(5) CROSSBLEED VALVE
Crossline - Green : The crossbleed valve is normally closed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-20 P 3/4
FCOM ←B→ 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
In line - Green : The crossbleed valve is normally open.
Crossline - Amber : The crossbleed valve is not in the commanded (closed) position.
In line - Amber : The crossbleed valve is not in the commanded (open) position.
Transit - Amber : The crossbleed valve is in transit.
(6) GND HP ground connection indication
: Displayed in white when the aircraft is on ground.
(7) ANTI ICE indication
It is displayed in white, when the WING pushbutton on the ANTI-ICE panel is ON.
(8) Arrow
: ‐ It is normally not displayed, when the corresponding valve is closed.
‐ It is normally displayed in green, when the corresponding valve is open.
‐ It becomes amber, when the
• Valve is open and air pressure is low or high, or
• Valve is open on ground for more than 10 s.
(9) Engine identification (1-2)
It is normally in white.
It becomes amber, when engine N2 is below idle.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-20 P 4/4
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
ENG 1 (2) BLEED FAULT
engine 1 (2) running and bleed air pressure >
57 PSI (+3/-0) or temperature: 1, 3, 4, 5,
> 257 °C for more than 55 s 7, 8, 10
or > 270 °C for more than 15 s
or > 290 °C for more than 5 s
L (R) WING LEAK ENG BLEED
temperature > 124 °C detected by the loops FAULT lt
ENG 1 (2) BLEED LEAK
temperature > 204 °C detected by the loop and 3, 4, 5, 7, 8
engine 1 (2) running
ENG 1 (2) BLEED NOT CLSD SINGLE MASTER
BLEED
CHIME CAUT
bleed valve not automatically closed during engine
start or with APU bleed selected
BLEED 1 (2) OFF ENG BLEED 1, 3, 4, 5,
one engine bleed switched off with no fault OFF lt 7, 8, 9, 10
APU BLEED FAULT
APU available and APU bleed valve position NIL
disagrees with selected position. 3, 4, 5, 7, 8
APU BLEED LEAK APU BLEED
temperature > 124 °C detected by the loop FAULT lt
ENG 1 (2) BLEED ABNORM PR NIL
1, 3, 4, 5,
regulated pressure is abnormal 7, 8, 10
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-30 P 1/2
FCOM A→ 03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
ENG 1 (2) (1+2) BLEED LO TEMP
one (both) engine bleed below 150 °C in flight with 3, 4, 5, 8
SINGLE MASTER
wing anti ice ON
CHIME CAUT
X BLEED FAULT
position disagree with selected position
ENG 1 (2) HP VALVE FAULT BLEED
HP valve is abnormally closed
3, 4, 5, 7, 8
BLEED MONITORING FAULT NIL
Both BMC faulty
L(R) WING LEAK DET FAULT NIL NIL
Both detection loops inop in one wing
BLEED MONIT SYS 1(2) FAULT
One BMC faulty 3, 4, 5,
NIL
ENG 1(2) LEAK DET FAULT 6, 7, 8
Detection loop inop in pylon
MEMO DISPLAY
APU BLEED appears in green if the APU is available and the APU BLEED pb-sw is ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-30 P 2/2
FCOM ←A 03 APR 12
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
1 SHED
BMC
2 DC2
BLEED ENG 1 SHED
VALVES,
HP VALVES
ENG 2 DC2
AND FAN
AIR VALVES
X-BLEED AUTO CONTROL DC2
VALVE MANUAL CONTROL SHED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
PNEUMATIC
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-36-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
Intentionally left blank
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-38-10 Description
General.....................................................................................................................................................................A
Potable Water.......................................................................................................................................................... B
Wastewater System.................................................................................................................................................C
Toilet System........................................................................................................................................................... D
DSC-38-20 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-PLP-TOC P 1/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-PLP-TOC P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
GENERAL
The water and waste system :
‐ distributes potable water to the toilets and the galleys.
‐ disposes waste water.
‐ stores toilet wastes.
The system is insulated to prevent water leaks and ice build up.
The water and waste control panel is on the forward cabin attendant’s panel.
POTABLE WATER
Potable water is stored in a 200 l tank in front of the wing box behind the forward cargo compartment.
While airborne, the aircraft uses bleed air to pressurize the water system ; on the ground, it uses air
from the service panel pressure port.
Potable water is piped to the galleys and lavatories.
The system can be filled or drained from the service panel under the fuselage. Indicators on the
forward attendant’s panel and the aft service panel show how much water is in the water tank.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-10 P 1/6
FCOM A to B → 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
WASTEWATER SYSTEM
Wastewater from the galleys and from the sinks in the lavatories, drains overboard through two
anti-iced drain masts.
The forward mast drains wastewater from the forward cabin; the aft mast drains it from the aft cabin.
Differential pressure discharges the wastewater in flight, and gravity does so on the ground.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-10 P 2/6
FCOM ← B to C → 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
TOILET SYSTEM
Differential pressure forces waste from the toilet bowls into the waste storage tank. On ground, and
at altitudes below 16 000 ft , a vacuum generator produces the necessary pressure differential.
Clear water from the potable water system flushes the toilets.
A flush control unit, within each toilet, controls the flush sequence.
The Vacuum System Controller (VSC) furnishes operational information, such as the waste level in
the storage tank, to the Flight Attendants’ panel, and maintenance information and a test program to
the Centralized Fault Display System.
The waste tank has a usable capacity of 170 l .
Ground personnel services the waste tank via a single service panel under the fuselage.
A manual shut-off valve isolates an inoperative toilet.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-10 P 3/6
FCOM ← C to D → 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-10 P 4/6
FCOM ←D→ 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-10 P 5/6
FCOM ←D 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-10 P 6/6
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
POTABLE WATER SYS GND/FLT
WATER HEATER AC2
WATER DRAINING GND/FLT
VACUUM GENERATOR AC2
PRESSURIZED WATER SYS AC2
FLUSH CONTROL UNITS GND/FLT
VACUUM SYS CONTROLLER GND/FLT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
WATER / WASTE
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-38-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
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AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-45-10 Description
GENERAL................................................................................................................................................................ A
COMPONENTS........................................................................................................................................................B
MODES OF OPERATION....................................................................................................................................... C
Architecture.............................................................................................................................................................. D
FAILURE/FAULT CLASSIFICATION.......................................................................................................................E
FUNCTIONS OF THE CENTRALIZED FAULT DISPLAY SYSTEM (CFDS)..........................................................F
COCKPIT/CFDS INTERFACE................................................................................................................................ G
DSC-45-20 System Operation
Maintenance Menu.................................................................................................................................................. A
LAST (or CURRENT) LEG REPORT......................................................................................................................B
Last (or Current) Leg ECAM Report....................................................................................................................... C
PREVIOUS LEGS REPORT................................................................................................................................... D
AVIONICS STATUS.................................................................................................................................................E
SYSTEM REPORT/TEST........................................................................................................................................ F
GMT/DATE INITIALIZATION...................................................................................................................................G
BACK UP MODE.....................................................................................................................................................H
ACARS Print Program.............................................................................................................................................. I
DSC-45-25 Data Loading
General.....................................................................................................................................................................A
Data Loading Selector on the Overhead Panel...................................................................................................... B
DSC-45-30 PRINTER
GENERAL................................................................................................................................................................ A
SYSTEM DESCRIPTION.........................................................................................................................................B
DSC-45-40 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-PLP-TOC P 1/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-PLP-TOC P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
GENERAL
The purpose of the Centralized Fault Display System (CFDS) is to make the maintenance task easier
by displaying fault messages in the cockpit and permitting the flight crew to make some specific
tests.
There are two levels of maintenance :
at the line stop : removal and replacement of equipment
at the main base : troubleshooting
COMPONENTS
The CFDS includes :
‐ the BITE (Built-In Test Equipment) for each electronic system
‐ a central computer, the Centralized Fault Display Interface Unit (CFDIU)
‐ two MCDUs (Multipurpose Control and Display Units), used also for FMGS (Flight Management
and Guidance System), AIDS (Aircraft Integrated Data System), and ACARS (Aircraft
Communication And Reporting System, if installed), which work with the CFDIU to display
information or initiate tests
‐ one printer.
If a main channel of the CFDIU fails, the backup channel takes over.
MODES OF OPERATION
The CFDS operates in two main modes :
‐ the NORMAL mode or REPORTING mode (in flight)
‐ the INTERACTIVE mode or MENU mode (on ground).
In NORMAL mode, the CFDS records and displays the failure messages transmitted by each system
BITE.
In INTERACTIVE mode, the CFDS allows any BITE to be connected with the MCDU in order to
display the maintenance data stored and formatted by the BITE or to initiate a test.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-10 P 1/6
FCOM A to C 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-10 P 2/6
FCOM D 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
FAILURE/FAULT CLASSIFICATION
The Centralized Fault Display System (CFDS) identifies the faulty system and puts any failures or
faults into one of three classes :
Class 1 : Failures indicated to the flight crew by means of the ECAM, or other flight deck effect.
They must be repaired or entered in the MEL (Minimum Equipment List) before the
aircraft can depart.
Class 2 : Faults indicated to maintenance personnel by the CFDS and which trigger a MAINT
status entry on the maintenance part of the ECAM status page. The aircraft can
operate with these faults, but they must be rectified within the timescale defined in the
Trouble Shooting Manual (TSM).
Class 3 : Faults indicated to maintenance personnel by the CFDS, but which do not trigger a
MAINT status. The operator may have these faults corrected at his convenience.
Failure/fault classes Class 1 Class 2 Class 3
Operational YES NO NO
consequences
Indication to the YES YES NO
flight crew Available on ECAM status
Automatically displayed
page.
‐ Warning or caution messages on
Engine
Warning Display
‐ Flag or indication in the flight
deck.
Dispatch Refer to MEL may be :
Refer to MMEL/MI-00-08 MEL not applicable
consequences ECAM and
"GO"
MAINTENANCE STATUS
"GO IF"
"NO GO"
Indication to the YES YES
maintenance team Automatically print out at the end of each flight : Available on request
Fault messages on the CFDS Post Flight Report. through system report/Test
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-10 P 3/6
FCOM E 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
FUNCTIONS OF THE CENTRALIZED FAULT DISPLAY SYSTEM (CFDS)
The main functions of the CFDS are :
‐ obtaining and storing messages transmitted by the connected system BITEs, or by the Flight
Warning Computer (Warning and Caution titles)
‐ Detailing the maintenance phases.
‐ Presenting maintenance reports :
• Last leg report
• Last leg ECAM report
• Previous leg report
• Avionics status
• System report test
• Post-flight report.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-10 P 4/6
FCOM F 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
COCKPIT/CFDS INTERFACE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-10 P 5/6
FCOM G 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-10 P 6/6
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
MAINTENANCE MENU
The CFDS uses menus displayed on the MCDU. The operator selects functions or reports from these
menus.
Pressing the MCDU MENU key and then selecting CFDS brings up the MAINTENANCE MENU page
(different pages for the aircraft in flight and the aircraft on the ground).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 1/12
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
LAST (OR CURRENT) LEG REPORT
The LAST LEG REPORT (on the ground) or the CURRENT LEG REPORT (in flight), list all class 1
failures and class 2 faults and all system failure and system fault messages received by the CFDS
during the last flight leg or the current flight leg. Pressing the IDENT key displays a list of the systems
(called identifiers) affected by the failure or fault, which helps the pilot or maintenance person to
identify the failure or fault.
LAST (OR CURRENT) LEG ECAM REPORT
GENERAL
In flight : The CURRENT LEG ECAM REPORT displays the primary and independent
warning (class I) messages and MAINTENANCE STATUS (class II) messages
of the current flight leg.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 2/12
FCOM B to C → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
On the ground : The LAST LEG ECAM REPORT displays the primary and independent
warning (class I) messages plus MAINTENANCE STATUS (class II)
messages of the last flight leg.
Note: This screen displays PRINT only if the printer is installed.
POST FLIGHT REPORT
At the end of a flight, LAST LEG and LAST LEG ECAM REPORTS are printed out automatically
after landing (30 s after reaching 80 kt). The flight or ground crew can also print them out by
selecting POST FLIGHT REP PRINT.
It is also automatically sent to the ground, using ACARS system after the last engine shutdown, or
manually by selecting the SEND key.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 3/12
FCOM ←C→ 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
PREVIOUS LEGS REPORT
This report gives access to the POST FLIGHT REPORTS of the previous 63 flight legs.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 4/12
FCOM ← C to D → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
On ground, the Operator can print copies of the screen. If ACARS is installed, the Operator can send
the flight report (Refer to DSC-45-20 Last (or Current) Leg ECAM Report - Post Flight Report Print).
AVIONICS STATUS
This screen displays the list of systems affected by a failure or fault. If a system is affected by at least
a Class 3 fault, CLASS 3 appears beside it. The display is continuously updated.
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FCOM ← D to E → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
SYSTEM REPORT/TEST
This screen gives the operator access to all electronic systems. The CFDIU enters into interactive
dialogue with the selected system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 6/12
FCOM ← E to F → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
In the above example, the operator has called up menus of the selected systems :
‐ LAST or PREVIOUS LEG REPORT presents the list of Line-Replaceable Units (LRUs) affected by
a failure.
‐ LRU IDENTIFICATION contains the part numbers of all LRUs in the system.
‐ GND SCANNING runs the flight monitoring on the ground and indicates the faulty LRU.
‐ CLASS 3 FAULTS lists class 3 faults detected by the system during the last flight leg.
‐ SYSTEM CONFIGURATION presents the system configuration in a digital form.
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FCOM ←F→ 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
Note: These screens (except LAST or PREVIOUS LEG REPORT) are not shown above.
GMT/DATE INITIALIZATION
A CFDIU clock is synchronized with the cockpit clock in order to keep GMT (UTC) displayed on the
ECAM lower display (except in flight Phases 1 and 2, if the weight and balance system is installed). If
the cockpit clock fails, the CFDIU clock continues to display GMT (UTC) on the ECAM lower display.
If electrical power is interrupted for more than 200 ms, the crew initializes GMT (UTC) and the DATE
via the MCDU :
‐ Write GMT (UTC) in the scratchpad, then press the “INIT GMT” key.
‐ Do the same for the month and day.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 8/12
FCOM ← F to G → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
BACK UP MODE
If the CFDIU's main channel fails, the backup channel allows the CFDS to operate in backup mode :
‐ on the ground only
‐ through MCDU1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 9/12
FCOM ← G to H → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
‐ in one mode of operation only : SYSTEM REPORT/TEST
‐ without the PRINTER or ACARS.
The system changes over from main channel to backup channel :
‐ Automatically in case of an important failure (power supply, for example). In this case, when the
operator selects CFDS on the MCDU MENU, it displays the BACKUP MODE page.
‐ Manually if the operator selects BACKUP MODE on the CFDS menu after a minor failure.
ACARS PRINT PROGRAM
This function gives access to reprogramming page.
The programming is provided by the ACARS or manually (on the ground or in flight) :
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FCOM ← H to I → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
Note: The CFDIU memorizes all manual programming so that at initialisation the last configuration
will be retained.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-20 P 11/12
FCOM ←I 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW SYSTEM OPERATION
OPERATING MANUAL
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FCOM 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DATA LOADING
OPERATING MANUAL
GENERAL
With the data loading system, it is possible to upload databases and operational software, or to
download system reports from various onboard computers.
The data transfer is performed via 3.5 in disks and a portable data loader, or the aircraft fixed
Multipurpose Disk Drive Unit (MDDU).
DATA LOADING SELECTOR ON THE OVERHEAD PANEL
When the data loading selector is ON, the 3 keys (NEXT, PREV, SEL CTRL) enable the display and
selection of various applicable aircraft systems (FMGC, TCAS etc...).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-25 P 1/2
FCOM A to B 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW DATA LOADING
OPERATING MANUAL
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FCOM 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW PRINTER
OPERATING MANUAL
GENERAL
The printer prints reports from the following systems (if installed) : ACARS, AIDS, FMGC, CFDIU and
EVMU. It prints these on paper, and does so either on the ground or in flight.
The printer is installed at the rear of the pedestal on the right side.
SYSTEM DESCRIPTION
(1) SLEW sw :
The SLEW switch is used to feed paper after having loaded a new roll.
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FCOM A to B → 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW PRINTER
OPERATING MANUAL
(2) PRINTER DOOR LATCH :
The printer door latch locks the door used for loading paper.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-45-30 P 2/2
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
CFDS DC1
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FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
MAINTENANCE SYSTEM
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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AIRCRAFT SYSTEMS
INFORMATION SYSTEMS
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DSC-46-10 General
Introduction...............................................................................................................................................................A
System Architecture.................................................................................................................................................B
Cockpit Arrangement............................................................................................................................................... C
DSC-46-20 ATSU Communications Function
Introduction...............................................................................................................................................................A
Downlink and Uplink Messages.............................................................................................................................. B
Datalink/Voice Transfer on VHF 3.......................................................................................................................... C
Datalink/Voice Transfer on HF 1.............................................................................................................................D
Scratchpad Messages on the COMM Menu........................................................................................................... E
DSC-46-30 AOC Applications
Introduction...............................................................................................................................................................A
Remote Applications................................................................................................................................................ B
DSC-46-40 CNS/ATM
Introduction...............................................................................................................................................................A
DSC-46-60 Warnings and Cautions
Warnings And Cautions...........................................................................................................................................A
DSC-46-70 Electrical Supply
Bus Equipment List..................................................................................................................................................A
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INTRODUCTION
The information system manages the datalink communication and provides the flight crew with
information coming from the airline and from the Air Traffic Control (ATC).
The information system consists mainly of an Air Traffic Service Unit (ATSU), two Data-link Control
and Display Units (DCDU ) located on the left and right central panels, and two illuminated
pushbuttons “ATC MSG”.
The ATSU manages:
‐ The Air-Ground communications through the appropriate communication media (SATCOM or
VHF data radio or HF data radio).
‐ The exchange of information between the aircraft and:
• The Operator according to the Airline Operational Control (AOC) applications defined in the
ATSU, or
• The Air Traffic Control.
‐ The information display via the MCDU and the DCDU .
‐ The appropriate warning for flight crew information.
The ACARS functions are included in the ATSU.
SYSTEM ARCHITECTURE
The ATSU is connected to the following systems:
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The ATSU supports uplink and downlink messages.
They may be either automatically or manually handled, with or without information to the crew.
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COCKPIT ARRANGEMENT
The pilot interface consists of:
‐ The DCDU , to display any up and downlink ATC messages.
‐ The “ATC MSG pb ”, to alert the crew of any ATC uplink arrivals , associated with a
dedicated chime .
‐ The MCDU, to handle the AOC and ATC functions and data transfer with the DCDU .
‐ The PRINTER, to print any type of messages.
‐ The ECAM, for operational information.
‐ The RMP, to allow frequencies’ tuning.
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INTRODUCTION
The Air-Ground communications are managed by the ATSU communication function either:
‐ automatically without pilot action,
‐ or manually using MCDU pages and/or RMPs.
The pilot controls the communications through the COMM MENU page on MCDU.
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(*) These fields are customized according to the AOC programming.
DOWNLINK AND UPLINK MESSAGES
DOWNLINK MESSAGES
Aircraft to ground messages (downlink) comprise maintenance, monitoring, operational,
performance and cabin data.
Reports generated by a peripheral (CFDS, AIDS, FMS, CABIN TERMINAL) system can be
automatically downlinked by the ATSU depending on each airline AOC programming.
UPLINK MESSAGES
Ground to aircraft messages (uplink) either contain crew information (wind for example) or data
to be uploaded into the FMS (Flight plan for example). Uplinks can also contain requests for
transmission of specific downlink reports.
Messages are indicated to the crew by:
‐ “COMPANY MSG” memo (in green) on the ECAM memo, or
‐ “COMPANY CALL” memo (in green) on the ECAM memo, or
‐ “COMPANY ALERT” memo (pulses green for around 180 s , then remains steady, and is
associated with a buzzer sound for 1 s ) on the ECAM memo, or
‐ The MCDU MENU light comes on, if the MCDU is not in the mode where the uplink message
can be displayed, or
‐ A Hard copy from the cockpit printer, depending on airline's AOC programming.
Note: A steady green “COMPANY DATALINK STBY” memo is displayed, when the AOC
datalink air-ground communication is temporarily unavailable, but not lost.
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Depending on the memo displayed on the ECAM, the uplink message indications are available, as
the following examples:
‐ For a "COMPANY MSG" ECAM memo:
On the AOC MENU page, pressing the [1R] key displays the received message and clears the
ECAM memo.
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Note: 1. AOC MENU page is customized, according to AOC programming.
2. A "COMPANY ALERT" ECAM memo is processed in the same way.
‐ For a "COMPANY CALL" ECAM memo:
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On the MCDU's COMPANY CALL page:
Pressing the [1L] key clears the ACARS CALL memo and activates the VHF voice frequency
on VHF 3 associated with the memo.
When in VHF 3 voice mode, pressing the [1R] key reverts VHF 3 to DATALINK mode.
DATALINK/VOICE TRANSFER ON VHF 3
GENERAL
VHF 3 can be used in voice mode in case of a:
‐ VHF 1 or VHF 2 failure, or
‐ COMPANY CALL.
The green “COMPANY CALL” memo indicates that a request for voice contact was received from
the ground.
The green “VHF 3 VOICE” memo indicates that the VHF 3 tranceiver operates in voice mode.
Therefore, datalink communication is interrupted.
The voice frequency may be either tuned by the ATSU or tuned by the crew through the RMP. The
DATALINK/VOICE transfer can be done either from any of the RMPs or from the ATSU through
the VHF 3 VOICE DIRECTORY MCDU page.
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RMP
DATALINK/VOICE TRANSFER FROM A RMP
Pressing again the transfer key on RMP returns to DATALINK mode.
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ATSU
DATALINK/VOICE TRANSFER FROM THE ATSU THROUGH THE VHF 3 VOICE DIRECTORY
PAGE
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On the VHF 3 VOICE DIRECTORY MCDU page:
• Below the title, it is indicated whether VHF 3 is in “VOICE”, or “DATA” mode.
• Fields [1L] to [3L] and [1R] to [3R] display the voice frequencies defined in the airline
database.
Pressing one of the adjacent keys activates the corresponding preselected voice frequency.
• Field [4L] displays the voice frequency provided in the last received COMPANY CALL
message. Pressing the adjacent key deletes the adjacent COMPANY CALL memo and
activates the voice frequency on VHF 3.
Note: After the activation of the voice frequency, DATA remains displayed in the active
window of the RMP.
Pressing the [5R] key returns to DATALINK mode.
DATALINK/VOICE TRANSFER ON HF 1
HF 1 can also be used in data mode. It constitutes an alternative to VHF 3 and SATCOM.
The datalink HF frequency tuning is automatically managed.
The green HF VOICE memo indicates that the HF transceiver operates in voice mode, therefore,
datalink communications are interrupted.
The datalink/voice transfer can be done from any of the RMPs as follows:
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Pressing the transfer key on the RMP again returns to voice mode.
SCRATCHPAD MESSAGES ON THE COMM MENU
MESSAGE COLOR CONDITIONS
NOT ALLOWED W It is not permitted to press this key.
ENTER A/C REGISTR A The aircraft registration number is not valid.
To enter this parameter, Refer to PRO-SUP-46 ATSU Initialization.
PRINT FAILED W A print command is not successful.
FORMAT ERROR W The message was entered in an inappropriate format.
VHF 3 SWITCH IMPOSSIBLE A It is not possible to switch from VHF 3 voice mode to VHF 3 data mode.
DEFAULT VHF SP LIST (1) A The new SCAN MASK is not available.
The system displays the default SCAN MASK instead.
SYSTEM BUSY-TRY LATER W The system is busy. The command, selected by the flight crew, cannot
currently be performed.
COMMAND NOT AVAIL W The command is not available.
Continued on the following page
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Continued from the previous page
MESSAGE COLOR CONDITIONS
VHF 3 CAN BE SET IN VOICE A VHF 3 datalink communications are lost.
However, VHF 3 can be used in voice mode.
ENTER VHF 3 SCAN SELECT (1) A No service provider has been selected.
To select a service provider, Refer to PRO-SUP-46 ATSU Initialization.
ENTER A/L ID A The airline identification number is not valid.
To enter this parameter, Refer to PRO-SUP-46 ATSU Initialization.
PRT MSG PRINT FAIL W Automatic print of an AOC uplink message was not successful.
(1) Depending on airline customization, access to the SCAN SELECT menu may not be possible. If it is not, the
DEFAULT VHF SP LIST and ENTER VHF 3 SCAN SELECT scratchpad messages are not applicable.
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FLIGHT CREW AOC APPLICATIONS
OPERATING MANUAL
INTRODUCTION
Two kinds of Airline Operational Control (AOC) applications are provided:
‐ Remote AOC applications embedded in systems peripheral to ATSU (AIDS, CFDS, FMGC, CABIN
TERMINAL)
‐ Hosted AOC applications uploaded into the ATSU.
Due to the highly customized aspect of the hosted AOC applications, only the remote AOC
applications are described in this chapter.
REMOTE APPLICATIONS
The remote AOC applications are accessible by pressing the related system key on the MCDU
MENU page.
Message/reports are processed by the AOC peripherals (FMGC, AIDS, CFDS) ; the ATSU
communication function only routes the request according to the company routing policy.
FLIGHT MANAGEMENT SYSTEM (FMGC)
Refer to DSC-22_45 General
Through the FMGC interface it is possible to access the following data:
‐ Wind data (F-PLN page)
‐ Takeoff data (uplink only)
‐ F-PLN initialization (uplink only)
‐ Pre-flight, post-flight report and ACARS print/program (downlink only).
Refer to DSC-22_20-70 Flight Plan Initialization Through ACARS
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(1) Pressing key selects related system then
(2) Pressing key gives access to takeoff data (Uplink only)
(3) Pressing key gives access to wind data (F-PLN page)
(4) Pressing key gives access to F-PLN initialisation and wind data (Uplink only)
(5) Pressing key gives access to Pre-flight, Post-flight report and ACARS print/program
(downlink only).
Refer to DSC-22_20-70 Flight Plan Initialization Through ACARS.
CENTRALIZED FAULT DISPLAY SYSTEM (CFDS)
(Refer to DSC-45-20 Maintenance Menu)
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Through the CFDS interface it is possible to downlink the following data:
‐ Post flight report (on the ground) or current flight report (in flight) which includes:
• All failure messages detected by the BITEs
• The warnings displayed to the crew during the last or current flight leg.
Report can be downlinked upon crew action or upon ground request or automatically.
‐ Previous Flight Report (on the ground)
‐ Real-time failure and warning messages (in flight)
‐ Class 3 report (on the ground) containing all class 3 failures detected during the last flight leg.
The report can be downlinked upon crew action or automatically.
AIRCRAFT INTEGRATED DATA SYSTEM (AIDS)
The AIDS interface provides ATSU with the data for the following applications:
‐ Aircraft Performance Monitoring (APM)
‐ Engine Condition Monitoring (ECM)
‐ APU Health Monitoring (AHM).
Any of the AIDS DMU reports can be downlinked (through ATSU):
‐ Manually on the ground or in flight
‐ Automatically in real-time
‐ Upon ground request or upon automatic request from the ATSU.
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FLIGHT CREW CNS/ATM
OPERATING MANUAL
INTRODUCTION
The global Communications Navigation Surveillance/Air Traffic Management (CNS/ATM) system is
made up of the C (Communications), N (Navigation) and S (Surveillance) tools, developed to provide
efficient Air Traffic Management methods.
Such methods include the introduction of datalink communication between pilots and controllers. This
is considered to be the primary means of communication over oceans and in remote areas.
The current CNS/ATM system uses ACARS networks: These networks are mainly ARINC, and SITA
(Refer to DSC-23-40-40 World Map ACARS Frequencies). The related data communications are
managed by the Air Traffic System Unit (ATSU), and can be supported by the SATCOM or the
VHF or the HF.
The CNS/ATM system includes the following applications:
‐ The ATS Facilities Notification (AFN)
‐ The Controller Pilot Data Link Communications (CPDLC)
‐ The Automatic Dependent Surveillance-Contract (ADS-C).
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WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
ATSU FAULT SINGLE MASTER
(Failure at ATSU initialization, if associated with CHIME CAUTION
ATSU INIT FAULT ECAM message). NIL NIL 3, 4, 5, 7, 8
COMPANY FAULT NIL NIL
AOC datalink communications failure.
MEMO DISPLAY
‐ The COMPANY DATALINK STBY message is displayed in green, when AOC datalink
air-ground communication is temporarily unavailable, but not lost.
‐ The COMPANY CALL message is displayed in green, when the aircraft receives a message
from the ground requesting voice communication on VHF.
‐ The COMPANY MSG message is displayed in green, when the aircraft receives a message
from the ground.
‐ The COMPANY ALERT message is displayed in green, when the aircraft receives an uplink
alert message, or when an AOC special condition requires a pilot action on the MCDU (depends
on AOC programming). This message pulses green for 180 s, then remains steady. It is
associated with a buzzer for 1 s.
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BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
ATSU ATSU 1 AC1 DC1
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DSC-49-10 Description
DSC-49-10-10 General
General.....................................................................................................................................................................A
DSC-49-10-20 Main Components
APU ENGINE...........................................................................................................................................................A
ELECTRONIC CONTROL BOX.............................................................................................................................. B
AIR INTAKE SYSTEM.............................................................................................................................................C
STARTER................................................................................................................................................................ D
FUEL SYSTEM........................................................................................................................................................ E
OIL SYSTEM............................................................................................................................................................F
INLET GUIDE VANES (IGV)...................................................................................................................................G
Air Bleed System.....................................................................................................................................................H
CONTROLS...............................................................................................................................................................I
GROUND OPERATION SAFETY DEVICES........................................................................................................... J
DSC-49-20 Controls and Indicators
Overhead Panel....................................................................................................................................................... A
EXTERNAL CONTROLS......................................................................................................................................... B
ECAM APU Page.................................................................................................................................................... C
DSC-49-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-49-40 Electrical Supply
BUS EQUIPMENT LIST.......................................................................................................................................... A
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GENERAL
GENERAL
The Auxiliary Power Unit (APU) is a self-contained unit that makes the aircraft independent of
external pneumatic and electrical power supplies.
On the ground
‐ It supplies bleed air for starting the engines and for the air conditioning system
‐ It supplies electrical power to the electrical system.
During takeoff
‐ It supplies bleed air for air conditioning, thus avoiding a reduction in engine thrust caused by the
use of engine bleed air for this purpose when optimum aircraft performance is required.
In flight
‐ It backs up the electrical system
‐ It backs up the air conditioning
‐ It can be used to start the engines.
The APU may obtain power for starting from the aircraft's batteries or normal electrical system, or
from ground service.
APU starting is permitted throughout the normal flight envelope (Refer to LIM-49-20 Envelope).
The ECAM displays APU parameters.
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APU ENGINE
The basic element of the APU is a single-shaft gas turbine that delivers mechanical shaft power for
driving the accessory gearbox (electrical generator, starter, etc.) and produces bleed air (engine
starting and pneumatic supply).
ELECTRONIC CONTROL BOX
The Electronic Control Box (ECB) is a full-authority digital electronic controller that performs the bulk
of the APU system logic for all modes of engine operation, such as :
‐ Sequences the start and monitors it.
‐ Monitors speed and temperature.
‐ Monitors bleed air.
‐ Sequences the shutdown.
‐ Controls the automatic shutdown.
AIR INTAKE SYSTEM
The air intake and an electrically operated flap allow external air to reach the compressor inlet.
STARTER
The ECB controls the electric starter. The starter engages if the air intake is fully open and the
MASTER SW and the START pushbutton are ON.
FUEL SYSTEM
The left fuel feed line supplies the APU.
The required pressure is normally available from tank pumps.
If pressure is not available (batteries only or pumps off) the APU FUEL PUMP starts automatically.
The ECB controls the fuel flow.
OIL SYSTEM
The APU has an integral independent lubrication system (for lubrication and cooling).
INLET GUIDE VANES (IGV)
The IGVs control bleed air flow, and a fuel-pressure-powered actuator positions the IGVs.
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The ECB controls the actuator in response to aircraft demand.
AIR BLEED SYSTEM
The air bleed system is fully automatic.
The ECB always sets the APU speed to 100 % except for air conditioning demand, if the ambient
temperature is between -18 °C and 35 °C. In this case, the ECB sets the APU speed to 99 %. For all
other ambient temperatures (less than -18 °C or more than 35 °C), the ECB sets the APU speed to
100 %.
CONTROLS
The flight crew uses the controls on the APU panel for routine shutdown. For emergency shutdown :
‐ the flight crew can push the APU FIRE handle, or
‐ the ground crew can push the APU SHUT OFF pushbutton on the interphone panel under the
nose fuselage.
GROUND OPERATION SAFETY DEVICES
The APU may run without cockpit crew supervision when the aircraft is on the ground. In case of fire
in the APU compartment :
‐ APU fire warnings operate in the cockpit.
‐ A horn in the nose gear bay sounds.
‐ The AVAIL light goes out.
‐ The FAULT light in the MASTER SW lights up.
‐ The APU shuts down.
‐ The APU fire extinguisher discharges.
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OVERHEAD PANEL
(1) MASTER SW pb
This switch controls the electric power supply for APU operation, and its protective features. It
also controls the starting and shutdown sequences.
ON : The blue ON light comes on.
Electric power goes to the APU system; the ECB performs a power-up test.
The APU air intake flap opens.
The APU fuel isolation valve opens.
If no fuel tank pump is running, the APU fuel pump operates.
If the aircraft has ground power or main generator power, the APU page appears
on the ECAM display.
OFF : Manual shutdown sequence.
‐ The ON light on the MASTER SW pb, and the AVAIL light on the START pb,
go off.
‐ If the aircraft was using APU bleed air, the APU keeps running for a cooling
period of 60 s.
‐ At 7 %, the air inlet flap closes.
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FAULT lt : This amber light comes on, and a caution appears on ECAM, when an automatic
APU shutdown occurs, which happens in case of:
Fire (on ground only)
Air inlet flap closed
Overspeed
No acceleration
No speed
EGT overtemperature
No flame
Underspeed
Reverse flow
Low oil pressure
High oil temperature
DC power lost (BAT OFF when aircraft on batteries only)
ECB failure
Loss of overspeed protection
Oil system shutdown
Inlet overheat
Clogged oil filter
Loss of EGT thermocouples
Note: In the case of an automatic, non–emergency shutdown, the air inlet flap closes 15 min
after the APU speed is lower than 7 %. If an automatic, non-emergency shutdown
happens on ground, the 15 min countdown starts after liftoff.
(2) START pb-sw
ON : Blue ON light comes on.
‐ When the flap is completely open, the starter is energized.
‐ 1.5 s after the starter is energized, the ignition turns on.
‐ When N = 60 %. The APU starter is de-energized. The ignition is turned off.
‐ 2 s after N reached 95 %, or when N is above 99.5 %:
The ON light on the START pb goes out.
The APU may now supply bleed air and electrical power to the aircraft
systems.
‐ 10 s later, the APU page disappears from the ECAM display.
AVAIL lt : This green light comes on when N is above 99.5 % or 2 s after N reaches 95 %.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-20 P 2/6
FCOM ←A 30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
EXTERNAL CONTROLS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-20 P 3/6
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
ECAM APU PAGE
(1) AVAIL
Displayed in green when APU N is above 95 %.
(2) APU bleed air valve position
Inline-Green : The APU bleed air valve is not closed.
Crossline-Green : The APU bleed air valve is closed.
Crossline-Amber : The APU bleed air valve is closed and the APU bleed is ON.
XX-Amber : The APU bleed air valve status information is not available, or the
APU BLEED pb status is not available.
(3) APU bleed air pressure
This box displays the relative bleed air pressure in green.
It shows an amber XX when the ADIRS1 is not available or selected OFF or the data from the
ECB are invalid or not transmitted.
(4) APU GEN line contactor indication
Displayed in green when the APU GEN line contactor is closed.
(5) APU GEN parameters
Identical to the APU GEN parameters on the ELEC page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-20 P 4/6
FCOM C→ 30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
(6) FUEL LO PR
Displayed in amber if APU fuel pressure gets low.
(7) FLAP OPEN
Displayed in green when APU air intake flap is fully open.
(8) APU N
‐ Displays APU speed in green.
‐ Becomes amber when N ≥ 102 %.
‐ Becomes red when N ≥ 107 %.
(9) APU EGT
‐ Displays APU EGT in green.
‐ Becomes amber when EGT ≥ EGT MAX See *-33 °C.
‐ Becomes red when EGT ≥ EGT MAX See * (automatic shutdown begins).
* ECB calculates EGT MAX and transmits it to the ECAM. It is a function of N during start,
and a function of ambient temperature when the APU is running.
Maximum EGT during start: 1 090 °C.
Maximum EGT with APU running: 675 °C.
(10) LOW OIL LEVEL
Advisory: Displayed if the ECB detects a low APU oil level when the aircraft is on the ground,
and the APU is not running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-20 P 5/6
FCOM ←C 30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-20 P 6/6
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
AUTO SHUT DOWN
automatic shut down of APU for a reason other
than a fire.
APU
EMER SHUT DOWN SINGLE CHIME
MASTER
APU MASTER
3, 4,
use of APU shut off pushbutton on external CAUT 5, 7, 8
SW FAULT lt
power panel or APU FIRE pushbutton pushed.
In case of APU fire on ground, the APU FIRE
warning is triggered.
MEMO DISPLAY
APU AVAIL appears in green when APU N is above 95 %.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
DC AC DC
AC DC HOT
BAT ESS ESS
ECB SUPPLY X
STARTER MOTOR X
Note: When the system is in electrical emergency configuration, battery contactors automatically
close for a maximum of 3 min when the APU MASTER SW is ON.
When the aircraft is in flight, and when the system is in electrical emergency configuration,
the APU start is inhibited for 45 s.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-49-40 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
APU
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
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AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-52-10 Description
DSC-52-10-10 General
Description............................................................................................................................................................... A
DSC-52-10-20 Passenger Doors
General.....................................................................................................................................................................A
Outside..................................................................................................................................................................... B
Inside........................................................................................................................................................................C
DSC-52-10-30 Emergency Exits
Cockpit..................................................................................................................................................................... A
CABIN...................................................................................................................................................................... B
DSC-52-10-40 Cargo Doors
General.....................................................................................................................................................................A
FWD and AFT Cargo Doors....................................................................................................................................B
BULK CARGO DOOR (if installed)......................................................................................................................... C
DSC-52-10-50 Avionics Compartment Access Door
AVIONICS COMPARTMENT ACCESS DOOR.......................................................................................................A
DSC-52-10-60 Cockpit Door
COCKPIT DOOR..................................................................................................................................................... A
DSC-52-10-80 Escape Slides/Rafts
Door Slides.............................................................................................................................................................. A
Wing Slides.............................................................................................................................................................. B
Escape Slide Arrangement......................................................................................................................................C
DSC-52-20 Controls and Indicators
DOOR/OXY SD Page..............................................................................................................................................A
DSC-52-30 Warnings and Cautions
Warnings and Cautions........................................................................................................................................... A
DSC-52-50 ELECTRICAL SUPPLY
BUS EQUIPMENT LIST.......................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-PLP-TOC P 1/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-PLP-TOC P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
DESCRIPTION
The A320's fuselage has:
‐ Four passenger doors
‐ Four emergency exits in the cabin
‐ Cockpit emergency exits (two sliding windows)
‐ Three cargo compartment doors
‐ Four avionic compartment access doors.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-10 P 1/2
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-10 P 2/2
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - PASSENGER DOORS
OPERATING MANUAL
GENERAL
The aircraft has four plug-type doors that open outward and forward. There are two of these on each
side of the fuselage (two forward, two aft).
They can be operated from inside or outside the aircraft. Normal operation is manual, with hydraulic
damping.
Each door has features that tailor it to emergency situations :
‐ An escape slide stowed in a container attached to the inboard lower side of the door
‐ A damper actuator that limits door travel in normal mode, but in an emergency acts as an actuator
for automatic door opening
‐ A slide arming lever.
When the slide arming lever is in the ARMED position, the slide is connected to the floor brackets on
both sides of the door. When the door is opened, the slide inflates and deploys automatically. If the
inflation bottle fails to discharge automatically, a crew member can open its valve to make it perform
its function.
Opening the door from the outside disarms the door and the escape slide.
Each passenger door has :
‐ A mechanical locking indicator that shows whether the door is locked or unlocked
‐ One warning light to show whether the escape slide is ARMED or DISARMED
‐ One CABIN PRESSURE warning light that warns of residual pressure in the cabin.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-20 P 1/4
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - PASSENGER DOORS
OPERATING MANUAL
OUTSIDE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-20 P 2/4
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - PASSENGER DOORS
OPERATING MANUAL
INSIDE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-20 P 3/4
FCOM C 30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - PASSENGER DOORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-20 P 4/4
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - EMERGENCY EXITS
OPERATING MANUAL
COCKPIT
The two sliding windows in the cockpit are flight crew emergency exits.
A small compartment, located above each window, contains an escape rope that is long enough to
reach the ground when lowered through either sliding window.
The cockpit windows can only be opened from the inside.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-30 P 1/4
FCOM A→ 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - EMERGENCY EXITS
OPERATING MANUAL
Emergency cockpit evacuation is also possible through the cockpit door escape panel. It is designed
to be pushed open in the direction of the cabin after removal of the quick-release pins.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-30 P 2/4
FCOM ←A 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - EMERGENCY EXITS
OPERATING MANUAL
CABIN
In case of an emergency, two inward opening emergency exits are provided on each side of the
cabin, in addition to the regular cabin doors. They are also equipped with an escape slide.
The slides of the overwing emergency exits are always in armed configuration.
To open :
‐ Remove HANDLE COVER : The HANDLE LIGHT and SLIDE ARMED indicator illuminate.
‐ Pull CONTROL HANDLE : The EXIT moves inwards.
‐ Lift EXIT from frame by holding the GRIPMOULD.
‐ Throw EXIT out.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-30 P 3/4
FCOM B→ 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - EMERGENCY EXITS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-30 P 4/4
FCOM ←B 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - CARGO DOORS
OPERATING MANUAL
GENERAL
The aircraft has two cargo doors (three cargo doors ) on the right side of the fuselage below the
cabin floor.
FWD AND AFT CARGO DOORS
The yellow hydraulic system opens these doors outward and upward. They lock open or closed
mechanically.
If the yellow system's electric pump fails, crewmen can use a hand pump to pressurize the system.
This hand pump is on the hydraulic maintenance panel.
The FWD and AFT cargo doors can be opened from the outside only.
Note: When the electric pump is operating the FWD or AFT cargo doors, the only other yellow
system devices that can operate are braking and engine 2 reverse.
BULK CARGO DOOR (IF INSTALLED)
The bulk cargo door opens inward and upward. It is a plug-type door that is mechanically locked and
manually operated.
This door can be opened from the outside or from the inside.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-40 P 1/2
FCOM A to C 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - CARGO DOORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-40 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - AVIONICS COMPARTMENT ACCESS DOOR
OPERATING MANUAL
AVIONICS COMPARTMENT ACCESS DOOR
Four inward opening, manually operated, hinged doors give external access to the avionics
compartments. These doors are in the lower fuselage, around the nose landing gear bay.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - AVIONICS COMPARTMENT ACCESS DOOR
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-50 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - COCKPIT DOOR
OPERATING MANUAL
COCKPIT DOOR
Refer to DSC-25-11-10 Cockpit Door Description for information about the secured cockpit door.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-60 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - COCKPIT DOOR
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-60 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ESCAPE SLIDES/RAFTS
OPERATING MANUAL
DOOR SLIDES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-80 P 1/4
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ESCAPE SLIDES/RAFTS
OPERATING MANUAL
WING SLIDES
ESCAPE SLIDE ARRANGEMENT
Each passenger door either has a single-lane escape slide, or a single-lane slideraft, and each
emergency exit has a dual-lane escape slide.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-80 P 2/4
FCOM B to C → 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ESCAPE SLIDES/RAFTS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-80 P 3/4
FCOM ←C 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW DESCRIPTION - ESCAPE SLIDES/RAFTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-10-80 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
DOOR/OXY SD PAGE
(1) Door Symbol
Green □ : The door is closed and locked.
Amber ■ : The door is not locked.
(2) Door Indication
This appears in amber, when the door is not locked.
(3) Slide Indication
This appears in white, when the slide is armed.
(4) Stair Symbol
This appears in amber, when the stair door is not closed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-20 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-20 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
WARNINGS AND CAUTIONS
FLT
E/WD : FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
L(R) FWD (AFT) AVIONICS
L(R) FWD CABIN
L(R) AFT CABIN
L(R) FWD EMER EXIT
L(R) AFT EMER EXIT SINGLE MASTER
DOOR NIL
1, 4, 5,
FWD CARGO CHIME CAUT 7, 8, 10
AFT CARGO
BULK CARGO
STAIRS
Affected door not closed (proximity detectors)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-30 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW WARNINGS AND CAUTIONS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-30 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
BUS EQUIPMENT LIST
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
DOORS and SLIDES CTL DC BAT(1)
HOT2 (1)
DC GRND
CARGO DOORS
FLT
AIR STAIRS DC2 HOT2 (2)
(1) STBY supply (normally supplied by the EMER PWR SUPPLY UNIT)
(2) STBY supply
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-52-50 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
DOORS
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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FCOM 29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
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AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
DSC-70-10 Engine
General.....................................................................................................................................................................A
Description............................................................................................................................................................... B
DSC-70-20 Fadec
GENERAL................................................................................................................................................................ A
ARCHITECTURE..................................................................................................................................................... B
FUNCTIONS ...........................................................................................................................................................C
Power Supply...........................................................................................................................................................D
DSC-70-30 Thrust Control System (CFM+PW)
DSC-70-30-10 General
General.....................................................................................................................................................................A
DSC-70-30-20 Thrust Levers
THRUST LEVERS................................................................................................................................................... A
DSC-70-30-30 Thrust Rating Limit
THRUST RATING LIMIT......................................................................................................................................... A
DSC-70-30-40 Thrust Control
Manual Mode........................................................................................................................................................... A
AUTOMATIC MODE................................................................................................................................................ B
THRUST CONTROL................................................................................................................................................C
DSC-70-40 Fuel System (CFM)
DSC-70-40-10 General
General.....................................................................................................................................................................A
DSC-70-40-20 Fuel Pump Unit
FUEL PUMP UNIT...................................................................................................................................................A
DSC-70-40-30 Shut-Off Valves
SHUT-OFF VALVES................................................................................................................................................A
DSC-70-40-40 Hydromechanical Unit
GENERAL................................................................................................................................................................ A
FUEL FLOW ...........................................................................................................................................................B
OVERSPEED GOVERNOR SYSTEM.................................................................................................................... C
IDLE CONTROL...................................................................................................................................................... D
FUEL HYDRAULIC SIGNALS ................................................................................................................................E
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-PLP-TOC P 1/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-70-40-50 IDG Cooling System
IDG Cooling System ...............................................................................................................................................A
DSC-70-50 OIL SYSTEM
GENERAL................................................................................................................................................................ A
DSC-70-60 Airbleed System (CFM)
General.....................................................................................................................................................................A
COOLING.................................................................................................................................................................B
DSC-70-70 THRUST REVERSER SYSTEM
GENERAL................................................................................................................................................................ A
ACTUATION LOGIC................................................................................................................................................ B
PROTECTION..........................................................................................................................................................C
Schematic................................................................................................................................................................ D
DSC-70-80 Ignition and Starting
DSC-70-80-10 General
General.....................................................................................................................................................................A
DSC-70-80-20 Architecture
ARCHITECTURE..................................................................................................................................................... A
DSC-70-80-30 Ignition System
GENERAL................................................................................................................................................................ A
Ignition for Starting.................................................................................................................................................. B
CONTINUOUS IGNITION........................................................................................................................................C
DSC-70-80-40 Engine Starting System
GENERAL................................................................................................................................................................ A
Automatic Starting....................................................................................................................................................B
Automatic Starting Sequence..................................................................................................................................C
MANUAL STARTING...............................................................................................................................................D
ENGINE VENTILATION (dry cranking)................................................................................................................... E
Manual Starting Sequence...................................................................................................................................... F
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-PLP-TOC P 2/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
DSC-70-90 Controls and Indicators (CFM)
Pedestal................................................................................................................................................................... A
OVERHEAD PANEL................................................................................................................................................ B
MAINTENANCE PANEL..........................................................................................................................................C
ECAM.......................................................................................................................................................................D
Warnings and Cautions........................................................................................................................................... E
DSC-70-98 ELECTRICAL SUPPLY
ELECTRICAL SUPPLY............................................................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-PLP-TOC P 3/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-PLP-TOC P 4/4
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW ENGINE
OPERATING MANUAL
GENERAL
The CFM 56-5B engine is a high bypass ratio turbofan.
DESCRIPTION
LOW-PRESSURE (LP) COMPRESSOR/TURBINE
The low-speed rotor (N1) consists of a front fan (single-stage) and a four-stage LP compressor
connected to a four-stage LP turbine.
HIGH-PRESSURE (HP) COMPRESSOR/TURBINE
The high-speed rotor (N2) consists of a nine-stage HP compressor connected to a single-stage HP
turbine.
COMBUSTION CHAMBER
The annular combustion chamber is fitted with 20 fuel nozzles and 2 igniters.
ACCESSORY GEARBOX
The accessory gearbox, located at the bottom of the fan case, receives torque from horizontal HP
rotor drive shaft and drives gearbox mounted accessories.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-10 P 1/2
FCOM A to B 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW ENGINE
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-10 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FADEC
OPERATING MANUAL
GENERAL
Each powerplant has a FADEC (Full Authority Digital Engine Control) system.
FADEC, also called the Electronic Control Unit (ECU), is a digital control system that performs
complete engine management.
FADEC has two-channel redundancy, with one channel active and one in standby.
If one channel fails, the other automatically takes control.
The system has a magnetic alternator for an internal power source.
FADEC is mounted on the fan case.
The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-20 P 1/6
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FADEC
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-20 P 2/6
FCOM B 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FADEC
OPERATING MANUAL
FUNCTIONS
The FADEC system performs the following functions :
Control of gas generator
• control of fuel flow
• acceleration and deceleration schedules
• variable bleed valve and variable stator vane schedules
• control of turbine clearance
• idle setting
Protection against engine exceeding limits
• protection against N1 and N2 overspeed
• monitoring of EGT during engine start
Power management
• automatic control of engine thrust rating
• computation of thrust parameter limits
• manual management of power as a function of thrust lever position
• automatic management of power (A/THR demand).
Automatic engine starting sequence
• control of :
‐ the start valve (ON/OFF)
‐ the HP fuel valve
‐ the fuel flow
‐ the ignition (ON/OFF)
• monitoring of N1, N2, FF and EGT
• initiation of abort and recycle (on the ground only)
Manual engine starting sequence
• passive monitoring of engine
• control of :
‐ the start valve
‐ the HP fuel valve
‐ the ignition
Thrust reverser control
• Actuation of the blocker doors
• Engine setting during reverser operation
Fuel recirculation control
• Recirculation of fuel to the fuel tanks, depending on the engine oil temperature, the fuel system
configuration, and the flight phase.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-20 P 3/6
FCOM C→ 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FADEC
OPERATING MANUAL
Transmission of engine parameters and engine monitoring information to cockpit
indicators
• Primary engine parameters
• Starting system status
• Thrust reverser system status
• FADEC system status
Detection, isolation, and recording of failures
FADEC cooling
POWER SUPPLY
The FADEC system is self-powered above 12 % N2.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-20 P 4/6
FCOM ← C to D → 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FADEC
OPERATING MANUAL
L3 FADEC POWER SUPPLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-20 P 5/6
FCOM ←D 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FADEC
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-20 P 6/6
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - GENERAL
OPERATING MANUAL
GENERAL
A FADEC dedicated to each engine controls thrust.
The pilot uses the thrust levers to set the thrust in manual mode, and the FMGS sets the thrust in
automatic mode.
The FADEC prevents the thrust from exceeding the limit for the thrust lever position in both manual
and automatic modes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-10 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-10 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST LEVERS
OPERATING MANUAL
THRUST LEVERS
The thrust levers can only be moved manually.
They move over a sector that is divided into four operating segments.
The sector has five positions defined by detents or stops.
Thrust lever position is transmitted to the FADEC, which computes and displays the thrust rating limit
and the N1 for that Thrust Lever Angle (TLA).
Note: There is no reverse idle detent. When the pilot moves the lever out of the idle stop by
pulling up the reverse lever on the front of the thrust lever, he selects reverse idle.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-20 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST LEVERS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-20 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST RATING LIMIT
OPERATING MANUAL
THRUST RATING LIMIT
The FADEC computes the thrust rating limit for each thrust lever position, as shown below.
If the thrust lever is set in a detent, the FADEC selects the rating limit corresponding to this detent.
If the thrust lever is set between two detents, the FADEC selects the rating limit corresponding to the
higher detent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-30 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST RATING LIMIT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-30 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST CONTROL
OPERATING MANUAL
MANUAL MODE
The engines are in the manual mode provided the A/THR function is:
‐ not armed or
‐ armed and not active (thrust lever not in the A/THR operating range and no alpha floor).
In these conditions, each engine is controlled by the position of its thrust lever.
The pilot controls thrust by moving the thrust lever between the IDLE and TOGA positions. Each
position of the thrust lever within these limits corresponds to an N1.
When the thrust lever is in a detent, the corresponding N1 is equal to the N1 rating limit computed by
the FADEC for that engine.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-40 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST CONTROL
OPERATING MANUAL
When the thrust lever is in the FLX/MCT detent:
‐ On the ground
The engine runs at the flex takeoff thrust rating if the crew has selected a flex takeoff temperature
on the MCDU that is higher than the current Total Air Temperature (TAT).
Otherwise the engine produces Maximum Continuous Thrust (MCT).
Note: A change in FLEX TEMP during the takeoff has no effect on the thrust.
‐ After takeoff
The pilot can change from FLX to MCT by moving the thrust lever to TOGA or CL, then back to
MCT. After that, he cannot use the FLX rating.
Note: Setting the thrust lever out of FLX/MCT detent without reaching TOGA or CL detent has
no effect.
The pilot can always get MAX TO thrust by pushing the thrust lever all the way forward.
AUTOMATIC MODE
In the autothrust mode (A/THR function active), the FMGC computes the thrust which is limited to the
value corresponding to the thrust lever position (unless the alpha-floor mode is activated).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-40 P 2/4
FCOM ← A to B → 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST CONTROL
OPERATING MANUAL
INDICATIONS ON FMA
The FADECs monitor the positions of the thrust levers, and trigger appropriate indications on the
FMA.
ASYM : appears in amber (3rd line on the FMA) if, with A/THR active and both engines running,
one thrust lever is set out of the CLB detent.
CLB : flashes white (2nd line on the FMA) if the thrust levers are not in CL position while the
aircraft is above the altitude of thrust reduction with both engines running.
MCT : flashes white (2nd line on the FMA) if the thrust levers are not in MCT position after an
engine failure (with speed above green dot).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-40 P 3/4
FCOM ←B 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST CONTROL SYSTEM (CFM+PW) - THRUST CONTROL
OPERATING MANUAL
THRUST CONTROL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-30-40 P 4/4
FCOM C 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - GENERAL
OPERATING MANUAL
GENERAL
The fuel system supplies fuel to the combustion chamber at the required flow rate, pressure, and
temperature.
The fuel flows from the tank, via the fuel pump unit and the fuel/oil heat exchanger, to the
Hydromechanical Unit (HMU) and to the fuel nozzles.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-10 P 1/2
FCOM A 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-10 P 2/2
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - FUEL PUMP UNIT
OPERATING MANUAL
FUEL PUMP UNIT
The HP compressor shaft drives the HP fuel pump assembly. Fuel flows through the LP pump, then
through the fuel/oil heat exchanger and the HP pump (gear pump).
The fuel then divides into a filtered flow for the servo fuel heater and the servo valves of the HMU,
and an unfiltered flow for the metering valve of the HMU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-20 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - FUEL PUMP UNIT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-20 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - SHUT-OFF VALVES
OPERATING MANUAL
SHUT-OFF VALVES
Moving the ENG1 (ENG2) MASTER switch to OFF directly commands the closing of the LP and HP
fuel shut off valves for that engine's fuel system.
It also closes the fuel return valve and opens the bypass valve.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-30 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - SHUT-OFF VALVES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-30 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
OPERATING MANUAL
GENERAL
The FADEC controls the HMU, which :
‐ controls fuel flow to the engine combustion chamber
‐ controls fuel hydraulic signals to actuators
‐ protects against overspeeding.
FUEL FLOW
L3 The Fuel Metering Valve (FMV) transforms FADEC orders through a torque motor and servo valve
into fuel flow to the engine fuel nozzles.
The FMV resolver generates a feedback signal proportional to the FMV position.
The bypass valve maintains a constant pressure drop across the FMV to ensure that the metered
fuel flow is proportional to the FMV position.
L1 The FADEC computes the fuel flow that will maintain the target N1.
As the FADEC maintains this N1, it allows N2 to vary while remaining between N2 minimum and N2
maximum. The FADEC also controls the engine parameters to :
‐ Limit acceleration and deceleration ;
‐ Avoid engine stall or flameout ;
‐ Limit maximum N1 and N2 ;
‐ Maintain air bleed pressure requirement.
The FADEC computes an N2 correction according to the bleed configuration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-40 P 1/4
FCOM A to B → 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
OPERATING MANUAL
OVERSPEED GOVERNOR SYSTEM
Independent of the FADEC, the overspeed governor limits the N2 by opening the fuel bypass valve,
in the event of a malfunction that could lead to an overspeed condition.
IDLE CONTROL
The FADEC has the following three idle modes :
Modulated idle
‐ Is regulated according to :
• bleed system demand
‐ Is selected :
• In flight, when the flaps are retracted (FLAPS lever at zero position),
• On ground, provided reverse is not selected.
Approach idle :
‐ Is regulated according to aircraft altitude, regardless of bleed system demand.
‐ Is selected in flight, when the flaps are extended (FLAPS lever not at zero position)
‐ Allows the engine to accelerate rapidly from idle to go-around thrust
Reverse idle :
‐ Is selected on ground, when the thrust lever is in REV IDLE position.
‐ Is slightly higher than forward idle thrust.
FUEL HYDRAULIC SIGNALS
L3 Fuel hydraulic signals go to :
‐ Low Pressure Turbine Clearance Control (LPTCC) valves
(Refer to DSC-70-60 General)
‐ High Pressure Turbine Clearance Control (HPTCC) valves
(Refer to DSC-70-60 General)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-40 P 2/4
FCOM ← B to E → 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
OPERATING MANUAL
‐ Rotor Active Clearance Control (RACC) system
(Refer to DSC-70-60 General)
‐ Variable Stator Vanes (VSV)
The VSV system positions the compressor variable vanes.
The FADEC maintains optimum compressor efficiency at a steady state and an adequate stall
margin for transient engine operation.
VSVs are fully closed during engine start and are fully open at high thrust.
‐ Variable Bleed Valves (VBV)
The FADEC controls the VBVs, upstream of the HP compressor. Their setting depends on
compressor inlet temperature and on N2. It varies between full open (start, low thrust, and during
fast deceleration) and full closed (high thrust) positions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-40 P 3/4
FCOM ←E 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - HYDROMECHANICAL UNIT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-40 P 4/4
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - IDG COOLING SYSTEM
OPERATING MANUAL
IDG COOLING SYSTEM
Some of the fuel flowing out of the HMU goes to cool the oil systems of the Integrated Drive
Generators (IDGs). It then returns to the fuel pump unit or to the tank.
The Fuel Return Valve (FRV), controlled by the FADEC, ensures that this flow is adequate.
L3 At low engine thrust, if the oil going into the IDG is too hot, the cooling fuel is sent back to the tank
(300 kg/h).
If oil temperature continues to rise, the ECU increases the minimum N2.
If oil temperature still keeps rising, the FADEC increases the fuel flow to the tank (from 300 to
600 kg/h, depending on fuel return temperature).
The fuel return valve is always mixing hot fuel with cold fuel so that the temperature of fuel returning
to the tank stays below 100 °C (from 200 to 400 kg/h, depending on fuel return temperature).
Fuel recirculation to the tank is inhibited (FRV closed) in the following cases :
‐ at engine shutdown
‐ during takeoff and climb
‐ if :
• wing tank level is below about 300 kg (660 lb).
• there is fuel overflow in the surge tank
• fuel feed is by gravity only.
‐ when fuel temperature in the wing tank in flight is above 52.5 °C
Note: On the ground, high fuel temperature in the wing tank or fuel overflow in the surge tank
does not inhibit the fuel recirculation to the wing tank (FRV remains open).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-50 P 1/2
FCOM A→ 18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW FUEL SYSTEM (CFM) - IDG COOLING SYSTEM
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-40-50 P 2/2
FCOM ←A 18 SEP 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW OIL SYSTEM
OPERATING MANUAL
GENERAL
The oil system lubricates the engine components.
It contains :
‐ the oil tank
‐ the lube and scavenge pump modules
‐ the fuel/oil heat exchanger
‐ the filters, chip detectors, pressure relief and bypass valves.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-50 P 1/2
FCOM A→ 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW OIL SYSTEM
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-50 P 2/2
FCOM ←A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW AIRBLEED SYSTEM (CFM)
OPERATING MANUAL
GENERAL
The air bleed system supplies the aircraft with compressed air.
It uses the air for:
‐ pneumatic system (Refer to DSC-36-10-10 General)
‐ cooling the engine compartment and the turbines.
COOLING
ROTOR ACTIVE CLEARANCE CONTROL (RACC) SYSTEM
The FADEC controls the RACC system through the HMU. The RACC system controls the
clearance between the rotor blades of the HP compressor and its stator case.
The RACC system uses fifth-stage compressor bleed air that has been modulated according to
the N2 and the flight parameters. The bleed air goes to the N°3 bearing compartment, where it is
mixed with fan boost discharge.
Clearances are at the maximum when the RACC valve is closed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-60 P 1/2
FCOM A to B → 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW AIRBLEED SYSTEM (CFM)
OPERATING MANUAL
HP TURBINE CLEARANCE CONTROL (HPTCC) SYSTEM
The FADEC controls the HPTCC system through the HMU. The HPTCC system controls the HP
turbine clearance by modulating the HP compressor bleed air flow for cooling the HP turbine case.
It optimizes HP turbine performance and reduces exhaust gas temperature.
LP TURBINE CLEARANCE CONTROL (LPTCC) SYSTEM
The FADEC controls the LPTCC system through the HMU. The LPTCC system controls LP turbine
clearance by modulating the fan bleed air flow for cooling the LP turbine case.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-60 P 2/2
FCOM ←B 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST REVERSER SYSTEM
OPERATING MANUAL
GENERAL
The aircraft reverses engine thrust by using four pivoting blocker doors on each engine to deflect the
fan airstream.
A hydraulic door jack positions each door.
‐ The green circuit powers the doors on ENG 1.
‐ The yellow circuit powers the doors en ENG 2.
The associated FADEC controls the thrust reverser system. Each FADEC channel performs control
and monitoring functions. The systems for the two engines are independent of each other.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-70 P 1/4
FCOM A→ 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST REVERSER SYSTEM
OPERATING MANUAL
The thrust reverser system on each engine has :
‐ 4 actuators,
‐ 4 latches,
‐ Door position switches,
‐ A Hydraulic Control Unit (HCU) that :
• Pressurizes the thrust reverser hydraulic system,
• Regulates the speed of the blocker doors, and
• Supplies actuators with hydraulic power.
‐ A hydraulic shutoff valve which allows hydraulic pressure to the HCU.
Each pivoting door moves independently (the doors are not synchronized).
The total actuation time is less than two seconds.
ACTUATION LOGIC
Deployment requires :
‐ One FADEC channel, operating with its associated throttle reverse signal ;
‐ Right and left main gear compressed signal from the corresponding LGCIUs ;
‐ A Thrust Lever Angle (TLA) reverse signals from at least one Spoiler Elevator Computer (SEC).
Before deployment is completed, the FADEC sets reverse idle thrust on the engine that is having its
thrust reversed.
PROTECTION
‐ AUTO RESTOW FUNCTION
The FADEC will automatically command the reverse to stow, if at least one door is unstowed and
reverse thrust is not selected while the engine is running.
Auto restow is totally inhibited in flight, and on ground, with N1 greater than 70 %.
‐ IDLE PROTECTION
The FADEC will automatically select idle thrust if reverse thrust is not selected and :
• The four doors are detected unstowed, or
• At least one door is detected unstowed, and hydraulic pressure is detected in the HCU
(downstream of the pressurizing valve), or
• The door position is indefinite, and hydraulic pressure is detected in the HCU (downstream of
the pressurizing valve).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-70 P 2/4
FCOM ← A to C 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST REVERSER SYSTEM
OPERATING MANUAL
SCHEMATIC
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-70 P 3/4
FCOM D 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW THRUST REVERSER SYSTEM
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-70 P 4/4
FCOM 15 FEB 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - GENERAL
OPERATING MANUAL
GENERAL
The FADEC controls the ignition and starting system according to:
‐ the position of the engine start selector
‐ the position of the ENG MASTER sw
‐ the position of the ENG MAN START pb-sw
‐ the aircraft status (flight or ground).
The FADEC receives its inputs from the Engine Interface Unit (EIU).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-10 P 1/2
FCOM A 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-10 P 2/2
FCOM 03 APR 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ARCHITECTURE
OPERATING MANUAL
ARCHITECTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-20 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ARCHITECTURE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-20 P 2/2
FCOM 29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - IGNITION SYSTEM
OPERATING MANUAL
GENERAL
The ignition system is for engine starting on the ground and restarting in flight. It consists of two
identical independent circuits for each engine, normally controlled by the FADEC channel A and
channel B. Each FADEC channel can control both igniters.
Note: Supply for igniter A switches to the STAT INV BUS BAR as soon as the static inverter is
operative.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-30 P 1/4
FCOM A 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - IGNITION SYSTEM
OPERATING MANUAL
IGNITION FOR STARTING
ON THE GROUND
‐ Automatic start:
• Only one igniter is supplied.
• The FADEC automatically alternates the use of igniters for the engine start of the successive
flights following the sequence below:
▪ channel A, igniter A
▪ channel B, igniter A
▪ channel A, igniter B
▪ channel B, igniter B
• The ignition comes on automatically when N2 reaches 16 % and cuts off automatically when
N2 reaches 50 %.
If the automatic start fails, the FADEC energizes both igniters at the same time during the
second attempt at an engine start.
‐ Manual start:
• Both igniters start firing when the ENG MASTER sw is set to ON.
• Both igniters are cut off when N2 reaches approximately 50 %.
IN FLIGHT
Both igniters are supplied when the ENG MASTER sw is set to ON.
CONTINUOUS IGNITION
Continuous ignition may be selected either manually or automatically to maintain engine combustion.
MANUAL SELECTION
In flight, continuous ignition is on when the ENG START selector is on IGN/START, if the
corresponding engine is running.
Only one igniter is selected. If failed, both igniters are automatically selected.
On the ground after the engine is started, because ignition cuts off automatically, the flight crew
must switch the ENG MODE selector to NORM then back to IGN/START to turn on continuous
ignition.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-30 P 2/4
FCOM B to C → 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - IGNITION SYSTEM
OPERATING MANUAL
AUTOMATIC SELECTION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-30 P 3/4
FCOM ←C 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - IGNITION SYSTEM
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-30 P 4/4
FCOM 30 MAY 12
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ENGINE STARTING SYSTEM
OPERATING MANUAL
GENERAL
The engine starting system consists of an air turbine starter and a start valve.
The start valve admits air supplied by the pneumatic system to operate the starter.
The FADEC controls the start valve electrically and bleed pressure is required for opening the start
valve. If electrical control fails when the aircraft is on the ground, a handle allows the start valve to be
operated manually.
AUTOMATIC STARTING
This sequence is under the full authority of the FADEC, which controls:
‐ the start valve
‐ the igniters
‐ the fuel HP valves
The FADEC:
‐ detects a hot start, a hung start, a stall, or no light up
‐ announces FAULT and identifies the fault in an ECAM message
‐ runs an abort sequence if a start aborts on the ground
• closes the HP valve
• closes the start valve
• turns off ignition
• cranks the engine crank after the start abort in order to clear out fuel vapors
• controls any additional start attempts.
For an inflight start, the FADEC decides whether the engine is windmilling fast enough or needs
assistance from the starter in view of current engine parameters and flight environment parameters.
Flight crew may interrupt this start sequence by moving the MASTER switch to OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-40 P 1/6
FCOM A to B 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ENGINE STARTING SYSTEM
OPERATING MANUAL
AUTOMATIC STARTING SEQUENCE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-40 P 2/6
FCOM C 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ENGINE STARTING SYSTEM
OPERATING MANUAL
MANUAL STARTING
The FADEC has limited authority over manual starting controlling :
‐ the opening of the start valve when the ENG MODE selector is set to IGN/START and the MAN
START pushbutton switch is pressed.
‐ the position of the HP fuel valve and the operation of both igniters, when the master switch is
turned ON
‐ the closing of the start valve at approximately 50 % N2, and, on the ground, the cutting off of
ignition.
The FADEC makes a passive survey of the engine during the starting sequence : the flight crew is
made aware of an abnormal start by a proper ECAM warning and has to interrupt the start sequence.
The FADEC has not the authority to abort the manual start :
‐ in flight
‐ on ground, except if the start EGT limit is exceeded before reaching 50 % N2. In this case only,
the FADEC aborts the start.
Flight crew may interrupt the starting sequence :
‐ before the MASTER switch is set to ON, by switching the MAN START pushbutton switch to OFF
‐ after the MASTER switch set to ON, by switching the MAN START pushbutton and the MASTER
switch to OFF (flight crew must perform a dry cranking cycle).
In flight, the FADEC always commands a starter-assisted air start.
ENGINE VENTILATION (DRY CRANKING)
A dry cranking cycle ventilates the engine to remove fuel vapors after an unsuccessful start attempt
on the ground.
The flight crew can manually select cranking by setting the ENG MODE selector to CRANK and the
MAN START pushbutton switch to ON (MASTER switch OFF). Flight crew can stop the cranking by
setting the MAN START pushbutton switch to OFF.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-40 P 3/6
FCOM D to E 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ENGINE STARTING SYSTEM
OPERATING MANUAL
MANUAL STARTING SEQUENCE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-40 P 4/6
FCOM F→ 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ENGINE STARTING SYSTEM
OPERATING MANUAL
(1) Refer to DSC-21-10-20 Pack Flow Control Valve
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-40 P 5/6
FCOM ←F 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW IGNITION AND STARTING - ENGINE STARTING SYSTEM
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-80-40 P 6/6
FCOM 06 MAR 14
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
PEDESTAL
(1) Thrust levers
(Refer to DSC-70-30-20 Thrust Levers).
(2) Reverser latching levers
These permit the pilot to override the stop at the forward idle position to select reverse thrust.
This stop resets when the pilot moves the lever back into the forward thrust area.
(3) Autothrust instinctive disconnect pb
(Refer to DSC-22_30-90 A/THR Disconnection - General).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 1/16
FCOM A→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
(1) ENG MODE selector
CRANK : The start valve opens, if the MAN START pb-sw is ON. Ignition does not fire.
NORM : This turns on continuous ignition (A and B) when the engine is running, and:
‐ A flame-out is detected, or
‐ An EIU fails.
IGN : If the MASTER sw is ON and N2 ≥ idle, this position selects continuous ignition
START (A and B):
‐ During an automatic start:
• On ground, when N2 passes 16 %, ignition switches to A or B.
However, if there is an ignition delay during the start sequence, ignition is
continuous (A and B)
• In flight, continuous ignition (A and B) begins when the start sequence
begins.
‐ During a manual start, ignition begins when the MASTER sw is turned ON.
The pack valve closes automatically during the start sequence. (Refer to DSC-21-10-10
General).
Note: On ground, ignition shuts off automatically at the end of the start sequence (N2 >
50 %).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 2/16
FCOM ←A→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
(2) ENG 1 (2) MASTER sw
ON : LP fuel valve opens (if the ENG FIRE pb is in):
‐ During an automatic start, the HP fuel valve opens if:
• The ENG MODE selector is at IGN/START.
• N2 is above the following threshold:
▪ 22 % on the ground
▪ 15 % in flight
‐ During a manual start, the HP FUEL valve opens if:
• The ENG MODE selector is at IGN/START.
• The MAN START pb-sw is ON.
OFF: Close signals go directly to the HP fuel valve and the LP fuel valve. These signals
cause both channels of the FADEC to be reset.
(3) ENG 1 (2) FAULT light
FAULT : This amber light comes on, and a caution appears on ECAM, if there is:
light ‐ an automatic start abort
‐ a disagreement between the HP fuel valve position and its commanded
position.
OVERHEAD PANEL
(1) ENG MAN START pb sw (guarded)
ON : The start valve opens if the ENG MODE selector is set to CRANK or IGN/START and
N2 < 20 %.
Both pack valves close during the start sequence.
Note: The start valve closes automatically when N2 ≥ 50 %.
The blue ON light comes on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 3/16
FCOM ← A to B → 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Off : When the ENG MAN START pushbutton switch is set to OFF during a manual engine
start, the start valve closes if the MASTER switch is OFF.
MAINTENANCE PANEL
(1) FADEC GND PWR pb sw (guarded)
ON : FADEC has electrical power on the ground if the ENG FIRE pushbutton is not
released.
ECAM
GENERAL
The ECAM’s upper E/WD permanently displays the engines’ primary parameters. The ECAM’s
lower SD displays the secondary parameters, either when they are automatically selected by the
system, or manually selected by the flight crew.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 4/16
FCOM ← B to D → 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
PRIMARY PARAMETER
(1) LP rotor speed (N1)
(A) Actual N1
The N1 needle and N1 digital indication are normally in green. They pulse in:
‐ Amber, when the actual N1 is above the N1 MAX (See (E));
‐ Red, when the actual N1 is above the N1 RED line (104 %).
When the N1 is degraded (in case both N1 sensors fail), the last digit of the digital
display is dashed in amber.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 5/16
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
(B) N1 Command (N1 trend)
The green needle corresponds to the N1 demanded by the FADEC. In addition, next
to the N1 trend needle, a green triangle indicates the tendency of N1 command. These
symbols are displayed when A/THR is active.
(C) Transient N1
Symbolizes the difference between the N1 command and the actual N1. It is only
displayed when A/THR is active.
(D) N1 TLA (blue circle)
N1 corresponding to the thrust lever position.
(E) MAX N1
the MAX N1 amber index displays the N1 that the engine produces when the thrust
levers are in full forward position or when MAX REVERSE is set.
(F) MAX permissible N1
This red arc, showing the prohibited or “redline” area of operation, begins at 104 %.
(G) N1 exceedance
If N1 exceeds 104 % during a flight, this red mark appears and remains at the highest
N1 attained. It disappears after a new start on the ground or after maintenance action
through the MCDU.
(H) REV
Appears in amber when any one blocker door is unstowed or unlocked.
It changes to green when all four blocker doors are fully deployed.
(If a door unlocks in flight the indication first flashes for 9 s seconds, then remains
steady).
(I) AVAIL indication
Displayed in green to indicate a successful engine start on ground. It pulses in green
to indicate a successful engine relight in flight. It is triggered when the engine is at, or
above, idle.
(2) Thrust limit mode
TOGA, FLX, CL, MCT, or MREV limit mode, selected by the position of whichever thrust
lever is farther forward, is displayed in blue.
(3) N1 rating limit
It is computed by the FADEC for the present thrust lever angle, and is displayed in green.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 6/16
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Note: When the aircraft is on ground with the engines running, the N1 rating limit
displayed here corresponds to the TOGA thrust limit, regardless of the thrust lever
position.
When the aircraft is on ground with the engines running and FLEX mode is
selected, this number is the FLEX N1, regardless of the thrust lever position
between idle and FLX/MCT.
(4) FLEX temperature
If FLX mode is selected, the flexible takeoff temperature selected through the MCDUs is
displayed in blue.
(5) EGT indicator
(A) Actual EGT
‐ It is normally green.
‐ It pulses amber above 915 °C, except for high power operation (FLEX TO or thrust
lever above MCT or at MAX REV, or activation of alpha floor).
‐ It pulses amber above 725 °C during start sequence.
‐ It pulses red above 950 °C, and the numerical value becomes red.
(B) MAX EGT
The amber index appears at 725 °C during engine start, then at 915 °C.
(C) MAX permissible EGT
The EGT red line is at 950 °C. Display shows red arc from 950 °C to the end of the
scale.
(D) EGT exceedance
If the EGT goes over 950 °C, a red mark appears at its maximum value. It disappears
after a new takeoff, or after a maintenance action through the MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 7/16
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
(6) HP rotor speed N2
The numbers are normally green. (During start sequence, they are green on a grey
background).
When N2 is above 105 %, the indication turns red and a red cross appears next to it. When
the N2 value is degraded (if both N2 sensors fail), the last digit is amber and is dashed.
(7) Fuel flow
These numbers are green.
Note: If the system detects a discrepancy between the N1, N2, EGT and fuel flow values
on the FADEC-DMC bus and the corresponding displayed values, an amber
CHECK appears underneath the affected parameter.
(8) IDLE indication
This legend appears in green when both engines are at idle. It flashes for 10 s, then remains
steady.
SECONDARY PARAMETERS
START CONFIGURATION
(1) Fuel used
The green number is the fuel used as computed by the DMC.
The green number resets, when the engine starts (MASTER switch ON) on the ground.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 8/16
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
The green number is frozen at the last value (until the next engine start), when the engine
shuts down. (The CRUISE SD page also displays the last value).
The fuel used indication is dashed when the indication is inaccurate due to the loss of fuel
flow data for more than 1 min.
(2) Oil quantity
The oil quantity indicators (needle and values) are green.
The indication pulses, when oil quantity decreases below three quarts or increases above
five quarts.
(3) Oil pressure
The oil pressure indicators (needle and values) are green.
If the oil pressure:
‐ Exceeds 90 PSI, the indicators begin to pulse
The indicators stop pulsing, when the oil pressure goes below 85 PSI.
‐ Goes below 16 PSI, the indicators begin to pulse
The indicators stop pulsing, when the oil pressure returns above 20 PSI.
‐ Goes below 13 PSI, the indicators become red, and the ECAM displays the ENG 1(2)
OIL LO PR alert.
(4) Oil temperature
The oil temperature values are green.
If the oil temperature:
‐ Exceeds 140 °C, the value begins to pulse
The value stops pulsing, when the oil temperature goes below 135 °C.
‐ Exceeds 140 °C for more than 15 min, the value becomes amber, and the ECAM
displays the ENG 1(2) OIL HI TEMP alert
‐ Rapidly exceeds 155 °C, the value becomes amber, and the ECAM displays the ENG
1(2) OIL HI TEMP alert.
(5) VIB
The legend is green.
VIB N1 pulses above 6.
VIB N2 pulses above 4.3.
(These numbers also appear on the CRUISE SD page).
(6) Oil filter clog
CLOG appears in amber, if there is an excessive pressure loss across the main oil
scavenge filter.
(7) Fuel filter clog
CLOG appears in amber, if there is an excessive pressure loss across the fuel filter.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 9/16
FCOM ←D→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
(8) Ignition
IGN appears in white during the start sequence.
The letters A, B, or AB appear in green, when the respective igniters are firing.
(9) Start valve position
In line – Green : The valve is fully open.
Crossline – Green : The valve is fully closed.
(10) Engine bleed pressure
The green numbers indicate the bleed pressure upstream of the precooler.
They become amber, when the pressure drops below 21 PSI with N2 ≥ 10 %, or if there is
an overpressure.
AFTER START CONFIGURATION
(11) Nacelle temperature
The values in green indicate the nacelle temperature. These values are displayed if
not during start sequence, and if one nacelle temperature is at, or above, the advisory
threshold (240 °C).
The nacelle temperature pulses in green at, or above, the advisory threshold.
WARNINGS AND CAUTIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 10/16
FCOM ← D to E → 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
Associated
with GEN
ENG DUAL FAILURE FAULT lts NIL
and PACK
CRC ENG FAULT lt
ENG 1(2) OIL LO PR
Oil low pressure triggered at 13 PSI by the oil 1, 10
MASTER
pressure switch.
WARN
ENG 1(2) THR LEVER ABV IDLE
‐ One thrust lever is above idle while the other NIL
thrust lever is in the reverse detent at landing. 1, 2, 3, 4,
RETARD NIL
‐ One thrust lever is above idle while the other 5, 6, 7, 10
thrust lever is at idle, at reverser deselection
during landing roll.
ENG STALL
3, 4,
ENG 1(2) HP FUEL VALVE 5, 7, 8
HP fuel valve failed closed.
ENG 1(2) START FAULT Associated
FAULT lt on
Start fault due to: ENG panel
‐ No light up, or on pedestal 3, 4, 5,
‐ ENG stall or over TEMP (above 725 °C), or (exception 6, 7, 8
‐ Starter time exceeded case of
‐ Thrust lever not at idle starter time
‐ Low start air PRESS SINGLE MASTER
ENG exceeded)
CHIME CAUT
ENG 1(2) START VALVE FAULT 3, 4,
Position disagree. 5, 7, 8
ENG 1(2) OIL HI TEMP
Oil TEMP between 140 and 155 °C for more than
15 min, or oil TEMP above 155 °C. 4, 5, 7, 8
ENG 1(2) FADEC FAULT
Both channels failed.
ENG 1(2) LOW N1 NIL 4, 5, 6, 7,
No N1 rotation during start. 8, 9, 10
ENG THRUST LOCKED SINGLE MASTER
Thrust levers are not moved within 5 s, following 1, 2, 3, 4,
CHIME CAUT NIL
an unvoluntary disconnection of the A/THR (or 8, 9, 10
every 5 s every 5 s
disconnection through the FCU pb).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 11/16
FCOM ←E→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
ENG THR LEVERS NOT SET SINGLE MASTER 1, 4, 5, 6,
The levers position does not correspond to T.O CHIME CAUT 7, 8, 10
power mode.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 12/16
FCOM ←E→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
3, 4,
ENG 1(2) FADEC HI TEMP 5, 7, 8
NIL
ENG TYPE DISAGREE 3 to 10
Rating discrepancy between the two engines.
ENG 1(2) THR LEVER DISAGREE ENG
Disagree between both resolvers of a thrust lever 4, 5
ENG 1(2) THR LEVER FAULT ((1))
Both resolvers on one thrust lever have failed.
ENG 1(2) FAIL
ENG core speed below idle, with master sw ON
and fire pb not pushed.
1, 10
ENG 1(2) SHUT DOWN
ENG master at off in phases 3 to 8, or ENG FIRE
pb pushed in phases 1, 2, 9 and 10.
ENG 1(2) REVERSE UNLOCKED 4, 8
One or more reverser doors not locked in stowed ((2))
position in flight, or on ground with no deploy order.
ENG 1(2) REV PRESSURIZED
Reverser system is pressurized, while rev doors SINGLE MASTER 4, 5, 8
NIL
are stowed and locked with no deploy order. CHIME CAUT
ENG 1(2) COMPRESSOR VANE
Variable bleed valve SYS or variable stator vane 4, 5, 7, 8
NIL
SYS fault.
ENG 1(2) N1 or N2 or EGT OVER LIMIT
N1 above 104 % 4, 8
N2 above 105.0 %
EGT above 950 °C
ENG 1(2) IGN A + B FAULT 3, 4,
Both ignition circuits are failed. 5, 7, 8
ENG 1(2) CTL VALVE FAULT
Burn stag valve failure or HPTC, or RAC system
failure.
ENG 1(2) FUEL CTL FAULT
Fuel metering valve position disagree. 4, 5, 7, 8
ENG 1(2) SENSOR FAULT
PS3 or T25 or T3 or N1 or N2 data unavailable on
both channels.
ENG 1(2) PROBES FAULT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 13/16
FCOM ←E→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
T12 or PO PT 2 data unavailable on both channels.
ENG 1(2) N1 (N2, EGT, FF)
DISCREPANCY 3, 4, 5, 8
Discrepancy between real and displayed values.
ENG 1(2) BLEED STATUS FAULT 3, 4,
Bleed, X Bleed, pack, anti-ice valve position status 5, 7, 8
not received by FADEC active channel.
ENG 1(2) FUEL FILTER CLOG 3, 4,
ENG
ENG 1(2) OIL FILTER CLOG 5, 7, 8
ENG VIB SYS FAULT NIL NIL 3, 4, 5,
Failure of vibration detection system. 6, 7, 8, 9
NIL
ENG 1(2) OVSPD PROT FAULT 3, 4,
Loss of overspeed protection. 5, 7, 8
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 14/16
FCOM ←E→ 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Continued from the previous page
FLT
E/WD: FAILURE TITLE AURAL MASTER SD PAGE LOCAL
PHASE
conditions WARNING LIGHT CALLED WARNING
INHIB
ENG 1(2) IGN A(B) FAULT 3, 4, 5,
Ignition circuit A or B failed. 6, 7, 8
ENG 1(2) FADEC ALTERNATOR
Loss of electrical auto supply of either FADEC
channel.
ENG COMPRESSOR VANE 3, 4,
Engine 1 and 2 VBV or VSV fault. 5, 7, 8
ENG 1(2) FUEL RETURN VALVE
Fuel return valve is failed in the not open, or not NIL NIL
closed position.
ENG 1(2) FADEC A(B) FAULT 4, 5, 7, 8
One FADEC channel failed.
NIL NIL
ENG 1(2) EIU FAULT 1, 3, 4, 5,
Data bus between EIU and ECU failed. 7, 8, 10
ENG 1(2) REVERSER FAULT
Loss of thrust reverser on one engine, due to 3, 4, 5
system components or input faults.
ENG 1(2) REV ISOL FAULT SC CAUT 3 to 7
ENG 1(2) REV SWITCH FAULT 3, 4, 5,
Failure of reverser permission switch. 6, 7, 8
ENG REV SET NIL NIL 1 to 4
Reverse thrust has been selected in flight. 8 to 10
3, 4, 5,
ENG 1(2) ONE TLA FAULT 6, 7, 8
(1) Alert not inhibited in the flight phases 4 and 5, if the FADEC automatically selects IDLE thrust.
(2) Alert not inhibited in the flight phase 4, if the engine thrust is automatically set to idle.
MEMO DISPLAY
IGNITION appears in green, when continuous ignition is activated on either engine.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 15/16
FCOM ←E 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW CONTROLS AND INDICATORS (CFM)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-90 P 16/16
FCOM 11 DEC 13
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
ELECTRICAL SUPPLY
NORM EMER ELEC
AC DC
AC DC HOT
ESS ESS
CHANNEL A ENG 1 and 2 X
FADEC ENG 1 BAT
CHANNEL B
ENG 2 DC2
ENG 1 BAT X
EIU
ENG 2 X
HP VALVES X
LP VALVES DC2 X
ENG 1 DC1
OIL PRESS/QTY
ENG 2 DC2
AC ESS or
AC STAT INV
A ENG 1 and 2 AC ESS
during RAT
IGNITION extension
ENG 1 AC1
B
ENG 2 AC2
EVMU ENG 1 and 2 AC1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE DSC-70-98 P 1/2
FCOM A 29 JUL 11
AIRCRAFT SYSTEMS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL SUPPLY
OPERATING MANUAL
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FCOM 29 JUL 11
PROCEDURES
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PRELIMINARY PAGES
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FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
PRO-ABN Abnormal and Emergency Procedures
PRO-NOR Normal Procedures
PRO-SPO Special Operations
PRO-SUP Supplementary Procedures
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FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
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(1)
M Localization DU Title DU identification DU date
PRO-ABN-31 MULTIPLE UNDUE ECAM ALERTS 00012928.0001001 07 APR 11
Criteria: P8671, P9824
Applicable to: ALL
Impacted DU: NONE
Reason for issue:
This Temporary Revision was re-issued to update the list of possible undue ECAM alerts.
PRO-NOR-SOP-10 Taxi NG00715
PRO-NOR-SOP-10 Radar 00015299.0002001 26 FEB 14
Criteria: P7929, P9902
Applicable to: ALL
Impacted DU: 00015298 Taxi - Radar
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
‐ In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-14 Climb NG00723
PRO-NOR-SOP-14 Climb - Initial Climb 00013057.0001001 16 NOV 11
Criteria: P9207, SA
Applicable to: ALL
Impacted DU: 00010245 Climb - Initial Climb
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
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Continued from the previous page
(1)
M Localization DU Title DU identification DU date
Reason for issue:
The temporary revision is issued to advise operators that above the transition level, when the flight crew selects
"STD" on the FCU, the last QNH or QFE barometric pressure setting is transmitted to the ground, instead of the
standard pressure value (1 013 hPa).
Only the FCU selected altitude, if used by the ATC on ground, may be misinterpreted. The real aircraft altitude
transmitted to the ground is not affected, because the standard barometric altitude is transmitted, regardless of the
barometric setting selected on the FCU.
In addition, the "STD" value is correctly transmitted to other aircraft systems.
PRO-NOR-SOP-14 Climb - Radar 00013047.0003001 03 MAR 14
Criteria: P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00010259 Climb - Radar
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
‐ In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-15 Cruise NG00734
PRO-NOR-SOP-15 Cruise - Radar Tilt 00013068.0006001 03 MAR 14
Criteria: P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00010291 Cruise - Radar Tilt
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
Continued from the previous page
(1)
M Localization DU Title DU identification DU date
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
‐ The weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
‐ In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-16 Descent Preparation NG00916
PRO-NOR-SOP-16 Descent PREPARATION - Radar 00013353.0003001 03 MAR 14
Criteria: P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00011545 Descent Preparation - Radar
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FCOM 06 MAR 14
PROCEDURES
PRELIMINARY PAGES
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
Continued from the previous page
(1)
M Localization DU Title DU identification DU date
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
‐ In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-NOR-SOP-18-B Initial Approach NG01260
PRO-NOR-SOP-18-B Initial Approach - Radar 00014648.0003001 03 MAR 14
Criteria: P7929, P9902, SA
Applicable to: ALL
Impacted DU: 00014647 Initial Approach - Radar
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FCOM 06 MAR 14
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OPERATING MANUAL
Continued from the previous page
(1)
M Localization DU Title DU identification DU date
Reason for issue:
When in the AUTO position, the MultiScan AUTO mode adjusts the tilt according to the altitude of the aircraft.
In cruise, MULTISCAN function provides a large view of the weather ahead, ie display of weather cells located on
and below aircraft path.
At low altitudes (below FL 200), the tilt is adjusted upward to manage clutter from strong ground targets. In some
cases, the weather may be low-lying and therefore may be below the radar beam and not be displayed until the
aircraft descends closer to the precipitation level.
Therefore, this Temporary Revision is issued to indicate that, when the Multiscan is in the AUTO position, the GAIN
should be manually set to +4 when the aircraft is below FL 200.
In addition, the flight crew should temporarily set the MULTISCAN sw to MAN, if:
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly: down tilt until
displaying ground echoes
‐ The weather display is ambiguous or unexpected, in order to better analyze the weather situation using manual
tilt according to standard technique
‐ In particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of
suspected active cells, the flight crew should switch to Manual mode and adjust the tilt setting downward until
the weather is detected or the ground clutter appears on the upper part of the display.
In addition, the flight crew may increase the manual gain control to display lower reflectivity targets. The manual
gain control can be increased in both AUTO and Manual modes to display lower levels of weather. In both cases,
ground clutter may also be displayed as a result of low settings and/or increased gain.
PRO-SUP-24 Computer Reset Table NG01118
PRO-SUP-24 Computer Reset Table - 21 - Air 00014123.0004001 14 NOV 11
Conditioning/Ventilation/Pressurization
Criteria: K10463, K6443, K9458
Applicable to: ALL
Impacted DU: 00012647 Computer Reset Table - 21 - Air Conditioning/Ventilation/Pressurization
Reason for issue:
The TDU is issued to provide the ACSC C/B reset procedure to apply in the case of "PACK 1(2) REGUL FAULT"
triggered on ground for aircraft equipped with ACSC 1803B0000-02.
PRO-SUP-24 Computer Reset Table - 23 - 00013849.0024001 01 JUL 11
Communications
Criteria: K12824, K12825, K3901, K8400, SA
Applicable to: ALL
Impacted DU: 00012649 Computer Reset Table - 23 - Communications
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(1)
M Localization DU Title DU identification DU date
Reason for issue:
CIDS Director Hardware 333B and On Board Replacement Module (OBRM) 33A are sensitive to short power
supply interruptions. These power supply interruptions occur when the aircraft is supplied by external power. As a
consequence, ECAM caution “COM CIDS 1+2 FAULT” or CIDS Maintenance status 'CIDS 1' or 'CIDS 2' could be
spuriously triggered.
In such event, the flight crew should verify that the CIDS is functioning normally by checking the PA, Cabin
Interphone and Cabin lighting function. If the ECAM caution is spurious, it can be removed by resetting the CIDS
when the aircraft is powered by the APU.
PRO-SUP-24 Computer Reset Table - 27 - Flight Controls 00014180.0001001 07 OCT 13
Criteria: P11744
Applicable to: ALL
Impacted DU: NONE
Reason for issue:
This Temporary Documentary Unit is created to allow flight crew to reset all SECs following a F/CTL SPLR FAULT
triggered after the flight control check. This SEC reset covers the AIRBUS recommendations provided in OIT/FOT n
°999.0038/11 that applies on aircraft equipped with SEC B 120 or SEC B’ 120.
PRO-SUP-24 Computer Reset Table - 32 - Landing Gear 00014956.0001001 23 AUG 13
Criteria: SA
Applicable to: ALL
Impacted DU: 00012656 Computer Reset Table - 32 - Landing Gear
Reason for issue:
The BSCU reset procedure for WHEEL N/W STRG FAULT is amended with a temporary procedure, in order to
better address the spurious alerts that are currently encountered in-service.
‐ Under the very specific conditions defined in the procedure, the flight crews can continue the flight without
troubleshooting after a successful BSCU reset.
‐ For aircraft with BSCU standard 10: The root cause of the spurious alerts that were triggered during taxiing with
BSCU standard 10 has been cancelled. Therefore, the associated reset procedure has been removed.
‐ The BSCU reset procedure for BRAKES SYS FAULT or BRAKES BSCU CH FAULT is amended in order to
improve the wording to comply with Aircraft behavior.
(1) Evolution code : N=New, R=Revised, E=Effectivity
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ABNORMAL AND EMERGENCY PROCEDURES
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-ABN-01 Introduction
FCOM Procedure Layout.........................................................................................................................................A
Operational Recommendations............................................................................................................................... B
Use of Summaries...................................................................................................................................................C
PRO-ABN-10 Operating Techniques
ENG Failure After V1 - Continued Takeoff............................................................................................................. A
Immediate VMC LDG Following ENG Failure on TO............................................................................................. B
Circling Approach with One Engine Inoperative..................................................................................................... C
Landing with Slats or Flaps Jammed......................................................................................................................D
Overspeed Prevention............................................................................................................................................. E
Overspeed Recovery............................................................................................................................................... F
Rejected Takeoff..................................................................................................................................................... G
LOW ENERGY AURAL ALERT.............................................................................................................................. H
Stall Recovery .........................................................................................................................................I
Stall Warning At Lift-Off ......................................................................................................................... J
Straight-In Approach with One Engine Inoperative.................................................................................................K
PRO-ABN-21 Air Conditioning / Pressurization / Ventilation
AIR AFT CRG VENT FAULT.................................................................................................................................. A
AIR COND CTL 1(2) - A(B) FAULT........................................................................................................................B
AIR PACK 1(2) FAULT........................................................................................................................................... C
AIR PACK 1 + 2 FAULT......................................................................................................................................... D
AIR PACK 1(2) OFF................................................................................................................................................E
AIR PACK 1(2) OVHT............................................................................................................................................. F
AIR PACK 1(2) REGUL FAULT..............................................................................................................................G
CABIN OVERPRESSURE.......................................................................................................................................H
CAB PR EXCESS CAB ALT .................................................................................................................. I
CAB PR EXCESS RESIDUAL PR .........................................................................................................J
CAB PR LDG ELEV FAULT....................................................................................................................................K
CAB PR LO DIFF PR.............................................................................................................................................. L
CAB PR OFV NOT OPEN (on ground)..................................................................................................................M
CAB PR SAFETY VALVE OPEN............................................................................................................................N
CAB PR SYS 1(2) FAULT...................................................................................................................................... O
CAB PR SYS 1+2 FAULT.......................................................................................................................................P
COND AFT CARGO DUCT OVHT......................................................................................................................... Q
COND AFT CRG HEAT FAULT............................................................................................................................. R
COND AFT CRG ISOL VALVE...............................................................................................................................S
COND FWD CAB/AFT CAB/CKPT DUCT OVHT................................................................................................... T
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ABNORMAL AND EMERGENCY PROCEDURES
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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COND HOT AIR FAULT......................................................................................................................................... U
COND L + R CAB FAN FAULT.............................................................................................................................. V
COND LAV + GALLEY FAN FAULT......................................................................................................................W
COND TRIM AIR SYS FAULT................................................................................................................................ X
VENT AVNCS SYS FAULT.....................................................................................................................................Y
VENT BLOWER FAULT.......................................................................................................................................... Z
VENT EXTRACT FAULT...................................................................................................................................... AA
VENT SKIN VALVE FAULT..................................................................................................................................AB
PRO-ABN-22 Auto Flight
AUTO FLT A/THR OFF...........................................................................................................................................A
AUTO FLT AP OFF ...............................................................................................................................B
AUTO FLT FAC 1(2) FAULT.................................................................................................................................. C
AUTO FLT FAC 1 + 2 FAULT................................................................................................................................ D
AUTO FLT FCU 1(2) FAULT.................................................................................................................................. E
AUTO FLT FCU 1 + 2 FAULT................................................................................................................................ F
AUTO FLT REAC W/S DET FAULT.......................................................................................................................G
AUTO FLT RUD TRIM 1(2) FAULT........................................................................................................................H
AUTO FLT RUD TRIM SYS..................................................................................................................................... I
AUTO FLT RUD TRV LIM 1(2)............................................................................................................................... J
AUTO FLT RUD TRV LIM SYS.............................................................................................................................. K
AUTO FLT YAW DAMPER 1(2).............................................................................................................................. L
AUTO FLT YAW DAMPER SYS............................................................................................................................ M
LOSS OF FMS DATA IN DESCENT/APPROACH (SEVERE RESET).................................................................. N
PRO-ABN-23 Communications
COM ACARS FAULT..................................................................................................................................... A
COM CIDS 1 + 2 FAULT........................................................................................................................................ B
COM HF 1(2) DATA FAULT..........................................................................................................................C
COM SATCOM DATA FAULT....................................................................................................................... D
COM SATCOM FAULT.................................................................................................................................. E
COM VHF 1(2)(3)/HF 1(2) EMITTING........................................................................................................... F
COM VHF 3 DATA FAULT............................................................................................................................G
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ABNORMAL AND EMERGENCY PROCEDURES
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
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PRO-ABN-24 Electrical
C/B TRIPPED.......................................................................................................................................................... A
ELEC AC BUS 1 FAULT.........................................................................................................................................B
ELEC AC BUS 2 FAULT.........................................................................................................................................C
ELEC AC ESS BUS ALTN (on ground)..................................................................................................................D
ELEC AC ESS BUS FAULT....................................................................................................................................E
ELEC AC ESS BUS SHED..................................................................................................................................... F
ELEC APU GEN FAULT.........................................................................................................................................G
ELEC BAT 1(2) FAULT...........................................................................................................................................H
ELEC BAT 1(2) OFF.................................................................................................................................................I
ELEC BCL 1(2) FAULT............................................................................................................................................J
ELEC DC BAT BUS FAULT....................................................................................................................................K
ELEC DC BUS 1 FAULT.........................................................................................................................................L
ELEC DC BUS 2 FAULT........................................................................................................................................M
ELEC DC BUS 1+2 FAULT.................................................................................................................................... N
ELEC DC EMER CONFIG......................................................................................................................................O
ELEC DC ESS BUS FAULT................................................................................................................................... P
ELEC DC ESS BUS SHED.................................................................................................................................... Q
ELEC EMER CONFIG ...........................................................................................................................R
ELEC EMER CONFIG SYS REMAINING...............................................................................................................S
ELEC EMER GEN 1 LINE OFF.............................................................................................................................. T
ELEC ESS BUSES ON BAT .................................................................................................................U
ELEC GEN 1(2) or APU GEN OVERLOAD............................................................................................................V
ELEC GEN 1(2) FAULT......................................................................................................................................... W
ELEC GEN 1(2) OFF.............................................................................................................................................. X
ELEC IDG 1(2) DISCONNECTED (on ground)..................................................................................................... Y
ELEC IDG 1(2) OIL LO PR/OVHT.......................................................................................................................... Z
ELEC STAT INV FAULT.......................................................................................................................................AA
ELEC TR 1(2) FAULT...........................................................................................................................................AB
PRO-ABN-25 Equipment
COCKPIT DOOR FAULT........................................................................................................................................ A
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ABNORMAL AND EMERGENCY PROCEDURES
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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PRO-ABN-26 Fire Protection
APU FIRE .............................................................................................................................................A
ENG 1(2) FIRE (In Flight) ..................................................................................................................... B
ENG 1(2) FIRE (On Ground) ................................................................................................................ C
ENG 1(2)/APU FIRE DET FAULT.......................................................................................................................... D
ENG 1(2)/APU FIRE LOOP A(B) FAULT................................................................................................................E
SMOKE FWD(AFT) CARGO SMOKE ................................................................................................... F
SMOKE FWD(AFT) CRG BTL (1)(2 ) FAULT................................................................................................ G
SMOKE FWD(AFT) CRG DET FAULT................................................................................................................... H
AVIONICS SMOKE................................................................................................................................................... I
SMOKE/FUMES/AVNCS SMOKE ..........................................................................................................J
REMOVAL OF SMOKE/FUMES .......................................................................................................... K
SMOKE DET FAULT............................................................................................................................................... L
SMOKE LAVATORY DET FAULT .........................................................................................................................M
SMOKE LAVATORY SMOKE .............................................................................................................. N
PRO-ABN-27 Flight Controls
CONFIG L (R) SIDESTICK FAULT BY TAKE OVER ........................................................................... A
CONFIG PITCH TRIM NOT IN T.O RANGE ........................................................................................ B
CONFIG RUD TRIM NOT IN T.O RANGE ........................................................................................... C
CONFIG SLATS (FLAPS) NOT IN T.O CONFIG ..................................................................................D
Config SPD BRK Not Retracted ............................................................................................................E
F/CTL AIL SERVO FAULT...................................................................................................................................... F
F/CTL ALTN LAW................................................................................................................................................... G
F/CTL DIRECT LAW............................................................................................................................................... H
F/CTL ELAC 1(2) FAULT (One Computer Failed)................................................................................................... I
F/CTL ELAC 1 (2) FAULT (Both computers failed).................................................................................................J
F/CTL ELAC 1 (2) PITCH FAULT...........................................................................................................................K
F/CTL ELEV SERVO FAULT...................................................................................................................................L
F/CTL FCDC 1 (2) FAULT......................................................................................................................................M
F/CTL FCDC 1+2 FAULT........................................................................................................................................N
F/CTL FLAP ATTACH SENSOR............................................................................................................................ O
F/CTL FLAP LVR NOT ZERO .............................................................................................................. P
F/CTL FLAP SYS 1(2) FAULT................................................................................................................................Q
F/CTL FLAPS FAULT/LOCKED..............................................................................................................................R
F/CTL FLAPS/SLATS FAULT/LOCKED..................................................................................................................S
F/CTL GND SPLR / 1+2 / 3+4 / FAULT................................................................................................................. T
F/CTL L (R) AIL FAULT..........................................................................................................................................U
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
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F/CTL L (R) ELEV FAULT...................................................................................................................................... V
F/CTL L+R ELEV FAULT ..................................................................................................................... W
F/CTL L(R) SIDESTICK FAULT.............................................................................................................................. X
F/CTL SEC 1 (2) (3) FAULT................................................................................................................................... Y
F/CTL SIDESTICK PRIORITY.................................................................................................................................Z
F/CTL SLAT (FLAP) TIP BRK FAULT..................................................................................................................AA
F/CTL SLAT SYS 1(2) FAULT..............................................................................................................................AB
F/CTL SLATS AND FLAPS FAULT IN CONF 0.................................................................................................. AC
F/CTL SLATS FAULT/LOCKED............................................................................................................................AD
F/CTL SPD BRK 2(3+4) FAULT........................................................................................................................... AE
F/CTL SPD BRK DISAGREE (Surfaces 3+4 Affected).........................................................................................AF
F/CTL SPD BRK DISAGREE (Surfaces 2+3+4 Affected)....................................................................................AG
F/CTL SPD BRK FAULT...................................................................................................................................... AH
F/CTL SPD BRK STILL OUT................................................................................................................................. AI
F/CTL SPLR FAULT.............................................................................................................................................. AJ
F/CTL STABILIZER JAM...................................................................................................................................... AK
STABILIZER JAM.................................................................................................................................................. AL
ACTIVE CONTROL LAW..................................................................................................................................... AM
ELEVATORS AND STABILIZER CONTROL AFTER FAILURE.......................................................................... AN
F/CTL RUDDER JAM........................................................................................................................................... AO
SIDESTICK/RUDDER PEDALS STIFF.................................................................................................................AP
PRO-ABN-28 Fuel
FUEL APU LP VALVE FAULT................................................................................................................................ A
FUEL AUTO FEED FAULT..................................................................................................................................... B
FUEL CTR TK PUMP 1(2) LO PR......................................................................................................................... C
FUEL CTR TK PUMPS LO PR...............................................................................................................................D
FUEL CTR TK PUMPS OFF...................................................................................................................................E
FUEL ENG 1(2) LP VALVE OPEN......................................................................................................................... F
FUEL FQI CH 1(2) FAULT..................................................................................................................................... G
FUEL IMBALANCE..................................................................................................................................................H
FUEL LEAK............................................................................................................................................................... I
FUEL L (R) OUTER (INNER) TK HI TEMP............................................................................................................ J
FUEL L (R) OUTER (INNER) TK LO TEMP...........................................................................................................K
FUEL L (R) TK PUMP 1(2) LO PR......................................................................................................................... L
FUEL L (R) TK PUMP 1 + 2 LO PR (Center Tank Empty)....................................................................................M
FUEL L (R) TK PUMP 1 + 2 LO PR (Center Tank not Empty).............................................................................. N
Continued on the following page
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
FUEL L (R) WING TK LO LVL............................................................................................................................... O
FUEL L + R WING TK LO LVL.............................................................................................................................. P
FUEL L (R) XFR VALVE CLOSED.........................................................................................................................Q
FUEL L (R) XFR VALVE OPEN............................................................................................................................. R
FUEL X FEED VALVE FAULT................................................................................................................................S
GRVTY FUEL FEEDING......................................................................................................................................... T
PRO-ABN-29 Hydraulic
HYD B RSVR LO AIR PR.......................................................................................................................................A
HYD B ELEC PUMP LO PR or OVHT................................................................................................................... B
HYD B RSVR LO LVL............................................................................................................................................ C
HYD B RSVR OVHT............................................................................................................................................... D
HYD G ENG 1 PUMP LO PR (PTU Operative)......................................................................................................E
HYD G ENG 1 PUMP LO PR (PTU Inoperative)....................................................................................................F
HYD G RSVR LO AIR PR...................................................................................................................................... G
HYD G RSVR LO LVL............................................................................................................................................ H
HYD G RSVR OVHT................................................................................................................................................ I
HYD Y ELEC PUMP LO PR or OVHT.................................................................................................................... J
HYD Y ENG 2 PUMP LO PR (PTU Operative)...................................................................................................... K
HYD Y ENG 2 PUMP LO PR (PTU Inoperative).................................................................................................... L
HYD Y RSVR LO AIR PR...................................................................................................................................... M
HYD Y RSVR LO LVL............................................................................................................................................ N
HYD Y RSVR OVHT...............................................................................................................................................O
HYD B+Y SYS LO PR .......................................................................................................................... P
HYD G+B SYS LO PR ..........................................................................................................................Q
HYD G+Y SYS LO PR ..........................................................................................................................R
HYD PTU FAULT.................................................................................................................................................... S
HYD RAT FAULT.....................................................................................................................................................T
PRO-ABN-30 Ice and Rain Protection
ANTI ICE ALL PITOT.............................................................................................................................................. A
ANTI ICE CAPT (F/O) TAT..................................................................................................................................... B
ANTI ICE CAPT + F/O PITOT................................................................................................................................ C
ANTI ICE CAPT + STBY PITOT.............................................................................................................................D
ANTI ICE CAPT PITOT or L(R) STAT or AOA.......................................................................................................E
ANTI ICE CAPT PROBES.......................................................................................................................................F
ANTI ICE ENG 1(2) VALVE CLSD.........................................................................................................................G
Continued on the following page
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ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
ANTI ICE ENG 1(2) VALVE OPEN........................................................................................................................ H
ANTI ICE F/O + STBY PITOT..................................................................................................................................I
ANTI ICE F/O PITOT or L(R) STAT or AOA...........................................................................................................J
ANTI ICE F/O PROBES.......................................................................................................................................... K
ANTI ICE L + R WINDSHIELD................................................................................................................................L
ANTI ICE L(R) WINDOW........................................................................................................................................M
ANTI ICE L(R) WINDSHIELD................................................................................................................................. N
ANTI ICE STBY PITOT or L(R) STAT or AOA...................................................................................................... O
ANTI ICE STBY PROBES.......................................................................................................................................P
DOUBLE AOA HEAT FAILURE..............................................................................................................................Q
WING ANTI ICE L(R) HI PR...................................................................................................................................R
WING ANTI ICE L(R) VALVE OPEN (Failure Detected in Flight)......................................................................... S
WING ANTI ICE L(R) VALVE OPEN (Failure Detected on Ground)...................................................................... T
WING ANTI ICE OPEN ON GND...........................................................................................................................U
WING ANTI ICE SYS FAULT (One Wing Valve Remains Closed when the Wing Anti-Ice Is Turned on)..............V
WING ANTI ICE SYS FAULT (The Wing Anti-Ice Is Turned on after One Engine Shutdown or after the Loss of
One Bleed)..............................................................................................................................................................W
PRO-ABN-31 Indicating / Recording Systems
DISPLAY UNIT FAILURE........................................................................................................................................A
EIS DMC 1(2)(3) FAULT......................................................................................................................................... B
ECAM SINGLE DISPLAY........................................................................................................................................C
FWS FWC 1 + 2 FAULT.........................................................................................................................................D
FWS FWC 1(2) FAULT........................................................................................................................................... E
FWS OEB/FWC DISCREPANCY............................................................................................................................ F
FWS SDAC 1 + 2 FAULT.......................................................................................................................................G
FWS SDAC 1(2) FAULT......................................................................................................................................... H
MULTIPLE UNDUE ECAM ALERTS........................................................................................................................ I
RECORDER DFDR FAULT..................................................................................................................................... J
RECORDER SYS FAULT....................................................................................................................................... K
PRO-ABN-32 Landing Gear
BRAKES - N/WS MINOR FAULT........................................................................................................................... A
BRAKES A/SKID NWS FAULT or ANTI SKID/NWS OFF...................................................................................... B
BRAKES ALTN BRK FAULT...................................................................................................................................C
BRAKES ALTN L(R) RELEASED........................................................................................................................... D
BRAKES AUTO BRK FAULT..................................................................................................................................E
BRAKES BRK Y ACCU LO PR.............................................................................................................................. F
Continued on the following page
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A318/A319/A320/A321
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OPERATING MANUAL
Continued from the previous page
BRAKES HOT......................................................................................................................................................... G
BRAKES NORM + ALTN FAULT............................................................................................................................H
BRAKES NORM BRK FAULT.................................................................................................................................. I
BRAKES PARK BRK LO PR................................................................................................................................... J
BRAKES PARK BRK ON........................................................................................................................................ K
BRAKES RELEASED...............................................................................................................................................L
BRAKES SYS 1(2) FAULT..................................................................................................................................... M
ASYMMETRIC BRAKING........................................................................................................................................N
LOSS OF BRAKING ............................................................................................................................. O
RESIDUAL BRAKING PROC.................................................................................................................................. P
CONFIG PARK BRK ON ...................................................................................................................... Q
L/G DOORS NOT CLOSED....................................................................................................................................R
L/G GEAR NOT DOWN ........................................................................................................................ S
L/G GEAR NOT DOWNLOCKED ..........................................................................................................T
L/G GEAR NOT UPLOCKED..................................................................................................................................U
L/G GEAR UPLOCK FAULT................................................................................................................................... V
L/G LGCIU 1 FAULT.............................................................................................................................................. W
L/G LGCIU 1(2) FAULT (Two LGCIUs Faulty)...................................................................................................... X
L/G LGCIU 2 FAULT............................................................................................................................................... Y
L/G SHOCK ABSORBER FAULT (Shock Absorber Extended on the Ground)...................................................... Z
L/G SHOCK ABSORBER FAULT (Shock Absorber not Extended after Liftoff)....................................................AA
L/G SYS DISAGREE.............................................................................................................................................AB
L/G GRAVITY EXTENSION..................................................................................................................................AC
LDG WITH ABNORMAL L/G................................................................................................................................ AD
WHEEL HYD SEL FAULT.................................................................................................................................... AE
WHEEL N/W STRG FAULT.................................................................................................................................. AF
WHEEL TYRE LO PR.......................................................................................................................................... AG
PRO-ABN-34 Navigation
ALL ADR OFF ....................................................................................................................................... A
EGPWS ALERTS .................................................................................................................................. B
NAV ADR DISAGREE.............................................................................................................................................C
IR ALIGNMENT IN ATT MODE.............................................................................................................................. D
NAV ADR 1(2)(3) FAULT........................................................................................................................................ E
NAV ADR 1+2 (1+3) (2+3) FAULT......................................................................................................................... F
NAV ADR 1+2+3 FAULT ...................................................................................................................... G
NAV ALTI DISCREPANCY..................................................................................................................................... H
NAV ATT DISCREPANCY........................................................................................................................................I
NAV BARO REF DISCREPANCY..........................................................................................................................J
Continued on the following page
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ABNORMAL AND EMERGENCY PROCEDURES
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
NAV CAPT (F/O) (STBY) AOA FAULT...................................................................................................................K
NAV FM/GPS POS DISAGREE.............................................................................................................................. L
NAV GPS 1(2) FAULT............................................................................................................................................M
NAV GPWS FAULT.................................................................................................................................................N
NAV GPWS TERR DET FAULT.............................................................................................................................O
NAV HDG DISCREPANCY..................................................................................................................................... P
NAV IAS DISCREPANCY....................................................................................................................................... Q
NAV ILS (1+2) FAULT............................................................................................................................................ R
NAV ILS 1(2) FAULT...............................................................................................................................................S
NAV IR 1(2)(3) FAULT............................................................................................................................................ T
NAV IR 1+2(1+3)(2+3) FAULT................................................................................................................................U
NAV IR DISAGREE................................................................................................................................................. V
NAV IR NOT ALIGNED .........................................................................................................................................W
NAV PRED W/S DET FAULT................................................................................................................................. X
NAV RA 1 AND 2 FAULT (Dual RA Failure).......................................................................................................... Y
NAV RA 1(2) FAULT............................................................................................................................................... Z
NAV RA DEGRADED........................................................................................................................................... AA
NAV TCAS FAULT...................................................................................................................................... AB
NAV TCAS STBY..................................................................................................................................................AC
OVERSPEED ...................................................................................................................................... AD
Stall Warning .......................................................................................................................................AE
TCAS WARNINGS .............................................................................................................................. AF
UNRELIABLE SPEED INDIC/ADR CHECK PROC..............................................................................................AG
ADR CHECK PROC............................................................................................................................................. AH
UNRELIABLE SPEED INDICATION/ADR CHECK PROC.....................................................................................AI
PRO-ABN-36 Pneumatic
AIR APU BLEED FAULT.........................................................................................................................................A
AIR APU BLEED LEAK...........................................................................................................................................B
AIR BLEED 1(2) OFF..............................................................................................................................................C
AIR ENG 1(2) BLEED ABNORM PR......................................................................................................................D
AIR ENG 1(2) BLEED FAULT.................................................................................................................................E
AIR ENG 1+2 BLEED FAULT................................................................................................................................. F
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed Available)................................................................................ G
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed not Available).......................................................................... H
AIR ENG 1 + 2 BLEED LO TEMP........................................................................................................................... I
AIR ENG 1(2) BLEED NOT CLSD.......................................................................................................................... J
AIR ENG 1(2) HP VALVE FAULT...........................................................................................................................K
Continued on the following page
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
AIR ENG 1(2) LEAK DET FAULT........................................................................................................................... L
AIR L(R) WING or ENG 1(2) BLEED LEAK...........................................................................................................M
AIR L(R) WNG LEAK DET FAULT......................................................................................................................... N
AIR X BLEED FAULT............................................................................................................................................. O
BLEED MONITORING FAULT................................................................................................................................ P
BLEED MONIT SYS 1(2) FAULT........................................................................................................................... Q
PRO-ABN-46 Information Systems
DATALINK ATSU FAULT........................................................................................................................................ A
DATALINK COMPANY FAULT................................................................................................................................B
PRO-ABN-49 APU
APU AUTO (EMER) SHUT DOWN.........................................................................................................................A
PRO-ABN-52 Doors
DOORS (L/R/FWD/AFT) AVIONICS....................................................................................................................... A
DOORS CABIN/EMER EXIT/CARGO..................................................................................................................... B
PRO-ABN-70 Power Plant
ENG 1(2) BLEED STATUS FAULT (In Flight).......................................................................................................A
ENG 1(2) BLEED STATUS FAULT (On Ground)................................................................................................... B
ENG 1(2) COMPRESSOR VANE........................................................................................................................... C
ENG 1(2) CTL VALVE FAULT................................................................................................................................D
ENG 1(2) EIU FAULT ............................................................................................................................................ E
ENG 1(2) FADEC A(B) FAULT............................................................................................................................... F
ENG 1(2) FADEC ALTERNATOR.......................................................................................................................... G
ENG 1(2) FADEC FAULT....................................................................................................................................... H
ENG 1(2) FADEC HI TEMP..................................................................................................................................... I
ENG 1(2) FAIL......................................................................................................................................................... J
ENG 1(2) FUEL CTL FAULT.................................................................................................................................. K
ENG 1(2) FUEL FILTER CLOG.............................................................................................................................. L
ENG 1(2) FUEL RETURN VALVE ........................................................................................................................ M
ENG 1(2) HP FUEL VALVE .................................................................................................................................. N
ENG 1(2) IGN FAULT (IGN A or B Fault)..............................................................................................................O
ENG 1(2) IGN FAULT (IGN A+B Fault)..................................................................................................................P
ENG 1(2) LOW N1 (On Ground)...........................................................................................................................Q
ENG 1(2) N1 or N2 or EGT or FF DISCREPANCY............................................................................................... R
ENG 1(2) N1/N2/EGT OVERLIMIT......................................................................................................................... S
Continued on the following page
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
ENG 1(2) OIL FILTER CLOG ................................................................................................................................ T
ENG 1(2) OIL HI TEMP .........................................................................................................................................U
ENG 1(2) OIL LO PR ............................................................................................................................ V
ENG 1(2) ONE TLA FAULT................................................................................................................................... W
ENG 1(2) OVSPD PROT FAULT............................................................................................................................X
ENG 1(2) PROBES FAULT.....................................................................................................................................Y
ENG 1(2) REV ISOL FAULT................................................................................................................................... Z
ENG 1(2) REV PRESSURIZED .......................................................................................................................... AA
ENG 1(2) REV SWITCH FAULT.......................................................................................................................... AB
ENG 1(2) REVERSE UNLOCKED....................................................................................................................... AC
ENG 1(2) REVERSER FAULT............................................................................................................................. AD
ENG 1(2) SENSOR FAULT.................................................................................................................................. AE
ENG 1(2) SHUT DOWN........................................................................................................................................AF
ENG 1(2) STALL...................................................................................................................................................AG
ENG 1(2) START FAULT..................................................................................................................................... AH
ENG 1(2) START VALVE FAULT.......................................................................................................................... AI
ENG 1(2) THR LEVER ABV IDLE .......................................................................................................AJ
ENG 1(2) THR LEVER DISAGREE......................................................................................................................AK
ENG 1(2) THR LEVER FAULT............................................................................................................................. AL
ENG COMPRESSOR VANE................................................................................................................................ AM
ENG DUAL FAILURE ......................................................................................................................... AN
ENG DUAL FAILURE - FUEL REMAINING ......................................................................................AO
ENG DUAL FAILURE - NO FUEL REMAINING ................................................................................AP
ENG RELIGHT (In Flight).....................................................................................................................................AQ
ENG REV SET......................................................................................................................................................AR
ENG TAILPIPE FIRE............................................................................................................................................ AS
ENG THR LEVERS NOT SET..............................................................................................................................AT
ENG TYPE DISAGREE........................................................................................................................................ AU
ENG VIB SYS FAULT ......................................................................................................................................... AV
HIGH ENGINE VIBRATION................................................................................................................................. AW
PRO-ABN-80 Miscellaneous
BOMB ON BOARD..................................................................................................................................................A
COCKPIT WINDSHIELD/WINDOW ARCING......................................................................................................... B
COCKPIT WINDSHIELD/WINDOW CRACKED......................................................................................................C
CREW INCAPACITATION.......................................................................................................................................D
DITCHING ..............................................................................................................................................E
ECAM Advisory Conditions......................................................................................................................................F
EMER DESCENT ..................................................................................................................................G
Continued on the following page
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
EMERGENCY EVACUATION ............................................................................................................... H
FORCED LANDING ................................................................................................................................ I
OVERWEIGHT LANDING........................................................................................................................................ J
TAILSTRIKE.............................................................................................................................................................K
VOLCANIC ASH ENCOUNTER ............................................................................................................................. L
WINDSHEAR .........................................................................................................................................M
WINDSHEAR AHEAD ........................................................................................................................... N
PRO-ABN-90 Detailed Cabin / Cockpit Evacuation Procedure
General.....................................................................................................................................................................A
Cockpit-Assigned Duties for Evacuation................................................................................................................. B
Cabin Crew-Assigned Areas for Evacuation...........................................................................................................C
Communications...................................................................................................................................................... D
On Ground Evacuation............................................................................................................................................ E
Cockpit Evacuation through Window.......................................................................................................................F
Evacuation on Water...............................................................................................................................................G
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
FCOM PROCEDURE LAYOUT
INTRODUCTION
The presentation of procedures is, as far as practicable, identical to the presentation on ECAM.
The abbreviations are identical to those used on the cockpit panels.
All actions and information displayed on ECAM are provided in large letters. Other information, not
on ECAM, is provided in small letters.
Expanded information is as far as practicable provided in layer 2. This information:
‐ Identifies the particular failures
‐ Explains actions for which the reason is not self-evident
‐ Furnishes additional background.
PROCEDURE TITLE
The title of an abnormal or emergency procedure, that appears on the ECAM, is on a white
background.
Abnormal procedure displayed on ECAM (amber caution) :
Emergency procedure displayed on ECAM (red warning) :
The title of an abnormal or emergency procedure, that does not appear on the ECAM is on a grey
background.
Abnormal procedure not displayed on ECAM :
Emergency procedure not displayed on ECAM :
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
SEVERAL ALERTS UNDER THE SAME TITLE
When applicable, several alerts may be grouped under the same procedure title. However,
depending on the failure, the actions that the flight crew should perform may differ.
Note: Alerts that have the same procedure title may be differentiated by a subtitle (e.g. ENG
FIRE (On Ground) versus ENG FIRE (In Flight)).
CONDITIONS
BLACK SQUARE
When several procedures appear under the same title, a black square marks the starting point
of each procedure.
For example:
Black squares also indicate parts of a procedure among which only one is applicable.
For example:
The ECAM does not display black squares.
BLACK DOT
If an action depends on a precondition, a black dot identifies the precondition. If the precondition
appears on ECAM, it appears in LARGE LETTERS. If not, it appears in small letters.
For example:
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
INDENTATION
Indentation is used in order to identify when an action depends on a precondition/flight
phase/procedure.
For example:
‐ The APPR SPEED is equal to VREF +30 kt only if the flaps are locked, because "APPR
SPEED......VREF +30" is indented below "• If flaps locked".
‐ The MAX SPEED of 250 kt does not depend on the flaps locked condition because it is
aligned with "• If Flaps locked". Therefore, MAX SPEED has to be respected whether the
flaps are locked or not.
OPERATIONAL RECOMMENDATIONS
OVERVIEW
Abnormal and Emergency procedures involve actions that the flight crew must perform in order to
ensure adequate safety, and help to make the remainder of the flight easier.
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
Abnormal and Emergency procedures are actions that the flight crew performs:
‐ After failures, that the ECAM detects, or
‐ After failures or situation, that the flight crew detects or encounters (e.g. CKPT WINDOW
CRACKED, OVERWEIGHT LANDING), or
‐ After an aural alert (e.g. OBSTACLE AHEAD, PULL UP).
When the flight crew performs procedures, the flight crew uses the “READ” and “DO” principle
(oral reading).
TASKSHARING
The general tasksharing shown below applies to all procedures.
The pilot's flying remains the pilot flying throughout the procedure.
The Pilot Flying (PF), is responsible for the:
‐ Thrust levers
‐ Control of flight path and airspeed
‐ Aircraft configuration (request configuration change)
‐ Navigation
‐ Communications.
The Pilot Not Flying (PNF), is responsible for:
‐ Monitoring and reading aloud the ECAM and checklists
‐ Performing required actions, or actions requested by the PF, if applicable
‐ Using the engine master switches, cockpit C/Bs, IR and guarded switches, with PF's
confirmation (except on ground).
MEMORY ITEMS
The following procedures are to be applied without referring to paper:
‐ CREW INCAPACITATION
‐ EGPWS ,
‐ Immediate actions of EMER DESCENT
‐ Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC
‐ LOSS OF BRAKING
‐ STALL RECOVERY
‐ STALL WARNING AT LIFT-OFF
‐ TCAS
‐ WINDSHEAR
‐ WINDSHEAR AHEAD
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
USE OF AUTOPILOT (AP)
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 desired or safe flight path.
For additional information, Refer to FCOM Limitations section (Auto Flight).
INITIATION OF PROCEDURES
Procedures are initiated on the Pilot Flying's command.
No action is taken (apart from cancelling audio warnings, through the MASTER WARN light) until:
‐ The appropriate flight path is established, and
‐ The aircraft is at least 400 ft above the runway, if a failure occurs during takeoff, approach, or
go-around.
A height of 400 ft 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.
If an emergency causes LAND ASAP to appear in red on the ECAM, the flight crew must land
as soon as possible at the nearest suitable airport at which a safe approach and landing can be
made.
If an abnormal procedure causes LAND ASAP to appear in amber on the ECAM, the flight crew
should consider landing at the nearest suitable airport.
LANDING DISTANCE
Any increased landing distance, resulting from an emergency or abnormality, must be determined
using QRH PER-C.
ECAM
WARNING INHIBITION DURING TAKEOFF
Some Warnings (non-inhibited) appear when the situation that prompts them occurs. Other
warnings (inhibited) do not appear immediately, when the situation that prompts them occurs
during takeoff.
CREW COORDINATION
When carrying out a procedure displayed on ECAM, both pilots must be aware of the present
display. Before any "CLEAR" action, the pilots should crosscheck to confirm that there remains no
blue message (except in case of no action feedback) that they can eliminate by a direct action.
NO CLEAR ACTION BEFORE CROSS-CONFIRMATION
Example of crew coordination and cross confirmation:
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
For standard calls, Refer to FCOM Normal Procedures - Standard Callouts
(1) Although it is the responsibility of the pilot flying to request ECAM actions, this does not
preclude the captain from either taking control of the aircraft or ordering ECAM actions he (she)
considers to be necessary
Note: ECAM procedures and STATUS, 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 ECAM STATUS has been reviewed,
the flight crew may refer to FCOM procedure (FCOM/PRO/ABN) for supplementary
information, if time permits.
USE OF SUMMARIES
GENERAL
The summaries consist of QRH procedures.
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INTRODUCTION
OPERATING MANUAL
They have been created to help the flight crew to handle the actions in the event of an ELEC
EMER CONFIG or a dual HYD failure.
In any case, the ECAM should be applied first. This includes both the procedure and the
STATUS page review.
SITUATION ASSESSMENT
The CRUISE section highlights the remaining systems, the main limitations and the flight capability
of the aircraft.
This section may help the flight crew to assess the situation and to choose an appropriate landing
runway.
The flight crew refers, in the meantime, to the corresponding chapters of the QRH for:
‐ The evaluation of an increased fuel consumption (PER-B),
‐ The VAPP computation at the selected airport (PER-C),
‐ The In-Flight Landing Distance computation (PER-C).
APPROACH PREPARATION
As always, the approach preparation begins by the review of the STATUS page.
Then, the APPROACH, LANDING and GO AROUND sections of the summary should be used to
prepare and conduct the approach briefing, cross-checking, as usual, the associated FMS pages.
When appropriate, these sections include, among others, the LANDING WITH SLATS or FLAPS
JAMMED procedure and the L/G GRAVITY EXTENSION procedure.
APPROACH
The APPR PROC actions given by the STATUS page should be performed by reading the
APPROACH section of the summary (PNF), avoiding then to refer to other paper procedures.
Once the aircraft is in final configuration, the LANDING and the GO AROUND sections may
be shortly commented, as a reminder (braking, NWS, reversers and L/G retraction in case of
go-around).
Before the final approach, the PNF should review the STATUS page and check that all the APPR
PROC actions have been completed.
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PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
ENG FAILURE AFTER V1 - CONTINUED TAKEOFF
If an engine fails after the aircraft passes V1, the takeoff must be continued.
Use rudder conventionally to stay on the runway centerline.
At VR, rotate the aircraft smoothly using a continuous pitch rate to a pitch attitude of 12.5 °. After
lift-off, follow the Speed Reference System (SRS).
When airborne with a positive rate of climb, select the landing gear up.
Use rudder to prevent yaw. Shortly after lift-off, β target will appear. Adjust rudder position to zero
the β target. Control heading conventionally with bank, keeping the β target at zero with rudder.
Consider the use of TOGA thrust.
Consider the use of autopilot.
At 400 ft minimum, apply the ECAM procedure.
At acceleration height, level off and allow the speed to increase.
• At F speed select CONF 1.
• At S speed select CONF 0.
When the FLAPS lever is at zero, β target reverts to sideslip indication: Center the
sideslip indication conventionally.
At green dot speed (engine-out operating speed in clean configuration):
Resume the climb using maximum continuous thrust and maintain green dot speed.
(If already in the FLX/MCT gate, move to CL and back to MCT).
MAXIMUM TAKEOFF THRUST IS ONLY ALLOWED FOR 10 min.
ENGINE FAILURE DURING INITIAL CLIMB-OUT
Proceed as above. However, if the failure occurs above V2 maintain the SRS commanded
attitude (or the speed reached after recovery). In any case, the minimum speed must be equal to
V2.
ENGINE OPERATION AT MAX T.O. THRUST IS LIMITED TO 10 min
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 1/14
FCOM A→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
ENG FAILURE AFTER V1 - CONTINUED TAKEOFF (Cont'd)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 2/14
FCOM ←A 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 3/14
FCOM B→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO (Cont'd)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 4/14
FCOM ←B→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO (Cont'd)
CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE
LANDING WEIGHT..................................................................................................................CHECK
If the aircraft weight is above the maximum weight for circling in CONF 3 (given in the
table below):
The aircraft cannot maintain flight level with CONF 3 and the landing gear down.
FOR LDG.................................................................................................................. USE FLAP 3
CONF 3 is preferred, to minimize a configuration change in short final.
GPWS LDG FLAP 3.................................................................................................................ON
Delay gear extension.
Note: ‐ If the approach is flown at less than 750 ft RA, the “L/G NOT DOWN” warning will
be triggered. The pilot can cancel the aural warning by pressing the EMER CANC
pb, located on the ECAM control panel.
‐ A ”TOO LOW GEAR” warning is to be expected, if the landing gear is not
downlocked at 500 ft RA.
MAXIMUM WEIGHT FOR CIRCLING IN CONF 3 (1000 KG)
OAT AIRPORT ELEVATION (FT)
(°C) 0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
0 77 76 69 63 58 53 48 45
5 77 76 69 63 58 53 48 45
10 77 76 69 63 58 53 48 45
15 77 76 69 63 58 53 48 45
20 77 76 69 63 58 53 48 45
25 77 75 69 63 58 53 48 45
30 77 72 68 63 58 53 48
35 74 70 66 63 56 51
40 71 67 63 59
45 69 65 61
50 67 63
55 64
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 5/14
FCOM ← B to C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
LANDING WITH SLATS OR FLAPS JAMMED
Determine landing configuration, according to the table in QRH PER-27A Landing Distance with
Slats and Flaps System Failure.
Repeat the following until landing configuration is reached:
SPEED SEL....................................................................................................... VFE NEXT - 5 kt
Decelerate towards VFE NEXT - 5 kt but not below VLS. In case of turbulence, to avoid VFE
exceedance, the pilot may decide to decelerate to a lower speed, but not below VLS.
Note: ‐ The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal
configurations, its behavior can be less than optimum and must be monitored
‐ Approach with selected speed is recommended
‐ A/THR is recommended, except in the case of a G+B SYS LO PR warning
‐ OVERSPEED warning and VLS, displayed on the PFD, are computed according to
the actual flaps/slats position
‐ VFE and VFE NEXT are displayed on the PFD according to the FLAPS lever
position. If not displayed, use the placard speeds
‐ If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever
can be set in the required next position, while the speed is reduced to follow VLS
reduction as surfaces extend. The VFE warning threshold should not be triggered.
In this case, disconnect the A/THR. A/THR can be re-engaged when the landing
configuration is established.
As speed reduces through VFE NEXT:
FLAPS LEVER................................................................................................ONE STEP DOWN
When landing configuration is established:
DECELERATE TO CALCULATED APPROACH SPEED IN FINAL APPROACH.
FOR GO AROUND
The table (See below) provides the MAX SPEEDS for the abnormal configurations.
IF SLATS FAULT:
FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED - 10 kt
FOR DIVERSION:
SELECT CLEAN CONFIGURATION
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 6/14
FCOM D→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
LANDING WITH SLATS OR FLAPS JAMMED (Cont'd)
Recommended flaps retraction speed is between MAX SPEED - 10 kt and MAX SPEED.
Recommended diversion speed: MAX SPEED - 10 kt.
IF FLAPS FAULT:
FOR CIRCUIT:
MAINTAIN SLATS/FLAPS CONFIGURATION
Recommended speed: MAX SPEED - 10 kt
FOR DIVERSION:
If FLAPS jammed at 0:
SELECT CLEAN CONFIGURATION
Note: ‐ Recommended speed for slats retraction is between MAX SPEED - 10 kt
and MAX SPEED of actual slat/flap position.
Normal operating speeds
If FLAPS jammed > 0:
MAINTAIN SLAT/FLAP CONFIGURATION
Recommended speed for diversion: MAX SPEED - 10 kt
Note: ‐ In the majority of cases, VFE on PFD is equal to the MAX SPEED. In
this case, VFE can be used as MAX SPEED. In case the SPD LIM flag
is displayed on the PFD, use the MAX SPEED displayed on the ECAM
status page
‐ In some cases, MAX SPEED - 10 kt may be a few knots higher than the
VFE. In this situation, pilot may follow the VFE
‐ In case of a go-around with CONF FULL selected, the L/G NOT DOWN
warning is triggered at landing gear retraction.
MAX SPEED
Flaps
F=0 0<F≤1 1< F ≤ 2 2< F ≤ 3 F>3
Slats
S=0 NO LIMITATION Not allowed
215 kt 200 kt 185 kt
0<S≤1 230 kt (177 kt)
1<S≤3 200 kt 200 kt 185 kt 177 kt
S>3 177 kt 177 kt 177 kt 177 kt
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased. Refer
to the fuel flow indication. As a guideline, determine the fuel consumption in
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 7/14
FCOM ←D→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
LANDING WITH SLATS OR FLAPS JAMMED (Cont'd)
clean configuration at the same altitude without airspeed limitation (e.g. From
ALTERNATE FLIGHT PLANNING tables, Refer to PER-FPL-FLP-ALN-20
ALTERNATE PLANNING ISA) and multiply this result by the applicable Fuel
Penalty Factor provided in the QRH Refer to QRH/PER-B Fuel Penalty Factors
Tables, to obtain the fuel penalty required to reach the destination in the current
configuration.
OVERSPEED PREVENTION
If the aircraft encounters significant speed variations close to VMO/MMO, apply the following
actions:
AP : KEEP ON
A/THR : KEEP ON
USE SELECTED SPEED
SPEED...................................................................................................................................REDUCE
Reduce the speed to increase the margin to VMO/MMO.
MIN SPEED : GREEN DOT
SPEED TREND................................................................................................................... MONITOR
If the speed trend approaches or exceeds VMO/MMO:
SPEED BRAKES.................................................................................................. USE AS RQRD
If the speed exceeds VMO/MMO:
OVERSPEED RECOVERY procedure...............................................................................APPLY
Refer to PRO-ABN-10 Overspeed Recovery
If the speed stays below VMO/MMO:
In the case of severe turbulence:
Refer to PRO-SUP-91-10 Adverse Weather - Severe Turbulence
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 8/14
FCOM ← D to E 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
OVERSPEED RECOVERY
As soon as the speed exceeds VMO/MMO, apply the following actions:
AP : KEEP ON
SPEED BRAKES LEVER............................................................................................................ FULL
THRUST REDUCTION........................................................................................................MONITOR
If the A/THR is OFF:
ALL THR LEVERS.................................................................................................................IDLE
If the AP automatically disengages:
HIGH SPEED PROTECTION : ACTIVE IN NORM LAW
The activation of the high speed protection results in an automatic pitch up in order to reduce
the speed.
While the speed is above VMO/MMO:
SPEED BRAKES LEVER : KEEP FULL
PITCH ATT.........................................................................ADJUST SMOOTHLY AS RQRD
When the speed is below VMO/MMO with a sufficient margin to VMO/MMO:
SPEED BRAKES...........................................................................................................AS RQRD
If the A/THR is OFF:
ALL THR LEVERS........................................................................................... MAN ADJUST
If the AP is OFF:
FLIGHT PATH.................................................................................. RECOVER SMOOTHLY
In the case of severe turbulence:
Refer to PRO-SUP-91-10 Adverse Weather - Severe Turbulence
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 9/14
FCOM F 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
REJECTED TAKEOFF
GENERAL
The decision to reject the takeoff and the stop action is made by the Captain.
It is therefore recommended that the Captain keeps his hand on the thrust levers until the aircraft
reaches V1, whether he is Pilot Flying (PF) or Pilot Not Flying (PNF). As soon as he decides to
abort, he calls “stop”, takes over control of the aircraft and performs the stop actions.
It is not possible to list all the factors that could lead to the decision to reject the takeoff.
However, in order to help the Captain to make a decision, the ECAM inhibits the warnings that
are not essential from 80 kt to 1 500 ft (or 2 min after lift-off, whichever occurs first).
Experience has shown that rejected takeoffs can be hazardous even if the performance is
correctly calculated, based on flight tests.
This may be due to the following factors:
‐ Delay in Performing the stopping procedure.
‐ Damaged tires.
‐ Brakes worn, brakes not working correctly, or higher than normal initial brakes temperature.
‐ The brakes not being fully applied.
‐ A runway friction coefficient lower than assumed in computations.
‐ An error in gross weight calculation.
‐ Runway line up not considered.
When the aircraft speed is at or above 100 kt, it may become hazardous to reject a takeoff.
Therefore, when the aircraft speed approaches V1, the Captain should be “Go-minded” if none of
the main failures quoted below (“Above 100 kt and below V1”) have occurred.
DECISION MANAGEMENT
Below 100 kt:
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/caution is activated.
Note: The speed of 100 kt is not critical: It was chosen in order to help the Captain make
his decision, and to avoid unnecessary stops from high speed.
Above 100 kt 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. At these
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 10/14
FCOM G→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
REJECTED TAKEOFF (Cont'd)
speeds the Captain should be “go-minded” and very few situations should lead to the
decision to reject the takeoff:
1. Fire warning or severe damage.
2. Sudden loss of engine thrust.
3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly
safely.
4. Any red ECAM warning.
5. Any amber ECAM caution listed below:
‐ F/CTL SIDESTICK FAULT
‐ ENG FAIL
‐ ENG REVERSER FAULT
‐ ENG REVERSE UNLOCKED
‐ ENG 1(2) THR LEVER FAULT
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject
takeoff above 100 kt.
In case of tire failure between V1 minus 20 kt 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.
PROCEDURE DURING A REJECTED TAKEOFF
CAPT F/O
"STOP"................................................................ ANNOUNCE
Simultaneously:
THRUST LEVERS........................................................... IDLE
REVERSE THRUST............................................MAX AVAIL. REVERSERS................................... CHECK/ANNOUNCE
DECELERATION..............................CHECK/ANNOUNCE
ANY AUDIO......................................................... CANCEL
Aircraft stopped
Consider positioning the aircraft to keep any possible fire away from the fuselage.
REVERSERS........................................................... STOWED ATC....................................................................... NOTIFY
PARKING BRAKE.............................................................. ON EMER EVAC Procedure (QRH)...........................LOCATE
CABIN CREW.............................................................. ALERT
ECAM ACTIONS........................................................ ORDER ECAM ACTIONS.............................................. PERFORM
The aircraft should remain stationary while the crew evaluates the situation.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 11/14
FCOM ←G→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
REJECTED TAKEOFF (Cont'd)
CAPT F/O
EVACUATION PHASE:
•If required:
EMER EVAC Procedure.............................................. APPLY ATC....................................................................... NOTIFY
For more information on the EMER EVAC procedure, Refer Inform ATC of the intention and the required assistance.
to PRO-ABN-80 EMERGENCY EVACUATION
Except if the emergency evacuation procedure is within the
ECAM procedure of the failure, the flight crew should apply
the non-sensed emergency evacuation procedure on the
ECAM or the QRH procedure, as appropriate.
REVERSERS : 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 kt.
Note: 1. 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.
2. 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.
3. If normal braking is inoperative, immediately apply the Loss of Braking procedure
(Refer to PRO-ABN-32 LOSS OF BRAKING)
4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake
MAX, release brakes prior to taxi by disarming spoilers.
LOW ENERGY AURAL ALERT
The “SPEED SPEED SPEED” synthetic voice sounds every 5 s whenever the aircraft energy goes
below a threshold under which thrust must be increased.
“SPEED SPEED SPEED”
Increase the thrust until the warning stops and, depending on the circumstances, adjust the pitch
accordingly.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 12/14
FCOM ← G to H 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
STALL RECOVERY
As soon as any stall indication (could be aural warning, buffet...) is recognized, apply the immediate
actions:
NOSE DOWN PITCH CONTROL.............................................................................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK............................................................................................................................WINGS LEVEL
When out of stall (no longer stall indications) :
THRUST........................................................................... INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry
with rudder.
SPEEDBRAKES......................................................................................... CHECK RETRACTED
FLIGHT PATH.........................................................................................RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft :
FLAP1........................................................................................................................ SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.
STALL WARNING AT LIFT-OFF
Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this
case, apply immediately the following actions:
THRUST..................................................................................................................................... TOGA
At the same time:
PITCH ATTITUDE..........................................................................................................................15 °
BANK............................................................................................................................WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained, if stall warning
continues, consider it as spurious.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 13/14
FCOM I to J 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING TECHNIQUES
OPERATING MANUAL
STRAIGHT-IN APPROACH WITH ONE ENGINE INOPERATIVE
For performance reasons, do not extend flaps full until established on a final descent to landing.
If a level off is expected during the final approach, perform the approach and landing in CONF 3.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-10 P 14/14
FCOM K 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
AIR AFT CRG VENT FAULT
L2 Failure of ventilation fan.
L1
Crew awareness.
STATUS
INOP SYS
AFT CRG HEAT
AFT CRG VENT
AIR COND CTL 1(2) - A(B) FAULT
L2 Informs pilots of which air conditioning system controller (1 or 2) lane (A or B) is faulty.
L1
Crew awareness.
STATUS
INOP SYS
COND CTL 1(2)-A(B)
AIR PACK 1(2) FAULT
PACK (AFFECTED)...................................................................................................................... OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 1/18
FCOM A to C → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
AIR PACK 1(2) FAULT (Cont'd)
STATUS
• If ACSC 1 failed: INOP SYS
CKPT AT FIXED TEMP
• If ACSC 2 failed: PACK 1(2)
COND CTL 1(2)
CAB AT FIXED TEMP
FWD CRG HEAT (If ACSC
1 failed)
AIR PACK 1 + 2 FAULT
PACK (AFFECTED)...................................................................................................................... OFF
L2 The fault light goes off, when the failure disappears.
L1 DESCENT TO FL 100/MEA.
L2 Descend to FL 100, or MEA, whichever is higher.
L1
WHEN DIFF PR < 1 PSI AND FL BELOW 100:
RAM AIR...................................................................................................................................ON
MAX FL........................................................................................................................... 100/MEA
If FAULT was due to an overheat:
ASSOCIATED PROCEDURES
AIR PACK 1 (2) OVHT
WHEN PACK OVHT OUT:
PACK (AFFECTED)........................................................................................................... ON
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 2/18
FCOM ← C to D → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
AIR PACK 1 + 2 FAULT (Cont'd)
STATUS
• If packs not recovered: INOP SYS
MAX FL............................................................... 100/MEA
CKPT AT FIXED TEMP PACK 1 + 2
COND CTL 1
CAB AT FIXED TEMP COND CTL 2
If FAULT was due to an overheat: FWD CRG HEAT
WHEN PACK OVHT OUT:
PACK (AFFECTED)........................................ ON
AIR PACK 1(2) OFF
L2 One pack is abnormally selected off
L1
Crew awareness.
STATUS
INOP SYS
PACK 1(2)
AIR PACK 1(2) OVHT
PACK (AFFECTED)...................................................................................................................... OFF
L2 High flow is automatically selected on the remaining pack.
Fault light goes out when the overheat disappears.
L1
WHEN PACK OVHT OUT:
PACK (AFFECTED)..................................................................................................................ON
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 3/18
FCOM ← D to F → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
AIR PACK 1(2) OVHT (Cont'd)
STATUS
WHEN PACK OVHT OUT: INOP SYS
PACK (AFFECTED)...............................................ON
(1)
PACK 1(2)
(1) (If pack not recovered)
AIR PACK 1(2) REGUL FAULT
L2 The temperature regulation performance is degraded.
L1
Crew awareness.
STATUS
INOP SYS
(1)
PACK 1(2) REGUL
(2)
HOT AIR
(1) (In case of By Pass Valve or RAM Air Inlet failure)
(2) (In case of Flow Control Valve in backup mode)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 4/18
FCOM ← F to G 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
CABIN OVERPRESSURE
Apply the following procedure (not displayed on ECAM) in case of total loss of cabin pressure
control leading to overpressure.
PACK 1 or 2..................................................................................................................................OFF
BLOWER + EXTRACT...............................................................................................................OVRD
Cabin air is extracted overboard
ΔP............................................................................................................... FREQUENTLY MONITOR
If ΔP > 9 PSI:
PACK 1 + 2............................................................................................................................ OFF
LAND ASAP
Before 10 min from landing:
PACK 1 + 2...................................................................................................................................OFF
BLOWER + EXTRACT............................................................................................................... AUTO
CAUTION Check that ΔP is zero before opening the doors.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 5/18
FCOM H 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
CAB PR EXCESS CAB ALT
Rely on the CAB PR EXCESS CAB ALT warning even if not confirmed on the CAB PRESS SD
page. The warning can be triggered by a cabin pressure sensor different from the one used to
control the pressure and display the cabin altitude on the SD.
CREW OXY MASK (IF ABOVE FL100)......................................................................................... ON
If above FL 100, and under FL 160:
DESCENT........................................................................................................................INITIATE
MAX FL........................................................................................................................... 100/MEA
If above FL 160:
SIGNS....................................................................................................................................... ON
EMER DESCENT
DESCENT........................................................................................................................INITIATE
THR LEVERS (IF A/THR NOT ENGAGED)..........................................................................IDLE
SPD BRK...............................................................................................................................FULL
L2 Extension of speedbrakes will significantly increase VLS.
In order to avoid autopilot disconnection and automatic retraction of speedbrakes due to
possible activation of angle of attack protection, allow the speed to increase before starting to
use speedbrakes.
L1 SPD..............................................................................................................MAX/APPROPRIATE
L2 Descend at maximum appropriate speed. However, if structural damage is suspected use
the flight controls with care and reduce speed as appropriate. Landing gear may be extended
below 25 000 ft. In this case, speed must be reduced to VLO/VLE.
L1 ENG MODE SEL..................................................................................................................... IGN
ATC................................................................................................................................... NOTIFY
L2 Notify ATC of the nature of the emergency, and state intention. If not in contact with ATC,
transmit a distress message on one of the following frequencies: (VHF) 121.5 MHz, or (HF)
2.182 kHz, or 8 364 kHz.
Squawk 7700 unless otherwise specified by ATC.
To save oxygen, set the oxygen diluter selector to N position.
With the oxygen diluter left to 100 %, oxygen quantity may not be sufficient for the entire
descent profile.
Ensure that the flight crew can communicate wearing oxygen masks. Avoid the continuous use
of the interphone position to minimize the interference from the noise of the oxygen mask.
L1 MAX FL........................................................................................................................... 100/MEA
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 6/18
FCOM I→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
CAB PR EXCESS CAB ALT (Cont'd)
IF CAB ALT > 14 000 FT:
PAX OXY MASKS...........................................................................................................MAN ON
L2 This action confirms that the passenger oxygen masks are released.
Note: ‐ When descent is established and if time permits, check that the OUTFLOW VALVE
is closed on the CAB PRESS SD page. If it is not closed and ΔP is positive, select
the other CPC. If the OUTFLOW VALVE is still not closing set the cabin pressure
MODE SEL pb to MAN and the V/S CTL sw to full down.
‐ Notify the cabin crew when the aircraft reaches a safe flight level, and when cabin
oxygen is no more necessary.
STATUS
MAX FL..................................................................... 100/MEA
CAB PR EXCESS RESIDUAL PR
PACK 1..........................................................................................................................................OFF
PACK 2..........................................................................................................................................OFF
CABIN CREW........................................................................................................................... ALERT
CAB PR LDG ELEV FAULT
LDG ELEV.............................................................................................................................. ADJUST
L2 Landing field elevation from FMGC is not available. Landing elevation must be manually selected
with LDG ELEV selector. Refer to the LDG ELEV indication on the CRUISE page on the CAB
PRESS SD page to adjust the required landing elevation.
Note: If the landing is performed on QFE, set 0 ft on LDG ELEV selector.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 7/18
FCOM ← I to K 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
CAB PR LO DIFF PR
EXPECT HI CAB RATE
A/C V/S..................................................................................................................................REDUCE
L2 This line is not displayed in case of Emergency Descent due to Excessive Cabin Altitude.
CAB PR OFV NOT OPEN (ON GROUND)
MODE SEL................................................................................................................................... MAN
MAN V/S CTL........................................................................................................................FULL UP
L2 It may take 10 s in manual mode before the crew notices a change of the outflow valve position.
L1
IF UNSUCCESSFUL:
PACK 1................................................................................................................................... OFF
PACK 2................................................................................................................................... OFF
CAB PR SAFETY VALVE OPEN
L2 The safety valve has opened due to cabin overpressure, or negative differential pressure.
L1
IF DIFF PR ABV 8 PSI:
MODE SEL.............................................................................................................................MAN
MAN V/S CTL................................................................................................................AS RQRD
L2 If overpressure is confirmed, reduce cabin ΔP.
It may take 10 s in manual mode before the crew notices a change of the outflow valve
position.
L1
IF UNSUCCESSFUL:
A/C FL...................................................................................................................... REDUCE
IF DIFF PR BELOW 0 PSI:
EXPECT HI CAB RATE
A/C V/S........................................................................................................................... REDUCE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 8/18
FCOM L to N → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
CAB PR SAFETY VALVE OPEN (Cont'd)
STATUS
MAN CAB PR CTL
TGT V/S: CLIMB............................................ 500 FT/MIN
TGT V/S: DESC............................................. 300 FT/MIN
A/C FL CAB ALT TGT
390 8 000
350 7 000
300 5 500
250 3 000
< 200 0
DURING FINAL APPR:
MAN V/S CTL.............................................. FULL UP
CAUTION Check that ΔP is zero before opening
the doors.
CAB PR SYS 1(2) FAULT
Crew awareness.
STATUS
INOP SYS
CAB PR 1 (2)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 9/18
FCOM ← N to O 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
CAB PR SYS 1+2 FAULT
L2 Due to the slow closure of the outflow valve in manual pressurization mode and depending on the
failure, the following procedure may not avoid the depressurization.
L1 MODE SEL................................................................................................................................... MAN
MAN V/S CTL...................................................................................................................... AS RQRD
L2 ‐ It may take 10 s in manual mode before the crew notices a change of the outflow valve position.
Use the cabin V/S indication to confirm the outflow valve operation.
‐ Monitor cabin V/S and CAB ALT frequently and adjust as necessary.
Maintain aircraft altitude at or above cabin altitude.
‐ The two safety valves limit ΔP to 8.6 PSI.
L12
STATUS
MAN CAB PR CTL INOP SYS
TGT V/S: CLIMB............................................ 500 FT/MIN
TGT V/S: DESC............................................. 300 FT/MIN CAB PR 1 + 2
A/C FL CAB ALT TGT
390 8 000
350 7 000
300 5 500
250 3 000
< 200 0
DURING FINAL APPR:
MAN V/S CTL.............................................. FULL UP
When on intermediate approach (below airfield
pressure altitude +2 500 ft), adjust ΔP = 0.
CAUTION Check that ΔP is zero before opening
the doors.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 10/18
FCOM P 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
COND AFT CARGO DUCT OVHT
WHEN DUCT TEMP < 70 DEG C:
HOT AIR (ON CARGO HEAT PANEL).................................................................OFF THEN ON
L2 Hot air pressure regulating valve reopens.
STATUS
INOP SYS
AFT CRG HEAT
COND AFT CRG HEAT FAULT
Crew awareness.
STATUS
INOP SYS
AFT CRG HEAT
COND AFT CRG ISOL VALVE
Crew awareness.
STATUS
INOP SYS
AFT CRG HEAT
AFT CRG VENT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 11/18
FCOM Q to S 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
COND FWD CAB/AFT CAB/CKPT DUCT OVHT
WHEN DUCT TEMP < 70 DEG C:
HOT AIR................................................................................................................OFF THEN ON
L2 Hot air pressure regulating valve reopens.
L12
STATUS
• If system not recovered: INOP SYS
CAB TEMP BY PACK ONLY
HOT AIR
Basic temperature regulation is by packs only (remains
automatic).
COND HOT AIR FAULT
HOT AIR (IF NOT CLOSED)........................................................................................................ OFF
IF HOT AIR STILL OPEN and DUCT OVHT persists:
PACK 1................................................................................................................................... OFF
PACK 2................................................................................................................................... OFF
DESCENT TO FL 100/MEA
L2 Descend to FL 100, or MEA, whichever is higher.
L1
WHEN DIFF PR < 1 PSI AND FL BELOW 100:
RAM AIR...................................................................................................................................ON
MAX FL........................................................................................................................... 100/MEA
L12
STATUS
• if HOT AIR closed only: INOP SYS
CAB TEMP BY PACK ONLY
PACK 1 + 2 (if PACKS closed)
Basic temperature regulation by packs only (remains HOT AIR
automatic).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 12/18
FCOM T to U 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
COND L + R CAB FAN FAULT
L2 Both cabin fan motors overheat. Cabin fans stop.
L1 PACK FLOW..................................................................................................................................... HI
STATUS
INOP SYS
L + R CAB FAN
COND LAV + GALLEY FAN FAULT
L2 Cabin zone temperature sensors are normally ventilated by the air extracted by the fan.
Therefore, cabin zone temperature regulation is lost.
L1
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 13/18
FCOM V to W → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
COND LAV + GALLEY FAN FAULT (Cont'd)
L12
STATUS
• If ACSC 2 is operative: INOP SYS
CAB TEMP CKPT CTL ONLY
GALLEY FAN
‐ To adjust the cabin zone temperature, use the FWD PACK 2
(1)
CABIN and AFT CABIN zone temperature selectors COND CTL 2
(1)
(overhead panel). The selectors control the cabin duct
temperature directly.
‐ Cockpit temperature regulation is normal.
• If ACSC 2 is inoperative:
CAB AT FIXED TEMP
‐ FWD CABIN and AFT CABIN zone temperature selectors
are inoperative.
‐ To adjust the cabin zone temperature, use the COCKPIT
zone temperature selector (overhead panel). Cabin duct
temperature is the same as cockpit duct temperature.
‐ Cockpit temperature regulation is normal.
(1) (If ACSC 2 is inoperative)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 14/18
FCOM ←W 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
COND TRIM AIR SYS FAULT
One trim valve failed:
A message corresponding to the affected valve is displayed:
AFT CAB TRIM VALVE
FWD CAB TRIM VALVE
CKPT TRIM VALVE
High pressure detected downstream of the hot air pressure regulating valve:
TRIM AIR HI PR
L2 Note: If the warning and the TRIM AIR HI PR message are triggered when all trim air valves
are closed (during the first 30 s after the packs are selected on, or in flight, if all zone
heating demands are fulfilled), disregard them.
VENT AVNCS SYS FAULT
L2 Triggered when the AEVC is not supplied, or when the valve position disagrees with the
commanded position, or when the power-up test is not satisfactory.
L1
Crew awareness.
STATUS
INOP SYS
AVNCS VENT
(1)
VENT BLOWER
(1)
VENT EXTRACT
(1) (If AEVC not supplied)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 15/18
FCOM X to Y 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
VENT BLOWER FAULT
If NO DC ESS BUS FAULT:
BLOWER..............................................................................................................................OVRD
L2 The ventilation system is in closed circuit configuration and air from air conditioning is added to
the ventilation air.
L1
If DC ESS BUS FAULT:
LAND ASAP
STATUS
INOP SYS
VENT BLOWER
VENT EXTRACT FAULT
EXTRACT................................................................................................................................... OVRD
L2 The ventilation system is in closed circuit configuration and air from air conditioning is added to the
ventilation air.
STATUS
INOP SYS
VENT EXTRACT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 16/18
FCOM Z to AA 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
VENT SKIN VALVE FAULT
If INLET valve not fully closed in flight:
Crew awareness.
L2 No action is required, since there is a non return valve at the air inlet.
L1
If EXTRACT valve affected:
BLOWER..............................................................................................................................OVRD
EXTRACT............................................................................................................................ OVRD
L2 These actions send additional closure signals to the inlet and extract valves.
The weather radar image on both NDs may be lost, in case of insufficient ventilation.
L1
IF UNSUCCESSFUL:
MAX FL.....................................................................................................................100/MEA
CAB PR MODE SEL....................................................................................................... MAN
MAN V/S CTL...........................................................................................................FULL UP
L2 The aircraft is manually depressurized.
It may take 10 s in manual mode before the crew notices a change of the outflow valve
position.
STATUS
MAX FL: 100/MEA (or minimum obstacle clearance altitude) INOP SYS
AVNCS VALVE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 17/18
FCOM AB 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-21 P 18/18
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT A/THR OFF
L2 This warning is displayed only for involuntary disconnection. For voluntary disconnection an amber
“A/THR OFF” message is displayed in the right lower part of ECAM upper DU. If the A/THR is
failed, the flight crew may recover it by engaging the other AP, and then trying to re-engage the
A/THR.
Note: If the A/THR is recovered with AP 2, A/THR will be lost again at AP 2 disengagement.
L1
Crew awareness.
STATUS
CAT 2 ONLY INOP SYS
A/THR
CAT 3
AUTO FLT AP OFF
L2 This warning is displayed only for involuntary disconnection. For voluntary disconnection a red AP
OFF message is displayed in the right lower part of ECAM upper DU.
L1
Crew awareness.
STATUS
INOP SYS
AP (Affected)
CAT 2 (If both AP lost)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 1/12
FCOM A to B 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT FAC 1(2) FAULT
FAC (AFFECTED)....................................................................................................... OFF THEN ON
IF UNSUCCESSFUL:
FAC (AFFECTED).................................................................................................................. OFF
L2 All functions are performed by the remaining FAC.
L12
STATUS
BOTH PFD ON SAME FAC INOP SYS
(1)
See
CAT 3 DUAL
CAT 3 SINGLE ONLY FAC 1(2)
(1) Characteristic speeds, displayed on the two PFDs, are computed by the same FAC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 2/12
FCOM C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT FAC 1 + 2 FAULT
RUD WITH CARE ABV 160 KT
L2 Depending on when the failure occurs, the rudder travel limiter system may not be in the correct
position for the flight speed. Therefore, to prevent damage to the aircraft structure, use the rudder
with care, when the speed is above 160 kt.
At slats’ extension, full rudder travel authority is recovered.
L1 FAC 1 ......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON
IF UNSUCCESSFUL:
FAC 1 + 2...............................................................................................................................OFF
L2 With FAC 1 + 2 inoperative, the rudder travel limit system, rudder trim control, yaw damper and
PFD characteristic speeds are lost.
L12
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
F/CTL normal laws are lost. All protections, except maneuver protections, are lost.
L1 MAX SPEED .....................................................................................................................320 KT
L2 Speed is limited, due to the loss of high-speed protections.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 3/12
FCOM D→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT FAC 1 + 2 FAULT (Cont'd)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
RUD WITH CARE ABV 160 KT
REAC W/S DET
APPR PROC F/CTL PROT
FAC 1 + 2
AP 1 + 2
FOR LDG......................................................USE FLAP 3 A/THR
CAT 2
This line is replaced by "FOR LDG : USE FLAP 3" when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Displayed, when flaps in CONF 3.
APPR SPD.................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN 27 F/CTL DIRECT LAW procedure).
AUTO FLT FCU 1(2) FAULT
BARO REF........................................................................................................................... X CHECK
L2 One FCU channel is lost:
Therefore, crosscheck the barometric reference settings on the FCU and PFDs.
STATUS
INOP SYS
FCU 1(2)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 4/12
FCOM ← D to E 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT FCU 1 + 2 FAULT
PFD BARO REF: STD ONLY
L2 With both FCU channels failed, the barometer reference automatically goes to 1 013 hPa.
Use standby altimeter, and change this to the actual barometer setting.
Do not insert the MDA (MDH) value on the MCDU PERF APPR Page (because the PFD altitude is
referenced to STD, and not to the correct barometric value).
The PNF must then perform the standard callouts (“HUNDRED ABOVE” and “MINIMUM”), using
the STBY altimeter.
In addition:
‐ All FCU controls are inoperative.
‐ A/THR, AP 1 + 2, and FD 1 + 2 are not available.
(Except in LAND or GO AROUND mode where only A/THR is lost).
‐ On PFD:
• Altitude alert is inoperative.
• ILS deviation scales are displayed.
• Flight path vector is displayed.
• Mach indication is inoperative.
• FMA is lost except in LAND or GA mode.
‐ On ND:
• ROSE NAV mode with map (80 nm range) is displayed.
• VOR/ADF needles:
Needle 1 is related to VOR1 only.
Needle 2 is related to ADF2 only (ADF1 if ADF2 not installed).
(VOR selection on DDRMI is not affected)
(ADF selection on DDRMI (if available) is not affected).
• The weather radar image may be lost. If the image remains displayed it must be disregarded.
In all cases, red “WXR RNG” message is displayed.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 5/12
FCOM F→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT FCU 1 + 2 FAULT (Cont'd)
STATUS
PFD BARO REF : STD ONLY INOP SYS
• If in LAND or GA:
CAT 2 ONLY FCU 1 + 2
(1)
AP 1 + 2
A/THR
(2)
CAT 3
GPWS TERR
(1)
CAT 2
(1) (If not LAND or GA)
(2) (If in LAND or GA mode)
AUTO FLT REAC W/S DET FAULT
Crew awareness.
L12
STATUS
INOP SYS
REAC W/S DET
Note: On ground, this warning may appear spuriously. This warning is cancelled by resetting
both FACs, one after the other.
‐ FAC 1: Pull then push AUTO FLT/FAC 1/26VAC and 28VDC circuit breakers BO3
and B04 on 49VU.
‐ FAC 2: Pull then push AUTO FLT/FAC 2/26VAC and 28VDC circuit breakers M18
and M19 on 121VU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 6/12
FCOM ← F to G 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT RUD TRIM 1(2) FAULT
Crew awareness.
STATUS
CAT 3 SINGLE ONLY INOP SYS
CAT 3 DUAL
RUD TRIM 1(2)
AUTO FLT RUD TRIM SYS
FAC 1.......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON
STATUS
INOP SYS
RUD TRIM
AP 1 + 2
CAT 2
AUTO FLT RUD TRV LIM 1(2)
Crew awareness.
STATUS
INOP SYS
RUD TRV LIM 1(2)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 7/12
FCOM H to J 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT RUD TRV LIM SYS
RUD WITH CARE ABV 160 KT
L2 Depending on when the failure occurs, the rudder travel limiter system may not be in the correct
position for the flight speed. Therefore, to prevent damage to the aircraft structure, use the rudder
with care, when the speed is greater than 160 kt.
At slats’ extension, full rudder travel authority can be recovered.
L1 FAC 1.......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON
If TLU (rudder or pedals) remains locked at high speed after slat extension:
MAX X WIND FOR LDG 15 KT
AUTO BRK..............................................................................................................DO NOT USE
L2 Do not use the autobrake, so as not to delay the application of differential braking at landing
roll.
L1
AT LDG ROLL:
DIFF BRAKING............................................................................................................. AS RQRD
L12
STATUS
RUD WITH CARE ABV 160 KT INOP SYS
• If TLU (rudder or pedals) remains locked at high
speed after slat extension: RUD TRV LIM
MAX X WIND FOR LDG 15 KT
AUTO BRK................................................. DO NOT USE
Do not use the autobrake, so as not to delay the
application of differential braking at landing roll.
AT LDG ROLL:
DIFF BRAKING.......................................... AS RQRD
Note: An autoland must not be performed with a crosswind greater than 12 kt.
AUTO FLT YAW DAMPER 1(2)
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 8/12
FCOM K to L → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT YAW DAMPER 1(2) (Cont'd)
STATUS
CAT 3 SINGLE ONLY INOP SYS
CAT 3 DUAL
YAW DAMPER 1(2)
AUTO FLT YAW DAMPER SYS
L2
Loss of yaw dampers 1 + 2.
L1 FAC 1.......................................................................................................................... OFF THEN ON
FAC 2.......................................................................................................................... OFF THEN ON
If fault remains:
L12
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2 F/CTL normal laws are lost. All protections, except maneuver protections, are lost.
L1 MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 9/12
FCOM ← L to M → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
AUTO FLT YAW DAMPER SYS (Cont'd)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
Speed is limited, due to the loss of high-speed protections.
F/CTL PROT
YAW DAMPER
APPR PROC AP 1 + 2
CAT 2
FOR LDG......................................................USE FLAP 3
This line is replaced by "FOR LDG : USE FLAP 3" when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when flaps in CONF 3.
APPR SPD.................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch,as well as in roll
Refer to FCOM-PRO-ABN-27 F/CTL DIRECT LAW.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 10/12
FCOM ←M 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
LOSS OF FMS DATA IN DESCENT/APPROACH (SEVERE RESET)
AP/FD lateral and vertical selected modes, and A/THR, are available immediately after the reset. If
necessary, the pilot may perform the FCU selections for short-term navigation.
When the FMS has automatically recovered:
‐ The database cycle may have changed
‐ The FMGS does not autotune the ILS and ADF
‐ The FMS position bias is lost
‐ Lateral and vertical managed modes cannot re-engage
‐ The “CAB PR LDG ELEV FAULT” message is displayed on the ECAM
‐ A “MAP NOT AVAIL” message may be displayed on one ND.
Depending on the flight phase, apply the following procedure(s) as appropriate:
INITIAL APPROACH OR CLOSE TO ILS INTERCEPTION:
When the system has recovered:
Access the RAD NAV Page, and manually tune the ILS (preferably using Ident). Enter the
ILS course, if a frequency has been entered.
Fly in selected speed.
Note: ‐ LOC and G/S guidance modes are available
‐ VLS speed is still available and displayed on the PFD
‐ Missed approach trajectory is not available.
DESCENT (IF TIME PERMITS) :
When the system has recovered:
Select the initial database
Perform DIR TO a downpath waypoint. Select heading, if required.
Perform a LAT REV at the downpath waypoint and redefine the DESTINATION in the NEW
DEST field.
Redefine the arrival and/or the approach procedure.
Select the FUEL PRED Page, and enter the GW.
Activate the APPROACH phase.
Enter destination data on the PERF APPR Page, as required. Managed speed is available.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 11/12
FCOM N 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-22 P 12/12
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
COM ACARS FAULT
No crew action required.
STATUS
INOP SYS
ACARS
COM CIDS 1 + 2 FAULT
L2 Passenger address, cabin and service interphone, and passenger signs are inoperative.
L1
Crew awareness.
STATUS
INOP SYS
CIDS
COM HF 1(2) DATA FAULT
L2 Triggered to indicate the loss of the HFs’ DATA mode.
L1
Crew awareness.
STATUS
INOP SYS
HF 1(2) DATA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-23 P 1/4
FCOM A to C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
COM SATCOM DATA FAULT
Crew awareness.
STATUS
INOP SYS
SATCOM DATA
COM SATCOM FAULT
L2 ACARS and telephone communications are inoperative.
L1
Crew awareness.
STATUS
INOP SYS
SATCOM
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-23 P 2/4
FCOM D to E 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
COM VHF 1(2)(3)/HF 1(2) EMITTING
L2 1. If any Push To Talk (PTT) transmission selector (sidestick PTT , hand mike PTT , or
ACP PTT switch ) is jammed in the transmit position, try to release it in order to remove the
caution.
2. If unsuccessful, deselect the identified failed VHF/HF transmission keys on the associated Audio
Control Panel (ACP) to remove the caution. This ACP should only be used in reception mode.
The associated PTT transmission selectors must not be used.
Note: In this case, the ACP of the unaffected side may be used to recover the deselected
VHF/HF channel.
3. If no transmission key on the ACP is found in the “transmit” position, pull the affected VHF/HF
C/B associated to the ECAM message : COM\HF1 C/B HA 14 on 49 VU, COM NAV\HF2 C/B
L13 on 121 VU, COM\VHF\1 C/B G09 on 49 VU, COM NAV\VHF\2 C/B L04 on 121 VU, COM
\VHF\3 C/B L05 on 121 VU.
COM VHF 3 DATA FAULT
Crew awareness.
STATUS
INOP SYS
VHF 3 DATA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-23 P 3/4
FCOM F to G 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-23 P 4/4
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
C/B TRIPPED
Crew awareness.
If one green circuit breaker (C/B) is tripped, one of the following messages appears after
one minute, depending on the location of the affected C/B:
C/B TRIPPED ON OVHD PNL
C/B TRIPPED ON L(R) ELEC BAY
C/B TRIPPED REAR PNL J-M OR N-R OR S-V OR W-Z
L2 Note: In flight, do not reengage a C/B that has tripped by itself, unless the Captain judges
it necessary to do so for the safe continuation of the flight. This procedure should be
adopted only as a last resort, and only one reengagement should be attempted.
On ground, do not reengage the C/B of the fuel pump(s) of any tank. For all other
C/Bs, if the flight crew coordinates the action with maintenance, the flight crew may
reengage a tripped C/B, provided that the cause of the tripped C/B is identified.
ELEC AC BUS 1 FAULT
L2 AC BUS 1 normally supplies the AC ESS BUS, and, via the TR1, the DC ESS BUS. In the case of
an AC BUS 1 FAULT, the AC ESS BUS and the DC ESS BUS will automatically recover, due to the
fact that the AC BUS 2 will automatically supply the AC ESS BUS.
If AC BUS 2 does not automatically supply the AC ESS BUS, the flight crew can recover the AC
ESS BUS and the DC ESS BUS by setting the AC ESS FEED pb-sw to ALTN, as requested by the
AC ESS BUS FAULT ECAM procedure.
L1 BLOWER.................................................................................................................................... OVRD
L2 The avionics ventilation system is in the closed circuit configuration.
Air conditioning is added to the ventilation air.
L1
SECONDARY FAILURES
* AVNCS VENT
* HYD
* FUEL
* F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 1/32
FCOM A to B → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC AC BUS 1 FAULT (Cont'd)
L12
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
SLATS SLOW See below
CAT 2 ONLY
INOP SYS
BLUE HYD SPLR 3 ADR 3
RA 1 CAPT TAT L WSHLD HEAT
L WNDW HEAT CAT 3 L+R TK PUMP 1
CTR TK PUMP 1 VENT BLOWER GALLEY FAN
CRG HEAT (if both FWD and aft crg CRG vent (if both FWD and aft crg AFT CRG HEAT
heat installed) heat installed)
FWD CRG HEAT AFT CRG VENT FWD CRG VENT
GND COOL MAIN GALLEY B ELEC PUMP
BRK SYS 1/BSCU CH 1 DMC 3 GPWS
LAV DET
Other INOP SYS
Left cabin fan ADF 1 Radar 1
Stby Pitot/AOA ACARS /ATSU Brake fans 5, 6, 7 and 8
HUD MCDU 3 Engine 1 ignition B
EVMU eng 1 and eng 2 Printer COND Controller Lane A
Hydraulic quantity indication Partial galley PVI
TCAS
Note: The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 2/32
FCOM ←B 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC AC BUS 2 FAULT
EXTRACT................................................................................................................................... OVRD
L2 The avionics ventilation system is in the closed circuit configuration.
Air conditioning is added to the ventilation air.
L1
ASSOCIATED PROCEDURES
L/G LGCIU 2 FAULT
SECONDARY FAILURES
* AVNCS VENT
* FUEL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 3/32
FCOM C→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC AC BUS 2 FAULT (Cont'd)
L12
STATUS
INOP SYS
See below
INOP SYS
ADR 2 Y ELEC PUMP SDAC 2
FWC 2 DMC 2 RECORDER SYS (OR FDIU)
R WSHLD HEAT LGCIU 2 RA 2
F/O PITOT F/O AOA F/O TAT
R WNDW HEAT L+R TK PUMP 2 RUD TRV LIM 2
REVERSER 2 VENT EXTRACT GND COOL
PACK 2 REGUL MAIN GALLEY YAW DAMPER 2
RUD TRIM 2 FAC 2 CAT 2
CTR TK PUMP 2 ACT PUMP RBK SYS 2 OR (BSCU CH 2)
ILS 2 (OR LS 2 for aircraft with GPS 2
MLS/GLS/FLS)
Other INOP SYS
Right cabin fan Brake fans 1, 2, 3 and 4 ADF 2
DME 2 WXR 2 MCDU 2
ENG 2 ignition B VOR 2 F/O PFD and ND
QAR ECAM lower DU HF 2
ATC 2
Note: The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 4/32
FCOM ←C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC AC ESS BUS ALTN (ON GROUND)
L2 The AC ESS BUS is supplied from the AC BUS 2 although the AC ESS FEED pb-sw switch is set
to normal.
L1
Crew awareness.
ELEC AC ESS BUS FAULT
AC ESS FEED............................................................................................................................ ALTN
L2 AC BUS 2 supplies AC ESS BUS.
L1 ATC/XPDR................................................................................................................................. SYS 2
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 5/32
FCOM D to E → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC AC ESS BUS FAULT (Cont'd)
L12
STATUS
INOP SYS
See below
INOP SYS
ADR 1 ILS 1 GPS 1
RUD TRIM 1 RUD TRV LIM 1 CAT 2
SDAC 1 CAPT PITOT CAPT AOA
GPWS GPWS terr YAW DAMPER 1
FWC 1 DMC 1
Other INOP SYS
RMP’s lighting (RMP’s still operative) VOR 1 MCDU 1
CAPT ND CVR ECAM upper display
CAPT PFD ATC 1 DME 1
HF 1 DDRMI APU fuel pump
Passenger oxygen masks (auto + ADF 1
manual)
Note: The warning may be caused by a sub BUS failure. As a result, only a part of the
above-listed systems may be lost.
ELEC AC ESS BUS SHED
ATC/XPDR................................................................................................................................. SYS 2
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 6/32
FCOM ← E to F → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC AC ESS BUS SHED (Cont'd)
L12
STATUS
INOP SYS
CAPT AOA
See below
Other INOP SYS
MCDU 1
CAPT ND
CAPT AOA heat
ADF 1
ATC 1
DME 1
CVR
APU fuel pump
Passenger oxygen masks (auto
+ manual)
HF 1
Note: The warning may be caused by a failure in a sub BUS. Consequently only a part of the
systems listed above may be lost.
ELEC APU GEN FAULT
APU GEN.................................................................................................................... OFF THEN ON
IF UNSUCCESSFUL:
APU GEN................................................................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 7/32
FCOM ← F to G → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC APU GEN FAULT (Cont'd)
STATUS
INOP SYS
(1)
MAIN GALLEY
APU GEN
(1) (When only one GEN operating)
ELEC BAT 1(2) FAULT
L2 Battery contactor is opened automatically by battery charge limiter.
L1
Crew awareness.
STATUS
APU BAT START NOT AVAIL INOP SYS
BAT 1(2)
ELEC BAT 1(2) OFF
L2 Battery is abnormally selected off.
L1
Crew awareness.
STATUS
APU BAT START NOT AVAIL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 8/32
FCOM ← G to I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC BCL 1(2) FAULT
Crew awareness.
STATUS
APU BAT START NOT AVAIL INOP SYS
BCL 1(2)
ELEC DC BAT BUS FAULT
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 9/32
FCOM J to K → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BAT BUS FAULT (Cont'd)
L12
STATUS
APU BAT START NOT AVAIL INOP SYS
ECB is no longer supplied
APU FIRE DET
Other INOP SYS
APU ECB
Stick and rudder pedals lock
(by AP)
Fwd (aft) cargo fire ext
Fwd cargo heat controller
Fwd cargo isol valves
APU fuel LP valve
Manual pressure control
Note: The warning may
be caused by a
sub BUS failure.
Consequently,
only a part of
the above-listed
systems may be
lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 10/32
FCOM ←K 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BUS 1 FAULT
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
L2 The Air conditioning system provides ventilation to the avionics. This ventilation air is exhausted
overboard.
L1
SECONDARY FAILURES
*AVNCS VENT
*FUEL
L12
STATUS
CAT 3 SINGLE ONLY INOP SYS
See below
INOP SYS
ACP 3 CAPT STAT heat STBY STAT heat
L. WSHLD HEAT L. WNDW HEAT CTR TK PUMP 1
AVNCS VENT GALLEY FAN GND COOL
REVERSER 1 BRAKES SYS 1 LAV DET
CAT 3 DUAL
Other INOP SYS
Left cab fan COND controller lane A Sel cal
CFDIU VHF 3 RMP 3
Hot air Capt wiper Eng 1 oil press and qty ind.
TPIS Brake temps ind.
Note: The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 11/32
FCOM L 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BUS 2 FAULT
AIR DATA SWTG......................................................................................................................... F/O3
BARO REF...............................................................................................................................CHECK
L2 Since one FCU channel is lost, crosscheck the barometer reference settings on the FCU and PFD.
L1
If ABN CAB V/S:
MAX FL........................................................................................................................... 100/MEA
SECONDARY FAILURES
* CAB PRESS
* FUEL
* WHEEL
* F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 12/32
FCOM M→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BUS 2 FAULT (Cont'd)
L12
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
ENG 2 APPR IDLE ONLY See below
BOTH PFD ON SAME FAC
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2
(1) SEC 2+3
VHF 2 CTR TK PUMP 2 LGCIU 2
REVERSER 2 FCDC 2 CAT 3 DUAL
FAC 2 L TK PUMP 2 R TK PUMP 2
ENG 1 LOOP B ENG 2 LOOP A AP 2
FCU 2 MAIN GALLEY Y ELEC PUMP (if selected ON)
BRAKES SYS 2 F/O STAT R WSLHD HEAT
R WNDW HEAT CAB PR 2
Other INOP SYS
SFCC 2 R cabin fan F/O wiper
F/O rain rplnt Eng 1 and 2 fire ext btl 2 FMGC 2
CDLS BMC 2 Bleed X feed auto control
RMP 2 FQI channel 2 Autobrake (due to loss of 2 SECs)
Brake fan Eng 2 oil low press and qty ind R loudspeaker
rudder trim ind CIDS 2 SMOKE DETECT
Note: The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
(1) Lost after 30 s, but recovered at landing gear extension.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 13/32
FCOM ←M 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BUS 1+2 FAULT
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and PFDs.
L1 MAX BRK PR.......................................................................................................................1 000 PSI
L2 Brake pressure must be limited to approximately 1 000 PSI, since antiskid is lost.
L1
ASSOCIATED PROCEDURES
ELEC DC BAT BUS FAULT
SECONDARY FAILURES
* CAB PRESS
* FUEL
* AIR COND
* BRAKES
* F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 14/32
FCOM N→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BUS 1+2 FAULT (Cont'd)
L12
STATUS
MAX BRK PR............................................................1000 PSI INOP SYS
LDG DIST PROC...................................................APPLY
See below
ENG 1 APPR IDLE ONLY
ENG 2 APPR IDLE ONLY
BOTH PFD ON SAME FAC
CTR TK FUEL UNUSABLE
APU BAT START NOT AVAIL
CAB AT FIXED TEMP
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
INOP SYS
SPLR 1+2+5 ELAC 2
(1) SEC 2+3
VHF 2 ACP 3 CAPT STAT heat
F/O STAT heat STBY STAT heat WSHLD HEAT
WNDW HEAT AP 2 FCU 2
FCDC 2 CAT 3 DUAL FAC 2
ANTI SKID N.W. STEER NORM BRK
AUTO BRK LGCIU 2 REV 1+2
CAB PRESS 2 AVNCS VENT GALLEY FAN
GND COOL MAIN GALLEY Y ELEC PUMP
BRAKE SYS 1 BRAKE SYS 2 APU FIRE DET
LAV DET ENG 1 LOOP B ENG 2 LOOP A
PACK 2 COND CTL 2 L TK PUMP 2
R TK PUMP 2 CTR TK PUMPS
Other INOP SYS
Selcal Brake temp indication Brake fans
TPIS Capt and F/O wipers Eng 1 and 2 oil pressure and quantity
indication
Autobrake Stick and rudder pedals lock (by AP) VHF 3
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 15/32
FCOM ←N→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC BUS 1+2 FAULT (Cont'd)
RMP 2 RMP 3 CFDIU
Right loudspeakers SFCC 2 CDLS
APU ECB Manual pressure control FMGC 2
Rudder trim indication BMC 2 FQI channel 2
Eng 1 and 2 fire ext btl 2 X Bleed auto control CIDS 2 SMOKE DETECT
Note: The warning may be caused by a failure in a sub BUS. Consequently, only a part of
the above-listed systems may be lost.
(1) Lost after 30 s, but is recovered at landing gear extension.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 16/32
FCOM ←N 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC EMER CONFIG
LAND ASAP (AMBER)
L2 Triggered, if DC BUS 1, DC BUS 2 and DC ESS BUS are lost. In addition, DC BAT BUS is lost.
L1 EMER ELEC PWR.................................................................................................................MAN ON
L2 The emergency generator supplies DC ESS BUS.
But, DC BUS 1, DC BUS 2, and DC BAT BUS are still not supplied.
L1
ASSOCIATED PROCEDURES
ELEC DC BUS 1 + 2 FAULT
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and PFDs.
L1 MAX BRK PR.......................................................................................................................1 000 PSI
L2 Brake pressure must be limited to approximately 1 000 PSI, since antiskid is lost.
L1
ASSOCIATED PROCEDURES
ELEC DC BAT BUS FAULT
SECONDARY FAILURES
* CAB PRESS
* HYD
* FUEL
* AIR COND
* BRAKES
* WHEEL
* F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 17/32
FCOM O→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC EMER CONFIG (Cont'd)
L12
STATUS
MIN RAT SPEED......................................................... 140 KT INOP SYS
PROC: GRVTY FUEL FEEDING
MAX BRK PR.......................................................... 1 000 PSI See below
FUEL GRVTY FEED
LDG DIST PROC...................................................APPLY
ENG 1 APPR IDLE ONLY
ENG 2 APPR IDLE ONLY
BOTH PFD ON SAME FAC
CTR TK FUEL UNUSABLE
APU BAT START NOT AVAIL
CAB AT FIXED TEMP
COCKPIT AT FIXED TEMP
SLATS/FLAPS SLOW
CAT 2 ONLY
Note: To verify the other INOP SYS not displayed on the ECAM, Refer to
PRO-ABN-24-ELEC DC BUS 1+2 FAULT-FWSPAGE, Refer to PRO-ABN-24-ELEC
DC BAT BUS FAULT-FWSPAGE.
INOP SYS
FCU 2 CAT 3 FAC 2
FUEL PUMPS ANTI SKID NORM BRK
AUTO BRK Y ELEC PUMP BRAKES SYS 1
BRAKES SYS 2 APU FIRE DET LAV DET
ENG 1 LOOP B L+R CAB FAN FCDC 2
GALLEY FAN CRG HEAT GND COOL
MAIN GALLEY ACP 3 CAPT STAT
F/O STAT STBY STAT WSHLD HEAT
WNDW HEAT PACK 1 PACK 2
COND CTL 1 SPLR 1+2+5 ELAC 2
SEC 2+3 VHF 2 N.W. STEER
LGCIU 2 REVERSER 2 CAB PRESS 2
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 18/32
FCOM ←O→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC EMER CONFIG (Cont'd)
AVNCS VENT VENT BLOWER ENG 2 LOOP A
AP 2 COND CTL 2
ELEC DC ESS BUS FAULT
VHF 2 OR 3.................................................................................................................................. USE
AUDIO SWTG.........................................................................................................................SELECT
L2 ACP 1 and 2 are lost. Therefore, set the AUDIO SWTG rotary selector to CAPT 3 or F/O 3 to
recover communications.
L1 BARO REF...............................................................................................................................CHECK
L2 Crosscheck the barometer reference settings on the FCU and the PFD.
L1 GPWS............................................................................................................................................ OFF
ASSOCIATED PROCEDURES
NAV GPWS FAULT
GPWS............................................................................................................................................ OFF
L2 Note: To shut down the engines on ground, use the ENG FIRE pb-sw.
L1
SECONDARY FAILURES
* CAB PRESS
* HYD
* F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 19/32
FCOM ← O to P → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC ESS BUS FAULT (Cont'd)
L12
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
ENG 1 APPR IDLE ONLY See below
ENG 2 APPR IDLE ONLY
BOTH PFD ON SAME FAC
SLATS/FLAPS SLOW
CAT 2 ONLY (1)
INOP SYS
B HYD SPLR 3 VHF 1
ACP 1+2 WING A. ICE AP 1
A/THR FCU 1 L TK PUMP 1
R TK PUMP 1 FAC 1 REV 2
ENG 2 START CAB PR 1 VENT EXTRACT
B ELEC PUMP GPWS ENG 1 LOOP A
ENG 2 LOOP B FCDC 1 CAT 3
ALTN BRK AUTO BRK
Other INOP SYS
BRK PRESS indicator Flight interphone EIU 2
(1)
Capt rain repellent Avionics air cond valve Standby compass light
HP fuel shutoff valves SFCC 1 RMP 1
Hyd fire valves Eng 1 and 2 Ram air inlet ECAM Control Panel
Left loudspeaker DC SHED ESS BUS
Note: 1. Before arming the approach mode, the ECAM STATUS displays “CAT 3 SINGLE”.
However, the real landing capability is CAT 2, and is correctly displayed on the
FMA when the approach mode is armed.
2. The warning may be caused by a sub BUS failure. Consequently, only a part of the
above-listed systems may be lost.
(1) Autothrust, eng start and reverser inop.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 20/32
FCOM ←P 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC ESS BUS SHED
EXTRACT................................................................................................................................... OVRD
L2 Cooling air is supplied by the air conditioning system, without overboard extraction.
L1 AVOID ICING CONDITIONS
SECONDARY FAILURES
*AVNCS VENT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 21/32
FCOM Q→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC DC ESS BUS SHED (Cont'd)
L12
STATUS
AVOID ICING CONDITIONS INOP SYS
• IF SEVERE ICE ACCRETION
MIN SPD................................................VLS + 10/G DOT WING A. ICE
AP 1
MANEUVER WITH CARE CAT 3 DUAL
LDG DIST PROC...................................................APPLY FAC 1
VENT EXTRACT
BOTH PFD ON SAME FAC AFT CRG HEAT
CAT 3 SINGLE ONLY FWD CRG HEAT
AFT CRG VENT
FWD CRG VENT
FCDC 1
See below
Other INOP SYS
Passenger oxygen mask (auto
drop out)
X BLEED valve man ctl
CIDS 1 SMOKE DETECT
STBY ALTI vib
FMGC 1
BMC 1
FQ1 channel 1
Note: The warning
may be caused
by a failure in
a sub BUS.
Consequently
only a part of the
systems listed
above may be
lost.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 22/32
FCOM ←Q 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC EMER CONFIG
LAND ASAP
MIN RAT SPEED......................................................................................................................140 KT
CAUTION The RAT is capable of supplying the EMER GEN down to 125 kt, except during
flare.
GEN 1 + 2................................................................................................................... OFF THEN ON
IF UNSUCCESSFUL:
BUS TIE.................................................................................................................................. OFF
L2 Setting BUS TIE pb-sw to OFF segregates both generator channels.
L1 GEN 1 + 2.............................................................................................................OFF THEN ON
L2 Note: If any generator reset is successful, reset both FAC’s.
L1 EMER ELEC PWR (IF EMER GEN NOT IN LINE)........................................................ MAN ON
ENG MODE SEL..................................................................................................................... IGN
L2 Engines are fed by gravity only.
L1 VHF1/HF1 /ATC1/...................................................................................................................USE
L2 Only VHF 1, HF 1 and ATC 1 are supplied in the electrical emergency configuration.
Note: FMGC 1, which is lost temporarily, can be regained by flight crew passing through the
MCDU MENU page.
L1 FUEL GRVTY FEED
L2 Engines are fed by gravity only. Avoid negative Gs.
L1 PROC: GRVTY FUEL FEEDING
L2 Apply GRVTY FUEL FEEDING procedure (Refer to PRO-ABN-28 GRVTY FUEL FEEDING).
L1 FAC 1.......................................................................................................................... OFF THEN ON
L2 The rudder trim is recovered, although no indication is available.
L1 BUS TIE......................................................................................................................................AUTO
L2 Setting BUS TIE pb-sw to AUTO enables the APU to take an available electrical channel.
L1 APU (IF AVAIL)........................................................................................................................ START
L2 APU start is not available for 45 s after the loss of both engine generators. This 45 s delay prevents
any interference with emergency generator coupling.
If the APU is available, the APU may be started when below FL 250.
L1 BLOWER + EXTRACT...............................................................................................................OVRD
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 23/32
FCOM R→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC EMER CONFIG (Cont'd)
L2 Cooling air is supplied by the air conditioning system and exhausted overboard through the extract
valve.
L1
L2 Note: On IAE powered aircraft, the warning “EPR MODE FAULT N1 DEGRADED MODE” is
displayed.
L1
ASSOCIATED PROCEDURES
FLT CTL ALTN LAW
(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
L2 Speed limited due to loss of flight control normal laws.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 24/32
FCOM ←R→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC EMER CONFIG (Cont'd)
L2 ECAM lower display is not available. STATUS page is displayed on the upper ECAM display, as
long as the STS pb is pressed.
L12
STATUS
MIN RAT SPEED......................................................... 140 KT INOP SYS
MAX SPEED................................................................ 320 KT
MAX BRK PR.......................................................... 1 000 PSI F/CTL PROT
REVERSER 1 + 2
FUEL GRVTY FEED ADR 2+3
AVOID NEGATIVE G FACTOR IR 2
RA 1+2
Note: If there are discrepancies between airspeed
SPLR 1+2+5
indications on the Captain’s PFD and on the ELAC 2
STBY indicator, disregard the STBY indication SEC 2+3
(probe not deiced). A/CALL OUT
AP 1+2
APPR PROC A/THR
FUEL PUMPS
ANTI SKID
FOR LDG......................................................USE FLAP 3 N/W STRG
This line is replaced by "FOR LDG: USE FLAP 3" when CAT 2
CONF 3 is selected, as a reminder.
APPR SPD...........................................VREF +10/140 KT
Approach speed must be at least minimum RAT speed
(140 kt).
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
SLATS/FLAPS SLOW
(1)
See
For other systems’ status: Refer to the “ELEC EMER CONFIG SYS REMAINING” table.
(1)
Note: In ELEC EMER configuration, the center tank fuel is unusable.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 25/32
FCOM ←R 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC EMER CONFIG SYS REMAINING
BAT ONLY
ELEC EMER CONFIG SYS REMAINING EMER GEN RUNNING
IN FLIGHT ON THE GROUND
PRESS AUTO SYS 1 NORM NORM NORM
MAN PRESS CTL INOP INOP INOP(a)
RAM AIR NORM NORM NORM
AIR COND PACK VALVE 1 NORM Closure Inop Closure Inop
PRESS PACK VALVE 2 Closure Inop Closure Inop Closure Inop(a)
AVIONIC VENT NORM NORM Partial
AFT CRG ISOL VALVES NORM INOP INOP
AFT CRG HEAT NORM INOP INOP
FMGC (NAV FUNCTION) N°1 only Inop Inop
MCDU N°1 only Inop Inop
FMGS
FAC N°1 only Inop Inop
FCU ch 1 only ch 1 only ch 1 only
VHF 1 NORM NORM NORM
HF 1 NORM INOP INOP
RMP 1 NORM NORM NORM
ACP (CAPT, F/O) NORM NORM NORM
COM
CIDS NORM NORM NORM
INTERPHONE NORM NORM NORM
CVR NORM INOP INOP
LOUDSPEAKER 1 NORM NORM NORM
EMER EQPT CREW OXY NORM NORM (b) NORM (b)
PAX OXY mask release
NORM INOP INOP
(auto + man)
SLIDES ARM/WARN NORM NORM NORM
ENG 1 LOOP A only A only A only
ENG 2 LOOP B only B only B only
APU LOOP INOP INOP INOP(a)
CARGO SMOKE DET Channel 1 INOP INOP
FIRE
ENG FIRE EXT. Bottle 1 only Bottle 1 only Bottle 1 only
APU FIRE EXT. Squib A only Squib A only Squib A only
CARGO FIRE EXT. INOP INOP INOP(a)
APU AUTO EXT. INOP INOP INOP(a)
ELAC N°1 only N°1 + 2 N°1 + 2 (d)
SEC N°1 only N°1 N°1 (d)
FLT CTL FCDC N°1 only INOP INOP
SFCC N°1 only N°1 only N°1 only
Flaps pos ind NORM NORM NORM (c)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 26/32
FCOM S→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
L1
BAT ONLY
ELEC EMER CONFIG SYS REMAINING EMER GEN RUNNING
IN FLIGHT ON THE GROUND
LP VALVE NORM NORM NORM
FQI channel 1 NORM INOP INOP
FUEL X FEED VALVE NORM INOP INOP
INTERTANK TRANSFER
NORM INOP INOP
VALVE
HYD FIRE VALVES NORM NORM NORM
WING A.ICE NORM INOP INOP
ENG A.ICE VALVE OPEN OPEN OPEN
ICE-RAIN CAPT PITOT NORM NORM NORM(e)
CAPT AOA NORM INOP INOP
RAIN REPELLENT (CAPT) NORM NORM NORM
PFD 1 NORM NORM NORM (c)
ND 1 NORM INOP INOP
ECAM upper disp. NORM NORM NORM (c)
EIS
DMC 1 or 3 NORM NORM NORM (c)
SDAC 1, FWC 1 NORM NORM NORM (c)
ECAM CONT. panel NORM NORM NORM
FLT INS CLOCKS NORM NORM NORM
LGCIU SYS 1 NORM NORM NORM
BRK PRESS IND NORM NORM NORM
L/G
PARK BRK NORM NORM NORM
ABCU NORM NORM NORM
EMER CKPT NORM NORM NORM
LIGHTS
EMER CAB NORM NORM NORM
IR N°1 only (f) N°1 only (f) N°1 only (f)
ADR N°1 only N°1 only N°1 only
ADF N°1 only INOP INOP
VOR N°1 only N°1 only N°1 only (e)
NAV MMR N°1 only N°1 only N°1 only (e)
DME N°1 only INOP INOP
DDRMI NORM NORM NORM (e)
ATC N°1 only INOP INOP
ISIS NORM NORM NORM
ENG 1 BLEED Norm BMC 1 INOP BMC 1 inop
ENG 2 BLEED BMC 2 inop BMC 2 inop BMC 2 inop
PNEU
APU BLEED Inop Inop Inop(g)
X BLEED (MAN CTL) Norm Inop Inop
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 27/32
FCOM ←S→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
L1
BAT ONLY
ELEC EMER CONFIG SYS REMAINING EMER GEN RUNNING
IN FLIGHT ON THE GROUND
ECB-STARTER NORM(h) INOP INOP(a)
APU FUEL LP VALVE NORM NORM NORM
FUEL PUMP NORM NORM NORM
FADEC A+B (i) A+B (i) A+B (i)
PWR PLT IGNITION A only A only A only
HP FUEL VALVE closure NORM NORM NORM
MISC MECH HORN NORM NORM NORM
(a) Restored, when speed is below 100 kt.
(b) Crew oxygen valve inoperative.
(c) Lost, when the speed is below 50 kt.
(d) Lost, 30 s after the last engine shutdown.
(e) lost when speed below 50 kt
(f) IR 2 and IR 3 are lost 5 min after failure of main generators but if IR 3 replaces IR 1 (ATT-HDG selector at CAPT 3),
IR 3 remains supplied.
(g) Restored when speed below 100 kt
(h) For APU start only.
(i) channels A and B self powered above 12 % N2. If N2 below 12 % only channel A is powered.
ELEC EMER GEN 1 LINE OFF
L2 With the GEN 1 LINE pb-sw (on the EMER ELEC PWR panel) in the OFF position, the GEN 1 line
contactor is open and GEN 2 supplies the AC BUS 1 channel.
L1
Crew awareness.
L2 Set the GEN 1 LINE pb-sw to ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 28/32
FCOM ← S to T 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC ESS BUSES ON BAT
L2 DC ESS BUS is supplied by the batteries. AC ESS BUS is also supplied by the batteries, via the
STATIC INVERTER.
L1 LAND ASAP
MIN RAT SPEED......................................................................................................................140 KT
L2 Displayed, if the RAT is extended.
L1 EMER ELEC PWR.................................................................................................................MAN ON
L2 ESS BUSES are supplied by the emergency generator
ELEC GEN 1(2) OR APU GEN OVERLOAD
GALY/CAB..................................................................................................................................... OFF
STATUS
INOP SYS
GALY/CAB
ELEC GEN 1(2) FAULT
GEN (AFFECTED).......................................................................................................OFF THEN ON
IF UNSUCCESSFUL:
GEN (AFFECTED)..................................................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 29/32
FCOM U to W → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC GEN 1(2) FAULT (Cont'd)
L12
STATUS
INOP SYS
Note: If available, the APU may be started, and the
APU GEN used. (1)
MAIN GALLEY
GEN 1(2)
CAT 3 SINGLE ONLY CAT 3 DUAL
(1) (only if APU GEN is not online)
ELEC GEN 1(2) OFF
L2 Turn the affected GEN ON, with the applicable pushbutton.
L1
Crew awareness.
STATUS
CAT 3 SINGLE ONLY INOP SYS
(1)
MAIN GALLEY
GEN 1(2)
CAT 3 DUAL
(1) (only if APU GEN is not online)
ELEC IDG 1(2) DISCONNECTED
(ON GROUND)
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 30/32
FCOM ← W to Y → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC IDG 1(2) DISCONNECTED (Cont'd)
(ON GROUND)
L12
STATUS
INOP SYS
Note: If available, the APU may be started, and the
APU GEN used. (1)
MAIN GALLEY
GEN 1(2)
CAT 3 SINGLE ONLY CAT 3 DUAL
(1) (only if APU GEN is not online)
ELEC IDG 1(2) OIL LO PR/OVHT
IDG (AFFECTED)..........................................................................................................................OFF
L2 If the associated engine is running, the IDG (integrated drive generator) must be disconnected from
the engine at, or above, idle to prevent damage to the disconnect mechanism.
Press the IDG pb-sw until the GEN FAULT light comes on. However, do not press for more than
3 s, to avoid damage to the disengage solenoid
The IDG FAULT light goes off, when the IDG is disconnected.
L12
STATUS
INOP SYS
Note: If available, the APU may be started and the
APU GEN used. (1)
MAIN GALLEY
GEN 1(2)
CAT 3 SINGLE ONLY CAT 3 DUAL
(1) (only if APU GEN is not online)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 31/32
FCOM ← Y to Z 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
ELEC STAT INV FAULT
Crew awareness.
ELEC TR 1(2) FAULT
Crew awareness.
STATUS
CAT 3 SINGLE ONLY INOP SYS
TR 1(2)
CAT 3 DUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-24 P 32/32
FCOM AA to AB 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
COCKPIT DOOR FAULT
This procedure should be applied, if the Cockpit Door Locking System (CDLS) fails. This failure is
indicated when the FAULT light on the center pedestal’s COCKPIT DOOR panel comes on.
In the case of a DC BUS 2 fault, no FAULT indication appears on the center pedestal’s COCKPIT
DOOR panel. The CDLS is not electrically-supplied, and is inoperative.
CKPT DOOR CONT panel .....................................................................................................CHECK
This panel is located on the overhead panel. It is used to identify the faulty CDLS item, and to verify
the status of the pressure sensors and the three electrical latches (referred to as strikes).
If one or more electrical latches (strikes) are faulty:
The cockpit door is not intrusion-proof if two or more electrical latches are faulty.
The system may be recovered by performing the following steps:
Cockpit door.........................................................................................................................OPEN
COCKPIT DOOR sw.......................................................................................... SET to UNLOCK
After 30 s:
COCKPIT DOOR sw.............................................................................................. SET to NORM
If two pressure sensors are faulty:
Automatic latch release is not available, in case of cockpit decompression.
If no LED on the CKPT DOOR CONT panel is on:
The CDLS control unit is faulty, therefore, the cockpit door might unlock automatically. If it does
not, consider using the mechanical override system to unlock the door.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-25 P 1/2
FCOM A 03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-25 P 2/2
FCOM 03 APR 12
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
APU FIRE
LAND ASAP
APU FIRE P/B............................................................................................................................ PUSH
L2 APU LP valve closes.
Aural warning stops.
APU FIRE pb-sw remains on, as long as a fire is detected.
L1 AGENT AFTER 10 S................................................................................................................ DISCH
L2 The 10 s delay allows the airflow to decrease, which increases the effect of the agent.
Automatic countdown on the ECAM.
L1 MASTER SW.................................................................................................................................OFF
L2 Do not attempt to restart the APU.
STATUS
INOP SYS
APU
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 1/18
FCOM A 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
ENG 1(2) FIRE
(IN FLIGHT)
LAND ASAP
THR LEVER (AFFECTED)...........................................................................................................IDLE
ENG MASTER (AFFECTED)........................................................................................................ OFF
L2 LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED)..................................................................................................... PUSH
L2 Aural warning stops.
ENG FIRE pb remains on, as long as a fire is detected.
FADEC is no longer supplied. So, the THR LEVER ... IDLE line reappears, even if the thrust lever is
at idle.
L1 AGENT 1 AFTER 10 S............................................................................................................. DISCH
L2 The 10 s delay allows N1 to decrease, reducing nacelle ventilation, and thereby increasing the
effect of the agent.
Automatic countdown on the ECAM.
L1 ATC..........................................................................................................................................NOTIFY
L2 Notify ATC of the nature of the emergency, and state intentions
L1
IF FIRE AFTER 30 S:
AGENT 2.............................................................................................................................DISCH
L2 Discharge the second agent, if the fire warning remains 30 s after the discharge of the first
agent.
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUTDOWN
Do not attempt to restart the engine.
For the ENG SHUTDOWN procedure, see the ENG section. (Refer to PRO-ABN-70 ENG 1(2)
SHUT DOWN).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 2/18
FCOM B 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
ENG 1(2) FIRE
(ON GROUND)
THR LEVERS............................................................................................................................... IDLE
L2 Full reverse may be used to stop the aircraft.
L1
WHEN A/C IS STOPPED:
PARKING BRK......................................................................................................................... ON
ATC (VHF 1).....................................................................................................................NOTIFY
L2 Notify ATC of the nature of the emergency, and state intensions.
Only VHF 1 is available on batteries.
L1 CABIN CREW (PA)............................................................................................................ ALERT
ENG MASTER (AFFECTED)..................................................................................................OFF
L2 Associated LP and HP valves close.
L1 ENG FIRE P/B (AFFECTED)...............................................................................................PUSH
L2 Aural warning stops.
ENG FIRE pushbutton remains on, as long as fire is detected.
FADEC is no longer supplied.
L1 AGENT 1+2.........................................................................................................................DISCH
EMER EVAC PROC...........................................................................................................APPLY
L2 Refer to PRO-ABN-80 EMERGENCY EVACUATION or Refer to QRH/ABN-80 EMERGENCY
EVACUATION
ENG 1(2)/APU FIRE DET FAULT
L2 Loss of both fire detection loops.
L1
Crew awareness.
STATUS
INOP SYS
FIRE DET 1(2) or APU FIRE
DET
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 3/18
FCOM C to D 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
ENG 1(2)/APU FIRE LOOP A(B) FAULT
L2
No crew action required in flight.
STATUS
INOP SYS
ENG 1(2) LOOP A(B) or APU
LOOP A(B)
SMOKE FWD(AFT) CARGO SMOKE
LAND ASAP
AFT ISOL VALVE (IF NOT AUTOMATICALLY CLOSED AND AFT AFFECTED)....................... OFF
CAB FANS.....................................................................................................................................OFF
IF FWD (AFT) CRG CLOSED (displayed on ground only):
L2
Order the ground crew not to open the door of the affected cargo compartment, unless the
passengers have disembarked and fire services are present. Also ensure that the FWD(AFT)
cargo door is closed before discharging the extinguishing agent.
L1 AGENT................................................................................................................................ DISCH
L2 Note: Expect the SMOKE warning to remain after agent discharge, even if the smoke
source is extinguished. Gases from the smoke source are not evacuated, and smoke
detectors are also sensitive to the extinguishing agent.
L1
ON GROUND BEFORE OPEN CRG DOORS:
PAX........................................................................................................................... DISEMBARK
L2 Note: If the warning has been displayed temporarily, and agent has not been discharged,
normal cargo ventilation may be recovered when ventilation is required for livestock
transportation:
C/B of CARGO VENT controller (S20 on 122VU, or C7 on 49VU, as installed) ...... PULL
then PUSH
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 4/18
FCOM E to F → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE FWD(AFT) CARGO SMOKE (Cont'd)
STATUS
BEFORE OPEN CRG DOORS (displayed on INOP SYS
ground only):
PAX........................................................ DISEMBARK AFT CRG VENT
AFT CRG HEAT (If aft
affected)
SMOKE FWD(AFT) CRG BTL (1)(2 ) FAULT
L2 If bottle 1 is lost, fire extinguishing capability is lost in the FWD(AFT) cargo compartment.
If bottle 2 is lost, agent concentration will not be ensured after fire extinguishing.
L1
Crew awareness.
SMOKE FWD(AFT) CRG DET FAULT
IF NO LIVE STOCK:
AFT ISOL VALVE (IF AFT AFFECTED)................................................................................ OFF
STATUS
INOP SYS
FWD(AFT)
CRG DET
AVIONICS SMOKE
L2 The description of this procedure is included in the SMOKE/FUMES/AVNCS SMOKE procedure.
(Refer to PRO-ABN-26 SMOKE/FUMES/AVNCS SMOKE)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 5/18
FCOM ← F to I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE
This procedure includes all the steps of the AVIONICS SMOKE ECAM procedure.
Apply this procedure when:
‐ The flight (cabin) crew suspect that smoke is coming from the avionics, and/or the air
conditioning, and/or the cabin equipment.
‐ Requested by the AVIONICS SMOKE ECAM procedure.
‐ There is a smell of smoke/fumes in the cockpit :
• If the smell is similar to that of orange peels, suspect a toxic leak of rain repellent fluid.
• If the smell is similar to that of pine needles, suspect a non-toxic leak.
If any other ECAM SMOKE alert triggers (CARGO, ...), the crew must first apply the ECAM
procedure, then consider applying this procedure.
Note that these ECAM alerts may be caused by another source, that should usually first be
detected by the flight crew/cabin crew/avionics smoke detectors.
The following explains the layout of this procedure:
‐ The procedure lines above the text boxes indicate the actions that the flight crew must
immediately perform, if smoke is detected (with or without ECAM activation and regardless of
the smoke source). These immediate actions correspond to the most common steps to be taken
in smoke cases. In all cases, the flight crew must also be prepared to immediately perform a
diversion. However, this diversion may be avoided if the smoke source is obvious, accessible
and extinguishable or confirmed isolated (after completion of the immediate actions).
‐ The text boxes indicate the actions that the flight crew must consider, if at any time during the
remainder of the procedure but always after the initial steps:
• Smoke/fumes become the greatest threat and removal of smoke/fumes is required, and/or
• The situation becomes critical and can no longer be controlled.
‐ The procedure lines below the text boxes indicate the actions that the flight crew must perform,
as soon as they suspect a source of smoke. The actions will depend on whether the smoke is
coming from the avionics, and/or air conditioning, and/or cabin equipment.
LAND ASAP
IF PERCEPTIBLE SMOKE APPLY IMMEDIATELY:
If smoke is confirmed, the following procedure must be applied.
If required:
OXY MASK/GOGGLE.................................................................................... USE/100%/EMERG
Ensure crew communication is established. Avoid continuous use of the interphone to minimize
interference from the oxygen mask breathing noise.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 6/18
FCOM J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
Turn the emergency knob to remove condensation or smoke from the mask.
BLOWER.................................................................................................................................... OVRD
EXTRACT................................................................................................................................... OVRD
Avionics ventilation air is extracted overboard.
CAB FANS.....................................................................................................................................OFF
To prevent smoke from entering the cockpit and cabin.
GALY & CAB.................................................................................................................................OFF
SIGNS..............................................................................................................................................ON
CKPT/CABIN COM........................................................................................................... ESTABLISH
Communication must be established with the cabin crew in order to follow up on the smoke origin
and dissipation.
If smoke source immediately obvious, accessible, and extinguishable:
FAULTY EQPT............................................................................................................... ISOLATE
If smoke source not immediately isolated:
DIVERSION..................................................................................................................... INITIATE
DESCENT (FL 100, or MEA-MORA, or minimum obstacle clearance altitude).............................
.........................................................................................................................................INITIATE
At ANY TIME of the remainder of the procedure, if smoke/fumes becomes the
GREATEST THREAT:
REMOVAL OF SMOKE/FUMES................................................................................CONSIDER
ELEC EMER CONFIG...............................................................................................CONSIDER
Refer to PRO ABN 26 SMOKE/FUMES/AVNCS SMOKE - ELEC EMER CONFIG
At ANY TIME of the procedure, if situation becomes critical and can no longer be
controlled:
IMMEDIATE LANDING.............................................................................................. CONSIDER
Guidelines to determine smoke source:
‐ If smoke initially comes out of the ventilation outlets, the crew may suspect AIR COND SMOKE.
In addition, very shortly thereafter, several SMOKE warnings (cargo, lavatory, avionics) will be
triggered. The displayed ECAM procedures must be applied.
‐ After an ENG or APU failure, smoke may come from the faulty item via the bleed system and
be perceived in the cockpit and/or cabin. In such a case, it will be recirculated throughout the
aircraft, until it completely disappears from the air conditioning system.
‐ If only the AVIONICS SMOKE warning is triggered, the crew may suspect avionics smoke.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 7/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
‐ If the smoke is detected while an equipment is declared faulty, the crew may suspect that smoke
is coming from this equipment.
‐ Avionics or forward galley smoke may be smelt, or may enter in the cockpit before ECAM
warning activation.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 8/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
IF AIR COND SMOKE SUSPECTED:
APU BLEED............................................................................................................................OFF
BLOWER and EXTRACT.....................................................................................................AUTO
Note: When both BLOWER and EXTRACT are in the OVRD position, a single pack may not
be able to maintain the cabin pressure.
CARGO AFT ISOL VALVE.....................................................................................................OFF
To prevent a cargo smoke warning from being triggered due to cabin smoke.
PACK 1................................................................................................................................... OFF
If smoke continues:
PACK 1.............................................................................................................................. ON
PACK 2.............................................................................................................................OFF
If smoke still continues:
PACK 2........................................................................................................................ON
Restore normal configuration if PACK 2 is not suspected to cause smoke
BLOWER and EXTRACT....................................................................................... OVRD
REMOVAL OF SMOKE/FUMES................................................................................. CONSIDER
IF CAB EQUIPMENT SMOKE SUSPECTED:
If smoke continues:
EMER EXIT LIGHT............................................................................................................ ON
COMMERCIAL..................................................................................................................OFF
SMOKE DISSIPATION............................................................................................... CHECK
FAULTY EQPT......................................................................................... SEARCH/ISOLATE
Once the cabin has been secured, try to find the smoke source and isolate it.
Cabin lights, reading lights, passenger systems, galleys have dedicated control C/B in the
cabin or cockpit.
If smoke still continues or if faulty equipment confirmed isolated:
COMMERCIAL....................................................................................................... NORM
REMOVAL OF SMOKE/FUMES.......................................................................... CONSIDER
At any time of the procedure, consider applying the REMOVAL OF SMOKE/FUMES
procedure.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 9/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
IF SMOKE SOURCE CANNOT BE DETERMINED AND STILL CONTINUES OR
AVNCS/ELECTRICAL SMOKE SUSPECTED:
ELEC EMER CONFIG................................................................................................ CONSIDER
As a last attempt, the flight crew can set the electrical emergency configuration to possibly
isolate or minimize the smoke source.
IF SMOKE disappears within 5 min:
NORMAL VENTILATION.............................................................................................. RESTORE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 10/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
TO SET EMER ELEC CONFIG
EMER ELEC GEN 1 LIN.......................................................................................................... OFF
GEN 1 LINE contactor opens. GEN 1 remains running and supplies one fuel pump in each wing
tank. AC BUS 1 is supplied by GEN 2 through the bus tie contactor.
EMER ELEC PWR.............................................................................................................MAN ON
RAT is extended and the EMER GEN is connected to the aircraft network. Check emergency
generator parameters on the ELEC SD page (displayed automatically).
WHEN EMER GEN AVAIL:
APU GEN............................................................................................................................OFF
GEN 2................................................................................................................................. OFF
ELEC EMER CONFIG
Two different procedures can be displayed on the ECAM, depending on whether the
AVIONICS SMOKE ECAM caution is triggered or not before the flight crew sets the electrical
emergency configuration.
If AVIONICS SMOKE is not triggered:
The ECAM displays the ELEC EMER CONFIG procedure described here: Refer to
PRO-ABN-24 ELEC EMER CONFIG.
The flight crew must apply the ECAM without performing the GEN 1+2 reset.
AT 3 MIN OR 2000 FT BEFORE LDG:
Restore all generators only 3 min before landing or at 2 000 ft AAL to recover normal
braking, while minimizing possible reactivation of a smoke source.
GEN 2...................................................................................................................... ON
EMER ELEC GEN 1 LINE...................................................................................... ON
WHEN A/C IS STOPPED:
ALL GEN................................................................................................................OFF
If AVIONICS SMOKE is triggered:
The ECAM displays a specific ELEC EMER CONFIG procedure. The flight crew must
apply the following ECAM procedure.
MIN RAT SPEED.....................................................................................................140 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 11/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
Note: The electrical configuration is the same as for loss of both generators (except
that one fuel pump in each wing tank remains supplied).
VHF 1/HF 1/ATC 1.......................................................................................................USE
Only VHF 1, HF 1 and ATC 1 are supplied in this configuration. Notify the ATC of the
nature of the emergency, and state intentions. If there is no contact with the ATC, switch
to code A7700, or transmit a distress message on one of the following frequencies: VHF
121.5 MHz, HF 2 182 kHz, or 8 364 kHz.
FAC 1......................................................................................................... OFF THEN ON
Rudder trim is recovered, despite the fact that no indication is available.
3MN/2000 FT BEFORE LDG:
Restore all generators only 3 min before landing or at 2 000 ft AAL to recover normal
braking, while minimizing possible reactivation of a smoke source.
GEN 2...................................................................................................................... ON
EMER ELEC GEN 1 LIN.........................................................................................ON
F/CTL ALTN LAW (PROT LOST)
Flight control normal laws and associated protections are lost. Only the load factor
limitation, and the high and low speed stability remain (ALTN law with reduced
protection).
MAX SPEED............................................................................................................320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 12/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
ECAM lower display is not available. STATUS SD page is displayed on the upper ECAM display, as
long as the STATUS pb is pressed.
STATUS
MIN RAT SPEED......................................................... 140 KT INOP SYS
MAX SPEED................................................................ 320 KT
MAX BRK PR............................................................1000 PSI Refer to PRO-ABN-24-ELEC
EMER CONFIG SYS
FOR LDG................................................... USE FLAPS 3 REMAINING-21-AIR
GPWS LDG FLAP 3.................................................... ON CONDITIONING/VENTILATION
APPR SPD..................................................VREF +10 KT /PRESSURIZATION ELEC
LDG DIST PROC...................................................APPLY EMER CONFIG SYS
ENG 1+2 APPR IDLE ONLY REMAINING (except for fuel
pumps).
ENG 1+2 N1 DEGRADED MODE
(IAE-powered aircraft )
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
CTR TK FUEL UNUSABLE
SLATS/FLAPS SLOW
After recovery of normal electrical supply, the
following STATUS will be displayed:
MAX SPEED................................................... 320 KT
APPR SPD........................................... VREF +10 KT
LDG DIST PROC............................................ APPLY
APPR PROC
3 MN/2000 FT BEFORE LDG:
GEN 2....................................................................ON
EMER ELEC GEN 1 LINE.....................................ON
WHEN A/C IS STOPPED:
ALL GEN..............................................................OFF
ALTN LAW: PROT LOST
(1)
See
WHEN L/G DN: DIRECT LAW
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 13/18
FCOM ←J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE/FUMES/AVNCS SMOKE (Cont'd)
(2)
See
(1) Flight controls remain in alternate law, due to the loss of IR 2 and 3.
(2) At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-F/CTL DIRECT LAW).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 14/18
FCOM ←J 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
REMOVAL OF SMOKE/FUMES
Apply the REMOVAL OF SMOKE/FUMES paper procedure, if smoke/fumes become the greatest
threat when applying the SMOKE/FUMES/AVNCS SMOKE paper procedure.
EMER EXIT LIGHT.......................................................................................................................... on
If fuel vapors:
CAB FANS................................................................................................................................ON
The recirculating air ventilates the air mixer bay and other fuselage area. This prevents fuel
vapors from accumulating and the risk of explosion. Passenger health is not affected.
PACK 1+2............................................................................................................................... OFF
If no fuel vapors:
CAB FANS.............................................................................................................................. OFF
To prevent smoke from entering the cockpit and cabin.
PACK FLOW.............................................................................................................................. HI
To provide maximum airflow from the packs.
Do not shut down the air conditioning packs, and do not reduce ventilation in an attempt to
smother the fire.
Do not deploy oxygen masks, if fire is suspected in the cabin.
LDG ELEV........................................................................................................10000 FT/MEA-MORA
DESCENT (FL 100, or MEA-MORA, or minimum obstacle clearance altitude).....................INITIATE
The most effective means of smoke removal is use of ram air. Therefore, descent is initiated to
FL 100 or the MEA-MORA, or the minimum obstacle clearance altitude, while the cabin altitude is
increased to 10 000 ft or the MEA-MORA.
The increase in cabin altitude also reduces, at least temporarily, the smoke concentration. Cabin
depressurization starts, when descent is initiated.
ATC..........................................................................................................................................NOTIFY
SMOKE/FUMES/AVNCS SMOKE PROC..........................................................................CONTINUE
While descending, continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE
procedure depending on the suspected smoke source.
At FL100, or MEA-MORA:
APU MASTER SW (if in ELEC EMER CONFIG).....................................................................ON
In electrical emergency configuration, when the APU MASTER pb-sw is ON, the battery
contactors will automatically close for a maximum of 3 min. This will enable the flight crew to
manually control the outflow valve that is powered by the DC BAT BUS.
PACKS 1+2.............................................................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 15/18
FCOM K→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
REMOVAL OF SMOKE/FUMES (Cont'd)
MODE SEL.............................................................................................................................MAN
MAN V/S CTL................................................................................................................. FULL UP
RAM AIR...................................................................................................................................ON
At FL 100, or MEA-MORA, or minimum obstacle clearance altitude, it is possible to open the
RAM AIR valve when ΔP is 1 PSI or below. Opening the RAM AIR enables flying with both
packs OFF.
APU MASTER SW..................................................................................................................OFF
If smoke persists, open CKPT window:
If there is smoke in the cockpit, open the cockpit (CKPT) window to evacuate the smoke.
MAX SPEED................................................................................................................200 KT
COCKPIT DOOR...........................................................................................................OPEN
HEADSETS........................................................................................................................ ON
PNF COCKPIT WINDOW............................................................................................. OPEN
When window is open:
NON-AFFECTED PACK(s)..........................................................................................ON
VISUAL WARNINGS (noisy CKPT).................................................................MONITOR
Due to the increased noise level, pay particular attention to visual warnings.
SMOKE/FUMES/AVNCS SMOKE PROC...................................................... CONTINUE
Continue applying the appropriate steps of the SMOKE/FUMES/AVNCS SMOKE paper
procedure depending on the suspected smoke source.
SMOKE DET FAULT
IF NO LIVE STOCK:
AFT ISOL VALVE................................................................................................................... OFF
PAX SYS ............................................................................................................................... OFF
STATUS
INOP SYS
SMOKE DET
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 16/18
FCOM ← K to L 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
SMOKE LAVATORY DET FAULT
L2 Toilet smoke detection is lost.
L1
Crew awareness.
STATUS
INOP SYS
LAV DET
SMOKE LAVATORY SMOKE
L2 Communication must be established with the cabin crew in order to follow up on the smoke origin
and dissipation.
Consider applying the SMOKE/FUMES/AVNCS SMOKE paper procedure.
L1 CKPT/CAB COM...............................................................................................................ESTABLISH
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 17/18
FCOM M to N 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FIRE PROTECTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-26 P 18/18
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
CONFIG L (R) SIDESTICK FAULT
BY TAKE OVER
L2 The warning is triggered, when on the ground, if either stick is inoperative (takeover pushbutton
pressed more than 30 s).
L1 L (R) TAKEOVER .............................................................................................................. DEPRESS
L2 The affected stick becomes operative.
CONFIG PITCH TRIM NOT IN T.O RANGE
Crew awareness.
CONFIG RUD TRIM NOT IN T.O RANGE
Crew awareness.
CONFIG SLATS (FLAPS) NOT IN T.O CONFIG
Crew awareness.
Config SPD BRK NOT RETRACTED
Crew awareness.
F/CTL AIL SERVO FAULT
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 1/32
FCOM A to F 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL ALTN LAW
L2 Refer to PRO-SUP-27-10 General for flight characteristics.
With autopilot engaged the FMGC (AP mode) controls the aircraft.
L1 (PROT LOST)
L2 All protections, except maneuver protections, are lost. Depending on the failure, static stability may
be introduced.
L1 Note: In case of GPWS (EGPWS ) alerts, since protections are lost, respect stall warnings
when applying the GPWS (EGPWS ) procedure.
MAX SPEED.............................................................................................................................320 KT
L2 (320/.77 if dual hydraulic system low pressure). Speed is limited to 320 /.82 or 320/.77 for dual
hydraulic failure, due to the loss of high-speed protection.
L1 SPD BRK (IF L OR R ELEVATOR FAULT) .................................................................DO NOT USE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 2/32
FCOM G→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL ALTN LAW (Cont'd)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
(320/.77, if dual hydraulic system low pressure).
F/CTL PROT
SPD BRK (IF L OR R ELEVATOR FAULT)....... DO NOT USE
APPR PROC
FOR LDG......................................................USE FLAP 3
This line is replaced by “FOR LDG : USE FLAP 3” when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3 ................................................... ON
APPR SPD ........................................................VREF+10
LDG DIST PROC ..................................................APPLY
• If no AP engaged:
WHEN L/G DN: DIRECT LAW
At landing gear extension, control reverts to direct law
in pitch, as well as in roll. Refer to PRO-ABN-27-F/CTL
DIRECT LAW
• If AP engaged:
WHEN L/G DN AND AP OFF: DIRECT LAW
If the autopilot is disengaged:
‐ Before landing gear extension, flight control alternate law
is active.
‐ After landing gear extension, flight control direct law is
active. Refer to PRO-ABN-27-F/CTL DIRECT LAW
ALTN LAW: PROT LOST
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 3/32
FCOM ←G 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL DIRECT LAW
L2 PFD displays « USE MAN PITCH TRIM » in amber. Refer to PRO-SUP-27-50 Aircraft Trimming
L1 (PROT LOST)
L2 Note: In case of GPWS ( EGPWS ) alerts, since protections are lost, respect stall warning
when applying the GPWS (EGPWS ) procedure.
L1 MAX SPEED.............................................................................................................................320/.77
L2 Speed is limited, due to the loss of high-speed protection. Do not exceed M 0.77, so as not to
degrade handling qualities.
L1 MAN PITCH TRIM (EXCEPT IF HYD Y + G SYS LO PR).......................................................... USE
L2 Automatic trim is inoperative in direct law.
L1 MANEUVER WITH CARE
L2 Use small control inputs at high speed, since in direct law the controls are powerful. Use of manual
thrust is recommended. Avoid large thrust changes.
L1 USE SPD BRK WITH CARE
L2 At high Mach numbers, use speed brakes with care to avoid too strong nose up changes.
L12
STATUS
MAX SPEED................................................................ 320/.77 INOP SYS
MANEUVER WITH CARE
USE SPD BRK WITH CARE F/CTL PROT
APPR PROC
FOR LDG................................................... USE FLAPS 3
This line is replaced by “FOR LDG : USE FLAP 3” when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
MAN PITCH TRIM..................................................... USE
APPR SPD.........................................................VREF+10
LDG DIST PROC...................................................APPLY
DIRECT LAW
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 4/32
FCOM H 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL ELAC 1(2) FAULT
(ONE COMPUTER FAILED)
CAUTION Do not reset ELAC, if uncommanded maneuvers occurred during the flight.
ELAC (AFFECTED)..................................................................................................... OFF THEN ON
L2 Note: 1. In some sidestick transducer failure cases, ELAC 1(2) FAULT is triggered without the
procedure, and FAULT It on associated pb does not come on.
2. If the ELAC 1 computer is reset on ground the pitch trim returns to the ground setting
position (0 °).
L1
IF UNSUCCESSFUL:
ELAC (AFFECTED)................................................................................................................ OFF
L2 Functions are performed by the other ELAC. LAF is degraded (A320 with LAF only)
STATUS
CAT 3 SINGLE ONLY INOP SYS
ELAC 1(2)
CAT 3 DUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 5/32
FCOM I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL ELAC 1 (2) FAULT
(BOTH COMPUTERS FAILED)
ELAC 1........................................................................................................................ OFF THEN ON
L2 Note: If the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 °).
L1 ELAC 2........................................................................................................................ OFF THEN ON
If both ELAC FAULT remain:
ELAC 1....................................................................................................................................OFF
ELAC 2....................................................................................................................................OFF
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2 Pitch and roll normal laws are lost: Refer to PRO-ABN-27 F/CTL ALTN LAW. THS motor 1 and
both ailerons are lost. LAF is degraded and uses spoilers only (A320 only).
L1 MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 6/32
FCOM J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL ELAC 1 (2) FAULT (Cont'd)
(BOTH COMPUTERS FAILED)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
APPR PROC F/CTL PROT
L+R AIL
ELAC 1+2
FOR LDG......................................................USE FLAP 3 AP 1+2
Do not select CONF FULL, so as not to degrade handling CAT 2
qualities.
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3
APPR SPD................................................... VREF+10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DOWN: DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
F/CTL ELAC 1 (2) PITCH FAULT
L2 Pitch function is achieved by the other ELAC.
L1
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 7/32
FCOM ← J to K → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL ELAC 1 (2) PITCH FAULT (Cont'd)
STATUS
CAT 3 SINGLE ONLY INOP SYS
(1)
ELAC PITCH
CAT 3 DUAL
(1) (If ELAC 1 and 2 PITCH FAULT)
F/CTL ELEV SERVO FAULT
L2 The remaining servojack controls the elevator.
L1
Crew awareness.
CAUTION Do not use speedbrakes above 350 kt/M 0.82 (VMO/MMO).
STATUS
CAT 3 SINGLE ONLY INOP SYS
CAT 3 DUAL
F/CTL FCDC 1 (2) FAULT
Crew awareness.
STATUS
INOP SYS
FCDC 1(2)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 8/32
FCOM ← K to M 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL FCDC 1+2 FAULT
MONITOR F/CTL OVHD PNL
L2 F/CTL data on ECAM is lost.
Control laws remains normal.
Note: When both FCDCs fails:
‐ F/CTL warning are not available on the ECAM.
‐ Stall warning may be triggered as in alternate or direct law (it may occur at speeds
greater than Vα max).
‐ Bank and pitch limits are no longer displayed on the PFD.
‐ Vα prot, Vα max are lost on the PFD.
‐ Vsw, displayed on the PFD, corresponds to the stall warning of the alternate or direct
law.
STATUS
F/CTL INDICATIONS LOST INOP SYS
FCDC 1 + 2
F/CTL FLAP ATTACH SENSOR
L2 Failure of flap attachment failure detection sensor.
L1
Crew awareness.
F/CTL FLAP LVR NOT ZERO
L2 The flap lever is not in the zero position, and the aircraft is above 22 000 ft.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 9/32
FCOM N to P 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL FLAP SYS 1(2) FAULT
If FLAP sys 1 fault:
GPWS FLAP MODE...............................................................................................................OFF
STATUS
ENG 1(2) APPR IDLE ONLY
FLAPS SLOW
F/CTL FLAPS FAULT/LOCKED
If flaps locked:
WING TIP BRK ON OR ALIGNMENT FAULT
MAX SPEED......................... REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
L2 Limit speed to the VFE corresponding to the next flap position
L1 FLAPS LEVER (IF FLAPS NOT LOCKED).................................................................. RECYCLE
L2 Return to the previous selection, then back to the desired position.
If unsuccessful:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed .
The autopilot may be used down to 500 ft AGL. As it is not tuned for abnormal configurations,
its behavior can be less than optimum and must be monitored.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 10/32
FCOM Q to R → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL FLAPS FAULT/LOCKED (Cont'd)
L12
STATUS
APPR PROC INOP SYS
FLAPS
FOR LDG (IF FLAPS ≤ 3)............................ USE FLAP 3 (1)
AP 1+2
This line is replaced by “FOR LDG : USE FLAP 3” when A/THR
(1)
CONF 3 is selected, as a reminder (1)
Moreover, both FDs are lost
FLAPS (IF FLAPS>3)......................... KEEP CONF FULL CAT 2
(1)
GPWS FLAP MODE (IF FLAPS < 3)......................... OFF
GPWS LDG FLAP 3 (IF FLAPS ≥ 3)........................... ON
APPR SPD............................................................ REFER
TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
LDG DIST PROC...................................................APPLY
ENG 1 APPR IDLE ONLY (Only in case of FLAPS FAULT)
ENG 2 APPR IDLE ONLY (Only in case of FLAPS FAULT)
INCREASED FUEL CONSUMP (Refer to PRO-ABN-27
F/CTL FLAPS/SLATS FAULT/LOCKED)
(1) (If both flap channels fault.)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 11/32
FCOM ←R 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL FLAPS/SLATS FAULT/LOCKED
MAX SPEED
Flaps(1)
F=0 0<F≤1 1<F≤2 2<F≤3 F>3
Slats(1)
S=0 NO LIMITATION Not allowed
0 < S <1 215 kt (177 kt)
230 kt 200 kt 185 kt
S=1
1<S≤3 200 kt
S>3 177 kt
(1) Slats/Flaps position displayed on the upper ECAM display.
APPR SPD
Flaps(1)
F=0 0<F<1 1≤F<2 2≤F<3 F≥3
Slats(1)
VREF +60 (Appr) (FLAPS > 3
S=0
VREF +50 (Touch Down) VREF +30 VREF +25 not allowed)
0<S<1 VREF +45 VREF +25
1≤S≤3 VREF +10
VREF +25 VREF +15 VREF +10
S>3 VREF +5
(1) Slats/Flaps position displayed on the upper ECAM display.
CAUTION For flight with SLATS or FLAPS extended, fuel consumption is increased.
Refer to the fuel flow indication.
As a guideline, determine the fuel consumption in clean configuration, at the same
altitude without airspeed limitation (e.g. from ALTERNATE FLIGHT PLANNING
tables, Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA), and
multiply this result by the applicable Fuel Penalty Factor provided in the QRH Refer
to QRH/PER-B Fuel Penalty Factors Tables to obtain the fuel penalty required to
reach the destination in the current configuration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 12/32
FCOM S 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL GND SPLR / 1+2 / 3+4 / FAULT
Crew awareness.
L2
GND SPLR FAULT:
Loss of ground spoiler function in SEC 1+3, or 1+2, or 2+3, or 1+2+3.
If ground spoiler function is lost in SEC (1+2) or (1+3), one reverser is inoperative.
If ground spoiler function is lost in SEC (1+2+3), both reversers are inoperative.
In any case, the autobrake function is lost.
GND SPLR 1+2(3+4) FAULT:
Loss of ground spoiler function in SEC 3 (or 1).
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
GND SPLR (affected)
F/CTL L (R) AIL FAULT
Crew awareness.
L12
STATUS
INOP SYS
L (R) AIL
Note: With one or both aileron fault(s), fuel consumption is increased.
Disregard FMS predictions and refer to QRH/PER-B Fuel Penalty Factors Tables in
order to find the applicable Fuel Penalty Factor.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 13/32
FCOM T to U 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL L (R) ELEV FAULT
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2 Note: If the L(R) elevator fails, the ELACs loose pitch control through the elevator. Therefore,
the SECs control pitch in alternate law. This is not the case, if the right elevator is lost, due
to the failure of B+Y hydraulic circuits. Pitch normal law remains active in ELAC.
L1 MAX SPEED.............................................................................................................................320 KT
L2 Speed is limited, due to the loss of high-speed protection.
L1 SPD BRK.......................................................................................................................DO NOT USE
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
SPD BRK...........................................................DO NOT USE
F/CTL PROT
APPR PROC L (R) ELEV
ELAC PITCH
AP 1+2
FOR LDG......................................................USE FLAP 3 CAT 2
This line is replaced by “FOR LDG : USE FLAP 3” when
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when flaps in CONF 3.
APPR SPD................................................... VREF+10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll.Refer to
PRO_ABN_27_F/CTL DIRECT LAW.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 14/32
FCOM V 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL L+R ELEV FAULT
MAX SPEED.............................................................................................................................320/.77
L2 Due to loss of high speed protections.
L1 MAN PITCH TRIM........................................................................................................................ USE
L2 Only manual trim is available for pitch control.
L1 SPD BRK.......................................................................................................................DO NOT USE
L2 Do not use speed brakes, because it is difficult to control the induced pitch moment with manual
pitch trim only.
L12
STATUS
MAX SPEED................................................................ 320/.77 INOP SYS
SPD BRK...........................................................DO NOT USE
L+R ELEV
APPR PROC ELAC PITCH
AP 1+2
CAT 2
FOR LDG......................................................USE FLAP 3
This line is replaced by “FOR LDG : USE FLAP 3” when
CONF 3 is selected, as a reminder
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3.
MAN PITCH TRIM..................................................... USE
APPR SPD.........................................................VREF+10
LDG DIST PROC...................................................APPLY
PITCH MECH BACK UP
ROLL DIRECT LAW
F/CTL L(R) SIDESTICK FAULT
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 15/32
FCOM W to X 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SEC 1 (2) (3) FAULT
SEC (AFFECTED)....................................................................................................... OFF THEN ON
IF UNSUCCESSFUL:
SEC (AFFECTED).................................................................................................................. OFF
L2 Associated spoilers are lost.
If all spoilers are inoperative (3 SECs failed), roll direct law and pitch alternate law become
active.
L1 SPD BRK (IF SEC 1 AFFECTED)..........................................................................DO NOT USE
L2 VLS would not be corrected, if speed brakes 2 extend (no speed brake position sent to FACs).
L1
If SEC 1 + 2 + 3 fail
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
PROT LOST
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 16/32
FCOM Y→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SEC 1 (2) (3) FAULT (Cont'd)
L12
STATUS
SPD BRK...........................................................DO NOT USE INOP SYS
(If SEC 1 is affected.) (1)
F/CTL PROT
If SEC 1 + 2 + 3 fail: SPLR (associated)
FOR LDG............................................... USE FLAP 3 SEC (affected)
APPR SPD........................................... VREF + 10KT REVERSER 1(2)
(2)
(3)
LDG DIST PROC...................................................APPLY AUTO BRK
• (If SEC 1 + 2 + 3 fail).
ALTN LAW: PROT LOST
• If no AP engaged
and
SEC 1 + 2 + 3 fail.
WHEN L/G DN: DIRECT LAW
If SEC 1 + 2 + 3 fail. In such a case, the LGCIU
information can no longer be sent to the ELAC. For the
activation of DIRECT law, the ELAC uses the condition
“slats and flaps in CONF 2”, instead of “landing gear
down”.
• If AP engaged
and
SEC 1 + 2 + 3 fail.
WHEN L/G DN AND AP OFF: DIRECT LAW
If SEC 1 + 2 + 3 fail. In such a case, the LGCIU
information can no longer be sent to the ELAC. For the
activation of DIRECT law, the ELAC uses the condition
“slats and flaps in CONF 2”, instead of “landing gear
down”.
(1) (If SEC 1 + 2 + 3 fail)
(2) (If SEC 1 + 2 fail, reverser 1 is not available for landing. If SEC 1 + 3 fail, reverser 2 is not
available for landing)
(3) (If at least 2 SECs fail)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 17/32
FCOM ←Y 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SIDESTICK PRIORITY
L2 A failure is detected in the sidestick priority logic circuit.
L1 CHECK PRIORITY LOGIC
L2 Check the integrity of flight control priority, as follows (not displayed on ECAM) :
L1 ELAC 1........................................................................................................................ OFF THEN ON
L2 Note: When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground setting
position (0 °).
L1 ELAC 2........................................................................................................................ OFF THEN ON
L2
If the warning disappears:
CAPT TAKE OVER pb..................................................................... PRESS (at least 3 seconds)
Check that the :
‐ Aural “priority left” message is activated.
‐ F/O red arrow light is on.
CAPT TAKE OVER pb..................................................................................................RELEASE
F/O TAKE OVER pb.........................................................................PRESS (at least 3 seconds)
Check that the:
‐ Aural “priority right” message is activated
‐ CAPT red arrow light is on.
F/O TAKE OVER pb..................................................................................................... RELEASE
Check that the warning does not reappear.
Note: There is no need to move the sidestick for the check.
If the warning does not disappear, or if the warning reappears after the above check:
Maintenance action is due.
F/CTL SLAT (FLAP) TIP BRK FAULT
L2 Failure of one slat or flap wingtip brake.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 18/32
FCOM Z to AA 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SLAT SYS 1(2) FAULT
Crew awareness.
STATUS
SLATS SLOW
F/CTL SLATS AND FLAPS FAULT IN CONF 0
FLAPS LEVER.....................................................................................................................RECYCLE
If both slat channels fail:
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 19/32
FCOM AB to AC → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SLATS AND FLAPS FAULT IN CONF 0 (Cont'd)
L12
STATUS
• If both slat channels fail: INOP SYS
MAX SPEED..........................................................320 KT
(1)
ALTN LAW: PROT LOST F/CTL PROT
SLATS
APPR PROC FLAPS
(2)
AP 1+2
(2)
FOR LDG......................................................USE FLAP 1 A/THR
(2)
Moreover, both FDs are lost
With FLAPS lever set at 1, AP/FD GO AROUND mode is (2)
CAT 2
available.
CTR TK PUMPS........................................................ OFF
GPWS FLAP MODE...................................................OFF
APPR SPD..................................................VREF +60 KT
Approach with A/THR in selected mode is recommended.
If both slat channels fail:
WHEN L/G DN: DIRECT LAW
AT 300 FT AGL:
TARGET SPD.......................................VREF +50 KT
Reduce speed between 500 ft and 300 ft to reach
VREF +50 kt at runway threshold and disconnect
A/THR, as the target speed may be below VLS.
LDG DIST PROC............................................ APPLY
• Only in case of FLAPS FAULT:
ENG 1 APPR IDLE ONLY
ENG 2 APPR IDLE ONLY
(1) (If both slat channels fail.)
(2) (If both slat or flap channels fail.)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 20/32
FCOM ← AC 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SLATS FAULT/LOCKED
WING TIP BRK ON
L2 (If slats locked)
L1 MAX SPEED................................REFER TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
L2 Speed is limited to the VFE corresponding to the next slat position.
L1 FLAPS LEVER (IF SLATS NOT LOCKED)........................................................................ RECYCLE
L2 Return to the previous selection, then back to the desired position.
L1
If unsuccessful:
L2
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed.
The autopilot may be used down to 500 ft AGL. As it is not tuned for the abnormal
configurations, its behavior could be less than optimum and must be monitored.
Note: If there is a SLATS FAULT after both slat channels fail, alternate law becomes active
(Refer to PRO-ABN-27 F/CTL ALTN LAW).
L1
If slats not at zero:
FUEL MODE SEL............................................................................................................MAN
L2 To allow CTR TK feeding.
L1 CTR TK PUMPS.....................................................................................................AS RQRD
L2 Set CTR TK PUMPS pb to OFF when CTR TK is empty or during approach.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 21/32
FCOM AD → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SLATS FAULT/LOCKED (Cont'd)
L12
STATUS
APPR PROC INOP SYS
(1)
F/CTL PROT
FOR LDG......................................................USE FLAP 3
SLATS
This line is replaced by “FOR LDG : USE FLAP 3” when AP 1+2
(1)
CONF 3 is selected, as a reminder. (1)
A/THR
CTR TK PUMPS........................................................ OFF Moreover, both FDs are lost
(1)
GPWS LDG FLAP 3.................................................... ON CAT 2
(1)
APPR SPD............................................................ REFER
TO PRO-ABN-27 F/CTL FLAPS/SLATS FAULT/LOCKED
LDG DIST PROC...................................................APPLY
CTR TK FEED: MAN ONLY
• If both slat channels fail:
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
INCREASED FUEL CONSUMP (Refer to PRO-ABN-27
F/CTL FLAPS/SLATS FAULT/LOCKED)
(1) (If both slat channels fail.)
F/CTL SPD BRK 2(3+4) FAULT
L2 Loss of speedbrake surfaces, due to failure of speedbrake lever transducer(s). In addition
associated ground spoilers are available only through reverse selection.
L1
If SPD BRK 3+4 affected:
SPD BRK................................................................................................................ DO NOT USE
L2 Do not use speedbrakes since it is not efficient to use only surfaces n° 2, and would active the
SPD BRK DISAGREE caution.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 22/32
FCOM ← AD to AE → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SPD BRK 2(3+4) FAULT (Cont'd)
STATUS
• If SPD BRK 3+4 affected: INOP SYS
SPD BRK.................................................... DO NOT USE
LDG DIST PROC...................................................APPLY SPD BRK (affected)
F/CTL SPD BRK DISAGREE
(SURFACES 3+4 AFFECTED)
L2 Surfaces' position not in agreement with the handle position.
L1 SPD BRK LEVER................................................................................................................RETRACT
SPD BRK.......................................................................................................................DO NOT USE
STATUS
SPD BRK...........................................................DO NOT USE INOP SYS
SPD BRK 3+4
F/CTL SPD BRK DISAGREE
(SURFACES 2+3+4 AFFECTED)
L2 After automatic retraction (due to activation of alpha protection or slats/flaps in configuration full),
surface position is not in agreement with handle position.
L1 SPD BRK LEVER................................................................................................................RETRACT
F/CTL SPD BRK FAULT
L2 Loss of speedbrake surfaces, due to failure of the speedbrake lever transducer(s). In addition,
associated ground spoilers are available only through reverse selection.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 23/32
FCOM ← AE to AH → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL SPD BRK FAULT (Cont'd)
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
SPD BRK
F/CTL SPD BRK STILL OUT
Crew awareness.
F/CTL SPLR FAULT
L2 Loss of one or more spoilers.
Note: If heavy vibrations are felt, CONF 3 may be used for landing in order to reduce the
buffeting.
L1 SPD BRK (IF SPOILERS 3+4 AFFECTED).................................................................. DO NOT USE
L2 Do not use speedbrakes, since using only surfaces N° 2 is not efficient and would activate the SPD
BRK DISAGREE caution.
STATUS
• If spoilers 3+4 affected: INOP SYS
SPD BRK.................................................... DO NOT USE
LDG DIST PROC...................................................APPLY SPLR (affected)
(1)
SPD BRK
(1) (If spoilers 2+3+4 affected)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 24/32
FCOM ← AH to AJ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL STABILIZER JAM
L2 When the Flight Control Computers detect a loss of electrical control of the stabilizer, pitch control
law reverts to alternate law. Depending on the type of failure, the MAN PITCH TRIM may still be
available.
L1 MAN PITCH TRIM................................................................................................................... CHECK
L2 The force needed on the PITCH TRIM wheel may be higher than during pre-takeoff manual setting.
L1
IF MAN TRIM AVAIL:
TRIM FOR NEUTRAL ELEV
L2 If manual pitch trim is available, trim to maintain the elevator at the zero position (indications on
ECAM F/CTL page).
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 25/32
FCOM AK → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL STABILIZER JAM (Cont'd)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
APPR PROC: F/CTL PROT
STABILIZER
ELAC PITCH
FOR LDG......................................................USE FLAP 3 AP 1 + 2
This line is replaced by “FOR LDG : USE FLAP 3” when CAT 2
CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3.................................................... ON
Will be displayed when flaps in CONF 3
IF MAN TRIM NOT AVAIL:
WHEN CONF 3 AND VAPP:
L/G................................................................... DN
Landing gear extension is delayed, in order to
delay the switching to direct law.
APPR SPD:................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
At landing gear extension, control reverts to direct law
in pitch, as well as in roll. Refer to PRO-ABN-27 F/CTL
DIRECT LAW.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 26/32
FCOM ← AK 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
STABILIZER JAM
L2 The ELACs may not detect a stabilizer jam when the pitch trim wheel is jammed.
The flight control normal law remains active in this case and there is no ECAM warning.
Apply the following procedure.
L1 AP.................................................................................................................................................. OFF
MAN PITCH TRIM................................................................................................................... CHECK
L2 The pitch trim wheel may not be fully jammed, the force needed may be higher than pre-takeoff
manual setting.
L1
IF MAN TRIM AVAIL:
TRIM FOR NEUTRAL ELEV
L2 If manual pitch trim is available, trim to maintain the elevator at the zero position (indications on
F/CTL SD page).
L1 APPR PROC
IF MAN TRIM NOT AVAIL:
FOR LDG.............................................................................................................. USE FLAP 3
L2 Do not select configuration full so as not to degrade the handling qualities.
L1 GPWS LDG FLAP 3.............................................................................................................ON
CAT 2 INOP
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 27/32
FCOM AL 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
ACTIVE CONTROL LAW
ACTIVE LAW ▸ PITCH
ROLL YAW
SYS FAILED▾ LAW PROTEC
ELAC 1 or 2
NORM NORM NORM NORM
or SEC 1 or 2
ELAC 1 and 2
ALTN REDUCED DIRECT ALTN
or both ailerons
2 SEC NORM NORM NORM NORM
3 SEC ALTN REDUCED DIRECT ALTN
2 FAC ALTN REDUCED DIRECT MECH
Yaw damper ALTN REDUCED DIRECT MECH
2 SFCC (slat channel) ALTN NO DIRECT ALTN
2 ADR or 2 IR
ALTN REDUCED DIRECT ALTN
(2nd self detected)
NO
2 ADR (2nd
ALTN ––––– DIRECT ALTN
not self detec.)
REDUCED (1)
DIRECT NO MECH
2 IR (2nd not
––––– ––––– DIRECT –––––
self detec.)
ALTN (2) REDUCED (2) ALTN (2)
3 ADR ALTN (6) NO DIRECT MECH
3 IR DIRECT NO DIRECT MECH
NORM NORM NORM NORM
2 RADIO ALT ––––– ––––– ––––– –––––
DIRECT (4) NO (4) DIRECT (4) MECH (4)
SPOILER 4 or
NORM NORM NORM NORM
5 or (4 and 5)
All SPOILERS ALTN REDUCED DIRECT ALTN
1 AIL SERVO
NORM NORM NORM NORM
or 1 AILERON
1 ELEV SERVO NORM NORM NORM NORM
1 ELEVATOR ALTN REDUCED DIRECT ALTN
NORM NORM NORM NORM
THS (jammed) (5)
ALTN REDUCED DIRECT ALTN
HYD G or Y or B NORM NORM NORM NORM
HYD G + Y ALTN REDUCED DIRECT MECH
HYD G + B ALTN NO DIRECT ALTN
HYD Y + B NORM NORM NORM NORM
on BATTERIES ALTN REDUCED DIRECT MECH
MECH
on EMER GEN ALTN REDUCED DIRECT
–––––
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 28/32
FCOM AM → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
ACTIVE CONTROL LAW (Cont'd)
ACTIVE LAW ▸ PITCH
ROLL YAW
SYS FAILED▾ LAW PROTEC
ALTN (3)
(1) In case of AOA disagree
(2) After the faulty IR is selected OFF
(3) After FAC 1 is reset
(4) When landing gear down (or CONF 2, if both LGCIUs faulty)
(5) Depending where the failure is, control law may revert to alternate law
(6) DIRECT when in clean configuration
ELEVATORS AND STABILIZER CONTROL AFTER FAILURE
LEFT ELEVATOR THS RIGHT ELEVATOR
BLUE GREEN GREEN AND YELLOW YELLOW BLUE
NORM OPERATION ELAC 2 ELAC 2 ELAC 2
SINGLE FAILURE
ELAC 2 ELAC 1 ELAC 1 ELAC 1
ELAC 1 ELAC 2 ELAC 2 ELAC 2
SEC 2 ELAC 2 ELAC 2 ELAC 2
SEC 1 ELAC 2 ELAC 2 ELAC 2
G ELAC 1 ELAC 1 ELAC 1
Y ELAC 1 ELAC 1 ELAC 1
B ELAC 2 ELAC 2 ELAC 2
DOUBLE FAILURE
ELAC + ELAC 1 SEC 2 SEC 2 SEC 2
2
+ SEC 2 ELAC 1 ELAC 1 ELAC 1
+ SEC 1 ELAC 1 ELAC 1 ELAC 1
+G ELAC 1 ELAC 1 ELAC 1
+Y ELAC 1 ELAC 1 ELAC 1
+B SEC 2 SEC 2 SEC 2
ELAC + SEC 2 ELAC 2 ELAC 2 ELAC 2
1
+ SEC 1 ELAC 2 ELAC 2 ELAC 2
+G SEC 1 SEC 2 SEC 2
+Y SEC 2 SEC 2 SEC 1
+B ELAC 2 ELAC 2 ELAC 2
SEC 2 + SEC 1 ELAC 2 ELAC 2 ELAC 2
+G ELAC 1 ELAC 1 ELAC 1
+Y ELAC 1 ELAC 1 ELAC 1
+B ELAC 2 ELAC 2 ELAC 2
SEC 1 + G ELAC 1 ELAC 1 ELAC 1
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 29/32
FCOM ← AM to AN → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
Continued from the previous page
+Y ELAC 1 ELAC 1 ELAC 1
+B ELAC 2 ELAC 2 ELAC 2
G+Y ELAC 1 INOP ELAC 1
B+G Damped ELAC 2 ELAC 2
B+Y ELAC 2 ELAC 2 Damped
TRIPLE FAILURE
ELAC 2
ELAC + SEC 2 SEC 1 SEC 1 SEC 1
1
+ SEC 1 SEC 2 SEC 2 SEC 2
+G SEC 1 SEC 2 SEC 2
+Y SEC 2 SEC 2 SEC 1
+B SEC 2 SEC 2 SEC 2
SEC 2 + SEC 1 ELAC 1 ELAC 1 ELAC 1
+G ELAC 1 ELAC 1 ELAC 1
+Y ELAC 1 ELAC 1 ELAC 1
+B Centered Mechanical Centered
SEC 1 + G ELAC 1 ELAC 1 ELAC 1
+Y ELAC 1 ELAC 1 ELAC 1
+B SEC 2 SEC 2 SEC 2
G+Y ELAC 1 INOP ELAC 1
B+G Damped SEC 2 SEC 2
B+Y SEC 2 SEC 2 Damped
ELAC 1
SEC 2 + SEC 1 ELAC 2 ELAC 2 ELAC 2
+G SEC 1 SEC 1 SEC 1
+Y SEC 1 SEC 1 SEC 1
+B ELAC 2 ELAC 2 ELAC 2
SEC 1 + G Damped SEC 2 SEC 2
+Y SEC 2 SEC 2 Damped
+B ELAC 2 ELAC 2 ELAC 2
G+Y SEC 1 INOP SEC 1
B+G Damped ELAC 2 ELAC 2
B+Y ELAC 2 ELAC 2 Damped
SEC 2
SEC 1 + G ELAC 1 ELAC 1 ELAC 1
+Y ELAC 1 ELAC 1 ELAC 1
+B ELAC 2 ELAC 2 ELAC 2
G+Y ELAC 1 INOP ELAC 1
B+G Damped ELAC 2 ELAC 2
B+Y ELAC 2 ELAC 2 Damped
SEC 1
G+Y ELAC 1 INOP ELAC 1
B+G Damped ELAC 2 ELAC 2
B+Y ELAC 2 ELAC 2 Damped
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 30/32
FCOM ← AN 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
F/CTL RUDDER JAM
L2 Rudder jamming may be detected by undue (and adverse) pedal movement during rolling
maneuvers.
This is because the yaw damper orders can no longer be sent to the rudder, but are fed back to the
pedals.
Use F/CTL SD page for a visual check of the rudder position.
L1 FOR APPROACH
AVOID LANDING WITH CROSSWIND from the side where the rudder is deflected.
MAX CROSSWIND for LDG 15 kt
AUTO BRK................................................................................................................ DO NOT USE
L2 Do not use the autobrake, so as not to delay the application of differential braking at landing roll.
L1 FOR LDG...................................................................................................... USE NORMAL CONF
SPEED AND TRAJECTORY............................................................................... STABILIZE ASAP
LDG DIST PROC..................................................................................................................APPLY
ON GROUND
DIFFERENTIAL BRAKING.............................................................................................USE ASAP
L2 Do not use asymmetric reverse thrust.
Use nosewheel steering handle below 70 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 31/32
FCOM AO 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS
OPERATING MANUAL
SIDESTICK/RUDDER PEDALS STIFF
L2
Even if the autopilot is disengaged, the sidestick and/or the rudder pedals may be stiff. This may
affect either:
‐ Both sidesticks (CAPT and F/O) at the same time, but not the rudder pedals, or
‐ One sidestick and the rudder pedals at the same time.
The piloting technique remains the same: The aircraft remains responsive.
However, the flight crew should keep in mind that they may need to use extra force on the
sidesticks and/or the rudder pedals.
The extra force required to move the controls out of the neutral position is moderate.
This extra force does not significantly affect the handling of the aircraft.
L1
If sidesticks and/or rudder pedals are stiff after autopilot disengagement, apply the
following procedure:
AP DISENGAGEMENT................................................................................................. CONFIRM
L2 Confirm autopilot disengagement by checking that either:
‐ The FMA no longer displays the AP1(2) indication, or
‐ The AP lights on the FCU are off, or
‐ The ECAM displays the AP1(2) OFF red message, or
‐ The cavalry charge audio alert has triggered.
L1
CONSIDER TRANSFERRING CONTROL TO PNF
L2 If the PNF’s sidestick is not affected.
L1
FOR DECRAB, ROLLOUT, OR ENGINE FAILURE
BE PREPARED TO APPLY EXTRA FORCE ON RUDDER PEDAL
L2 Not applicable if both sidesticks are stiff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-27 P 32/32
FCOM AP 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL APU LP VALVE FAULT
Crew awareness.
FUEL AUTO FEED FAULT
FUEL MODE SEL.........................................................................................................................MAN
L2 The center tank pumps will run and feed the engines.
L1
Fuel in one wing tank < 5 000 kg (11 000 lb ) and in center tank > 250 kg (550 lb ):
CTR TK PUMP 1......................................................................................................................ON
CTR TK PUMP 2......................................................................................................................ON
L2 When the center tank is empty, CTR TK PUMP LO PR warning will come on.
If the center tank is not empty at slat extension, CTR TK PUMPs should be switched OFF. This
action will prevent a possible wing tank overflow on ground, due to IDG fuel recirculation.
L1
CTR TK PUMPS running after slat extension, or LO LVL in center tank:
CTR TK PUMP 1....................................................................................................................OFF
CTR TK PUMP 2....................................................................................................................OFF
STATUS
CTR TK FEED : MAN ONLY
FUEL CTR TK PUMP 1(2) LO PR
IF NO FUEL LEAK:
FUEL X FEED.......................................................................................................................... ON
CTR TK PUMP (AFFECTED)....................................................................................................... OFF
L2 A fuel imbalance may occur, if the performance of the pumps of one wing is different from that of
the other wing, and the CTR TK PUMP that is not affected stops automatically because:
‐ The R(L) INR TK is full, or
‐ The CTR TK is empty.
In this case, apply the FUEL IMBALANCE procedure, as required. When the CTR TK is empty, the
X FEED pb-sw may be turned off, to avoid a possible fuel imbalance.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 1/12
FCOM A to C → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL CTR TK PUMP 1(2) LO PR (Cont'd)
STATUS
INOP SYS
CTR TK PUMP 1(2)
FUEL CTR TK PUMPS LO PR
L2 Set FUEL MODE SEL pb-sw to MAN, to avoid the possible triggering of the FUEL CTR TK PUMPS
OFF ECAM caution.
L1 CTR TK PUMP 1.......................................................................................................................... OFF
CTR TK PUMP 2.......................................................................................................................... OFF
CTR TK UNUSABLE
L2 Gravity feeding from the center tank is not possible (no by-pass valve fitted on the center tank
pumps).
STATUS
CTR TK FUEL UNUSABLE INOP SYS
CTR TK PUMPS
FUEL CTR TK PUMPS OFF
L2
The center tank pumps pushbuttons are OFF, with slats retracted.
L1 CTR TK PUMP 1............................................................................................................................ ON
CTR TK PUMP 2............................................................................................................................ ON
FUEL ENG 1(2) LP VALVE OPEN
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 2/12
FCOM ← C to F 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL FQI CH 1(2) FAULT
Crew awareness.
FUEL IMBALANCE
FOB.......................................................................................................................................... CHECK
Compare the FOB + FU, with the FOB at departure.
If the difference is significant, or if the FOB + FU decreases, suspect a fuel leak.
CAUTION A fuel imbalance may indicate a fuel leak.
Do not apply this procedure, if a fuel leak is suspected.
Refer to PRO-ABN-28 FUEL LEAK.
FUEL X FEED.................................................................................................................................ON
On the lighter side and in the center tank:
FUEL PUMPS......................................................................................................................... OFF
When fuel is balanced:
FUEL PUMPS (WING + CTR)................................................................................................. ON
FUEL X FEED........................................................................................................................ OFF
Note: There is no requirement to correct an imbalance, until the ECAM fuel advisory is
displayed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 3/12
FCOM G to H 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL LEAK
A fuel leak may be detected, if:
‐ The sum of FOB and FU significantly less than FOB at engine start or is decreasing, or
‐ A passenger observes fuel spray from engine/pylon or wingtip/sharklet, or
‐ The total fuel quantity is decreasing at an abnormal rate, or
‐ A fuel imbalance is developing, or
‐ Fuel quantity in a tank is decreasing too fast (leak from engine/pylon, or hole in a tank), or
‐ The Fuel flow is excessive (leak from engine), or
‐ Fuel is smelt in the cabin.
‐ The destination EFOB turns to amber on the F-PLN (or on the FUEL PRED) page, or
‐ ”DEST EFOB BELOW MIN” appears on the MCDU scratchpad.
If visibility permits, leak source may be identified by a visual check from the cabin.
WHEN A LEAK IS CONFIRMED
LAND ASAP
LEAK FROM ENGINE/PYLON CONFIRMED:
Engine fuel leak can be confirmed by excessive fuel flow indication, or a visual check.
THR LEVER (of affected engine)...................................................................................... IDLE
ENG MASTER (of affected engine)....................................................................................OFF
FUEL X FEED.................................................................................................. USE AS RQRD
If the leak stops, the crossfeed valve can now be opened to re-balance fuel quantity, or to
enable use of fuel from both wings. Do not restart the engine.
LEAK FROM ENGINE/PYLON NOT CONFIRMED or LEAK NOT LOCATED:
Stop any fuel transfer, and then monitor the depletion rate of each inner tank, to determine
if the leak is from an engine or a wing (case 1), or from the Center tank, or the APU feeding
line (case 2).
FUEL X FEED...........................................................................................MAINTAIN CLOSED
The crossfeed valve must remain closed to prevent the leak from affecting both sides.
CTR TK PUMP 1+2............................................................................................................ OFF
Each engine is fed via its associated inner tank only.
INNER TANK FUEL QUANTITIES........................................................................... MONITOR
Monitor the depletion rate of each inner tank.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 4/12
FCOM I→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL LEAK (Cont'd)
CASE 1: IF ONE INNER TANK DEPLETES FASTER THAN THE OTHER BY AT
LEAST 300 kg (660 lb) IN LESS THAN 30 MINUTES:
An engine leak may still be suspected. Therefore:
THR LEVER (engine on leaking side)........................................................................ IDLE
ENG MASTER (engine on leaking side)......................................................................OFF
CTR TK PUMP 1+2....................................................................................................... ON
FUEL LEAK........................................................................................................ MONITOR
If leak stops:
If the inner tank fuel quantity of the affected side stops decreasing, the engine leak is
confirmed and stopped.
FUEL X FEED..................................................................................... USE AS RQRD
The crossfeed valves can now be opened to re-balance fuel quantity, or to enable
use of fuel from both wings. Do not restart the engine.
If leak continues (after engine shutdown):
The inner tank fuel quantity of the affected side continues to decrease. If the leak
has not stopped after engine shut down, a leak from the wing may be suspected.
ENGINE RESTART....................................................................................CONSIDER
CAUTION Do not apply the FUEL IMBALANCE procedure. Approach and landing
can be done, even with one full wing/one empty wing.
CASE 2: IF BOTH INNER TANKS DEPLETE AT A SIMILAR RATE:
A leak from the Center tank or the APU feeding line may be suspected.
If fuel smell in the cabin:
APU (if ON)............................................................................................................OFF
This prevents additional fuel loss through the APU feeding line.
When fuel quantity in one inner tank is less than 3 tons (6600 lb):
CTR TK PUMP 1+2.................................................................................................ON
FOR LANDING
CAUTION Do not use reversers.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 5/12
FCOM ←I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) OUTER (INNER) TK HI TEMP
L2 This caution may spuriously trigger due to interference from communication equipment.
Therefore, the flight crew should wait 2 min while the fuel temperature measurement is updated.
After 2 min, if the ECAM caution has not disappeared, the flight crew must apply the following
procedure:
L1 GALLEY......................................................................................................................................... OFF
L2 Reducing electrical loads reduce heat emitted by IDG.
L1
On the ground:
LIMITED TAXI TIME
If temp reaches 60° C in outer cell or 54° C in inner cell:
DELAY T.O.
ENG MASTER (AFFECTED SIDE)................................................................................. OFF
In flight:
ENG F. FLOW (AFFECTED SIDE)............................................................................. INCREASE
L2 Disconnect autothrust. Adjust the thrust lever to increase fuel flow through the IDG oil heat
exchanger and decrease the temperature of the fuel returning to the outer cell.
L1
IF TEMP ABV 65 DEG C in outer cell or 57 DEG C in inner cell:
APU.........................................................................................................................AS RQRD
L2 APU if available may be started and APU GEN used to allow IDG disconnection.
L1
If opposite GEN avail:
IDG (AFFECTED SIDE).............................................................................................OFF
FUEL L (R) OUTER (INNER) TK LO TEMP
On the ground before takeoff:
DELAY T.O
L2 Do not takeoff until temperatures are within limits.
L1
In flight:
Crew awareness.
L2 Consider descending to a lower altitude and/or increasing Mach to increase TAT.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 6/12
FCOM J to K 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) TK PUMP 1(2) LO PR
TK PUMP (AFFECTED)................................................................................................................OFF
L2 Note: Aircraft altitude must be limited to 35 000 ft if a single fuel pump feeds both engines with
hot JET B (JP4) fuel (fuel temperature above 30 °C).
STATUS
INOP SYS
TK PUMP (affected)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 7/12
FCOM L 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) TK PUMP 1 + 2 LO PR
(CENTER TANK EMPTY)
L2 The alert is automatically recalled, when reaching FL 150, while climbing or descending.
L1
IF NO FUEL LEAK:
FUEL X FEED (IF ABOVE FL150).......................................................................................... ON
ENG MODE SEL............................................................................................................................IGN
L2 The selection of continuous relight protects against flame-out, caused by possible fuel supply
surging.
L1 TK PUMP 1 (AFFECTED).............................................................................................................OFF
TK PUMP 2 (AFFECTED).............................................................................................................OFF
WHEN TK (affected) FUEL RQRD:
TK (AFFECTED) FEED.......................................................................................... GRVTY ONLY
L2 Apply GRVTY FUEL FEED procedure, (Refer to PRO-ABN-28 GRVTY FUEL FEEDING).
Fuel from the affected tank may be used immediately if there is no ceiling limitation for gravity
fuel feeding.
L1 FUEL X FEED (IF BELOW FL150)...............................................................................................OFF
If FUEL X FEED off:
L2
As long as fuel X feed is closed, associated engine is fed by gravity only.
L1
PROC: GRVTY FUEL FEEDING
L2 Apply GRVTY FUEL FEED procedure, (Refer to PRO-ABN-28 GRVTY FUEL FEEDING).
L1
AVOID NEGATIVE G FACTOR
L2 Avoiding negative g will prevent fuel surging and therefore reduce the risk of engine
malfunction.
STATUS
• If FUEL X FEED off: INOP SYS
PROC:GRVTY FUEL FEEDING
AVOID NEGATIVE G FACTOR TK PUMPS (affected)
TK (AFFECTED) GRVTY FEED ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 8/12
FCOM M 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) TK PUMP 1 + 2 LO PR (CENTER TANK NOT EMPTY)
FUEL MODE SEL (IF CTR TK NOT FEEDING)..........................................................................MAN
L2 Setting FUEL MODE SEL pb-sw to MAN will allow center tank pumps to run.
If the center tank is not empty at slat extension, CTR TK PUMPs should be switched OFF. This
action will prevent a possible wing tank overflow on ground, due to IDG fuel recirculation.
L1 TK PUMP 1 (AFFECTED).............................................................................................................OFF
TK PUMP 2 (AFFECTED).............................................................................................................OFF
WHEN TK (affected) FUEL RQRD:
L2 Apply the GRVTY FUEL FEEDING procedure, (Refer to PRO-ABN-28 GRVTY FUEL
FEEDING).
L1 TK (AFFECTED) FEED.......................................................................................... GRVTY ONLY
PROC: GRVTY FUEL FEEDING
STATUS
PROC:GRVTY FUEL FEEDING INOP SYS
TK (AFFECTED) GRVTY FEED ONLY
TK PUMPS (affected)
CTR TK FEED: MAN ONLY
FUEL L (R) WING TK LO LVL
If center tank not empty:
FUEL MODE SEL.................................................................................................................. MAN
IF NO FUEL LEAK AND FUEL IMBALANCE:
FUEL X FEED.......................................................................................................................... ON
TK PUMP 1 (ON SIDE WITH LO LVL).................................................................................. OFF
TK PUMP 2 (ON SIDE WITH LO LVL).................................................................................. OFF
L2 Note: TK PUMP 1+2 (on side with LO LVL) LO PR warning will be triggered.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 9/12
FCOM N to O → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) WING TK LO LVL (Cont'd)
STATUS
• If center tank not empty: INOP SYS
CTR TK FEED: MAN ONLY
TK PUMPS
FUEL L + R WING TK LO LVL
LAND ASAP (AMBER)
FUEL MODE SEL (IF CENTER TANK NOT EMPTY)................................................................. MAN
ALL TK PUMPS.............................................................................................................................. ON
L2 All pumps in center tank and in wing tanks will run.
L1 FUEL X FEED............................................................................................................................... OFF
FUEL L (R) XFR VALVE CLOSED
L2 Note: When fuel quantity in affected wing reaches low level, corresponding WING TK LO LVL
warning is triggered.
L1 OUTER TK UNUSABLE (AFFECTED SIDE)
STATUS
OUTER TK UNUSABLE (affected side)
FUEL L (R) XFR VALVE OPEN
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 10/12
FCOM ← O to R → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FUEL L (R) XFR VALVE OPEN (Cont'd)
STATUS
INOP SYS
L (R) CELL VALVE
FUEL X FEED VALVE FAULT
L2 If valve failed open, maintain fuel balance with selective use of pumps.
If valve failed closed and if unable to maintain an acceptable balance, land as soon as possible.
L1
Crew awareness.
STATUS
INOP SYS
FUEL X FEED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 11/12
FCOM ← R to S 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
GRVTY FUEL FEEDING
ENG MODE SEL............................................................................................................................IGN
AVOID NEGATIVE G FACTOR
DETERMINE GRAVITY FEED CEILING:
Consult the following table to determine the flight altitude limitation.
Flight conditions at time of gravity feeding Gravity feed ceiling
Flight time above FL 300 more than 30 min Current FL(1)
(Fuel deaerated)
Flight time above FL 300 less than 30 min FL 300(1)
(Fuel non-deaerated)
Aircraft flight level never exceeded FL 300 FL 150(1), or 7 000 ft above takeoff
(Fuel non-deaerated) airport, whichever is higher
(1) For JET B, gravity feed ceiling is FL 100 in all cases.
DESCEND TO GRVTY FEED CEILING (if applicable).
WHEN REACHING GRVTY FEED CEILING:
FUEL X FEED........................................................................................................................ OFF
IF NO FUEL LEAK AND FOR AIRCRAFT HANDLING:
If no fuel leak, and for flight with only one engine running (this engine being fed by gravity),
apply the following :
FUEL X FEED.......................................................................................................................... ON
BANK ANGLE............................................................. 1° WING DOWN ON LIVE ENGINE SIDE
The fuel from the wing tank on the engine running side is used.
RUDDER TRIM.......................................................................................................................USE
Use rudder trim to maintain constant course and neutral stick.
WHEN FUEL IMBALANCE REACHES 1 000 kg (2 200 lb):
BANK ANGLE....................................................2° or 3° WING DOWN ON LIVE ENG SIDE
Use fuel from the opposite wing tank, until fuel imbalance is reduced to 0.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-28 P 12/12
FCOM T 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B RSVR LO AIR PR
IF PRESS FLUCTUATES:
BLUE ELEC PUMP.................................................................................................................OFF
ASSOCIATED PROCEDURES
B SYS LO PR
SECONDARY FAILURES
*F/CTL
L12
STATUS
APPR PROC INOP SYS
BLUE HYD
The probability of cavitation increases with altitude. SPLR 3
CAT 3 DUAL
Therefore, it may be possible to restore the system after
B ELEC PUMP
descending to a lower altitude.
HYD LO PR
BLUE ELEC PUMP................................................. AUTO
If sys not recovered:
LDG DIST PROC............................................ APPLY
SLATS SLOW
CAT 3 SINGLE ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 1/22
FCOM A 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B ELEC PUMP LO PR OR OVHT
BLUE ELEC PUMP....................................................................................................................... OFF
ASSOCIATED PROCEDURES
B SYS LO PR
SECONDARY FAILURES
*F/CTL
STATUS
APPR PROC INOP SYS
BLUE HYD
HYD LO PR SPLR 3
IF BLUE OVHT OUT: CAT 3 DUAL
BLUE ELEC PUMP...........................................AUTO B ELEC PUMP
LDG DIST PROC...................................................APPLY
SLATS SLOW
CAT 3 SINGLE ONLY
HYD B RSVR LO LVL
BLUE ELEC PUMP....................................................................................................................... OFF
ASSOCIATED PROCEDURES
B SYS LO PR
SECONDARY FAILURES
*F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 2/22
FCOM B to C → 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B RSVR LO LVL (Cont'd)
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
SLATS SLOW BLUE HYD
CAT 3 SINGLE ONLY SPLR 3
CAT 3 DUAL
EMER GEN
B ELEC PUMP
HYD B RSVR OVHT
BLUE ELEC PUMP....................................................................................................................... OFF
ASSOCIATED PROCEDURES
B SYS LO PR
SECONDARY FAILURES
*F/CTL
STATUS
APPR PROC INOP SYS
BLUE HYD
HYD LO PR SPLR 3
IF BLUE OVHT OUT: CAT 3 DUAL
BLUE ELEC PUMP...........................................AUTO B ELEC PUMP
If sys not recovered:
LDG DIST PROC............................................ APPLY
SLATS SLOW
CAT 3 SINGLE ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 3/22
FCOM ← C to D 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G ENG 1 PUMP LO PR
(PTU OPERATIVE)
GREEN ENG 1 PUMP..................................................................................................................OFF
STATUS
INOP SYS
G ENG 1 PUMP
HYD G ENG 1 PUMP LO PR
(PTU INOPERATIVE)
GREEN ENG 1 PUMP..................................................................................................................OFF
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
STATUS
L/G..............................................................GRVTY EXTN INOP SYS
LDG DIST PROC...................................................APPLY
GREEN HYD
SLATS/FLAPS SLOW SPLR 1+5
CAT 3 DUAL
CAT 3 SINGLE AUTO BRK
NORM BRK
L/G RETRACT
REVERSER 1
PTU
G ENG 1 PUMP
YAW DAMPER 1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 4/22
FCOM E to F 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G RSVR LO AIR PR
IF PRESS FLUCTUATES:
PTU......................................................................................................................................... OFF
GREEN ENG 1 PUMP........................................................................................................... OFF
G ENG 1 PUMP LO PR
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
L12
STATUS
APPR PROC INOP SYS
GREEN HYD
HYD LO PR SPLR 1 + 5
CAT 3 DUAL
The probability of cavitation increases with altitude.
AUTO BRK
Therefore, it may be possible to restore the system after NORM BRK
descending to a lower altitude. L/G RETRACT
GREEN ENG 1 PUMP.................................................ON REVERSER 1
YAW DAMPER 1
IF HYD NOT RECOVERED:
L/G....................................................... GRVTY EXTN
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION
LDG DIST PROC............................................ APPLY
ALTN Y BRK WITH A/SKID
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 5/22
FCOM G 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G RSVR LO LVL
PTU................................................................................................................................................OFF
GREEN ENG 1 PUMP..................................................................................................................OFF
G ENG 1 PUMP LO PR
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
L12
STATUS
L/G..............................................................GRVTY EXTN INOP SYS
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION
GREEN HYD
LDG DIST PROC...................................................APPLY SPLR 1 + 5
CAT 3 DUAL
ALTN Y BRK WITH A/SKID AUTO BRK
SLATS/FLAPS SLOW NORM BRK
CAT 3 SINGLE ONLY L/G RETRACT
REVERSER 1
YAW DAMPER 1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 6/22
FCOM H 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G RSVR OVHT
PTU................................................................................................................................................OFF
GREEN ENG 1 PUMP..................................................................................................................OFF
G ENG 1 PUMP LO PR
ASSOCIATED PROCEDURES
G SYS LO PR
SECONDARY FAILURES
*WHEEL
*F/CTL
L12
STATUS
APPR PROC INOP SYS
GREEN HYD
HYD LO PR SPLR 1 + 5
IF GREEN OVHT OUT: CAT 3 DUAL
GREEN ENG 1 PUMP.......................................... ON AUTO BRK
NORM BRK
IF HYD NOT RECOVERED: L/G RETRACT
L/G....................................................... GRVTY EXTN REVERSER 1
YAW DAMPER 1
Refer to PRO-ABN-32 L/G GRAVITY EXTENSION
LDG DIST PROC............................................ APPLY
ALTN Y BRK WITH A/SKID
SLATS/FLAPS SLOW
CAT 3 SINGLE ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 7/22
FCOM I 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD Y ELEC PUMP LO PR OR OVHT
L2 If the ELEC PUMP overheats, or if the Y ELEC PUMP fails, while the Y ENG PUMP and the PTU
are inoperative:
L1 YELLOW ELEC PUMP................................................................................................................. OFF
ASSOCIATED PROCEDURES
Y SYS LO PR
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is the normal braking using green pressure, the parking brake should not be used
since it is not available and the chocks should be in place before engine 1 shutdown.
L1
SECONDARY FAILURES
*F/CTL
L12
STATUS
APPR PROC INOP SYS
YELLOW HYD
HYD LO PR SPLR 2+4
IF YELLOW OVHT OUT: CAT 3 DUAL
YELLOW ENG 2 PUMP........................................ ON N.W STEER
REVERSER 2
PTU................................................................... AUTO Y ELEC PUMP
The above two lines are only displayed, in case of an YAW DAMPER 2
electrical pump overheat.
LDG DIST PROC...................................................APPLY
FLAPS SLOW
CAT 3 SINGLE ONLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 8/22
FCOM J 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD Y ENG 2 PUMP LO PR
(PTU OPERATIVE)
YELLOW ENG 2 PUMP................................................................................................................OFF
STATUS
INOP SYS
Y ENG 2 PUMP
HYD Y ENG 2 PUMP LO PR
(PTU INOPERATIVE)
YELLOW ENG 2 PUMP................................................................................................................OFF
ASSOCIATED PROCEDURES
Y SYS LO PR
L2 Note: If yellow system is affected, the yellow electrical pump may be used.
L1
SECONDARY FAILURES
*F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 9/22
FCOM K to L → 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD Y ENG 2 PUMP LO PR (Cont'd)
(PTU INOPERATIVE)
L12
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
FLAPS SLOW YELLOW HYD
CAT 3 SINGLE SPLR 2+4
(1) CAT 3 DUAL
See N.W. STEER
REVERSER 2
PTU
Y ENG 2 PUMP
YAW DAMPER 2
(1)
Note: Following a yellow hydraulic system failure, the parking brake may be inoperative due to
a yellow accumulator low pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 10/22
FCOM ←L 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD Y RSVR LO AIR PR
IF PRESS FLUCTUATES:
PTU......................................................................................................................................... OFF
YELLOW ENG 2 PUMP......................................................................................................... OFF
YELLOW ELEC PUMP........................................................................................................... OFF
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case : The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
ASSOCIATED PROCEDURES
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
L2 The probability of cavitation increases with altitude.
Therefore, it may be possible to restore the system after descending to a lower altitude.
L1 STATUS
APPR PROC INOP SYS
YELLOW HYD
HYD LO PR SPLR 2 + 4
YELLOW ENG 2 PUMP...............................................ON CAT 3 DUAL
If sys not recovered: N/W STRG
REVERSER 2
LDG DIST PROC............................................ APPLY YAW DAMPER 2
FLAPS SLOW
CAT 3 SINGLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 11/22
FCOM M 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD Y RSVR LO LVL
PTU................................................................................................................................................OFF
YELLOW ENG 2 PUMP................................................................................................................OFF
YELLOW ELEC PUMP................................................................................................................. OFF
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
ASSOCIATED PROCEDURES
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
L12
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
FLAPS SLOW YELLOW HYD
CAT 3 SINGLE SPLR 2 + 4
(1) CAT 3 DUAL
See N/W STRG
REVERSER 2
CARGO DOOR
YAW DAMPER 2
(1)
Note: Following a yellow hydraulic system failure, the parking brake may be inoperative due to
a yellow accumulator low pressure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 12/22
FCOM N 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD Y RSVR OVHT
PTU................................................................................................................................................OFF
YELLOW ENG 2 PUMP................................................................................................................OFF
YELLOW ELEC PUMP................................................................................................................. OFF
BRK Y ACCU PR MONITOR
L2 This check is recommended to cover the case of a pipe rupture, which could lead to the
simultaneous loss of the hydraulic system and the accumulator fluid. If this occurs, the loss of the
accumulator should be observed on the indicator within 10 min. In that case: The only remaining
braking means is normal braking, using green pressure. The parking brake should not be used
since, it is not available. And, the chocks should be in place before Engine 1 shutdown.
L1 Y ENG 2 PUMP LO PR
ASSOCIATED PROCEDURES
Y SYS LO PR
SECONDARY FAILURES
*F/CTL
STATUS
APPR PROC INOP SYS
YELLOW HYD
HYD LO PR SPLR 2 + 4
IF YELLOW OVHT OUT: CAT 3 DUAL
YELLOW ENG 2 PUMP........................................ ON N/W STRG
REVERSER 2
If not recovered: YAW DAMPER 2
LDG DIST PROC............................................ APPLY
FLAPS SLOW
CAT 3 SINGLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 13/22
FCOM O 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B+Y SYS LO PR
L2 Note: If the yellow system has been lost by low level or overheat, “HYD PTU FAULT” should
appear to demand the PTU pb-sw at OFF.
L1 LAND ASAP
If yellow sys lost by ENG 2 PUMP LO PR:
YELLOW ELEC PUMP.............................................................................................................ON
If blue sys lost by ELEC PUMP LO PR:
RAT..................................................................................................................................MAN ON
L2 To extend the RAT, the flight crew must press the RAT MAN ON pb located on the Hydraulic
overhead panel.
L1 MIN RAT SPD....................................................................................................................140 KT
AFFECTED PUMPS......................................................................................................................OFF
MAX SPEED...........................................................................................................................320/0.77
L2 Note: Flight controls remain in normal law.
L1 MANEUVER WITH CARE
L2
If blue or yellow sys recovered:
See procedure for single failure.
L1
If neither system recovered:
SECONDARY FAILURES
*F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 14/22
FCOM P→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B+Y SYS LO PR (Cont'd)
L12
STATUS
MIN RAT SPD..............................................................140 KT INOP SYS
(If B PUMP LO PR)
B+Y HYD
MAX SPEED.............................................................. 320/0.77 R ELEV
MANEUVER WITH CARE SPLR 2+3+4
SPD BRK
APPR PROC AP 1+2
N/W STRG
CARGO DOOR (If Y RSVR LO
DUAL HYD LO PR LVL)
(Line not displayed for dual LO LVL). REVERSER 2
B ELEC PUMP
If sys lost by RSVR LO AIR PR: EMER GEN (If B RSVR LO LVL)
YAW DAMPER 2
In approach, system lost by RSVR LO AIR PR may
CAT 2
be recovered at low altitude.
RELATED PUMP...................................................ON
If sys lost by RSVR OVHT:
In approach, system lost by RSVR OVHT may be
recovered if OVHT indication disappears.
IF BLUE OVHT OUT:
BLUE ELEC PUMP.................................... AUTO
IF YELLOW OVHT OUT:
YELLOW ENG 2 PUMP..................................ON
IF HYD NOT RECOVERED (line not displayed for
dual LO LVL):
L/G....................................................... GRVTY EXTN
Landing gear is extended by gravity to preserve
green system integrity Refer to PRO-ABN-32 L/G
GRAVITY EXTENSION.
LDG DIST PROC...................................................APPLY
SLATS/FLAPS SLOW
(1)
See
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 15/22
FCOM ←P→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD B+Y SYS LO PR (Cont'd)
(1)
Note: Following a yellow hydraulic system failure, the parking brake may be inoperative due to
yellow accumulator low pressure.
HYD G+B SYS LO PR
L2
Note: If green system has been lost because of fluid low level or overheat, “HYD PTU FAULT”
should appear demanding that the flight crew switches the PTU OFF.
L1 LAND ASAP
If blue sys lost by ELEC PUMP LO PR:
RAT..................................................................................................................................MAN ON
MIN RAT SPD....................................................................................................................140 KT
AFFECTED PUMPS......................................................................................................................OFF
MANEUVER WITH CARE
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2 The flight control normal laws and associated protections are lost. Only load factor limitation is
furnished (alternate law without protection).
L1 MAX SPEED...........................................................................................................................320/0.77
L2 Speed is limited due to loss of high speed protection.
L1 SPD BRK.......................................................................................................................DO NOT USE
If blue sys recovered:
See procedure for single failure.
If blue sys not recovered:
Refer to Landing with Slats or Flaps Jammed.
SECONDARY FAILURES
*WHEEL
*F/CTL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 16/22
FCOM ← P to Q → 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G+B SYS LO PR (Cont'd)
L12
STATUS
MIN RAT SPD (IF RAT OUT)...................................... 140 KT INOP SYS
(If B PUMP LO PR)
G+B HYD
MAX SPEED.............................................................. 320/0.77 F/CTL PROT
MANEUVER WITH CARE L ELEV
SPD BRK...........................................................DO NOT USE L+R AIL
SPLR 1+3+5
APPR PROC SLATS
AP 1+2
AUTO BRK
DUAL HYD LO PR NORM BRK
L/G RETRACT
(Line not displayed for a double LO LVL):
REVERSER 1
If sys lost by RSVR LO AIR PR: EMER GEN (If B RSVR LO LVL)
RELATED PUMPS................................................ ON B ELEC PUMP
YAW DAMPER 1
If sys lost by RSVR OVHT: CAT 2
IF BLUE OVHT OUT:
BLUE ELEC PUMP.................................... AUTO
IF GREEN OVHT OUT:
GREEN ENG 1 PUMP....................................ON
IF HYD NOT RECOVERED (line not displayed for
a double LO LVL):
A/THR...................................................................OFF
Select the target speed on the FCU. Due to the loss
of slats and some flight control surfaces, the A/THR
may not satisfactorily maintain speed.
FOR LDG............................................... USE FLAP 3
This line is replaced by “FOR LDG : USE FLAP 3”
when CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3..............................................ON
WHEN SPD 200 KT (displayed when slats are
retracted):
L/G.................................................GRVTY EXTN
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 17/22
FCOM ←Q→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G+B SYS LO PR (Cont'd)
Refer to PRO-ABN-32 L/G GRAVITY
EXTENSION
Extend the landing gear at 200 kt to revert
sooner in direct law. This provides, below 200 kt
, a better pitch control than in alternate law with
one elevator lost and all slats lost.
APPR SPD..................................................VREF +25 KT
Approach speed must be increased, due to the loss of
ailerons and slats.
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
FLAPS SLOW
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll. (Refer to
"PRO-ABN-27 F/CTL DIRECT LAW)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 18/22
FCOM ←Q 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G+Y SYS LO PR
LAND ASAP
PTU................................................................................................................................................OFF
AFFECTED PUMPS......................................................................................................................OFF
If yellow sys lost by ENG 2 PUMP LO PR:
YELLOW ELEC PUMP.............................................................................................................ON
MANEUVER WITH CARE
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2
Flight control normal laws and associated protections are lost. Only load factor limitation, high and
low speed stability are provided (alternate law with reduced protection).
L1 MAX SPEED...........................................................................................................................320/0.77
L2 Speed is limited due to loss of high speed protection.
L1
If yellow sys recovered:
Refer to procedure for single failure.
If yellow sys not recovered:
Refer to PRO-ABN-10 Landing with Slats or Flaps Jammed.
SECONDARY FAILURES
*F/CTL
*WHEEL
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 19/22
FCOM R→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G+Y SYS LO PR (Cont'd)
L12
STATUS
MAX SPEED.............................................................. 320/0.77 INOP SYS
MAX BRK PR.......................................................... 1 000 PSI
MANEUVER WITH CARE G+Y HYD
F/CTL PROT
STABILIZER
APPR PROC REVERSER 1+2
SPLR 1+2+4+5
DUAL HYD LO PR FLAPS
YAW DAMPER
(Line not displayed for a double LO LVL) AP 1+2
If sys lost by RSVR LO AIR PR: ANTI SKID
RELATED PUMP...................................................ON N.W. STEER
NORM BRK
If sys lost by RSVR OVHT: AUTO BRK
L/G RETRACT
IF GREEN OVHT OUT:
CARGO DOOR (If Y RSVR LO
GREEN ENG 1 PUMP....................................ON LVL)
IF YELLOW OVHT OUT: CAT 2
YELLOW ENG 2 PUMP..................................ON
IF HYD NOT RECOVERED (line not displayed for
a double LO LVL):
FOR LDG............................................... USE FLAP 3
This line is replaced by “FOR LDG : USE FLAP 3”
when CONF 3 is selected, as a reminder.
GPWS FLAP MODE............................................ OFF
WHEN CONF 3 AND VAPP:
L/G.................................................GRVTY EXTN
Refer to PRO-ABN-32 L/G GRAVITY
EXTENSION. Being stabilized at VAPP, before
selecting the gear down, enables the aircraft to
be trimmed for approach.
APPR SPD..................................................VREF +25 KT
Approach speed must be increased, due to the loss of
flaps.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 20/22
FCOM ←R→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD G+Y SYS LO PR (Cont'd)
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
BRK Y ACCU PR ONLY
(2)
See
SLATS SLOW
(3)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll. (Refer to
PRO-ABN-27-F/CTL DIRECT LAW).
(2) 7 full brake applications are available.
(3)
Note: Following a yellow hydraulic system failure, the parking brake may be inoperative due to
yellow accumulator low pressure.
HYD PTU FAULT
L2 Note: This warning is triggered, if the second engine is started within 40 s, following the end of
the cargo doors operation. In this case, reset the warning by switching the yellow ELEC
pump ON, then OFF.
L1
If green or yellow reservoir low level and system low press:
PTU......................................................................................................................................... OFF
STATUS
INOP SYS
PTU
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 21/22
FCOM ← R to S 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW HYDRAULIC
OPERATING MANUAL
HYD RAT FAULT
Crew awareness.
STATUS
INOP SYS
RAT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-29 P 22/22
FCOM T 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE ALL PITOT
L2 CAPT, F/O and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same
amount, ADR 1, ADR 2, and ADR 3 speeds will be in agreement, but incorrect. The following
ECAM procedure avoids that the flight controls use erroneous, but coherent, sources.
L1 ADR 1 (2) (3) P/B......................................................................................................................... OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either ADR 1,
2 or 3 be switched OFF.
Note: In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs, the
“ADR DISAGREE” ECAM caution will be triggered.
L1
IF ICING EXPECTED:
ADR 2 (3) P/B........................................................................................................................ OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 2 or 3 be switched OFF.
L1 UNREL SPD PROC........................................................................................................... APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected by ice accretion.
Be prepared to use the UNRELIABLE SPEED INDICATION/ADR CHECK PROC procedure.
L12
ASSOCIATED PROCEDURES
NAV ADR FAULT
Single ADR FAULT or double ADR FAULT ECAM cautions may be triggered, depending on the
number of ADRs switched OFF.
L12
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
Alternate law becomes active, if:
‐ One ADR has already been switched OFF, and the 2 remaining ADRs are not in agreement, or
‐ Two ADRs have been switched OFF.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 1/16
FCOM A→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE ALL PITOT (Cont'd)
STATUS
IF ICING EXPECTED: INOP SYS
ADR 2 (3) P/B......................................................OFF
UNREL SPD PROC........................................ APPLY CAPT PITOT
F/O PITOT
STBY PITOT
(1)
CAPT PROBES
(2)
F/O PROBES
(3)
STBY PROBES
(1) (If all CAPT PROBES heating is lost)
(2) (If all F/O PROBES heating is lost)
(3) (If all STBY PROBES heating is lost)
ANTI ICE CAPT (F/O) TAT
Crew awareness.
STATUS
INOP SYS
CAPT (F/O) TAT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 2/16
FCOM ← A to B 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE CAPT + F/O PITOT
L2 CAPT and F/O pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 1 and ADR 2 speeds will be in agreement, but incorrect. Therefore, flight controls will consider
the remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
L1
If ADR 3 operative and ON:
ADR 1 (2) P/B........................................................................................................................ OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 1 or 2 be switched OFF
Note: In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs,
the “ADR DISAGREE” ECAM caution will be triggered.
L1
If ADR 3 failed or OFF:
L2
No action is required, as long as there are no icing conditions, in order to keep 2 independent
speed sources.
L1
IF ICING EXPECTED:
ADR 1 (2) P/B..................................................................................................................OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that
either ADR 1 or 2 be switched OFF.
L1 UNREL SPD PROC.....................................................................................................APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected by ice
accretion. Be prepared to use the UNRELIABLE SPEED INDICATION/ADR CHECK PROC
procedure.
L1
ASSOCIATED PROCEDURES
NAV ADR FAULT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 3/16
FCOM C→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE CAPT + F/O PITOT (Cont'd)
STATUS
If ADR 3 failed or OFF: INOP SYS
IF ICING EXPECTED:
CAPT PITOT
ADR 1 (2) P/B............................................... OFF F/O PITOT
UNREL SPD PROC.................................. APPLY CAPT PROBES
(1)
(2)
F/O PROBES
(1) (If all CAPT PROBES heating is lost)
(2) (If all F/O PROBES heating is lost)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 4/16
FCOM ←C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE CAPT + STBY PITOT
L2 CAPT and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 1 and ADR 3 speeds will be in agreement, but incorrect. Flight controls will consider the
remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
L1
If ADR 2 operative and ON:
ADR 1 (3) P/B........................................................................................................................ OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 1 or 3 be switched OFF
Note: In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs,
the “ADR DISAGREE” ECAM caution will be triggered.
L1
If ADR 2 failed or OFF:
L2
No action is required, as long as there are no icing conditions, in order to keep 2 independent
speed sources.
L1
IF ICING EXPECTED:
ADR 1 (3) P/B..................................................................................................................OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that
either ADR 1 or 3 be switched OFF.
L1 UNREL SPD PROC.....................................................................................................APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected by ice
accretion. Be prepared to use the Refer to FCOM_PRO_ABN 34 UNRELIABLE SPEED
INDICATION/ADR CHECK PROC - MEMORY ITEM.
L1
ASSOCIATED PROCEDURES
NAV ADR FAULT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 5/16
FCOM D→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE CAPT + STBY PITOT (Cont'd)
STATUS
If ADR 2 failed or OFF: INOP SYS
IF ICING EXPECTED:
CAPT PITOT
ADR 1 (3) P/B............................................... OFF STBY PITOT
UNREL SPD PROC.................................. APPLY CAPT PROBES
(1)
(2)
STBY PROBES
(1) (If all CAPT PROBES heating is lost)
(2) (If all STBY PROBES heating is lost)
ANTI ICE CAPT PITOT OR L(R) STAT OR AOA
L2 Failure of probe heating.
L1 AIR DATA SWTG ...................................................................................................................CAPT 3
L2 ADR 3 supplies data to PFD 1 and ND 1.
Note: AIR DATA SWTG should not be selected to CAPT 3 if ADR 3 is not available.
STATUS
INOP SYS
CAPT PITOT
CAPT L(R) STAT
CAPT AOA
ANTI ICE CAPT PROBES
AIR DATA SWTG.................................................................................................................... CAPT 3
L2 Note: AIR DATA SWTG should not be selected to CAPT 3 if ADR 3 is not available.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 6/16
FCOM ← D to F → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE CAPT PROBES (Cont'd)
STATUS
INOP SYS
CAPT PROBES
ANTI ICE ENG 1(2) VALVE CLSD
AVOID ICING CONDITIONS
STATUS
AVOID ICING CONDITIONS INOP SYS
ENG 1 (2) A. ICE
ANTI ICE ENG 1(2) VALVE OPEN
THRUST LIM PENALTY
STATUS
THRUST LIM PENALTY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 7/16
FCOM ← F to H 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE F/O + STBY PITOT
L2 F/O and STBY pitot heating is lost. In case of simultaneous pitot icing and in the same amount,
ADR 2 and ADR 3 speeds will be in agreement, but incorrect. Therefore, flight controls will consider
the remaining correct source as being faulty, and will reject the only correct source. The following
ECAM procedure avoids that the flight controls use 2 erroneous, but coherent, sources.
L1
If ADR 1 operative and ON:
ADR 2 (3) P/B........................................................................................................................ OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that either
ADR 2 or 3 be switched OFF.
Note: In case of subsequent, significant, speed discrepancy between the 2 remaining ADRs,
the “ADR DISAGREE” ECAM caution will be triggered.
L1
If ADR 1 failed or OFF:
L2
No action is required, as long as there are no icing conditions, in order to keep 2 independent
speed sources.
L1
IF ICING EXPECTED:
ADR 2 (3) P/B..................................................................................................................OFF
L2 Depending on the status of the static, AOA, and TAT heating, the ECAM requires that
either ADR 2 or 3 be switched OFF.
L1 UNREL SPD PROC.....................................................................................................APPLY
L2 Only one ADR is available, and the corresponding pitot probe may be affected by ice
accretion. Be prepared to use the UNRELIABLE SPEED INDICATION/ADR CHECK PROC
procedure.
L1
ASSOCIATED PROCEDURES
NAV ADR FAULT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 8/16
FCOM I→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE F/O + STBY PITOT (Cont'd)
STATUS
If ADR 1 failed or OFF: INOP SYS
IF ICING EXPECTED:
F/O PITOT
ADR 2 (3) P/B............................................... OFF STBY PITOT
UNREL SPD PROC.................................. APPLY F/O PROBES
(1)
(2)
STBY PROBES
(1) (If all F/O PROBES heating is lost)
(2) (If all STBY PROBES heating is lost)
ANTI ICE F/O PITOT OR L(R) STAT OR AOA
L2 Failure of probe heating.
L1 AIR DATA SWTG........................................................................................................................F/O 3
L2 ADR 3 supplies data to PFD 2 and ND 2.
Note: AIR DATA SWTG should not be selected to F/O 3 if ADR 3 is not available.
STATUS
INOP SYS
F/O PITOT
F/O L(R) STAT
F/O AOA
ANTI ICE F/O PROBES
AIR DATA SWTG........................................................................................................................F/O 3
L2 Note: AIR DATA SWTG should not be selected to F/O 3 if ADR 3 is not available.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 9/16
FCOM ← I to K → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE F/O PROBES (Cont'd)
STATUS
INOP SYS
F/O PROBES
ANTI ICE L + R WINDSHIELD
Crew awareness.
STATUS
INOP SYS
WSHLD HEAT
ANTI ICE L(R) WINDOW
Crew awareness.
STATUS
INOP SYS
L(R) WNDW HEAT
ANTI ICE L(R) WINDSHIELD
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 10/16
FCOM ← K to N → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ANTI ICE L(R) WINDSHIELD (Cont'd)
STATUS
INOP SYS
L(R) WSHLD HEAT
ANTI ICE STBY PITOT OR L(R) STAT OR AOA
Crew awareness.
L2 If standby instruments are used, monitor air data information.
STATUS
INOP SYS
STBY PITOT
STBY L(R) STAT
STBY AOA
ANTI ICE STBY PROBES
Crew awareness.
STATUS
INOP SYS
STBY PROBES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 11/16
FCOM ← N to P 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
DOUBLE AOA HEAT FAILURE
In case of double failure of the alpha probe heaters in icing conditions, the choice made by the
computers among the 3 ADR values may be erroneous.
If icing conditions cannot be avoided:
One of affected ADRs............................................................................................................ OFF
There will be a disagreement between the two remaining ADRs, which will trigger the ADR
DISAGREE ECAM caution.
WING ANTI ICE L(R) HI PR
THRUST LIM PENALTY
STATUS
THRUST LIM PENALTY INOP SYS
WAI REGUL
WING ANTI ICE L(R) VALVE OPEN
(FAILURE DETECTED IN FLIGHT)
WAI AVAIL IN FLT
WING ANTI ICE...................................................................................................................AS RQRD
L2 Wing anti-ice is available if needed and anyway is continually on, on failed side.
L1 THRUST LIM PENALTY
After landing (automatic recall):
ENG BLEED (AFFECTED SIDE)........................................................................................... OFF
X BLEED (IF NOT CLOSED).............................................................................................. SHUT
APU BLEED (IF LEFT WING AFFECTED)............................................................................OFF
WING ANTI ICE......................................................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 12/16
FCOM Q to S → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
WING ANTI ICE L(R) VALVE OPEN (Cont'd)
(FAILURE DETECTED IN FLIGHT)
L12
STATUS
THRUST LIM PENALTY INOP SYS
(2)
See
ENG 1(2) BLEED
WAI AVAIL IN FLT (1)
(2) See
See PACK 1(2)
(1)
See
(1) Displayed on ground.
(2) Displayed in flight.
WING ANTI ICE L(R) VALVE OPEN
(FAILURE DETECTED ON GROUND)
WING ANTI ICE............................................................................................................................ OFF
ENG BLEED (AFFECTED SIDE)..................................................................................................OFF
X BLEED (IF NOT CLOSED).....................................................................................................SHUT
APU BLEED (IF LEFT WING AFFECTED AND IF APU RUNNING)........................................... OFF
WAI AVAIL IN FLT
After takeoff when above 1 500 ft (automatic recall):
WAI AVAIL IN FLT
ENG BLEED............................................................................................................................. ON
WING ANTI ICE............................................................................................................ AS RQRD
L2 Wing anti ice is available if needed and anyway is continually on, on failed side.
L1 THRUST LIM PENALTY
After landing (automatic recall):
WING ANTI ICE......................................................................................................................OFF
ENG BLEED (AFFECTED SIDE)........................................................................................... OFF
X BLEED (IF NOT CLOSED).............................................................................................. SHUT
APU BLEED (IF LEFT WING AFFECTED)............................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 13/16
FCOM ← S to T → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
WING ANTI ICE L(R) VALVE OPEN (Cont'd)
(FAILURE DETECTED ON GROUND)
L12
STATUS
WAI AVAIL IN FLT INOP SYS
Displayed before takeoff only.
ENG 1 (2) BLEED
THRUST LIM PENALTY See
(1)
Displayed in flight. PACK 1 (2)
(1)
See
(1) Displayed on ground.
WING ANTI ICE OPEN ON GND
L2 Following ground test the valves are still open after 35 s.
L1 WING ANTI ICE............................................................................................................................ OFF
STATUS
WAI AVAIL IN FLT
WING ANTI ICE SYS FAULT
(ONE WING VALVE REMAINS CLOSED WHEN THE WING ANTI-ICE IS TURNED ON)
WING ANTI ICE............................................................................................................................ OFF
AVOID ICING CONDITIONS
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 14/16
FCOM ← T to V → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
WING ANTI ICE SYS FAULT (Cont'd)
(ONE WING VALVE REMAINS CLOSED WHEN THE WING ANTI-ICE IS TURNED ON)
L12
STATUS
AVOID ICING CONDITIONS INOP SYS
• IF SEVERE ICE ACCRETION:
MIN SPD................................................. VLS +10/G DOT WING ANTI ICE
MANEUVER WITH CARE
(1)
See
LDG DIST PROC...................................................APPLY
(1)
Note: In the case of severe ice accretion, with wing anti-ice failed, the Angle-of-Attack (AOA)
protections remain efficient. Manoeuvre with care: avoid large roll inputs at high AoA
and high thrust setting. In the case of abnormal response in pitch or roll, release the
backstick and reduce thrust.
WING ANTI ICE SYS FAULT
(THE WING ANTI-ICE IS TURNED ON AFTER ONE ENGINE
SHUTDOWN OR AFTER THE LOSS OF ONE BLEED)
X BLEED.................................................................................................................................... OPEN
L2 Note: The affected pack has to be selected OFF due to precooler performance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 15/16
FCOM ← V to W 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-30 P 16/16
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
DISPLAY UNIT FAILURE
AFFECTED DU FLASHES INTERMITTENTLY:
This phenomenon may be due to Intermittent Electrical Power Supply Interruptions. It is
evidenced by one, or a combination, of the following :
‐ Flashing of PFD, ND, ECAM DUs (blank screen or INVALID DATA message),
‐ Flashing of MCDU,
‐ Intermittent flight control law reversion.
IF THE CAPTAIN SIDE IS AFFECTED:
Captain PFD, captain ND, ECAM DUs or MCDU 1 is(are) affected.
GEN 1...............................................................................................................................OFF
If DUs do not stop flashing :
GEN 1..........................................................................................................................ON
If DUs stop flashing :
GEN 1............................................................................................................. KEEP OFF
Keep the generator OFF for the rest of the flight.
RUD TRIM............................................................................................... CHECK/RESET
Intermittent Electrical Power Supply Interruptions may cause offset in the rudder trim.
Check the need of the rudder trim to be reset using the sideslip indication
AP and/or A/THR............................................................................................. AS RQRD
APU START................................................................................................... CONSIDER
IF THE FIRST OFFICER SIDE IS AFFECTED:
First officer PFD, first officer ND, lower ECAM or MCDU 2 is(are) affected.
GEN 2...............................................................................................................................OFF
If DUs do not stop flashing:
GEN 2..........................................................................................................................ON
If DUs stop flashing:
GEN 2............................................................................................................. KEEP OFF
Keep the generator OFF for the rest of the flight.
RUD TRIM............................................................................................... CHECK/RESET
Intermittent Electrical Power Supply Interruptions may cause offset in the rudder trim.
Check the need of the rudder trim to be reset using the sideslip indication
AP and/or A/THR............................................................................................. AS RQRD
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 1/8
FCOM A→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
DISPLAY UNIT FAILURE (Cont'd)
APU START................................................................................................... CONSIDER
DU is blank (with or without a large letter “F” in amber), or the display is distorted:
DU (affected)................................................................................................................. AS RQRD
The DU can be switched off.
ECAM/ND XFR (if the ECAM DUs are affected)................................................................... USE
Transfer SD to the F/O or CAPT ND.
PFD/ND XFR (if the EFIS DUs are affected).........................................................................USE
INVALID DISPLAY UNIT message is displayed:
This may be caused by a DU failure.
FOR AUTOMATIC DU RECOVERY......................................................WAIT MORE THAN 40 s
IF DU IS AUTOMATICALLY RECOVERED:
No crew action is required.
IF DU IS NOT RECOVERED:
Non-recovered DU.................................................................................................. AS RQRD
The DU can be switched off.
INVALID DATA message appears (not on all DUs):
EIS DMC SWITCHING..................................................................................................AS RQRD
If unsuccessful:
DU (affected).................................................................................................. OFF THEN ON
Note: The ND display may disappear, if too many waypoints and associated information
are displayed. Reduce the range, or deselect WPT or CSTR, and the display will
automatically recover, after about 30 s.
INVALID DATA message appears on all DUs:
The autopilot, autothrust and MCDU navigation data are still available, and may be used.
FOR AUTOMATIC DUs RECOVERY ................................................... WAIT MORE THAN 40 s
IF ALL DUs ARE AUTOMATICALLY RECOVERED:
No crew action is required.
IF ONE OR MORE DUs ARE NOT RECOVERED:
Non-recovered DUs.........................................................................................OFF FOR 40 s
Non-recovered DUs............................................................................ BACK ON sequentially
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 2/8
FCOM ←A→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
DISPLAY UNIT FAILURE (Cont'd)
If the initial failure re-occurs (INVALID DATA message appears on all DUs), when
switching a given DU back ON:
Apply the entire procedure again, from the beginning.
Leave this specific DU permanently OFF.
INVERSION OF THE EWD AND THE SD:
ECAM UPPER DISPLAY .....................................................................................OFF THEN ON
The same action on the EIS DMC SWITCHING selector produces the same effect.
EIS DMC 1(2)(3) FAULT
DMC 1
EIS DMC SWITCH .......................................................................................................... CAPT 3
L2 DMC 3 replaces DMC 1.
L1
DMC 2
EIS DMC SWITCH............................................................................................................... F/O 3
L2 DMC 3 replaces DMC 2.
L1
DMC 3
Crew awareness.
STATUS
INOP SYS
DMC 1(2)(3)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 3/8
FCOM ← A to B 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
ECAM SINGLE DISPLAY
Only the EWD is available. There is no SD on the other DUs.
To call a SYS page:
PRESS AND MAINTAIN the SYS Page key on the ECP.
OVERFLOW ON THE STATUS Page:
PRESS AND MAINTAIN the STS key on the ECP
The first page of STATUS appears.
RELEASE IT, THEN PRESS AGAIN WITHIN 2 s
The second page of STATUS appears.
CONTINUE UNTIL THE OVERFLOW ARROW DISAPPEARS.
When the STS key is released for more than 2 s, the EWD reappears.
FWS FWC 1 + 2 FAULT
MONITOR SYS
MONITOR OVERHEAD PANEL
NOT AVAIL
ECAM WARN
ALTI ALERT
STATUS
A/CALL OUT
MEMO
L2
Other INOP SYS
CAT2
ECAM Cautions and Warnings, aural warnings, master caution and warning lights are lost.
ECAM system pages are still available. therefore check regularly (more often than usual)
cockpit panels for local warnings and ECAM system pages for system checks.
Check the general status of the systems for the DES/APPR preparation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 4/8
FCOM C to D 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
FWS FWC 1(2) FAULT
Crew awareness.
STATUS
CAT 3 SINGLE ONLY INOP SYS
CAT 3 DUAL
FWC 1(2)
FWS OEB/FWC DISCREPANCY
OEB DATABASE................................................................................................................... XCHECK
L2 This action is normally performed by maintenance.
FWS SDAC 1 + 2 FAULT
MONITOR OVERHEAD PANEL
L2 Amber cautions are lost. Aircraft status on the ECAM STATUS page is lost.
Only red warnings, engine and fuel parameters, and slat/flap positions are available on the upper
ECAM DU.
L1 ECAM ENG FUEL F/CTL WHEEL (L/G POS IND) SYS PAGES AVAIL.
STATUS
INOP SYS
SDAC 1 + 2
FWS SDAC 1(2) FAULT
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 5/8
FCOM E to H → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
FWS SDAC 1(2) FAULT (Cont'd)
L12
STATUS
INOP SYS
SDAC 1(2)
Note: Although the ECAM may display some symbols and/or parameters in amber, this does
not always signify that additional systems are failed.
MULTIPLE UNDUE ECAM ALERTS
Impacted DU: NONE
In the case of multiple undue ECAM alerts concerning :
‐ ENG 1(2) N1(N2) (EGT) (FF) OVER LIMIT or
‐ ENG 1(2) N1(N2) (EGT) (EPR) (FF) DISCREPANCY or,
‐ NAV ATT (ALT) (HDG) DISCREPANCY or,
‐ NAV FM/GPS POS DISAGREE or,
‐ FUEL F.USED/FOB DISAGREE or
‐ MINIMUM or HUNDRED ABOVE callouts,
possibly associated with EFIS red flags, apply the below procedure :
AFFECTED PARAMETERS........................................................................................CROSSCHECK
Crosscheck the affected parameters on the E/WD, PFD, ND or on the related SD page to confirm
that the alerts are spurious.
If it is confirmed that the ECAM alerts are spurious, identify the faulty DMC:
EIS DMC SWITCH............................................................................................................CAPT 3
DMC3 replaces DMC1. If the undue alerts stop, DMC1 is the faulty DMC.
If unsuccessful :
EIS DMC SWITCH.........................................................................................................F/O 3
DMC3 replaces DMC2. If the undue alerts stop, DMC2 is the faulty DMC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 6/8
FCOM ← H to I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
RECORDER DFDR FAULT
Crew awareness.
STATUS
INOP SYS
DFDR
RECORDER SYS FAULT
Crew awareness.
STATUS
INOP SYS
RECORDER SYS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 7/8
FCOM J to K 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-31 P 8/8
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES - N/WS MINOR FAULT
Crew awareness.
BRAKES A/SKID NWS FAULT OR ANTI SKID/NWS OFF
L2 Either both BSCU channels are failed, or the A/SKID & N/W STRG sw is OFF.
L1 MAX BRK PR........................................................................................................................ 1000 PSI
L2 Monitor brake pressure on the BRAKES PRESS indicator. Limit brake pressure to approximately
1 000 PSI and, at low ground speed, adjust brake pressure as required. Avoid landing on an icy
runway.
L12
STATUS
MAX BRK PR............................................................1000 PSI INOP SYS
LDG DIST PROC...................................................APPLY
CAT 3 DUAL
• If Y SYS LO PR ANTI SKID
N/W STRG
BRK Y ACCU PR ONLY NORM BRK
CAT 3 SINGLE ONLY AUTO BRK
(1)
See
(1)
Note: Automatic rollout is not permitted as specified in QRH,Refer to QRH/OPS Required
Equipment for CAT2 and CAT3.
BRAKES ALTN BRK FAULT
L2 Alternate braking function is lost.
L1
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 1/24
FCOM A to C → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES ALTN BRK FAULT (Cont'd)
STATUS
INOP SYS
ALTN BRK
BRAKES ALTN L(R) RELEASED
L2 As long as the normal braking system is available, braking is normal. In alternate braking mode,
braking of all wheels on one gear is lost.
L1
If normal braking is lost:
ASYM BRK PROC............................................................................................................. APPLY
STATUS
If normal braking is lost: INOP SYS
LDG DIST PROC............................................ APPLY
ALTN L(R) BRK
BRAKES AUTO BRK FAULT
L2 Autobrake function is lost.
L1
Crew awareness.
STATUS
INOP SYS
AUTO BRK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 2/24
FCOM ← C to E 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES BRK Y ACCU LO PR
L2 The yellow electrical pump can be used to pressurize the accumulator. If the accumulator pressure
is still low, chocks are required before Engine 1 shut down. This message is replaced on ground by
BRAKES PARK BRK LO PR if parking brake is on and yellow hydraulic system pressure is low.
L1
On ground:
BEFORE ENG SHUT DOWN:
CHOCKS CONSIDER
STATUS
• If Y SYS LO PR INOP SYS
NORM BRK ONLY
BRK Y ACCU
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 3/24
FCOM F 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES HOT
On ground:
PARK BRK: PREFER CHOCKS
L2 ‐ If the BRAKES HOT message is still on when the aircraft is parked, the flight crew should not
set the PARKING BRK ON.
L1 BRK FAN (IF INSTALLED)...................................................................................................... ON
L2 Note: Before selecting the brake fans at the gate, the flight crew should first warn the ground
personnel in order to avoid blowing carbon brake dust on them.
L1
DELAY T.O. FOR COOL
L2 ‐ Delay takeoff, until the brake temperature is below 300 °C with the brake fans OFF, and
150 °C with the brake fans ON.
‐ Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for
brake temperature limitations requiring maintenance actions.
L1
In flight:
IF PERF PERMITS:
L/G..................................................................................................................DN FOR COOL
MAX SPEED................................................................................................................250/.60
L2 If performance permits, the landing gear should be extended or, if already extended, it
should remain so, to improve brake cooling.
L1
For L/G RETRACTION:
MAX SPEED................................................................................................................220/.52
L2 Reduce speed for landing gear retraction, when the brake temperature is within limits.
L12
STATUS
MAX SPEED................................................................ 280/.67
(1)
See
(1) As long as the landing gear is extended, limit the speed to 280 kt/M 0.67.
For landing gear retraction when the brake temperature is within limits, reduce the speed to
220 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 4/24
FCOM G 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES NORM + ALTN FAULT
L2 Normal and alternate braking functions are lost.
L1 PARK BRK ONLY
STATUS
PARK BRK ONLY INOP SYS
LDG DIST PROC...................................................APPLY
CAT 3
CAT 2 ONLY ANTI SKID
N/W STRG
NORM BRK
AUTO BRK
ALTN BRK
BRAKES NORM BRK FAULT
L2 Normal braking function is lost.
L1
Crew awareness.
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
ALTN Y BRK WITH A/SKID CAT 3
CAT 2 ONLY NORM BRK
AUTO BRK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 5/24
FCOM H to I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES PARK BRK LO PR
L2 On ground, yellow hydraulic system and accumulator pressures are low with parking brake valve
on. Chocks are required before Engine 1 shut down.
L1
On ground:
BEFORE ENG SHUT DOWN:
CHOCKS CONSIDER
STATUS
NORM BRK ONLY INOP SYS
BRK Y ACCU
BRAKES PARK BRK ON
L2 Parking brake is selected in flight.
L1 PARK BRK.................................................................................................................................... OFF
BRAKES RELEASED
L2 At least one wheel is released.
L1
Crew awareness.
STATUS
LDG DIST PROC...................................................APPLY INOP SYS
AUTO BRK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 6/24
FCOM J to L 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKES SYS 1(2) FAULT
Crew awareness.
STATUS
INOP SYS
BRK SYS 1(2)
ASYMMETRIC BRAKING
Normal braking is faulty, or the green hydraulic system is in low pressure, and one gear is released.
Progressively apply brake on the available side. Counter swing with the rudder.
Avoid crosswind in excess of 10 kt from the side of available brake.
IF ONLY ONE REVERSE IS AVAILABLE:
Do not use Reverse on the side of available brake
LDG DIST PROC......................................................................................................................APPLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 7/24
FCOM M to N 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
LOSS OF BRAKING
IF NO BRAKING AVAILABLE:
REV........................................................................................................................................ MAX
BRAKE PEDALS........................................................................................................... RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw 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
1 000 PSI and, at low ground speed, adjust brake pressure as required.
If STILL NO BRAKING:
PARKING BRAKE...........................................SHORT AND SUCCESSIVE APPLICATIONS
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.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 8/24
FCOM O 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
RESIDUAL BRAKING PROC
IN FLIGHT:
BRAKE PEDALS.................................................................................. APPLY SEVERAL TIMES
Press the brake pedals several times. This could zero a residual pressure on the alternate
system.
IF RESIDUAL PRESSURE REMAINS:
A/SKID & N/W STRG selector................................................................................KEEP ON
IF AUTOBRAKE IS AVAILABLE:
FOR LANDING...................................................................................... AUTO/BRK MED
Using MED mode gives immediate priority to normal braking upon landing gear
touchdown, which cancels residual alternate pressure.
IF AUTOBRAKE IS NOT AVAILABLE:
JUST AFTER TOUCHDOWN.............................................................. APPLY BRAKING
Pressing the brake pedals gives immediate priority to normal braking, which cancels
residual alternate pressure.
Beware of possible braking asymmetry after touchdown, which can be controlled by using
the pedals.
Note: In case of taxi with deflated or damaged tires, Refer to LIM-32 Taxi with Deflated
Tires.
CONFIG PARK BRK ON
L2
Check that the parking brake handle is in the OFF position. If warning stays on, check that the
brake pressure is at zero on the BRAKES PRESSURE indicator.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 9/24
FCOM P to Q 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G DOORS NOT CLOSED
If the L/G lever is UP:
WHEN SPD < 220/0.54:
L/G.......................................................................................................................... RECYCLE
L12
Note: The active LGCIU changes when L/G lever is recycled.
L/G lever recycling consist to select quickly the L/G lever to DOWN then UP.
IF UNSUCCESSFUL:
MAX SPEED.................................................................................................................... 250/0.60
L12
STATUS
MAX SPEED................................................................ 250/.60 INOP SYS
INCREASED FUEL CONSUMP L/G DOOR
(1)
See
(1) Disregard FMS fuel predictions and Refer to QRH/PER-B Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor.
L/G GEAR NOT DOWN
L2 This warning appears in approach at 750 ft RA, if the landing gear is not set to DOWN, and the
system has not failed. When this warning appears, the red arrow on the instrument panel comes
on.
This warning could be wrongly triggered in case of landing gear position sensors disagreement
between LGCIU 1 and LGCIU 2. In this case, check that at least one green triangle is displayed
on each landing gear strut on the WHEEL SD page page. This confirms that the landing gear is
downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that the
landing gear is downlocked. Press the EMER CANC pb Cancel the warning by on the ECAM
Control Panel (ECP) to stop the Continus Repetitive Chime (CRC) and press CLR pb on the ECP to
clear the warning on the ECAM display.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 10/24
FCOM R to S 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED
L2 This warning appears, if the landing gear sequence is not completed after 30 s.
L1 L/G....................................................................................................................................... RECYCLE
L12
Note: The active LGCIU changes when L/G lever is recycled.
L/G lever recycling consist to select quickly the L/G lever to UP then DOWN.
IF UNSUCCESSFUL:
L/G.......................................................................................................................... GRVTY EXTN
L2 Rotate the handle clockwise about 3 turns until reaching the mechanical stop. Refer to
PRO-ABN-32 L/G GRAVITY EXTENSION.
L12
STATUS
L/G..............................................................GRVTY EXTN INOP SYS
CAT 3 SINGLE ONLY CAT 3 DUAL
(1)
See
(1) If gravity extension is unsuccessful, Refer to PRO-ABN-32 LDG WITH ABNORMAL L/G.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 11/24
FCOM T 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G GEAR NOT UPLOCKED
L2 This warning appears if the landing gear sequence is not completed after 30 s.
L1
L/G doors closed:
AVOID EXCESS G FACTOR
L2 Because the gear rests on the doors, avoid excessive load factors in order not to damage door
structure.
L1
L/G doors not closed and shock absorber fault:
MAX SPEED.................................................................................................................... 220/0.54
L/G...................................................................................................................................... DOWN
MAX SPEED.................................................................................................................... 280/0.67
L/G doors not closed and no shock absorber fault:
MAX SPEED.................................................................................................................... 220/0.54
L/G.................................................................................................................................RECYCLE
L12
Note: The active LGCIU changes when the L/G lever is recycled.
L/G lever recycling consist to select quickly the L/G lever to DOWN then UP.
IF UNSUCCESSFUL:
L/G................................................................................................................................DOWN
MAX SPEED..............................................................................................................280/0.67
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 12/24
FCOM U→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G GEAR NOT UPLOCKED (Cont'd)
L12
STATUS
MAX SPEED................................................................ 280/.67 INOP SYS
INCREASED FUEL CONSUMP L/G RETRACT
(1)
See
(1)
If the flight is continued (to destination or to alternate) with landing gear extended:
‐ Disregard FMS fuel predictions. Refer to QRH/PER-B Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
‐ Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
‐ Do not use the managed speed mode (except in approach)
‐ Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.
L/G GEAR UPLOCK FAULT
L/G.................................................................................................................................. KEEP DOWN
L2 The landing gear must be left down to avoid structural damage, because the uplock device will stay
in the locked position.
L1 MAX SPEED.............................................................................................................................280/.67
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 13/24
FCOM ← U to V → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G GEAR UPLOCK FAULT (Cont'd)
L12
STATUS
MAX SPEED................................................................ 280/.67 INOP SYS
L/G..................................................................... KEEP DOWN
L/G RETRACT
INCREASED FUEL CONSUMP
(1)
See
(1)
If the flight is continued (to destination or to alternate) with landing gear extended:
‐ Disregard FMS fuel predictions. Refer to QRH/PER-B Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
‐ Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
‐ Do not use the managed speed mode (except in approach)
‐ Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.
L/G LGCIU 1 FAULT
GPWS............................................................................................................................................ OFF
L2 GPWS receives “L/G in up position” information even if the landing gear is down.
Setting the GPWS SYS pb-sw to OFF will prevent untimely warnings during the approach.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 14/24
FCOM ← V to W → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G LGCIU 1 FAULT (Cont'd)
L12
STATUS
ENG 1 APPR IDLE ONLY INOP SYS
(1)
See
LGCIU 1
REVERSER 1
GPWS
Note: 1. The partial spoiler extension at landing when only one main landing gear is
compressed is not available. The spoilers extend normally on ground when wheel
speed greater than 72 kt.
2. Depending on the LGCIU failure, only a part of the above systems may be lost.
(1) When idle is selected on the ground with slats extended, only approach idle is available.
L/G LGCIU 1(2) FAULT
(TWO LGCIUS FAULTY)
L2 Normal landing gear control and position indications are lost. LDG GEAR lights on LDG GEAR
control panel remain available if LGCIU 1 is electrically supplied.
L1 L/G................................................................................................................................. GRVTY EXTN
L2 Refer to PRO-ABN-32 L/G GRAVITY EXTENSION.
L1 GPWS............................................................................................................................................ OFF
L2 As LGCIU 1 is lost, GPWS receives “L/G in up position” information even if the landing gear is
down. Setting the GPWS SYS pb-sw to OFF will prevent untimely warnings during approach.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 15/24
FCOM ← W to X → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G LGCIU 1(2) FAULT (Cont'd)
(TWO LGCIUS FAULTY)
L12
STATUS
L/G..............................................................GRVTY EXTN INOP SYS
L/G CONTROL NOT AVAIL REVERSER 1 + 2
(1)
ENG 1 APPR IDLE ONLY AP 1 + 2
ENG 2 APPR IDLE ONLY A/THR
LGCIU 1
LGCIU 2
GPWS
(1)
CAT 2
Note: 1. The partial spoiler extension at landing when only one main landing gear is
compressed is not available. The spoilers extend normally on ground when wheel
speed greater than 72 kt.
2. Depending on the LGCIU failure, only a part of the above systems may be lost.
3. In flight with both LGCIUs "faulty", the Wing Anti-Ice pb will illuminate "on" and will
be only 30 s of heating. This loss of Wing Anti-Ice have an ECAM/Aural warning.
Although BLEED SD page shows a "no-Anti-Ice" legend.
(1) (except in LAND mode)
L/G LGCIU 2 FAULT
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 16/24
FCOM ← X to Y → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G LGCIU 2 FAULT (Cont'd)
L12
STATUS
ENG 2 APPR IDLE ONLY INOP SYS
(1)
See
LGCIU 2
REVERSER 2
Note: 1. The partial spoiler extension at landing when only one main landing gear is
compressed is not available. The spoilers extend normally on ground when wheel
speed greater than 72 kt.
2. Depending on the LGCIU failure, only a part of the above systems may be lost.
(1) When idle is selected on the ground with slats extended, only approach idle is available.
L/G SHOCK ABSORBER FAULT
(SHOCK ABSORBER EXTENDED ON THE GROUND)
Crew awareness.
L/G SHOCK ABSORBER FAULT
(SHOCK ABSORBER NOT EXTENDED AFTER LIFTOFF)
Shock absorber not extended after liftoff and L/G uplocked :
Crew awareness.
Shock absorber not extended after liftoff and L/G not uplocked :
MAX SPEED...................................................................................................................... 280/.67
If L/G lever still down :
L/G.....................................................................................................................KEEP DOWN
If L/G lever selected up :
L/G................................................................................................................................DOWN
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 17/24
FCOM ← Y to AA → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G SHOCK ABSORBER FAULT (Cont'd)
(SHOCK ABSORBER NOT EXTENDED AFTER LIFTOFF)
L12
STATUS
• If L/G not uplocked: INOP SYS
MAX SPEED..........................................................280/.67
L/G...............................................................KEEP DOWN L/G RETRACT
INCREASED FUEL CONSUMP
(1)
See
(1)
If the flight is continued (to destination or to alternate) with landing gear extended:
‐ Disregard FMS fuel predictions. Refer to QRH/PER-B Fuel Penalty Factors Tables in order to
find the applicable Fuel Penalty Factor
‐ Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise
‐ Do not use the managed speed mode (except in approach)
‐ Do not use the CLB and the DES autopilot modes.
Also Refer to PRO-SPO-25-10 Flight with Gear Down.
Note: If WHEEL N.W. STEER FAULT is also displayed, then the nose wheels may be at
maximum deflection. (Turned 90 ° from center.) During landing, delay nose wheel
touchdown for as long as possible.
L/G SYS DISAGREE
L2 Disagreement between the landing gear positions are detected by LGCIU 1 and LGCIU 2.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 18/24
FCOM ← AA to AB 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
L/G GRAVITY EXTENSION
CAUTION Do not apply this procedure if at least one green triangle is displayed on each
landing gear on the WHEEL SD page. This is sufficient to confirm that the landing
gear is downlocked. Disregard any possible L/G GEAR NOT DOWN ECAM alert at
750 ft RA and any possible GPWS "TOO LOW GEAR" aural alert.
GRAVITY GEAR EXTN handcrank......................................................................... PULL AND TURN
Rotate the handle clockwise 3 turns until reaching the mechanical stop, even if resistance is felt.
L/G lever....................................................................................................................................DOWN
The landing gear lever should be confirmed in the DOWN position for the following reasons:
‐ To extinguish the UNLK lights on the landing gear indication panel.
‐ To prevent the L/G CTL message from appearing on the WHEEL SD page.
‐ To minimize the risk of landing gear retraction on the ground, due to an unknown system fault,
when the free-fall system is reset.
GEAR DOWN indications (if available)....................................................................................CHECK
Note: 1. Depending on aircraft speed, the display may show the landing gear doors in the amber
transit position.
2. In the event of gravity extension, caused by the failure of both LGCIUs, landing gear
position indication on ECAM are lost. LDG GEAR lights on LDG GEAR control panel
remain available, if LGCIU 1 is electrically supplied.
3. The L/G LGCIU 2 FAULT or BRAKES SYS 1(2) FAULT warning may be spuriously
triggered after a gravity extension.
4. If the three green downlock arrows are not on, it is possible that the handcrank is not at
the mechanical stop. Check that the handcrank is firmly against the mechanical stop.
If successful:
Do not reset the free-fall system. This will avoid such undesirable effects as further loss of fluid,
in the event of a leak, or possible landing gear unlocking, in the event of a gear selector valve
jamming in the UP position.
Note: The free-fall system may be reset in flights used for training. If the green hydraulic
system is available, resetting the free-fall system allows the landing gear doors to be
closed.
The flight crew should not reset the free-fall system on the ground after flight.
If unsuccessful:
LDG WITH ABNORMAL L/G procedure............................................................................ APPLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 19/24
FCOM AC 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
LDG WITH ABNORMAL L/G
The procedure is intended for use when the nose or main landing gear fail to extend and/or lock
down following the application of the L/G GRVTY EXTN procedure.
It is preferable to use any available landing gear, rather than carry out a belly landing.
Under these circumstances, a hard surface runway landing is recommended.
Full advantage should be taken of any foam, spread on the runway.
CAUTION Do not apply this procedure if at least one green triangle is displayed on each
landing gear on the WHEEL SD page. This is sufficient to confirm that the landing
gear is downlocked. Disregard any possible L/G GEAR NOT DOWN ECAM alert at
750 ft RA and any possible GPWS "TOO LOW GEAR" aural alert.
PREPARATION
CABIN CREW......................................................................................................................NOTIFY
Notify the cabin crew of the nature of the emergency encountered and state intentions. Specify
the amount of available preparation time.
ATC......................................................................................................................................NOTIFY
Notify ATC of the nature of the emergency and state intentions.
Consider fuel reduction to a safe minimum. This reduces VREF and, consequently, the load
factor at impact and the energy to be dissipated.
GALY & CAB pb-sw.................................................................................................................. OFF
If NOSE L/G abnormal:
CG location (if possible)......................................................................................................AFT
‐ 10 passengers from front to rear moves the CG roughly 4 % aft
‐ 10 passengers from mid to rear moves the CG roughly 2.5 aft.
If one MAIN L/G abnormal:
FUEL IMBALANCE................................................................................................. CONSIDER
Open the fuel X-FEED valve and switch off the pumps on the side with landing gear normally
extended.
OXYGEN CREW SUPPLY........................................................................................................OFF
SIGNS..........................................................................................................................................ON
CABIN and COCKPIT..................................................................................................... PREPARE
Secure loose equipment, prepare survival equipment, and lock belts and shoulder harnesses.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 20/24
FCOM AD → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
LDG WITH ABNORMAL L/G (Cont'd)
APPROACH
GPWS SYS............................................................................................................................... OFF
L/G lever..................................................................................................................CHECK DOWN
GRVTY GEAR EXTN handcrank.......................................................... TURN BACK TO NORMAL
Rotating three turns back to normal may, in certain cases, pressurize the landing gear down
actuators, thereby reducing the probability of gear collapse after touchdown.
AUTOBRAKE............................................................................................................ DO NOT ARM
Manual braking will enable better pitch and roll control. Moreover, with at least one main landing
gear in the abnormal position the autobrake cannot be activated (ground spoilers not armed).
EMER EXIT LT........................................................................................................................... ON
CABIN REPORT..................................................................................................................OBTAIN
A/SKID & N/W STRG................................................................................................................OFF
With one main landing gear not extended, the reference speed used by the anti-skid to detect
a wheel blockage is not correctly initialized. As a result, the anti-skid must be switched off to
prevent permanent brake release.
MAX BRAKE PR.................................................................................................................1000PSI
Modulate the brake pressure to 1 000 PSI because the anti-skid is off.
If one or both MAIN L/G abnormal:
GROUND SPOILERS.........................................................................................DO NOT ARM
To keep as much roll authority as possible for maintaining the wings level.
Ground spoiler extension would prevent spoilers from acting as roll surfaces.
BEFORE LANDING
RAM AIR..................................................................................................................................... ON
To ensure full depressurization of the aircraft before impact.
BRACE FOR IMPACT......................................................................................................... ORDER
If the external light condition is poor at landing:
DOME LT.............................................................................................................................DIM
Set the dome light to DIM to ensure that there is a light source after both engines are shut
down after landing, in order to see and read the BRAKE PRESS indicator.
FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently early to ensure fuel is shut off before the nacelles
impact, but sufficiently late to ensure adequate hydraulic supplies for the flight controls.
Engine pumps continue to supply adequate hydraulic pressure for 30 s after engine shutdown.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 21/24
FCOM ← AD → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
LDG WITH ABNORMAL L/G (Cont'd)
REVERSE..................................................................................................................DO NOT USE
Do not use reverse in order to prevent:
‐ The engine(s) from touching the ground during rollout
‐ Ground spoilers extension, in the case of abnormal main landing gear.
If NOSE L/G abnormal:
NOSE..................................................................................................................MAINTAIN UP
After touchdown, keep the nose off the runway by the use of the elevator. Then, lower the
nose on to the runway before elevator control is lost.
BRAKES (compatible with elevator efficiency)...............................................................APPLY
ENG MASTERS..................................................................................................................OFF
Shutdown the engines before nose impact.
If one MAIN L/G abnormal:
ENG MASTERS..................................................................................................................OFF
At touchdown, shut down both engines.
FAILURE SIDE WING........................................................................................ MAINTAIN UP
Use roll control, as necessary, to maintain the unsupported wing up as long as possible.
DIRECTIONAL CONTROL....................................................................................... MAINTAIN
Use rudder and brakes (maximum 1 000 PSI) to maintain the runway axis as long as
possible.
If both MAIN L/G abnormal:
ENG MASTERS..................................................................................................................OFF
Shut down the engines in the flare, before touchdown.
PITCH ATTITUDE (at touchdown)........................................................... NOT LESS THAN 6°
WHEN A/C STOPPED
ENG (all) and APU FIRE pushbutton.....................................................................................PUSH
Pressing the ENG FIRE pushbutton shuts off the related hydraulic pressure within a short time.
ALL ENG and APU AGENT..................................................................................................DISCH
If Evacuation required:
EVACUATION..............................................................................................................INITIATE
Make a short and precise announcement to order the emergency evacuation.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)......................................................................NOTIFY
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 22/24
FCOM ← AD → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
LDG WITH ABNORMAL L/G (Cont'd)
Ensure that all the landing gears are secured before initiating the disembarkation (before
switching OFF the seat belts signs).
REFERENCE AIRCRAFT ATTITUDE AFTER IMPACT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 23/24
FCOM ← AD 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
WHEEL HYD SEL FAULT
L2 Failure of normal brake selector valve, or the steering selector valve, in the open position:
‐ If the normal brake selector valve is failed open, full green hydraulic pressure is present at
normal servovalves’ entry.
Nosewheel steering remains available.
‐ On ground, do not tow the aircraft with the yellow hydraulic system pressurized: If the steering
selector valve is failed open, nosewheel steering remains pressurized, and so towing may either
break the towbar shear pin, or the nose gear (if towbarless towing).
‐ If the steering selector valve is failed open, setting A/SKID & N/W STRG sw to OFF will cause
the nosewheel to go to maximum deflection.
L1 A/SKID & N/W STRG...........................................................................................................KEEP ON
L2 As long as antiskid is operative, brake pressure is regulated by normal servovalves.
WHEEL N/W STRG FAULT
L12
STATUS
CAT 3 SINGLE ONLY INOP SYS
(1)
See
CAT 3 DUAL
N/W STRG
(1)
Note: 1. If the L/G SHOCK ABSORBER FAULT is also displayed, then the nose wheels may
be at maximum deflection. (turned 90 ° from center). During landing, delay nose wheel
touchdown as long as possible.
2. As specified in theRefer to QRH/OPS Required Equipment for CAT2 and CAT3
automatic rollout is not permitted.
WHEEL TYRE LO PR
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-32 P 24/24
FCOM AE to AG 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
ALL ADR OFF
Apply this paper procedure when requested by the "NAV ADR 1+2+3 FAULT" ECAM alert.
SPD......................................................................................................................... FLY THE GREEN
Fly within the green area of the speed scale to ensure safe flight. For slats/flaps retraction, it is
better to fly at the top of the green area of the speed scale.
CAUTION The altitude displayed on the PFD is a GPS altitude.
BACK UP NAV..............................................................................................................................USE
When all ADRs are OFF, both FMs are lost.
Revert to Back Up Nav via the NAV B/UP prompt on the MCDU MENU page.
NAVAID TUNING.................................................................................................................USE RMP
Set both RMPs to NAV.
MANUAL CABIN PRESSURE CONTROL
MODE SEL............................................................................................................................... MAN
MAN V/S CTL.................................................................................................................. AS RQRD
MAN CAB PR CTL
TGT V/S : CLIMB 500 FT/MIN
DESC 300 FT/MIN
A/C GPS ALT CAB ALT TGT
410 8000
350 7000
300 5500
250 3000
<200 0
FOR APPROACH
SPD......................................................................................................................FLY THE GREEN
Before extending the slats/flaps, it is better to fly at the bottom of the speed scale green area,
and to be in straight flight.
FOR LDG.....................................................................................................................USE FLAP 3
Note: Do not select CONF FULL so as not to degrade the handling qualities. Since ADR
parameters are lost, the SFCCs will set CONF 1+F instead of CONF 1
LDG DIST PROC..................................................................................................................APPLY
APPR SPD............................................................................................................... FLY THE BUG
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 1/30
FCOM A→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
ALL ADR OFF (Cont'd)
During the approach, the bug indicates Vapp.
WHEN FLAP 2
LDG GRVTY EXTN.......................................................................................PULL AND TURN
CAUTION All gear doors remain open.
WHEN L/G DOWNLOCKED:
L/G lever......................................................................................................................... DOWN
GEAR DOWN indications..............................................................................................CHECK
DURING FINAL APPROACH:
MAN V/S CTL............................................................................................................. FULL UP
CAUTION Check that the outflow valve is fully open and that cabin altitude is at airfield
elevation before opening the doors.
STATUS
INOP SYS
REAC W/S DET
PRED W/S DET
F/CTL PROT
ADR 1+2+3
RUD TRV LIM
AP 1+2
A/THR
CAB PR 1+2
GPWS
GPWS TERR
Other INOP SYS
RAT automatic extension
ATC ALTI MODE
TCAS
L/G RETRACT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 2/30
FCOM ←A 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
EGPWS ALERTS
CAUTION During night or IMC conditions, immediately apply the procedure. Do not delay
reaction for diagnosis.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert stops,
or until a safe trajectory is ensured.
“PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP”:
Simultaneously:
AP............................................................................................................................................OFF
PITCH............................................................................................................................. PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS............................................................................................................... TOGA
SPEED BRAKES lever...............................................................................CHECK RETRACTED
BANK................................................................................................. WINGS LEVEL or ADJUST
Best climb performance is obtained when close to wings level. Then, for “TERRAIN AHEAD
PULL UP” or for “OBSTACLE AHEAD PULL UP”, and if the crew concludes that turning is the
safest way of action, a turning maneuver can be initiated.
When flight path is safe and the warning stops:
Decrease pitch attitude and accelerate.
When speed is above VLS, and vertical speed is positive:
Clean up aircraft, as required.
“TERRAIN TERRAIN” – “TOO LOW TERRAIN”:
Adjust the flight path, or initiate a go-around.
“TERRAIN AHEAD” - “OBSTACLE AHEAD”
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all
available instruments and information.
“SINK RATE” – “DON’T SINK”:
Adjust pitch attitude and thrust to silence the alert.
“TOO LOW GEAR” - “TOO LOW FLAPS”:
Perform a go-around.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 3/30
FCOM B→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
EGPWS ALERTS (Cont'd)
“GLIDE SLOPE”:
Establish the aircraft on the glideslope, or switch OFF the G/S mode pb-sw, if flight below the
glideslope is intentional (non precision approach (NPA)).
NAV ADR DISAGREE
L2 If one ADR is faulty, or has been rejected by the ELAC, and if there is a speed or alpha
disagreement between the 2 remaining ADRs, alternate law becomes active, and protections are
lost.
L1 AIR SPD............................................................................................................................... X CHECK
IF SPD DISAGREE:
ADR CHECK PROC...........................................................................................................APPLY
L2
Refer to PRO-ABN-34 UNRELIABLE SPEED INDICATION to determine the faulty ADR.
L1
IF NO SPD DISAGREE:
AOA DISCREPANCY
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED.............................................................................................................................320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 4/30
FCOM ← B to C → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ADR DISAGREE (Cont'd)
L12
STATUS
MAX SPEED..........................................................320 KT INOP SYS
APPR PROC F/CTL PROT
FOR LDG......................................................USE FLAP 3
Do not select CONF FULL, so as not to degrade handling
qualities.
GPWS LDG FLAP 3.................................................... ON
Displayed, when CONF 3 is selected.
APPR SPD........................................................VREF +10
LDG DIST PROC...................................................APPLY
IF NO SPD DISAGREE:
RISK OF UNDUE STALL WARN
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 5/30
FCOM ←C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
IR ALIGNMENT IN ATT MODE
If IR alignment is lost, the navigation mode is inoperative (red ATT flag on PFD and red HDG flag
on ND).
Aircraft attitude and heading may be recovered by applying the following procedure.
Aircraft must stay level with constant speed during 30 s.
MODE SELECTOR........................................................................................................................ATT
LEVEL A/C ATTITUDE...............................................................................................................HOLD
CONSTANT A/C SPEED.................................................................................................... MAINTAIN
MCDU INITIALIZATION
DATA (MCDU KEY)...........................................................................................................PRESS
The DATA INDEX page is displayed
IRS MONITOR (2L KEY)...................................................................................................PRESS
The IRS MONITOR page is displayed.
A/C HEADING....................................................................................................................ENTER
The heading must be entered in the SET HDG field (5R KEY).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 6/30
FCOM D 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ADR 1(2)(3) FAULT
L2
Note: In case of simultaneous failure of ADR and IR (same ADIRU), apply ADR FAULT
procedure before IR FAULT procedure.
L1
ADR 1 FAULT:
AIR DATA SWTG..............................................................................................................CAPT 3
L2 Select ADR 3 pb-sw (if available ) to captain side.
The GPWS TERR FAULT light comes on as the enhanced functions of the EGPWS TERR are
inhibited. As such, the GPWS TERR pb-sw should be switched OFF.
L1 ADR 1 P/B.............................................................................................................................. OFF
ADR 2 FAULT:
AIR DATA SWTG................................................................................................................. F/O 3
L2 Select ADR 3 pb-sw (if available) to first officer side.
L1 ADR 2 P/B.............................................................................................................................. OFF
BARO REF........................................................................................................................ CHECK
L2 If ADR 2 fails, both baro reference channels are driven by the same FCU channel.
Consequently the baro reference displays must be checked.
L1
ADR 3 FAULT:
AIR DATA SWTG (IF ADR 3 IN USE)............................................................................... NORM
ADR 3 P/B.............................................................................................................................. OFF
STATUS
CAT 3 SINGLE ONLY INOP SYS
ADR 1(2)(3)
CAT 3 DUAL
(1)
GPWS
(1) (in case of ADR 1 FAULT only)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 7/30
FCOM E 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT
L2 Flight control normal laws are lost. Pitch alternate law preserves the neutral static stability. All
protections, except maneuver protections are lost.
L1
ADR 1+2 FAULT:
AIR DATA SWTG..............................................................................................................CAPT 3
L2 Set ADR 3 pb-sw (if available) to the captain's side.
L1 ADR (AFFECTED) P/B........................................................................................................... OFF
L2 The GPWS TERR FAULT light comes on, as the enhanced functions of the EGPWS are
inhibited. As such, the GPWS TERR pb-sw should be switched OFF.
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
L2 Speed is limited, due to the loss of high-speed protections.
L1
ADR 1+3 (or 2+3) FAULT:
L2
Air data information is lost on one PFD.
Note: In case of an ADR 1+3 FAULT, the landing gear safety valve is controlled closed:
‐ Landing gear retraction is inoperative
‐ Landing gear extension must be performed by gravity.
L1 AIR DATA SWTG................................................................................................................NORM
ATC/XPDR (IF ADR 1 FAILED).......................................................................................... SYS 2
ATC/XPDR (IF ADR 2 FAILED).......................................................................................... SYS 1
ADR (AFFECTED) P/B........................................................................................................... OFF
L2 In case of an ADR 1+3 FAULT, the GPWS TERR FAULT light comes on, as the enhanced
functions of the EGPWS are inhibited. As such, the GPWS TERR pb-sw should be switched
OFF.
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 8/30
FCOM F→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ADR 1+2 (1+3) (2+3) FAULT (Cont'd)
MAX SPEED...................................................................................................................... 320 KT
L2 Speed is limited, due to the loss of high-speed protections.
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
APPR PROC F/CTL PROT
ADR 1 + 2 or (2 + 3) or (1 + 3)
AP 1 + 2
FOR LDG......................................................USE FLAP 3 A/THR
(1)
This line is replaced by “FOR LDG : USE FLAP 3” when RUD TRV LIM 1(2)
CONF 3 is selected, as a reminder. GPWS (if ADR1 fault)
CAT 2
GPWS LDG FLAP 3.................................................... ON
Appears when CONF 3 is selected.
If ADR 1+3 FAULT:
L/G....................................................... GRVTY EXTN
Refer to PRO-ABN-32 L/G GEAR NOT UPLOCKED
- FWSPAGE
APPR SPD.................................................VREF + 10 KT
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
At L/G extension, control reverts to direct law in pitch and
roll (Refer to PRO-ABN-27 F/CTL DIRECT LAW).
If ADR 1 + 3 (or 2 + 3) FAULT:
BOTH PFD ON THE SAME FAC
In the case of an ADR 1 + 3 FAULT, the GPWS
TERR FAULT light comes on, because the predictive
functions of the GPWS are inhibited. So, the GPWS
TERR pb-sw should be switched OFF.
(1) (in the case of an ADR 1 + 3 FAULT or in the case of an ADR 2 + 3 FAULT)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 9/30
FCOM ←F 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ADR 1+2+3 FAULT
L2 This alert triggers if each of the three ADRs self-detects a failure, or receives irrelevant data from
the probes. This procedure requires that the 3 ADRs be switched OFF, to replace the PFD’s normal
speed scale and altitude indication by the backup speed scale and GPS altitude indication.
L1 AP+FD........................................................................................................................................... OFF
A/THR............................................................................................................................................ OFF
ADR 1+2+3 P/B.............................................................................................................................OFF
L2 Note: The STALL WARNING is not lost.
L1 SPD......................................................................................................................... FLY THE GREEN
L2 Fly the green area of the speed scale to ensure safe flight.
L1 STBY INST................................................................................................................MAY BE UNREL
L2 Depending on the source of the ADR 3 pb-sw FAULT, the standby instruments’ indication may be
unreliable. Therefore, standby instrument must be used with care.
L1 ALL ADR OFF PROC............................................................................................................... APPLY
L2 Refer to PRO-ABN-34 ALL ADR OFF.
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2
Note: When the aircraft is in clean configuration, the flight control law reverts to direct law.
L1 MANEUVER WITH CARE
L2 Note: The rudder travel limiter is frozen at the value it had at the moment when the failure
occurred, and may not be in correct position for the flight speed. At slats extension, full
rudder travel authority is recovered.
L1 SPD BRK.......................................................................................................................DO NOT USE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 10/30
FCOM G→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ADR 1+2+3 FAULT (Cont'd)
STATUS
MANEUVER WITH CARE INOP SYS
SPD BRK...........................................................DO NOT USE
STBY INST............................................. MAY BE UNREL REAC W/S DET
PRED W/S DET
APPR PROC F/CTL PROT
ADR 1+2+3
RUD TRV LIM
FOR LDG......................................................USE FLAP 3 AP 1+2
LDG............................................................ GRVTY EXTN A/THR
CAB PR 1+2
ALTN LAW: PROT LOST GPWS
GPWS TERR
WHEN L/G DN: DIRECT LAW
NAV ALTI DISCREPANCY
Crew awareness.
NAV ATT DISCREPANCY
ATT....................................................................................................................................... X CHECK
L2 Crosscheck with standby horizon.
L1 ATT HDG SWTG................................................................................................................. AS RQRD
L2 Select IR 3 (if available) to faulty side.
NAV BARO REF DISCREPANCY
BARO REF........................................................................................................................... X CHECK
L2 Crosscheck the barometric reference selection, captain side versus first officer side.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 11/30
FCOM ← G to J 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV CAPT (F/O) (STBY) AOA FAULT
Crew awareness.
STATUS
INOP SYS
CAPT (F/O) (STBY)
AOA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 12/30
FCOM K 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV FM/GPS POS DISAGREE
L2 The ECAM alert is displayed when the FMS and GPS positions differ by more than:
‐ A longitude threshold that depends on the latitude:
• 0.5 min between 55 ° N and 55 ° S
• 0.9 min between latitudes 55 ° and 70 °
‐ A latitude threshold of 0.5 min, regardless of the latitude.
L1 A/C POS...................................................................................................................................CHECK
The following procedure is not displayed on the ECAM:
If the ECAM alert is displayed during takeoff initiation:
Continue takeoff and monitor navigation.
If the ECAM alert is displayed during Climb, Cruise, or Descent:
Check accuracy on the MCDU PROG page:
If the ESTIMATED accuracy is below the REQUIRED accuracy:
NAV mode and ND ARC/ROSE NAV may be used.
If the ESTIMATED accuracy is above the REQUIRED accuracy:
HDG/TRK mode and raw data must be used.
When possible, compare the positions of both FMs with the GPIRS position, on the MCDU
POSITION MONITOR page:
If one FM position agrees with the onside GPIRS position:
Use the associated AP/FD.
If not:
Deselect GPS and use raw data.
If the ECAM alert is displayed during ILS/LOC approach (LOC green):
Continue the approach.
If the ECAM alert is displayed during a RNP approach:
Go around if visual references are not sufficient.
If the ECAM alert is displayed during a GLS approach:
Go around if visual references are not sufficient.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 13/30
FCOM L→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV FM/GPS POS DISAGREE (Cont'd)
If the ECAM alert is displayed during a VOR, VOR-DME, NDB, or NDB-DME approach:
Select HDG or TRK, and use raw data.
NAV GPS 1(2) FAULT
Crew awareness.
STATUS
INOP SYS
GPS 1(2)
NAV GPWS FAULT
GPWS............................................................................................................................................ OFF
L2 This line remains displayed, even after the GPWS pb-sw has been switched OFF.
STATUS
INOP SYS
GPWS
NAV GPWS TERR DET FAULT
L2 The enhanced TCF and TAD modes of the EGPWS are inoperative.
L1 GPWS TERR.................................................................................................................................OFF
L2 The basic GPWS mode 1 to mode 5 are still operative if SYS pusbutton switch lights FAULT or
OFF are not illuminated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 14/30
FCOM ← L to O 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV HDG DISCREPANCY
HDG......................................................................................................................................X CHECK
L2 Compare the 3 IR headings on MCDU or crosscheck with standby compass.
L1 ATT HDG SWTG................................................................................................................. AS RQRD
L2 Select IR 3 (if available) to faulty side.
NAV IAS DISCREPANCY
AIR SPD............................................................................................................................... X CHECK
AIR DATA SWTG................................................................................................................ AS RQRD
STATUS
CAT 3 SINGLE ONLY INOP SYS
CAT 3 DUAL
NAV ILS (1+2) FAULT
Crew awareness.
STATUS
INOP SYS
ILS 1+2
GPWS
NAV ILS 1(2) FAULT
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 15/30
FCOM P to S → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV ILS 1(2) FAULT (Cont'd)
STATUS
INOP SYS
ILS 1(2)
CAT 2
(1)
GPWS
(1) (if ILS 1 fault on ground)
NAV IR 1(2)(3) FAULT
L2
Note: In case of a simultaneous ADR and IR (same ADIRU) failure, apply the ADR FAULT
procedure before the IR FAULT procedure.
L1
IR 1 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
ATC/XPDR...........................................................................................................................SYS 2
IR 2 FAULT:
ATT HDG SWTG..................................................................................................................F/O 3
ATC/XPDR...........................................................................................................................SYS 1
IR 3 FAULT:
ATT HDG SWTG (IF IR 3 IN USE).................................................................................... NORM
L2 This line is not displayed on the ECAM.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 16/30
FCOM ← S to T → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV IR 1(2)(3) FAULT (Cont'd)
L12
STATUS
IR MAY BE AVAIL IN ATT INOP SYS
Refer to PRO-ABN-34 IR ALIGNMENT IN ATT MODE
IR 1(2)(3)
CAT 3 SINGLE ONLY CAT 3 DUAL
(1)
GPWS TERR
(1)
TCAS
(2)
See
(1) (In case of an IR 1 fault)
(2)
Note: In case of an IR 1 fault, the TCAS may be inoperative (depending on the TCAS
manufacturer). If the IR 1 is available in ATT mode, the TCAS can be recovered by
entering the aircraft magnetic heading into the CDU, as per the IR ALIGNMENT IN ATT
MODE procedure.
The loss or the failure of an Inertial Reference System (IRS) may result in the loss of the FMS.
Refer to PRO-SUP-22-20-15 Loss Of FMS Position Further To IRS Loss.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 17/30
FCOM ←T 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV IR 1+2(1+3)(2+3) FAULT
If IR 1 + 2 FAULT:
ATT HDG SWTG.............................................................................................................. CAPT 3
L2 Set IR 3 (If available) to the Captain's side.
Attitude information is lost on first officer's PFD.
L1
If IR 1 + 3 (or 2 + 3) FAULT:
ATT HDG SWTG................................................................................................................ NORM
L2 Attitude information is lost on one side (Captain or first officer).
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
L2 Flight control normal laws are lost. Pitch alternate law with static stability becomes active.
All protections, except maneuver protections, are lost.
L1 MAX SPEED...................................................................................................................... 320 KT
L2 Speed is limited, due to the loss of high speed protection.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 18/30
FCOM U→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV IR 1+2(1+3)(2+3) FAULT (Cont'd)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
APPR PROC F/CTL PROT
IR 1 (2)(3)
IR 1+2 or 1+3 or 2+3
FOR LDG .....................................................USE FLAP 3 AP 1+2
This line is replaced by “FOR LDG : USE FLAP 3” when A/THR
(1)
CONF 3 is selected, as a reminder. YAW DAMPER 1
(2)
GPWS LDG FLAP 3.................................................... ON YAW DAMPER 2
GPWS TERR (if IR 1 fault)
Will appear, when CONF 3 is selected. TCAS
APPR SPD : VREF + 10 KT CAT 2
LDG DIST PROC...................................................APPLY
ALTN LAW : PROT LOST
WHEN L/G DN : DIRECT LAW
At landing gear extension, control reverts to direct law,
in pitch, as well as in roll (Refer to PRO-ABN-27 F/CTL
DIRECT LAW).
IR (AFFECTED) MAY BE AVAIL IN ATT
Refer to PRO-ABN-34 IR ALIGNMENT IN ATT MODE
Note: In case of an IR 1 fault, the TCAS may be inoperative (depending on the TCAS
manufacturer). If the IR 1 is available in ATT mode, the TCAS can be recovered by
entering the aircraft magnetic heading into the CDU, as per IR ALIGNMENT IN ATT
MODE procedure.
(1) (In case of an IR 1+3 fault)
(2) (In case of an IR 2+3 fault)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 19/30
FCOM ←U 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV IR DISAGREE
L2
Disagreement between two IRs, the third one having failed or been rejected by the ELACs. Pitch
direct, roll direct, and yaw mechanical laws become active. All protections (pitch and roll) are lost.
L1 ATT....................................................................................................................................... X CHECK
L2 Use the standby horizon to determine the faulty IR.
L1
IF DISAGREE CONFIRMED:
FAULTY IR P/B...................................................................................................................... OFF
ELAC 2..................................................................................................................OFF THEN ON
ELAC 1..................................................................................................................OFF THEN ON
L2 Note: When the ELAC 1 computer is reset on ground, the pitch trim returns to the ground
setting position (0 °).
After corrective action (faulty IR switched off and ELACs reset), pitch alternate law
with reduced protections is recovered.
L1
ASSOCIATED PROCEDURES
F/CTL ALTN LAW
(PROT LOST)
MAX SPEED...................................................................................................................... 320 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 20/30
FCOM V→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV IR DISAGREE (Cont'd)
L12
STATUS
MAX SPEED................................................................ 320 KT INOP SYS
APPR PROC F/CTL PROT
FOR LDG......................................................USE FLAP 3
Do not select CONF FULL, so as not to degrade handling
qualities.
GPWS LDG FLAP 3.................................................... ON
Will be displayed, when CONF 3 is selected.
APPR SPD...................................................... VREF + 10
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
(1) At landing gear extension, control reverts to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
NAV IR NOT ALIGNED
L2 This caution is available in Phase 2 (after first engine start, until takeoff)
L1 POSITION DISAGREE
POSITION MISSING
PRESENT POS....................................................................................................................... INSERT
EXCESS MOTION
IR 1 (2) (3) (1+2) (2+3) (1+2+3) IN ALIGN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 21/30
FCOM ← V to W 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV PRED W/S DET FAULT
L2
The predictive windshear function is lost.
L1
Crew awareness.
STATUS
INOP SYS
PRED W/S DET
NAV RA 1 AND 2 FAULT
(DUAL RA FAILURE)
Crew awareness.
L12
STATUS
WHEN L/G DN: DIRECT LAW INOP SYS
(1)
See
RA 1+2
A/CALL OUT
GPWS
CAT 2 (when landing gear is
down)
REAC W/S DET
(1) At landing gear extension, flight controls revert to direct law in pitch, as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
ILS APPR mode cannot be engaged, LOC mode is available via the FCU LOC pb.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 22/30
FCOM X to Y 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
NAV RA 1(2) FAULT
Crew awareness.
STATUS
CAT 2 ONLY INOP SYS
RA 1(2)
CAT 3
GPWS (If RA 1 fault)
NAV RA DEGRADED
Crew awareness.
L2 If a significant discrepancy occurs in flight between the two radio altimeters, the NAV RA
DEGRADED alert only appears after landing.
NAV TCAS FAULT
Crew awareness.
STATUS
INOP SYS
TCAS
NAV TCAS STBY
Crew awareness.
L2 If the flight crew sets the TCAS on STBY in flight, the NAV TCAS STBY alert appears.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 23/30
FCOM Z to AC 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
OVERSPEED
VMO/MMO................................................................................................................................ 350/.82
L2 (235/0.60 in case of dispatch with landing gear down).
L1 VLE........................................................................................................................................... 280/.67
VFE..................................................................................................................................SEE BELOW
CONF VFE
FULL 177
3 185
2 200
1+F 215
1 230
STALL WARNING
When the threshold is reached, a permanent aural warning is triggered "STALL + CRICKET"
as long as a correct angle-of-attack is not recovered. (Refer to FCOM/PRO/ABN - Operating
Techniques Section - Stall Recovery and Stall Warning At Lift-Off procedures).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 24/30
FCOM AD to AE 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
TCAS WARNINGS
Traffic advisory: “TRAFFIC” messages:
Do not perform a maneuver based on a TA alone.
Resolution advisory: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED
MAINTAIN” or “ADJUST VERTICAL SPEED ADJUST” or “MONITOR VERTICAL SPEED”
type messages:
AP (if engaged).......................................................................................................................OFF
BOTH FDs.............................................................................................................................. OFF
Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, as required, to
reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the
red area of the VSI, and within the green area. If necessary, use the full speed range
between Vαmax and VMAX.
Respect stall, GPWS, or windshear warning.
Notify ATC.
GO AROUND procedure must be performed when an RA “CLIMB” or “INCREASE
CLIMB” is triggered on final approach:
Note: Resolution Advisories (RA) are inhibited below 900 ft.
When “CLEAR OF CONFLICT” is announced
Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 25/30
FCOM AF 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
UNRELIABLE SPEED INDIC/ADR CHECK PROC
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, the pilots must identify the faulty ADR(s) and then
switch it (them) OFF.
If all ADRs provide unreliable data:
‐ Below FL250: Switch OFF the 3 ADRs to display the Backup Speed Scale (BUSS) and fly the
green area of the speed scale.
‐ Above FL250: Keep one ADR ON to prevent the display of the BUSS, and fly the aircraft using
the Pitch/Thrust tables.
Unreliable speed indications may be suspected, either by:
‐ Speed discrepancies (between ADR 1, 2, 3, and standby instruments).
‐ Fluctuating or unexpected increase/decrease/steady 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 OVERSPEED 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 OVERSPEED warning may be false or justified. Buffet,
associated with the OVERSPEED VFE warning, is a symptom of a real overspeed condition.
‐ Inconsistency between radio height 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.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 26/30
FCOM AG 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
ADR CHECK PROC
For the ADR CHECK procedure, apply the UNRELIABLE SPEED INDICATION procedure. Refer to
PRO-ABN-34 UNRELIABLE SPEED INDICATION.
UNRELIABLE SPEED INDICATION/ADR CHECK PROC
If the safe conduct of the flight is impacted:
MEMORY ITEMS:
AP/FD.................................................................................................................................... OFF
A/THR.................................................................................................................................... OFF
PITCH/THRUST:
Below THRUST RED ALT.........................................................................................15° / TOGA
Above THRUST RED ALT and Below FL 100............................................................. 10° / CLB
Above THRUST RED ALT and Above FL 100...............................................................5° / CLB
FLAPS (if CONF 0(1)(2)(3)).......................................................... MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)........................................................ SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES........................................................................................CHECK RETRACTED
L/G........................................................................................................................................... UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
GPS ALTITUDE................................................................................................ Display on MCDU
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 27/30
FCOM AH to AI → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
UNRELIABLE SPEED INDICATION/ADR CHECK PROC (Cont'd)
To level off for troubleshooting:
AP/FD......................................................................................................................................OFF
A/THR......................................................................................................................................OFF
Note: Check the actual slat/flap config. on ECAM, as flap auto-retraction may occur.
PITCH/THRUST FOR INITIAL LEVEL OFF
SLATS/FLAPS EXTENDED
Above 67 t 67 t - 57 t Below 57 t
CONF Speed Pitch (°)/Thrust (% N1)
3 F 7.0/62.4 7.0/58.4 7.0/53.0
2 F 8.5/62.3 8.5/58.3 8.5/53.0
1+F S 4.5/61.3 4.5/57.2 4.5/52.3
1 S 7.5/60.2 7.5/55.8 7.5/51.0
CLEAN
FL Speed Pitch (°)/Thrust (% N1)
Below FL 200 250 kt 3.5/64.7 3.0/62.3 2.0/60.3
FL 200 - FL 320 275 kt 2.5/78.7 2.0/76.8 1.0/75.3
Above FL 320 M 0.76 3.0/84.6 2.5/83.3 2.0/80.8
FLYING TECHNIQUE TO STABILIZE SPEED:
Adjust pitch in order to fly the required flight path.
When target pitch is reached, flying intended flight path, adjust thrust to target:
If the aircraft pitch tends to increase, aircraft is slow, then increase thrust;
If the aircraft pitch tends to decrease, aircraft is fast, then decrease thrust.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 28/30
FCOM ← AI → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
UNRELIABLE SPEED INDICATION/ADR CHECK PROC (Cont'd)
WHEN FLIGHT PATH IS STABILIZED
PROBE/WINDOW HEAT.............................................................................................................ON
TECHNICAL RECOMMENDATIONS
Respect Stall Warning.
To monitor speed, refer to IRS Ground Speed or GPS Ground Speed variations.
CAUTION If the failure is due to radome destruction, the drag will increase and therefore
N1 must be increased by 5 %. Fuel flow will increase by about 27 %.
AFFECTED ADR IDENTIFICATION
Crosscheck all speed indications and Refer to QRH/Operating Speeds table of the In Flight
Performance section (for F, S speeds) or Refer to QRH/Severe Turbulence table of QRH
Operational Data section (for speed in clean conf):
If at least one ADR is reliable:
Faulty ADR(s)..................................................................................................................OFF
REMAINING AIR DATA........................................................................................ CONFIRM
Alternates sources may be used to evaluate the air data:
‐ GPS altitude.
‐ GPS and IRS ground speeds, taking into account altitude and wind effect.
If affected ADR(s) cannot be identified, or if all ADRs are affected:
When above FL 250:
ONE ADR........................................................................................................ KEEP ON
TWO ADRs...............................................................................................................OFF
This prevents the flight control laws from using two coherent but unreliable ADR data.
For flight continuation, Refer to Climb, Cruise and Descent tables.
When below FL 250, if speed still unreliable:
ALL ADRs P/B..........................................................................................................OFF
All ADRs must be switched OFF to replace the PFD's normal speed scale and altitude
indication to the Back Up Speed Scale and GPS altitude indication.
SPD.....................................................................................................FLY THE GREEN
NAV ADR 1+2+3 FAULT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 29/30
FCOM ← AI → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
UNRELIABLE SPEED INDICATION/ADR CHECK PROC (Cont'd)
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - CLIMB
Set the thrust to CL.
CLEAN
Above 67 t 67 t - 57 t Below 57 t
FL Speed Pitch (°)/Thrust (% N1)
FL 250 - FL 320 275 kt 3.5/CLB 3.5/CLB 3.5/CLB
Above FL 320 M 0.76 3.5/CLB 3.5/CLB 3.5/CLB
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - CRUISE
Adjust N1 to maintain approximate level flight with pitch attitude held constant. When time
permits, Refer to PRO-SUP-91-10 General (SEVERE TURBULENCE) and adjust pitch to
maintain level flight.
CLEAN
Above 67 t 67 t - 57 t Below 57 t
FL Speed Pitch (°)/Thrust (% N1)
FL 250 - FL 320 275 kt 2.5/78.7 2.0/76.8 1.0/75.3
Above FL 320 M 0.76 3.0/84.6 2.5/83.3 2.0/80.8
CLIMB/CRUISE/DESCENT (PITCH & THRUST TABLES) - DESCENT
Set the thrust to IDLE.
CLEAN
Above 67 t 67 t - 57 t Below 57 t
FL Speed Pitch (°)/Thrust (% N1)
Above FL 320 M 0.76 -0.5/IDLE -1.0/IDLE -2.0/IDLE
FL 320 - FL 250 275 kt -0.5/IDLE -1.0/IDLE -2.0/IDLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-34 P 30/30
FCOM ← AI 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR APU BLEED FAULT
L2 The valve position disagrees with the commanded position, when the APU is running.
L1
Crew awareness.
STATUS
INOP SYS
APU BLEED (If valve closed)
AIR APU BLEED LEAK
APU BLEED (IF NOT CLOSED)...................................................................................................OFF
L2 ‐ With the APU BLEED pb-sw ON, the FAULT light remains on.
‐ With the APU BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
STATUS
INOP SYS
APU BLEED
AIR BLEED 1(2) OFF
L2 One engine bleed is switched off with no fault.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 1/12
FCOM A to C 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORM PR
If wing anti-ice is on and both packs are on:
PACK (AFFECTED)................................................................................................................OFF
L2 One pack must be closed when the pilot is using wing anti-ice because of precooler
performance.
L1 X BLEED.................................................................................................................................... OPEN
STATUS
ONE PACK ONLY IF WAI ON INOP SYS
ENG 1(2) BLEED
PACK 1(2) (If closed)
AIR ENG 1(2) BLEED FAULT
ENG BLEED AFFECTED (IF NOT AUTOMATICALLY CLOSED)................................................OFF
L2 ‐ With the ENG BLEED pb-sw on, the FAULT light remains on.
‐ With the ENG BLEED pb-sw OFF, the FAULT light goes out when the failure (overheat or
overpressure) disappears.
L1
If wing anti-ice is on and both packs are on:
PACK AFFECTED.................................................................................................................. OFF
L2 One pack must be closed when the pilot is using wing anti-ice because of precooler
performance.
L1 X BLEED.................................................................................................................................... OPEN
STATUS
ONE PACK ONLY IF WAI ON INOP SYS
ENG 1(2) BLEED
PACK 1(2) (If closed)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 2/12
FCOM D to E 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1+2 BLEED FAULT
Apply this procedure when both engine bleed supply systems are failed. In this configuration, the
CAB PR EXCESS CAB ALT may trigger. In this case, apply the ECAM procedure associated to the
CAB PR EXCESS CAB ALT before continuing this paper procedure.
If either AIR ENG 1 BLEED FAULT or AIR ENG 1 BLEED ABNORM PR
and
If either AIR ENG 2 BLEED FAULT or AIR ENG 2 BLEED ABNORM PR:
X BLEED .............................................................................................................................SHUT
ENG 1+2 BLEED ................................................................................................. OFF THEN ON
Attempt one reset only. If the fault occurs again, consider reset unsuccessful.
If unsucessful (no ENG BLEED recovered):
DESCENT TO FL 100/MEA-MORA......................................................................... INITIATE
L2 Descend rapidly to FL 100/MEA-MORA, to prevent excessive cabin altitude.
L1 ENG 1+2 BLEED............................................................................................................. OFF
APU BLEED..................................................................................................................... OFF
APU..............................................................................................................................START
L2 Start APU during descent.
L1 WING A.ICE..................................................................................................................... OFF
AVOID ICING CONDITIONS
When below FL 200 and APU AVAIL:
WING A.ICE....................................................................................................KEEP OFF
L2 APU BLEED must not be used for wing anti-ice.
AVOID ICING CONDITIONS
L1 APU BLEED.................................................................................................................ON
L2 When APU BLEED is ON and pressurization is recovered, reduce rate of descent and
consider MAX FL 200.
L1
If APU BLEED available:
L2 CABIN PRESSURE MONITOR
L1
MAX FL 200
ENG 1+2 BLEED.................................................................................................. ON
APU BLEED........................................................................................................ OFF
If no ENG BLEED recovered:
APU BLEED................................................................................................... ON
ENG 1+2 BLEED..........................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 3/12
FCOM F→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1+2 BLEED FAULT (Cont'd)
If PACK 1 inoperative:
X BLEED............................................................................................. OPEN
L2 To supply the PACK 2 from the APU bleed.
L1
If APU BLEED not available:
DESCENT TO FL 100/MEA-MORA........................................................ CONTINUE
APU BLEED........................................................................................................ OFF
When at or below FL 100/MEA-MORA:
ENG 1+2 BLEED............................................................................................ON
If no ENG BLEED recovered:
ENG 1+2 BLEED................................................................................... OFF
When DIFF PR < 1 PSI:
RAM AIR............................................................................................ON
MAX FL........................................................................ 100/MEA-MORA
If ice accretion during approach:
APPR SPD........................................................................ VLS + 10 KT
LDG DIST PROC........................................................................ APPLY
In all other cases:
Applicable when at least one engine bleed supply system is failed due to LEAK, ENG FIRE,
Start Air Valve Failed Open:
DESCENT TO FL 100/MEA-MORA................................................................................INITIATE
L2 Descend rapidly to FL 100/MEA-MORA, to prevent excessive cabin altitude.
L1 X BLEED.............................................................................................................................. SHUT
ENG 1+2 BLEED.................................................................................................................... OFF
APU BLEED............................................................................................................................OFF
APU.................................................................................................................................... START
L2 Start APU during descent.
L1 WING A.ICE............................................................................................................................OFF
AVOID ICING CONDITIONS
If only AIR ENG 2 BLEED FAULT or AIR ENG 2 BLEED ABNORM PR:
When at or below FL 100/MEA-MORA:
ENG 2 BLEED.............................................................................................................ON
If no ENG 2 BLEED recovered:
ENG 2 BLEED.................................................................................................... OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 4/12
FCOM ←F→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1+2 BLEED FAULT (Cont'd)
When DIFF PR < 1 PSI:
RAM AIR.........................................................................................................ON
MAX FL..................................................................................... 100/MEA-MORA
If ice accretion during approach:
APPR SPD..................................................................................... VLS + 10 KT
LDG DIST PROC..................................................................................... APPLY
If only AIR ENG 1 BLEED FAULT or AIR ENG 1 BLEED ABNORM PR:
When at or below FL 200 and APU AVAIL:
WING A.ICE....................................................................................................KEEP OFF
L2 APU BLEED must not be used for wing anti-ice.
AVOID ICING CONDITIONS
L1 APU BLEED.................................................................................................................ON
L2 When APU BLEED is ON and pressurization is recovered, reduce rate of descent and
consider MAX FL 200.
L1
If APU BLEED available:
MAX FL 200
ENG 1 BLEED...................................................................................................... ON
APU BLEED........................................................................................................ OFF
If no ENG 1 BLEED recovered:
APU BLEED................................................................................................... ON
ENG 1 BLEED..............................................................................................OFF
If APU BLEED not available:
DESCENT TO FL 100/MEA-MORA........................................................ CONTINUE
APU BLEED........................................................................................................ OFF
When at or below FL 100/MEA-MORA:
ENG 1 BLEED................................................................................................ON
If no ENG 1 BLEED recovered:
ENG 1 BLEED....................................................................................... OFF
When DIFF PR < 1 PSI:
RAM AIR............................................................................................ON
MAX FL........................................................................ 100/MEA-MORA
If ice accretion during approach:
APPR SPD........................................................................ VLS + 10 KT
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 5/12
FCOM ←F→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1+2 BLEED FAULT (Cont'd)
LDG DIST PROC........................................................................ APPLY
If neither AIR ENG 1(2) BLEED FAULT nor AIR ENG 1(2) BLEED ABNORM PR on any
side:
When at or below FL 100/MEA-MORA
and
DIFF PR < 1 PSI:
RAM AIR......................................................................................................................ON
MAX FL.................................................................................................. 100/MEA-MORA
If ice accretion during approach:
APPR SPD.................................................................................................. VLS + 10 KT
LDG DIST PROC.................................................................................................. APPLY
AIR ENG 1(2) BLEED LO TEMP
(OPPOSITE BLEED AVAILABLE)
L2 In flight, engine bleed temperature is too low for correct wing de-icing.
L1 A/THR............................................................................................................................................ OFF
THR LEVER (AFFECTED ENGINE)...................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
IF UNSUCCESSFUL:
X BLEED..............................................................................................................................OPEN
ENG BLEED (AFFECTED).....................................................................................................OFF
ASSOCIATED PACK (IF OPPOSITE PACK ON).................................................................. OFF
L2 One pack must be closed, when the pilot is using wing anti-ice, due to precooler performance.
STATUS
ONE PACK ONLY IF WAI ON INOP SYS
ENG 1(2) BLEED
PACK 1(2) (If selected OFF)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 6/12
FCOM ← F to G 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1(2) BLEED LO TEMP
(OPPOSITE BLEED NOT AVAILABLE)
L2 In flight, engine bleed temperature is too low for correct wing de-icing.
L1 A/THR............................................................................................................................................ OFF
THR LEVER (AFFECTED ENGINE)...................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
IF UNSUCCESSFUL:
WING A. ICE.......................................................................................................................... OFF
AVOID ICING CONDITIONS
STATUS
AVOID ICING CONDITIONS INOP SYS
• IF SEVERE ICE ACCRETION:
MIN SPD...............................................VLS +10 / G DOT WING A. ICE
MANEUVER WITH CARE
LDG DIST PROC...................................................APPLY
AIR ENG 1 + 2 BLEED LO TEMP
A/THR ...........................................................................................................................................OFF
THR LEVERS......................................................................................................................ADVANCE
L2 The thrust lever of the affected engine must be advanced, with the autothrust OFF.
Low bleed temperature may be due to low outside air temperature. Therefore, increasing engine
thrust may increase bleed temperature and clear the ECAM caution.
L1
IF UNSUCCESSFUL:
WING A. ICE.......................................................................................................................... OFF
AVOID ICING CONDITIONS
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 7/12
FCOM H to I → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1 + 2 BLEED LO TEMP (Cont'd)
STATUS
AVOID ICING CONDITIONS
• IF SEVERE ICE ACCRETION:
MIN SPD...............................................VLS +10 / G DOT
MANEUVER WITH CARE
LDG DIST PROC...................................................APPLY
AIR ENG 1(2) BLEED NOT CLSD
L2 Engine bleed valve fails to close:
‐ During engine start or when APU BLEED pb-sw is selected on.
‐ At engine shutdown or when APU BLEED pb-sw is selected OFF with engine not running.
L1 ENG BLEED.................................................................................................................................. OFF
L2 Note: The warning may be triggered due to residual pressure between the HP or IP valves and
the engine bleed valve:
‐ After engine shutdown, or
‐ After APU BLEED pb-sw is selected OFF with engine not running.
Select the ENG BLEED pb-sw OFF then on. If the warning disappears, no maintenance
action is due.
STATUS
ONE PACK ONLY IF WAI ON INOP SYS
ENG 1(2) BLEED
AIR ENG 1(2) HP VALVE FAULT
Crew awareness.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 8/12
FCOM ← I to K → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR ENG 1(2) HP VALVE FAULT (Cont'd)
STATUS
AIR PRESS LOW AT IDLE
AIR ENG 1(2) LEAK DET FAULT
Crew awareness.
STATUS
INOP SYS
ENG 1(2) LK DET
AIR L(R) WING OR ENG 1(2) BLEED LEAK
ENG BLEED AFFECTED (IF NOT AUTOMATICALLY CLOSED)................................................OFF
L2 ‐ With the ENG BLEED pb-sw on, the FAULT light remains on.
‐ With the ENG BLEED pb-sw off, the FAULT light goes off when the overheat disappears.
L1
If left wing or engine 1 bleed leak:
APU BLEED (IF NOT CLOSED)............................................................................................ OFF
X BLEED (IF NOT CLOSED).....................................................................................................SHUT
WING ANTI-ICE............................................................................................................................ OFF
AVOID ICING CONDITIONS
STATUS
AVOID ICING CONDITIONS INOP SYS
• IF SEVERE ICE ACCRETION:
MIN SPD...............................................VLS +10 / G DOT WING A.ICE
ENG 1(2) BLEED
MANEUVER WITH CARE PACK 1(2)
LDG DIST PROC...................................................APPLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 9/12
FCOM ← K to M 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
AIR L(R) WNG LEAK DET FAULT
Crew awareness.
STATUS
INOP SYS
L(R) WNG LK DET
AIR X BLEED FAULT
X BLEED.............................................................................................................................. MAN CTL
L2 Select OPEN, when the APU BLEED pb-sw is ON, or for engine start, or when WING ANTI-ICE
pb-sw is ON and one bleed is inoperative.
Select SHUT in other cases.
L1
If manual opening inoperative, and only one bleed available:
WING ANTI ICE......................................................................................................................OFF
AVOID ICING CONDITIONS
STATUS
If manual opening inoperative: INOP SYS
AVOID ICING CONDITIONS
X BLEED
IF SEVERE ICE ACCRETION: WING A.ICE
MIN SPD..................................VLS +10 / G DOT
MANEUVER WITH CARE
LDG DIST PROC............................................ APPLY
X BLEED MAN CTL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 10/12
FCOM N to O 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
BLEED MONITORING FAULT
Crew awareness.
STATUS
INOP SYS
BMC 1 + 2
BLEED MONIT SYS 1(2) FAULT
Crew awareness.
STATUS
INOP SYS
BMC 1(2)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 11/12
FCOM P to Q 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PNEUMATIC
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-36 P 12/12
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
DATALINK ATSU FAULT
Crew awareness.
ATSU INIT FAULT
L2 Displayed, in case of failure upon ATSU initialization. Refer to PRO-SUP-46 ATSU Initialization
STATUS
INOP SYS
ATSU
DATA COMPANY
DATALINK COMPANY FAULT
Crew awareness.
STATUS
INOP SYS
DATA COMPANY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-46 P 1/2
FCOM A to B 25 NOV 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-46 P 2/2
FCOM 25 NOV 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW APU
OPERATING MANUAL
APU AUTO (EMER) SHUT DOWN
L2 APU EMER SHUT DOWN is triggered if:
‐ An APU fire is detected on ground, or
‐ The ground crew shuts down the APU manually by pushing the APU SHUT OFF pb on the nose
gear interphone panel, or
‐ The flight crew presses the APU FIRE pb in the cockpit.
L1 MASTER SW.................................................................................................................................OFF
STATUS
INOP SYS
APU
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-49 P 1/2
FCOM A 29 JUL 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW APU
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-49 P 2/2
FCOM 29 JUL 11
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DOORS
OPERATING MANUAL
DOORS (L/R/FWD/AFT) AVIONICS
On the ground:
Crew awareness.
In flight:
No crew action required as long as cabin pressure is normal.
IF ABN CAB V/S:
MAX FL.....................................................................................................................100/MEA
L2 Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
Avionics doors are of plug type. Therefore full depressurization is not recommended.
STATUS
• IF ABN CAB V/S:
MAX FL.............................................................. 100/MEA
DOORS CABIN/EMER EXIT/CARGO
On the ground:
L2 Crew may confirm a cabin door warning by checking the visual indicator on the door.
Crew may confirm a cargo door warning by checking the indication on the cargo door.
L1
Crew awareness.
In flight:
No crew action required as long as cabin pressure is normal.
IF ABN CAB V/S:
MAX FL.....................................................................................................................100/MEA
L2 Limit maximum flight level to FL 100 or MEA or minimum obstacle clearance altitude.
If door warning is accompanied by abnormal increase of cabin altitude, flight crew must
reduce cabin ΔP and altitude by descending.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-52 P 1/2
FCOM A to B → 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DOORS
OPERATING MANUAL
DOORS CABIN/EMER EXIT/CARGO (Cont'd)
STATUS
• IF ABN CAB V/S:
MAX FL............................................................... 100/MEA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-52 P 2/2
FCOM ←B 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) BLEED STATUS FAULT
(IN FLIGHT)
L2 Status of bleed valves, pack valves, wing and engine anti ice valves, X bleed valves is not received
by the FADEC active channel.
L1
If ENG ANTI ICE on:
ENG MODE SEL..................................................................................................................... IGN
STATUS
ENG 1(2) HI GND IDLE
ENG 1(2) BLEED STATUS FAULT
(ON GROUND)
L2 Status of bleed valves, pack valves, wing and engine anti ice valves, X bleed valve is not received
by the FADEC active channel.
L2
L1 HI GND IDLE
FADEC increases minimum idle as if valves were opened.
L1
If ENG ANTI ICE on:
ENG MODE SEL..................................................................................................................... IGN
L2 When ENG anti ice is on, there is no automatic selection of continuous relight since FADEC
does not know position of engine anti ice valves position.
L1
BEFORE T.O.:
PACK (ASSOCIATED SIDE).................................................................................................. OFF
L2 Associated pack must be closed to reduce risk of excessive EGT.
STATUS
ENG 1(2) HI GND IDLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 1/50
FCOM A to B 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) COMPRESSOR VANE
L2 Failure of VBV or VSV.
L1
On ground:
THR LEVERS (AFFECTED).................................................................................................. IDLE
ENG MASTER (AFFECTED)..................................................................................................OFF
AVOID RAPID THR CHANGES or
If the A/THR is engaged, adjust the thrust lever (of the affected engine) to align the thrust lever
command with actual N1 and disconnect A/THR.
ENG (AFFECTED) SLOW RESPONSE
Depending on the type of failure, one of the above two messages is displayed.
STATUS
AVOID RAPID THR CHANGES
ENG (affected) SLOW RESPONSE
ENG 1(2) CTL VALVE FAULT
L2 Failure of Burner staging valve or HP Turbine clearance system or RACC system.
L1 MAX N2........................................................................................................................................96 %
L2 Retard associated thrust lever to limit N2 to 96 %.
STATUS
MAX ENG (AFFECTED) N2..................................... 96 %
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 2/50
FCOM C to D 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) EIU FAULT
L2 The data bus between the EIU and ECU fails. Therefore:
‐ Affected engine start is lost
‐ Autothrust control is lost
‐ Thrust reverser on the affected engine is lost
‐ When idle is selected, only approach idle is available
‐ Bleed corrections on N1 limit are lost (Refer to PRO-ABN-70 ENG 1(2) BLEED STATUS FAULT
(In Flight)).
L1
Crew awareness.
L12
STATUS
ENG 1(2) APPR IDLE ONLY INOP SYS
Minimum idle is lost.
A/THR
REVERSER 1(2)
ENG 1(2) START
ENG 1(2) FADEC A(B) FAULT
L2 Loss of one FADEC channel.
L1
Crew awareness.
L2 Note: Some cases of spurious FADEC fault have been experienced at engine start on ground.
The warning can be considered as spurious, if it disappears after application of the
following procedure:
‐ Set the master sw to OFF, and wait until N2 speed goes below 5 %.
‐ Pull and reset the C/B’s of the affected ECU electrical supply (A04 or A05 on 49 VU or
R41 or Q40 on 120 VU).
‐ Wait for the ECU power-up sequence, and restart the engine.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 3/50
FCOM E to F 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) FADEC ALTERNATOR
L2 Loss of electrical auto supply of either FADEC channel.
L1
Crew awareness.
ENG 1(2) FADEC FAULT
On ground:
THR LVR (affected) NOT ABOVE IDLE
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
L2 Due to the fact that engine indications are lost, other system pages such as HYD SD page,
ELEC SD page or BLEED SD page must be used to check engine status.
L1
IF ABN ENG OPERATION:
ENG MASTER (AFFECTED)........................................................................................... OFF
In flight:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
L2 Due to the fact that engine indications are lost, other system pages such as HYD SD page,
ELEC SD page or BLEED SD page must be used to check engine status.
L1
IF ABN ENG OPERATION:
ENG MASTER (AFFECTED)........................................................................................... OFF
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
(Refer to PRO-ABN-70 ENG 1(2) SHUT DOWN).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 4/50
FCOM G to H 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) FADEC HI TEMP
If the ECU TEMP is above 105 °C:
FADEC OVHT
L2 Reducing engine power should decrease temperature in the ECU area.
If overheating is severe enough, ECU failure could result in a significant loss of engine
functions.
L1
On the ground:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG MASTER (ASSOCIATED ENGINE)...............................................................................OFF
ENG MODE SEL.................................................................................................................NORM
FADEC GND PWR.................................................................................................. CHECK OFF
In flight:
ENG (AFFECTED) PARAMETERS...................................................................................CHECK
IF ABN ENG OPERATION:
THR LEVER (AFFECTED)..............................................................................................IDLE
ENG MASTER (ASSOCIATED ENGINE)........................................................................ OFF
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
(Refer to PRO_ABN_70_ENG 1(2) SHUT DOWN).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 5/50
FCOM I 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) FAIL
L2 An engine flame-out may be recognized by a rapid decrease in EGT, N2, FF, followed by decrease
in N1.
Engine damage may be accompanied by:
‐ Loud noise,
‐ Significant increase in aircraft vibrations and/or buffeting,
‐ Repeated or uncontrollable engine stalls,
‐ Associated abnormal indications such as hydraulic fluid loss, or no N2 indication.
L1 LAND ASAP (AMBER)
Before takeoff or after landing:
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG MASTER (AFFECTED ENGINE)...................................................................................OFF
IF DAMAGE:
ENG FIRE P/B (AFFECTED ENGINE)......................................................................... PUSH
AGENT 1...................................................................................................................... DISCH
IF NO DAMAGE:
L2 If conditions permit, do not restart the engine. A new engine start would erase FADEC
troubleshooting data.
L1 ENG (AFFECTED) RELIGHT...............................................................................CONSIDER
L2 If no damage, a new start sequence may be initiated.
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70 ENG 1(2) SHUT
DOWN), if damage or if engine relight is unsuccessful.
L1
In flight:
ENG MODE SEL..................................................................................................................... IGN
L2 Selection of continuous ignition confirms the immediate relight attempt made by the FADEC.
L1 THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 6/50
FCOM J→ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) FAIL (Cont'd)
L2 Note: In case of GPWS (EGPWS ) alerts, reduce speed with care below VLS with flaps
extended (at light weights VMC may be reached before αMax) when applying the
GPWS (EGPWS ) procedure.
L1
IF NO ENG RELIGHT AFTER 30 S:
ENG MASTER (AFFECTED ENGINE)............................................................................ OFF
IF DAMAGE:
ENG FIRE P/B (AFFECTED ENGINE)...................................................................PUSH
AGENT 1 (AFTER 10 SECONDS IN FLIGHT)..................................................... DISCH
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
L2 Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70 ENG 1 (2) SHUT
DOWN), if damage or if engine relight is unsuccessful.
If high vibration occurs and continues after engine shutdown, reduce airspeed and
descent to a safe altitude
Attempt to determine and use a practical airspeed and altitude for minimum
vibrations.
L1
IF NO DAMAGE:
ENG (AFFECTED) RELIGHT........................................................................ CONSIDER
L2 If there is no damage, an engine relight can be considered. To restart the engine,
(Refer to PRO-ABN-70 ENG RELIGHT (In Flight)) apply the ENG RELIGHT (in flight)
procedure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 7/50
FCOM ←J 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) FUEL CTL FAULT
L2 Failure of Fuel Metering Valve.
L1
On ground:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG MASTER (AFFECTED)..................................................................................................OFF
AVOID RAPID THR CHANGES, or
ENG (AFFECTED) SLOW RESPONSE
L2 Depending on the type of failure, one of the above two messages is displayed.
STATUS
AVOID RAPID THR CHANGES or
ENG (affected) SLOW RESPONSE
ENG 1(2) FUEL FILTER CLOG
Crew awareness.
L2
Maintenance action is due.
ENG 1(2) FUEL RETURN VALVE
VALVE NOT OPEN
L2 The valve is failed closed.
L1
Crew awareness.
VALVE NOT CLOSED
L2 The valve is failed open.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 8/50
FCOM K to M 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) HP FUEL VALVE
Associated engine below idle:
HP FUEL VALVE NOT OPEN.
L2 Failure of HP fuel valve.
L1
On the ground:
MAN START (IF MAN START PERFORMED)................................................................OFF
ENG MASTER (AFFECTED)........................................................................................... OFF
Associated engine at or above idle:
L2 Failure of HP fuel valve position switch.
L1 HP FUEL POS SWT FAULT.
ENG 1(2) IGN FAULT (IGN A OR B FAULT)
Crew awareness.
STATUS
INOP SYS
ENG 1(2) IGN A (B)
ENG 1(2) IGN FAULT (IGN A+B FAULT)
AVOID ADVERSE CONDITIONS
STATUS
INOP SYS
ENG 1(2) IGN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 9/50
FCOM N to P 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) LOW N1
(ON GROUND)
L2 No N1 rotation during start.
L1
IF CONFIRMED:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG MASTER (AFFECTED)..................................................................................................OFF
ENG 1(2) N1 OR N2 OR EGT OR FF DISCREPANCY
L2 There is discrepancy between the value displayed on the ECAM and the real value. The upper
ECAM upper displays a CHECK message below the affected indication.
Normal indication may be recovered by switching from DMC 1 to DMC 3.
If unsuccessful, and if both thrust levers are at the same position, crosscheck with the opposite
parameter.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 10/50
FCOM Q to R 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) N1/N2/EGT OVERLIMIT
Max pointer indication:
L2 EGT between 915 °C and 950 °C (except during takeoff, alpha floor activation, or reverse
selected), or EGT between 950 °C and 990 °C, or
N1 between 104.0 % and 105.8 % or
N2 between 105.0 % and 105.8 %
L1 THR LEVER (OF AFFECTED ENGINE)................................................................ BELOW LIMIT
L2 Normal operation may be resumed and maintained until next landing. Report in maintenance
log.
L1
Max pointer indication:
L2 EGT above 990 °C or
N1 above 105.8 % or
N2 above 105.8 %
L1 THR LEVER (OF AFFECTED ENGINE)............................................................................... IDLE
ENG MASTER (OF AFFECTED ENGINE)............................................................................ OFF
L2 If conditions do not permit engine shutdown land ASAP using the minimum thrust required to
sustain safe flight.
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
ENG 1(2) OIL FILTER CLOG
Crew awareness.
L2
Maintenance action is due, except if the caution is temporarily displayed during cold engine start
with engine oil temperature lower than 40 °C.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 11/50
FCOM S to T 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) OIL HI TEMP
L2 Oil temp between 140 °C and 155 °C for more than 15 min, or oil temp above 155 °C.
L1 THR LEVER (OF AFFECTED ENGINE)......................................................................................IDLE
ENG MASTER (OF AFFECTED ENGINE)................................................................................... OFF
L12
ASSOCIATED PROCEDURES
ENG 1 (2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
ENG 1(2) OIL LO PR
IF OIL PR < 13 PSI:
L2 Check oil pressure indication on ENG SD page.
L1 THR LEVER (OF AFFECTED ENGINE)............................................................................... IDLE
ENG MASTER (OF AFFECTED ENGINE)............................................................................ OFF
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Carry out ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
Note: If oil pressure is low (< 13 PSI ) is indicated only on ENG SD page (red
indication) without the ENG OIL LO PR warning, it can be assumed, that the
oil pressure transducer is faulty. Flight crew may continue engine operation
while monitoring other engine parameters.
ENG 1(2) ONE TLA FAULT
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 12/50
FCOM U to W 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) OVSPD PROT FAULT
Crew awareness.
L12
Note: If the warning appears during engine start, shut down the engine. Restart the engine. If
the warning still appears, maintenance action is due.
ENG 1(2) PROBES FAULT
L2 P0, PT2, T12 data not available on both ECU channels.
L1
Crew awareness.
ENG 1(2) REV ISOL FAULT
L2 The thrust reverser shut off valve is detected failed open.
L1
Crew awareness.
ENG 1(2) REV PRESSURIZED
L2 Reverse thrust system is pressurized with reverser doors stowed and locked.
L1
In flight:
THR LEVER 1(2)................................................................................................................... IDLE
L2 If flight conditions permit, reduce the thrust of the affected engine to IDLE as a precautionary
measure.
L1
On ground:
THR LVR 1(2) NOT ABOVE IDLE
ENG 1(2) REV SWITCH FAULT
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 13/50
FCOM X to AB 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) REVERSE UNLOCKED
L2 One or more reverser doors are not stowed.
If N1 is above 70 %, the auto-restow function is inhibited in flight and on ground.
L1
On ground:
ENG 1(2) AT IDLE
L2 Only displayed, if the FADEC automatically sets the engine at idle (i.e. when 4 reverser doors
are not stowed, or 1, 2, or 3 reverser doors are not stowed with the reverser pressurized).
L1 THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG MASTER (AFFECTED ENGINE)...................................................................................OFF
In flight:
LAND ASAP (AMBER)
ENG 1(2) AT IDLE
L2 Only displayed, if the engine is automatically set at idle.
L1 THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
MAX SPEED...................................................................................................................... 300/.78
IF BUFFET:
L2 The warning alone, without buffet or vibration, may be a false warning.
L1 MAX SPEED .............................................................................................................. 240 KT
ENG MASTER (AFFECTED ENGINE)............................................................................ OFF
If reverser is actually deployed:
RUD TRIM ........................................................................................................... FULL R (L)
CONTROL HDG WITH ROLL
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 14/50
FCOM AC 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) REVERSER FAULT
If reverser position fault with reverser pressurized:
LAND ASAP (AMBER)
ENG 1(2) AT IDLE
L2 Thrust of the affected engine is locked at idle.
L1 THR LEVER 1(2)................................................................................................................... IDLE
L2 Set thrust lever of affected engine at idle.
STATUS
INOP SYS
REVERSER 1(2)
ENG 1(2) SENSOR FAULT
L2 PS3, T25, T3, N1, N2 data not available on both ECU channels.
L1
On ground:
THR LEVER (AFFECTED).................................................................................................... IDLE
ENG MASTER (AFFECTED)..................................................................................................OFF
In flight:
AVOID RAPID THR CHANGES.
STATUS
AVOID RAPID THR CHANGES.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 15/50
FCOM AD to AE 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) SHUT DOWN
L2 This alert triggers when ENG 1(2) is shut down
L1 LAND ASAP (AMBER)
If wing Anti-ice ON:
If Elec Emer Config:
PACK 1.............................................................................................................................OFF
L2 In Emer Elec, only Pack 1 pb-sw can be controlled off.
L1
If not Elec Emer Config:
PACK (AFFECTED SIDE) .............................................................................................. OFF
L2 One pack must be closed when wing anti-ice is in use due to precooler performance.
L1 X BLEED (IF ENG FIRE PB NOT PUSHED)......................................................................OPEN
L2 X BLEED pb-sw must be opened to have symmetrical wing anti-icing.
L1 ENG MODE SEL............................................................................................................................IGN
L2 Continuous ignition is selected, in order to protect the remaining engine.
L1
IF NO FUEL LEAK:
IMBALANCE..................................................................................................................MONITOR
TCAS MODE SEL ....................................................................................................................TA
If REV unlocked:
IF BUFFET:
MAX SPEED .............................................................................................................. 240 KT
If ENG FIRE pb-sw pushed:
XBLEED ............................................................................................................................. SHUT
WING ANTI ICE......................................................................................................................OFF
AVOID ICING CONDITIONS
SECONDARY FAILURES
* HYD
* ELEC
* AIR BLEED
L2
Note: In some conditions, with full asymmetric power, the aircraft may be control-limited before
reaching the protection system limit. Therefore, in extreme conditions, where low speed
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 16/50
FCOM AF → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) SHUT DOWN (Cont'd)
may be advantageous (GPWS, WINDSHEAR, etc.), reduce speed with care below VLS
and respect the minimum control speed.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 17/50
FCOM ← AF → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) SHUT DOWN (Cont'd)
L12
STATUS
If ENG 1(2) FIRE pb-sw pushed: INOP SYS
AVOID ICING CONDITIONS
CAT 3 DUAL
IF SEVERE ICE ACCRETION: ENG 1(2) BLEED
MIN SPD...................................VLS + 10/G DOT PACK 1(2)
MAIN GALLEY
MANEUVER WITH CARE
GEN 1(2)
LDG DIST PROC......................................APPLY G ENG 1 PUMP or
If REV unlocked: Y ENG 2 PUMP
(1)
MAX SPEED................................................. 300/0.78 WING A. ICE
AFT CRG HEAT
APPR PROC
4 doors not stowed (CFM) or reverser deployed
(IAE/PW):
IF BUFFET:
FOR LDG.........................................USE FLAP 1
This line is replaced by "FOR LDG : USE FLAP
1" when CONF 1 is selected, as a reminder.
APPR SPD....................................VREF + 55 KT
RUD TRIM.........................................5 DEG R(L)
When committed to land, set 5 ° rudder trim
towards live engine.
A/THR............................................................ OFF
GPWS FLAP MODE..................................... OFF
WHEN LDG ASSURED:
L/G.............................................................DOWN
AT 800 FT AGL:
TARGET SPD...............................VREF + 40 KT
LDG DIST PROC......................................APPLY
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 18/50
FCOM ← AF → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) SHUT DOWN (Cont'd)
1, 2, or 3 doors not stowed (CFM), or reverse
detected unlocked (IAE/PW):
IF BUFFET:
FOR LDG.........................................USE FLAP 3
This line is replaced by "FOR LDG : USE FLAP
3" when CONF 3 is selected, as a reminder.
GPWS LDG FLAP 3....................................... ON
APPR SPD....................................VREF + 10 KT
LDG DIST PROC......................................APPLY
If WING A/ICE off and ENG 1(2) FIRE pb-sw not
pressed:
IF PERF PERMITS:
X BLEED.................................................... OPEN
If no obstacle constraint exists, open the
XBLEED, and decrease the single engine gross
ceiling by1 200 ft (Refer to PER-OEI-ALT-10
GROSS CEILINGS AT LONG RANGE AND
GREEN DOT SPEEDS).
IF NO ENG 1(2) DAMAGE:
CONSIDER ENG 1(2) RELIGHT
CAT 3 SINGLE ONLY
ONE PACK ONLY IF WAI ON
(2)
See
(1) (if affected ENG FIRE pb-sw pushed)
(2)
Note: ‐ If available, the APU may be started and the APU GEN used
‐ If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used.
If ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X BLEED
rotary selector is set at SHUT.
‐ After landing, the Fuel Used value of the engine, shutdown in flight, becomes
incorrect.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 19/50
FCOM ← AF 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) STALL
L2 This warning is triggered for an N2 between 50 % and IDLE.
A stall may be indicated by varying degrees of abnormal engine noises, accompanied by
flame from the engine exhaust (and possibly from the engine inlet in severe case), fluctuating
performance parameters, sluggish or no thrust lever response, high EGT and/or a rapid EGT rise
when thrust lever is advanced. Engine stalls must be reported for maintenance action.
L1 THR LEVER (AFFECTED ENGINE)............................................................................................ IDLE
ENG MASTER (AFFECTED ENGINE)......................................................................................... OFF
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
Engine restart at crew discretion.
L2
If the N2 is above IDLE, this warning is not displayed on the ECAM.
Consequently, if the crew detects a stall, it must apply the following procedure:
L1
On the ground:
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG MASTER (AFFECTED ENGINE)...................................................................................OFF
In flight:
THR LEVER (AFFECTED ENGINE)..................................................................................... IDLE
ENG PARAMETERS (AFFECTED ENGINE)....................................................................CHECK
Abnormal:
ENG MASTER (AFFECTED ENGINE)............................................................................ OFF
L12
ASSOCIATED PROCEDURES
ENG 1(2) SHUT DOWN
Apply the ENG SHUT DOWN procedure (Refer to PRO-ABN-70-I ENG 1(2) SHUT
DOWN).
Engine restart at crew discretion.
Normal:
ENG A. ICE (AFFECTED ENGINE).................................................................................. ON
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 20/50
FCOM AG → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) STALL (Cont'd)
WING A. ICE......................................................................................................................ON
L2 Operation of engine and wing anti ice will increase the stall margin, but EGT will increase
accordingly.
L1 THR LEVER (AFFECTED ENGINE)......................................................SLOWLY ADVANCE
If stall recurs:
THR LEVER (AFFECTED ENGINE)................................................................. REDUCE
L2 Reduce thrust and operate below the stall threshold.
L1
If stall does not recur:
L2 Continue engine operation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 21/50
FCOM ← AG 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) START FAULT
ENG 1(2) IGNITION FAULT:
L2 The engine does not start within the 18 s that follow the ignition start.
L1
In flight:
ENG MASTER (AFFECTED)........................................................................................... OFF
L2 Wait 30 s before attempting a new start (to drain the engine).
L1
On the ground (auto start) :
L2 If the engine does not start, the FADEC can attempt an additional engine restart. After any
start attempt that is not successful, a dry crank phase automatically occurs. The ECAM
displays the following message:
L1 NEW START IN PROGRESS
When the final dry cranking process is finished:
ENG MASTER (AFFECTED).....................................................................................OFF
L2 Following starter cooldown, the pilot must decide whether to attempt auto or manual
start, or to report the no start condition for appropriate maintenance action.
L1
On the ground (manual start):
ENG MASTER (AFFECTED)........................................................................................... OFF
MAN START (AFFECTED).............................................................................................. OFF
MODE SEL..................................................................................................................CRANK
MAN START (AFFECTED)................................................................................................ON
L2 Note: ECAM does not display the last two lines of the above procedure.
Dry crank the engine for 30 s. The start valve automatically reopens when N2 is
below 20 %.
After the starter cools, and for any subsequent attempt to start the engine, the
flight crew must perform a manual engine, or must report the “no start condition”
to maintenance for appropriate action.
L1
ENG 1(2) STALL, ENG 1(2) EGT OVERLIMIT:
In flight:
ENG MASTER (AFFECTED)........................................................................................... OFF
L2 Wait 30 s before attempting a new start (to drain the engine).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 22/50
FCOM AH → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) START FAULT (Cont'd)
L1
On ground (auto start):
L2 If the FADEC detects a stall or a potential EGT overheat, the FADEC will reduce the fuel
schedule in stages, if necessary, to achieve a normal condition. The following message will
be displayed on the ECAM:
L1 NEW START IN PROGRESS
L2 If a normal condition cannot be achieved, the fuel valve is closed and the following ECAM
message is displayed:
L1 ENG MASTER (AFFECTED)........................................................................................... OFF
L2 ‐ The fuel metering valve and starter air valve are automatically closed. Both igniters are
turned off
‐ Setting ENG MASTER to OFF confirms automatic start abort
‐ In case of ENG STALL, consider making a XBLEED start, if pressure is low.
L1
On ground (manual start):
ENG MASTER (AFFECTED)........................................................................................... OFF
MAN START (AFFECTED).............................................................................................. OFF
MODE SEL..................................................................................................................CRANK
MAN START (AFFECTED)................................................................................................ON
L2 Note: ECAM does not display the last two lines of the above procedure.
Dry crank the engine for 30 s. The start valve automatically reopens when N2 is
below 20 %.
After the starter cools, and for any subsequent attempt to start the engine, the
flight crew must perform a manual engine, or must report the “no start condition”
to maintenance for appropriate action.
L1
STARTER TIME EXCEEDED:
MAN START (IF MANUAL START IS PERFORMED)...........................................................OFF
ENG MASTER (AFFECTED)..................................................................................................OFF
LO START AIR PRESS:
BLEED AIR SUPPLY........................................................................................................ CHECK
THR LEVER NOT AT IDLE:
THR LEVER........................................................................................................................... IDLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 23/50
FCOM ← AH 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) START VALVE FAULT
START VALVE NOT CLOSED
L2 Remove all bleed sources supplying the faulty start valve.
L1 APU BLEED (IF ENG 1 AFFECTED).................................................................................... OFF
X BLEED.............................................................................................................................. SHUT
In flight:
ENG BLEED (AFFECTED SIDE).....................................................................................OFF
On the ground:
MAN START (IF MAN START PERFORMED)................................................................OFF
ENG MASTER (AFFECTED SIDE)................................................................................. OFF
L2 On the ground, consider application of “START VALVE MANUAL OPERATION” procedure.
L1
START VALVE NOT OPEN
If opposite engine running:
X BLEED............................................................................................................................ ON
If APU AVAIL below FL 200:
APU BLEED....................................................................................................................... ON
If UNSUCCESSFUL:
MAN START (IF MAN START PERFORMED)................................................................OFF
ENG MASTER (AFFECTED) (IF AUTO START PERFORMED).....................................OFF
L2 MAN START procedure is useless since in both cases, the start valve is controlled by
FADEC.
On the ground, consider application of “START VALVE MANUAL OPERATION” procedure.
ENG 1(2) THR LEVER ABV IDLE
L2 This alert is triggered associated with the repetitive "RETARD-RETARD" synthetic voice at landing
when:
‐ One thrust lever is above idle while the other thrust lever is in reverse detent,
‐ One thrust lever is above idle while the other thrust lever is at idle.
L1 THR LEVER (AFFECTED ENGINE)............................................................................................ IDLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 24/50
FCOM AI to AJ 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) THR LEVER DISAGREE
L2 Both Thrust Lever Angle (TLA) sensors not in agreement on one engine.
L1 LAND ASAP (AMBER)
On ground (if both TLA not at TOGA or FLX/MCT or if only one TLA is at TOGA or
FLX/MCT and the other is below IDLE):
ENG (AFFECTED) IDLE POWER ONLY.
L2 In that situation, the FADEC automatically selects IDLE.
L1 THR LEVER (AFFECTED)................................................................................................... IDLE
During take-off (if both TLA are above IDLE):
ENG (AFFECTED) TO, FLX, OR DRT TO
L2 If both TLA are above IDLE, the FADEC automatically selects TO, FLX TO, or DRT TO
thrust until thrust reduction, after which the maximum available thrust is CLB.
L1
In cruise (with slats retracted):
AVAIL MAX POWER : CLB
L2 In flight, if the failure occurs while the thrust lever is between idle and MCT, and if the slats are
not extended, (or when MN > 0.55, if the onside EIU is failed) the FADEC selects the larger
TLA power limited to CLB.
L1 A/THR (IF ENGAGED) ................................................................................................. KEEP ON
A/THR (IF NOT ENGAGED AND IF SLATS ARE NOT EXTENDED) .................................... ON
L2 With A/THR engaged, thrust is automatically managed between IDLE and higher TLA position.
L1
In approach (with slats extended):
ENG (AFFECTED) AT IDLE (WHEN SLATS ARE EXTENDED FOR APPROACH)..
L2 If TLA at, or below, MCT and if the slats are extended for approach, (or when MN < 0.47, if the
onside EIU is failed).
L1 THR LEVER (AFFECTED)................................................................................................... IDLE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 25/50
FCOM AK → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) THR LEVER DISAGREE (Cont'd)
L12
STATUS
If TLA at, or below, MCT INOP SYS
WHEN SLATS OUT:
ENG 1(2) THR
(Displayed, if slats not extended), or
WHEN MN < 0.47:
(Displayed, if the onside EIU is failed)
ENG (AFFECTED) AT IDLE
For any case of thrust lever disagree (TO, FLEX,
or between Idle and MCT), the FADEC will
command idle thrust for the approach when
slats are extended (or when the Mach number
is less than 0.47, if associated EIU is failed). It
is independent of the autothrust condition. The
affected engine’s thrust remains definitively at
idle, even for go-around.
ENG (affected) AVAIL MAX PWR: CLB
ON GND ENG (affected) MAX PWR: IDLE.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 26/50
FCOM ← AK 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) THR LEVER FAULT
L2 No validated thrust lever angle for one engine thrust lever.
L1 LAND ASAP (AMBER)
On the ground:
ENG (AFFECTED) IDLE POWER ONLY.
L2 Idle power is automatically selected by FADEC.
If associated thrust reverser is already deployed, FADEC commands restow.
L1 THR LEVER (AFFECTED).................................................................................................... IDLE
In flight:
L2
If the selected thrust lever position at the time of fault detection is:
TO or FLEX: FADEC freezes TO or flex TO thrust until slat retraction. At slat retraction it will
select CLB thrust.
Between IDLE and MCT: in manual thrust setting mode, engine rating increases and freezes
at CLB or IDLE with slats extended (or MN < 0.47 if the FADEC no longer receives the slats
position due to EIU failure). It is possible to activate autothrust. If selected, autothrust mode
will manage thrust between idle and CLB.
L1 ENG (AFFECTED) AT IDLE
L2 For any case of thrust lever fault (TO, FLEX or between IDLE and MCT) the FADEC will
command idle thrust for the approach when slats are extended (or when MN < 0.47 if
associated EIU is failed). It is independant of the autothrust condition. Thrust of affected engine
remains definitively at idle even for go around.
L1 THR LEVER (AFFECTED) ................................................................................................... IDLE
L2 When slats are extended or MN < 0.47, if on side EIU is failed.
L1
A/THR engaged:
A/THR......................................................................................................................KEEP ON
A/THR not engaged:
ENG (AFFECTED) HI PWR IN MAN THR.
L2 Inhibited when the FADEC commands the affected engine at IDLE.
L1
BEFORE SLATS IN:
A/THR .........................................................................................................................ON
L2 HI POWER ONLY (if thrust lever angle failed in TO or flex position).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 27/50
FCOM AL → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG 1(2) THR LEVER FAULT (Cont'd)
L12
STATUS
WHEN SLATS OUT: INOP SYS
(Displayed if slats not extended) or, REVERSER 1(2)
ENG 1(2) THR
WHEN MN < 0.47:
(Displayed if the onside EIU is failed).
ENG 1(2) AT IDLE
ENG COMPRESSOR VANE
L2 Engine 1 and 2 VBV or VSV motor fault detected on the standby ECU channel.
L1
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 28/50
FCOM ← AL to AM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE
L2 This warning inhibits the ELEC EMER CONFIG warning, and provides the flight crew with the
immediate actions to take in the case of a dual engine failure. This procedure then directs the flight
crew to apply the applicable QRH procedure, depending on if there is fuel or not.
When applying the QRH ENG DUAL FAILURE paper procedure:
‐ If one or more engines are recovered, apply the corresponding ECAM procedure instead
‐ If no engines are recovered, continue to apply the QRH ENG DUAL FAILURE paper procedure.
If time permits, clear ECAM alerts, and check the ECAM STATUS page.
L1 LAND ASAP
EMER ELEC PWR (IF EMER GEN NOT IN LINE)...............................................................MAN ON
L2 Pressing EMER ELEC PWR MAN ON pb allows extension of RAT and emergency generator
coupling.
L1 THR LEVERS............................................................................................................................... IDLE
FAC 1.......................................................................................................................... OFF THEN ON
L2 Resetting FAC 1 enables the recovery of characteristics speed displayed on the PFD.
Resetting FAC 1 also enables rudder trim recovery, even if no indication is available.
When the hydraulic power is lost, the right aileron is lost, and is in the upfloat position.
Rudder trim may be used to compensate for this upfloating aileron.
L1
IF NO FUEL:
OPT SPD.....................................................................................................220 KT/GREEN DOT
L2 If there is no fuel remaining, the optimum speed is the green dot speed.
Initially fly 220 kt then refer to the paper procedure to get the accurate green dot speed.
L1 ENG/NO FUEL PROC........................................................................................................APPLY
L2 Refer to FCOM - QRH ABN 70 ENG DUAL FAILURE - NO FUEL REMAINING.
L1
IF FUEL REMAINS:
ENG MODE SEL..................................................................................................................... IGN
OPT RELIGHT SPD...........................................................................................................300 KT
L2 If there is fuel remaining, the optimum speed is the optimum relight speed.
The ECAM provides reference to an envelope speed. In case of speed indication failure
(volcanic ash), pitch attitude for optimum relight is provided in the paper procedure.
L1 ENG/FUEL PROC.............................................................................................................. APPLY
L2 Refer to FCOM - QRH ABN 70 ENG DUAL FAILURE - FUEL REMAINING.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 29/50
FCOM AN → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE (Cont'd)
L12
STATUS
MIN RAT SPEED......................................................... 140 KT INOP SYS
MAX SPEED ............................................................. 320/0.77
MAX BRK PR.......................................................... 1000 PSI See below
MANEUVER WITH CARE
FUEL GRVTY FEED
AVOID NEGATIVE G FACTOR
APPR PROC
IF HYD NOT RECOVERED:
FOR LDG............................................... USE FLAP 3
WHEN CONF 3 AND VAPP:
L/G ...................................................... GRVTY EXTN
(Refer to PRO-ABN-32 L/G GRAVITY EXTENSION).
Being stabilized at VAPP before selecting the
gear down enables the aircraft to be trimmed for
approach.
APPR SPD........................................... VREF +25 KT
Approach speed must be increased, due to the loss
of flaps.
LDG DIST PROC...................................................APPLY
ALTN LAW: PROT LOST
WHEN L/G DN: DIRECT LAW
(1)
See
BRK Y ACCU PR ONLY
(2)
See
SLATS SLOW
INOP SYS
G+Y HYD F/CTL PROT STABILIZER
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 30/50
FCOM ← AN → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE (Cont'd)
R AIL REVERSER 1+2 ADR 2+3
IR 2+3 RA 1+2 SPLR 1+2+4+5
ELAC 2 SEC 2+3 FLAPS
YAW DAMPER A/CALL OUT AP 1+2
A/THR FUEL PUMPS ANTI SKID
N/W. STEER AUTO BRK CAT 2
L/G RETRACT CAB PR 1+2 PACK 1+2
(1) At landing gear extension, control reverts to direct law in pitch as well as in roll (Refer to
PRO-ABN-27 F/CTL DIRECT LAW).
(2) 7 full brake applications are available.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 31/50
FCOM ← AN 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING
As long as none of the engines recover, the flight crew must apply this paper procedure when
required by the ECAM ENG DUAL FAILURE procedure. If time permits, clear ECAM alerts, and
check the ECAM STATUS page.
LAND ASAP
OPTIMUM RELIGHT SPD........................................................................................................300 KT
In the case of a speed indication failure (volcanic ash), Pitch attitude for optimum relight speed is:
WEIGHT PITCH (°)
At or below 50 000 kg/110 000 lb -4.5
60 000 kg/132 000 lb -3.5
70 000 kg/154 000 lb -2.5
At 300 kt, the aircraft can fly up to about 2 nm per 1 000 ft (with no wind).
LANDING STRATEGY.................................................................................................... DETERMINE
Determine whether a runway can be reached, or the most appropriate place for a forced
landing/ditching.
VHF1/HF1 /ATC1....................................................................................................................USE
ATC/TRANSPONDER...................................................................................NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code A7700,
or transmit a distress message on one of the following frequencies: VHF frequency 121.5 MHz, HF
2 182 kHz or 8 364 kHz.
IF NO RELIGHT AFTER 30 SEC:
ENG MASTERS...................................................................................................... OFF 30 S/ON
Unassisted start attempts can be repeated until successful, or until APU bleed is available.
IF UNSUCCESSFUL:
CREW OXY MASKS (Above FL 100)......................................................................................ON
Cabin altitude will increase, due to the lack of engine bleed: The EXCESS CAB ALT warning
could be triggered. Depending on the situation, to gain gliding distance, the flight crew may
disregard the ECAM emergency descent requirement, because passengers will be provided
with oxygen for a sufficient period of time.
APU (IF AVAIL)..................................................................................................................START
If the APU is available, it may be started when below FL 250 and the APU BLEED may be used
for engine start below FL 200.
WING ANTI ICE......................................................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 32/50
FCOM AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
APU BLEED..............................................................................................................................ON
IN SEQUENCE:
ENG MASTERS (all non running engines)......................................................................OFF
After 30 s
ENG MASTERS (one at a time)........................................................................................ON
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 33/50
FCOM ← AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
When APU bleed is available or if engine restart is definitively considered impossible:
OPTIMUM SPEED............................................................................REFER TO TABLE BELOW
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight (1 000 kg) At or below FL 200 FL 300 FL 400
78 241 251 261
76 237 247 257
72 229 239 249
68 221 231 241
64 213 223 233
60 205 215 225
56 197 207 217
52 189 199 209
48 181 191 201
44 173 183 193
40 165 175 185
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no wind).
Average rate of descent is approximately 1 600 ft/min.
CABIN AND COCKPIT................................................................................................. PREPARE
‐ Loose equipment secured.
‐ Survival equipments prepared.
‐ Belts and shoulder harnesses locked.
CABIN SIGNS...........................................................................................................................ON
COMMERCIAL........................................................................................................................ OFF
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
WHEN BELOW FL 150:
RAM AIR...................................................................................................................................ON
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 34/50
FCOM ← AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
COMMON ACTIONS FOR THE APPROACH
Note: Final descent slope, when configured (CONF 3; L/G DOWN) will be approximately
1.2 nm per 1 000 ft (with no wind).
BARO......................................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100).........................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 35/50
FCOM ← AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
IF FORCED LANDING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 150 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF + 25 kt/150 kt:
Weight (1 000 kg) 40 44 48 52 56 60 64 68 72 76 78
VAPP 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3 ; L/G DOWN):
When in CONF 3 and VAPP:
GRAVITY GEAR EXTN handcrank.................................................... PULL AND TURN
Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and
VAPP before extending the landing gear to enable the aircraft to be trimmed for
approach. Disregard “USE MAN PITCH TRIM” on the PFD, because the stabilizer is
frozen in the position where it was at, when the windmilling was insufficient to provide
hydraulic power.
When L/G downlocked
L/G lever...............................................................................................................DOWN
APPROACH SPEED..........................................................................................ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing
field/runway, the approach speed may be adjusted up to 200 kt (max speed with slats
extended).
GND SPLR..................................................................................................................... ARM
MAX BRK PR........................................................................................................ 1 000 PSI
AT 2 000 FT AGL
CABIN....................................................................................................NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 36/50
FCOM ← AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
APU MASTER SW................................................................................................................ OFF
BRAKES ON ACCU ONLY
AFTER LANDING
When the aircraft has stopped:
PARKING BRK................................................................................................................. ON
ATC........................................................................................................................... NOTIFY
FIRE pushbutton (ENG and APU)............................................................................... PUSH
AGENTS (ENG and APU).......................................................................................... DISCH
Engine Agent 2 is not available.
If Evacuation required:
EVACUATION................................................................................................... INITIATE
Make a short and precise announcement to order the emergency evacuation.
ELT ............................................................................................CHECK EMITTING
If not, switch on the transmitter.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)........................................................... NOTIFY
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 37/50
FCOM ← AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
IF DITCHING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 150 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt:
Weight (1 000 kg) 40 44 48 52 56 60 64 68 72 76 78
VAPP 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever..............................................................................................................CHECK UP
AT 2 000 FT AGL
CABIN...................................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton............................................................................................................ ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 °.
Minimize aircraft vertical speed.
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
APU MASTER SW................................................................................................................ OFF
AFTER DITCHING
ATC (VHF 1)....................................................................................................................NOTIFY
FIRE pushbutton (ENG and APU)......................................................................................PUSH
AGENT (ENG and APU)................................................................................................... DISCH
Engine Agent 2 is not available.
EVACUATION................................................................................................................ INITIATE
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 38/50
FCOM ← AO → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - FUEL REMAINING (Cont'd)
ELT .........................................................................................................CHECK EMITTING
If not, switch on the transmitter.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 39/50
FCOM ← AO 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING
The flight crew must apply this paper procedure when required by the ENG DUAL FAILURE
procedure. If time permits, clear ECAM alerts, and check the ECAM STATUS page.
OPTIMUM SPEED............................................................................................. 220 KT/GREEN DOT
Initially, fly 220 kt, because the PFD may not display the correct green dot speed. Then fly the
green dot speed according to the following table:
GREEN DOT SPEED WITH ALL ENGINES INOPERATIVE (KNOTS)
Weight At or below
FL 300 FL 400
(1000 kg) FL 200
68 221 231 241
64 213 223 233
60 205 215 225
56 197 207 217
52 189 199 209
48 181 191 201
44 173 183 193
40 165 175 185
At green dot speed, the aircraft can fly up to approximately 2.5 nm per 1 000 ft (with no wind).
Average rate of descent is approximately 1 600 ft/min .
LANDING STRATEGY.................................................................................................... DETERMINE
Determine whether a runway can be reached or the most appropriate place for a forced
landing/ditching.
VHF1 /HF1 /ATC1............................................................................................................USE
ATC/TRANSPONDER...................................................................................NOTIFY/SELECT A7700
Notify air traffic control of the nature of the emergency, and state intentions. Switch to code A7700,
or transmit a distress message on one of the following frequencies: VHF frequency 121.5 MHz, HF
2 182 kHz or 8 364 kHz.
CREW OXY MASKS (Above FL 100)............................................................................................ ON
Cabin altitude will increase due to the lack of engine bleed: The EXCESS CAB ALT warning could
be triggered. Depending on the situation, to gain gliding distance, the flight crew may disregard the
ECAM emergency descent requirement, because passengers will be provided with oxygen for a
sufficient period of time.
CABIN AND COCKPIT........................................................................................................PREPARE
‐ Loose equipment secured.
‐ Survival equipments prepared.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 40/50
FCOM AP → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING (Cont'd)
‐ Belts and shoulder harnesses locked.
SIGNS..............................................................................................................................................ON
COMMERCIAL...............................................................................................................................OFF
USE RUDDER WITH CARE
As hydraulic power is only available from the RAT, avoid large and rapid rudder deflection.
WHEN BELOW FL 150:
RAM AIR...................................................................................................................................ON
Switch ON the RAM AIR to ensure complete depressurization.
COMMON ACTIONS FOR THE APPROACH
APPROACH PREPARATION
Note: Final descent slope, when configured (CONF 3/L/G DOWN), will be approximately
1.2 nm per 1 000 ft (with no wind).
BARO..................................................................................................................................... SET
CREW MASKS/OXY SUPPLY (below FL 100).....................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 41/50
FCOM ← AP → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING (Cont'd)
IF FORCED LANDING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 150 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt
Weight (1000 kg) 40 44 48 52 56 60 64 68 72 76 78
VAPP 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for landing
(CONF 3; L/G DOWN):
When in CONF 3 and VAPP:
GRAVITY GEAR EXTN handcrank.................................................... PULL AND TURN
Flight controls revert to direct law at landing gear extension. Wait for CONF 3 and
VAPP before extending the landing gear to enable the aircraft to be trimmed for
approach. Disregard “USE MAN PITCH TRIM” on the PFD, because the stabilizer is
frozen in the position where it was at, when the windmilling was insufficient to provide
hydraulic power.
When L/G downlocked:
L/G lever...............................................................................................................DOWN
APPROACH SPEED..........................................................................................ADJUST
Adjust the speed to the determined VAPP. Nevertheless, to reach the landing
field/runway, the approach speed may be adjusted up to 200 kt (max speed with slats
extended).
GND SPLR..................................................................................................................... ARM
MAX BRK PR..........................................................................................................1000 PSI
AT 2 000 FT AGL
CABIN....................................................................................................NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 42/50
FCOM ← AP → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING (Cont'd)
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
BRAKES ON ACCU ONLY
AFTER LANDING
When the aircraft has stopped:
PARKING BRK................................................................................................................. ON
ATC........................................................................................................................... NOTIFY
If Evacuation required:
EVACUATION................................................................................................... INITIATE
Make a short and precise announcement to order the emergency evacuation.
ELT ............................................................................................CHECK EMITTING
If not, switch on the transmitter
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)........................................................... NOTIFY
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 43/50
FCOM ← AP → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG DUAL FAILURE - NO FUEL REMAINING (Cont'd)
IF DITCHING ANTICIPATED
APPROACH
FOR LDG.................................................................................................................USE FLAP 3
Only slats extend, and slowly.
MIN APPR SPEED........................................................................................................... 150 KT
VAPP........................................................................................................................DETERMINE
VAPP is the maximum between VREF +25 kt/150 kt:
Weight (1 000 kg) 40 44 48 52 56 60 64 68 72 76 78
VAPP 150 150 150 150 150 155 159 163 167 171 173
At a suitable altitude (not below 3 000 ft AGL), configure the aircraft for ditching
(CONF 3; L/G UP):
L/G lever..............................................................................................................CHECK UP
AT 2 000 FT AGL
CABIN...................................................................................................NOTIFY FOR DITCHING
DITCHING pushbutton............................................................................................................ ON
Prefer ditching parallel to the swell.
If that causes a strong crosswind, ditch into the wind.
In all cases, touch down with a pitch attitude of approximately 11 °.
Minimize aircraft vertical speed.
AT 500 FT AGL
BRACE FOR IMPACT..................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS.....................................................................................................................OFF
AFTER DITCHING
ATC (VHF 1)....................................................................................................................NOTIFY
EVACUATION................................................................................................................ INITIATE
ELT .........................................................................................................CHECK EMITTING
If not, switch on the transmitter.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 44/50
FCOM ← AP 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG RELIGHT
(IN FLIGHT)
MAX ALTITUDE.................................................................................................................. See below
ENG MASTER (affected).............................................................................................................. OFF
THR LEVER (affected)......................................................................................................Check IDLE
ENG MODE SEL............................................................................................................................IGN
X BLEED.................................................................................................................................... OPEN
If outside the windmilling start envelope, the FADEC will open the starter valve.
WING A. ICE (for starter assist)................................................................................................... OFF
ENG MASTER (affected)................................................................................................................ ON
Be aware that, unlike the procedure for auto start on ground, the crew must take appropriate action
in case of an abnormal start.
Engine light-up should be achieved within 30 s after the fuel flow increases.
Monitor N2. If uncertain about successful relight, move the thrust lever forward and check engine
response.
ENG PARAMETERS (N2, EGT)..............................................................................................CHECK
When idle is reached (AVAIL indication pulses in green):
ENG MODE SEL.................................................................................................................NORM
TCAS MODE SEL .............................................................................................check TA/RA
Check that the selector is at TA/RA since, if the ENG SHUT DOWN procedure (Refer to
PRO-ABN-70 ENG 1(2) SHUT DOWN) has been applied, the TCAS mode selector may have
been set to the TA position.
Affected SYS................................................................................................................ RESTORE
Restore affected systems, and set the X BLEED rotary selector to AUTO.
If no relight:
ENG MASTER (affected)........................................................................................................OFF
Wait 30 s before attempting a new start (to drain the engine).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 45/50
FCOM AQ → 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG RELIGHT (Cont'd)
(IN FLIGHT)
IN FLIGHT ENGINE RELIGHT ENVELOPE
ENG REV SET
L2 Reverse thrust has been selected in flight.
L1 THR LEVER (AFFECTED ENGINE)................................................................................... FWD THR
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 46/50
FCOM ← AQ to AR 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG TAILPIPE FIRE
Internal engine fire may be encountered during engine start or engine shutdown.
It may be seen by the ground crew, or the EGT may fail to decrease after the MASTER switch is
turned OFF.
CAUTION External fire agents can cause severe corrosive damage and should, therefore,
only be considered after having applied the following procedure:
ENG MASTER (affected) ............................................................................................................. OFF
Note: Do not press the engine fire pushbutton, since this would cut off the FADEC power supply,
which would prevent motoring sequence.
MAN START (if manual start performed)..................................................................................... OFF
AIR BLEED PRESS ........................................................................................................ ESTABLISH
Select the APU, or opposite BLEED, to motor the engine.
If APU BLEED is not available, and the opposite engine is shut down, connect external pneumatic
power (if readily available).
BEACON ........................................................................................................................................ ON
ENG MODE SEL.................................................................................................................... CRANK
MAN START....................................................................................................................................ON
The start valve automatically reopens, when N2 is below 20 %
When burning has stopped:
MAN START ..........................................................................................................................OFF
ENG MODE SEL ............................................................................................................... NORM
Maintenance action is due.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 47/50
FCOM AS 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG THR LEVERS NOT SET
L2 At least one FADEC engaged a takeoff thrust mode that is not in accordance with the position of
the thrust levers.
L1 Note: 1. The takeoff thrust mode is engaged when the flight crew sets the thrust levers above
the CL position.
2. The flex takeoff thrust mode is armed only if the flight crew entered a FLEX TO TEMP
on the MCDU that is above the OAT.
If the flex mode is not armed, and the flight crew sets the thrust levers below or at the
MCT/FLX position:
THR LEVERS..................................................................................................................... TO/GA
If the flex mode is armed, and the flight crew sets the thrust levers below the MCT/FLX
position:
THR LEVERS ............................................................................................................... MCT/FLX
ENG TYPE DISAGREE
L2 This caution is triggered when a rating discrepancy is detected between two engines.
L1
Crew awareness.
ENG VIB SYS FAULT
Crew awareness.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 48/50
FCOM AT to AV 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
HIGH ENGINE VIBRATION
The VIB advisory on ECAM (N1 ≥ 6 units, N2 ≥ 4.3 units) is mainly a guideline to induce the crew to
monitor engine parameters more closely.
VIB detection alone does not require engine shut down.
Note: 1. High engine vibration may be accompanied by cockpit and cabin smoke and/or the
smell of burning. This may be due only to compressor blade tip contact with associated
abradable seals.
2. High N1 vibration are generally accompanied by perceivable airframe vibrations. High
N2 vibration can occur without perceivable airframe vibrations.
If no icing conditions:
ENG PARAMETERS ........................................................................................................CHECK
Check engine parameters and especially EGT; crosscheck with other engine. Report in
maintenance log.
If rapid increase above the advisor:
THRUST LEVER (affected engine).......................................................................... RETARD
Flight conditions permitting reduce N1 to maintain vibration level below advisory threshold.
Note: If the VIB indication does not decrease following thrust reduction, this may
indicate other problems on the engine. Apply appropriate procedure.
If icing conditions:
An increase of engine vibration in icing conditions with or without engine anti-ice may be due to
fan blades and/or spinner icing.
ATHR ..................................................................................................................................... OFF
ENGINE ANTI ICE............................................................................................................ CHECK
If ENG ANTI ICE is off, switch it ON at idle fan speed, one engine after the other with
approximately 30 s interval.
THRUST LEVER (one engine at a time)..................................................... INCREASE THRUST
Increase thrust to a setting compatible with the flight phase. VIB level will come back to normal
after ice shed despite a slight increase during acceleration.
Resume normal operation.
Note: If possible, shut the engine down after landing for taxiing, when vibration above the
advisory level have been experienced.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 49/50
FCOM AW 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-70 P 50/50
FCOM 06 MAR 14
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY.
If it is not possible to land and evacuate the aircraft within 30 min, apply the following procedures:
COCKPIT PROCEDURES
BACKGROUND
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not exceed the
value at which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with
approximately 1 PSI differential pressure, to help the blast go outwards. 1 PSI differential
pressure corresponds to a 2 500 ft difference between the aircraft and the cabin altitude.
These conditions are achieved by using the manual pressure control.
PROCEDURE
The following procedure assumes that it is initiated during climb or cruise:
First, maintain the cabin altitude.
While maintaining the cabin altitude, descend the aircraft to the cabin altitude + 2 500 ft and
maintain delta P at 1 PSI.
During further steps of descent, maintain delta P at 1 PSI.
For landing, reduce the differential pressure to zero, until the final approach.
If flight conditions are different, the crew should adapt the procedure, bearing in mind the
above-mentioned principles (background paragraph).
AIRCRAFT (if climbing).............................................................................................LEVEL OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 1/26
FCOM A→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD (Cont'd)
CABIN PRESS MODE SEL..................................................................................................MAN
The purpose is to immediately prevent the cabin altitude from increasing, in order to avoid the
activation of an altitude-sensitive bomb.
CAB ALT......................................................................................................................MAINTAIN
Use MAN V/S CTL selector to maintain the cabin altitude at the value it had when the bomb
was discovered.
CABIN CREW..................................................................................................................NOTIFY
ATC/COMPANY OPERATIONS......................................................................................NOTIFY
To obtain expert advice from explosive specialists.
FUEL RESERVES................................................................................................... DETERMINE
Keep in mind that when flying at cabin altitude + 2 500 ft, fuel consumption in CONF 1, with
landing gear down, will be about 2.1 times that consumed in clean configuration.
NEXT SUITABLE AIRPORT....................................................................................DETERMINE
FCU SPEED SELECTION KNOB................................................................... PULL AND TURN
Select the most appropriate speed, taking into account the time to destination, the fuel
consumption and the fact that low speed could reduce the consequences of possible structural
damage, if the bomb explodes.
DESCENT TO CAB ALT + 2500 FT or MEA or minimum obstacle clearance altitude.................
........................................................................................................................................INITIATE
Descending to 2 500 ft above the cabin altitude gives a cabin differential pressure of
approximately 1 PSI, which helps to ensure that the blast goes outwards, if the bomb
explodes.
AVOID SHARP MANEUVERS
Which might result in the bomb moving.
CAB ALT......................................................................................................................MAINTAIN
Use MAN V/S CTL selector to maintain the cabin altitude. Initially brief UP input should be
required; but, be careful not to increase the cabin altitude.
When at CAB ALT + 2 500 ft:
1 PSI DELTA P.....................................................................................................MAINTAIN
Use MAN V/S CTL selector to adjust delta P to 1 PSI. Brief DN input should be initially
required to set 0 ft/min cabin vertical speed.
GALLEY...........................................................................................................................OFF
When the bomb is secured at the LRBL or cannot be moved:
EMER EXIT LT.......................................................................................................... ON
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 2/26
FCOM ←A→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD (Cont'd)
To recover minimum cabin lighting when the COMMERCIAL pb-sw will be switched
OFF
COMMERCIAL..........................................................................................................OFF
FLAPS (fuel permitting)..........................................................................AT LEAST CONF 1
For landing, use normal configuration.
LANDING GEAR (fuel permitting, except for flight over water).................................. DOWN
The detonation could damage the landing systems. Therefore, if fuel permits, configure
the aircraft for landing as soon as possible. Reducing the speed will minimize stress on the
aircraft structure.
For any other steps of descent:
1 PSI DELTA P.....................................................................................................MAINTAIN
Use MAN V/S CTL selector to DN to adjust delta P to 1 PSI.
During approach:
CABIN PRESS MODE SEL......................................................................................... AUTO
This allows CPC to automatically control the cabin altitude to 0 during final approach.
When the aircraft is on ground and stopped in a remote area (if possible):
If Evacuation required:
EVACUATION................................................................................................... INITIATE
Make a short and precise announcement to order the emergency evacuation.
Avoid exiting on the same side as the bomb and near the bomb.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)........................................................... NOTIFY
CABIN PROCEDURES
If a suspect device is found in the cabin:
WARNING Do not cut or disconnect any wires and do not open or attempt to gain entry to
internal components of a closed or concealed suspect device. Any attempt may
result in an explosion. Booby-trapped closed devices have been used on aircraft
in the past.
WARNING Alternate locations must not be used without consulting with an aviation
explosives security specialist. Never take a suspect device to the flight deck.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 3/26
FCOM ←A→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD (Cont'd)
CAUTION The least risk bomb location for the aircraft structure and systems is center of
the RH aft cabin door.
EOD PERSONNEL ON BOARD..........................................................................................CHECK
Announce “Is there any EOD personnel on board ?”. By using the initials, only persons familiar
with EOD (Explosive Ordnance Disposal) will be made aware of the problem.
DO NOT OPEN THE BOMB
DO NOT CUT BOMB’S WIRES
SECURE BOMB AGAINST SLIPPING
PROTECT BOMB AGAINST SHOCKS
Secure in the attitude found and do not lift before having checked for an anti-lift ignition device.
PASSENGERS.................................................................................... LEAD AWAY FROM BOMB
Move passengers at least 4 seat rows away from the bomb location. On full flights, it may be
necessary to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets.
All passengers must remain seated with seatbelts on and, if possible, head below the top of the
head rest. Seat backs and tray tables should be in their full upright position.
Service items may need to be collected in order to secure tray tables.
PORTABLE ELECTRONIC DEVICES....................................................................... SWITCH OFF
The cabin crews must command passengers to switch off all portable electronic devices.
BOMB............................................................................................CHECK NO ANTI-LIFT DEVICE
To check for an anti-lift switch or lever, slide a string or stiff card, (such as the emergency
information card) under the bomb, without disturbing the bomb.
If the string or card cannot be slipped under the bomb, it may indicate that an anti-lift switch or
lever is present and that the bomb cannot be moved.
If a card is used and can be slid under the bomb, leave it under the bomb and move together
with the bomb.
If it is not possible to move the bomb, then it should be surrounded with a single thin sheet of
plastic (e. g. trash bag), then with wetted materials, and other blast attenuation materials such as
seat cushions and soft carry-on baggage. Move personnel as far away from the bomb location as
possible.
EMERGENCY EQUIPMENT........................................................................ REMOVE AND STOW
Emergency equipment (PBE, fire extinguisher, ...) located close to the LRBL must be removed
and stowed in alternate location.
GALLEY/IFE POWER................................................................................................................OFF
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 4/26
FCOM ←A→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD (Cont'd)
All galley and IFE equipment located close to the LRBL must be switched off.
If the bomb can be moved:
RH AFT CABIN DOOR SLIDE.................................................................................... DISARM
LEAST RISK BOMB LOCATION (LRBL)................................................................. PREPARE
Build up a platform of solid baggage against the door up to about 25 cm (10 in) below the
middle of the door.
On top of this, build up at least 25 cm (10 in) of wetted material such as blankets and pillows.
Place a single thin sheet of plastic (e. g. trash bag) on top of the wetted materials. This
prevents any possible short circuit.
CAUTION DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE
COULD GET WET AND POSSIBLY SHORT CIRCUIT ELECTRONIC
COMPONENTS CAUSING INADVERTENT DEVICE ACTIVATION.
BOMB INDICATION LINE.........................................................................................POSITION
Note: A bomb location indicator line is a 6 to 8 ft (1.8 to 2.4 m) (e.g. neckties, headset
cord, or belts connected together) preferably of constrating color, that helps the
responding bomb squad find the precise location of the suspect device within the
LRBL stack once constructed.
Position the bomb indication line from the location on the platform where you will place the
suspect device, EXTENDING outward into the aisle.
BOMB..............................................................................................................MOVE TO LRBL
Carefully carry in the attitude found and place on top of the wetted materials in the same
attitude and as close to the door structure as possible.
CAUTION Ensure that the suspect device, when placed on the stack against the door,
is above the slide pack but not against the door handle, and if possible,
avoid placement in the view port.
LEAST RISK BOMB LOCATION (LRBL)...............................................................COMPLETE
Place an additional single thin sheet of plastic over the bomb.
CAUTION DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE
COULD GET WET AND POSSIBLY SHORT CIRCUIT ELECTRONIC
COMPONENTS CAUSING INADVERTENT DEVICE ACTIVATION.
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 5/26
FCOM ←A→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD (Cont'd)
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND MINIMIZE
AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force is
directed in the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as hand
luggage (saturated with water or any other nonflammable liquid) up to the cabin ceiling,
compressing as much as possible. Secure the LRBL stack in place using belt, ties or other
appropriate materials. The more material stacked around the bomb, the less the damage will
be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY
INFLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME
DANGEROUS PROJECTILES.
LRBL STACK
PASSENGERS.................................................................................................. MOVE/ADVISE
Move passengers at least 4 seat rows away from the least risk bomb location (RH aft cabin
door). On full flights, it may be necessary to double up passengers to achieve standoff from
the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets. All passengers
must remain seated with seatbelts on and, if possible, head below the top of the head rest.
Seat backs and tray tables must be in their full upright position.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 6/26
FCOM ←A→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
BOMB ON BOARD (Cont'd)
CABIN CREW........................................................................................ NOTIFY COCKPIT CREW
Cabin crew notify the flight crew that the bomb is secured at the LRBL.
EVACUATION/DISEMBARKATION.................................................................................EXECUTE
Evacuate through normal and emergency exits on the opposite side of the “bomb” location. Do
not use the door just opposite the “bomb”.
Use all available airport facilities to disembark without delay.
COCKPIT WINDSHIELD/WINDOW ARCING
Affected WINDOW/WINDSHIELD ANTI-ICE C/B........................................................................PULL
Pull the circuit breaker of the affected window/windshield heating system, in case of:
‐ Electrical arcing of the cockpit windshield/window, or
‐ Burning smell or smoke identified as coming from the bottom right corner of CAPT windshield or
bottom left corner of the F/O windshield.
On the rear C/B panel:
• ANTI-ICE L WSHLD AF10 C/B (123VU). ANTI-ICE/WINDOWS L X14 C/B (122VU),
• ANTI-ICE R WSHLD AF03 C/B (123VU). ANTI-ICE/WINDOWS R W14 C/B (122VU).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 7/26
FCOM ← A to B 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
COCKPIT WINDSHIELD/WINDOW CRACKED
DIAGNOSIS OF INNER PLY............................................................................................. PERFORM
Touch the cracks with a pen (or carefully with fingernail) to determine if there is a crack on the
cockpit side.
If no crack on cockpit side:
No limitation
The inner ply is not affected. Therefore, the window/windshield is still able to sustain the
differential pressure up to the maximum flight level.
If cracks on cockpit side:
MAX FL........................................................................................................................... 230/MEA
The inner ply is affected. The flight crew is not able to easily determine if other plies are
affected. Descend to FL 230/MEA and reduce differential pressure to 5 PSI .
Note: The maximum flight level is restricted to FL 230/MEA to obtain ΔP 5 PSI , without
resulting in an excessive cabin altitude and an EXCESS CAB ALT warning.
The following procedure enables maintaining ΔP 5 PSI in manual cabin pressure mode.
CAB PRESS MODE SEL...................................................................................................... MAN
MAN V/S CTL................................................................................................................AS RQRD
Disregard the CAB ALT TARGET table displayed on the ECAM and set the cabin altitude
according to the table below:
ΔP = FL 100 150 200 230
5 PSI CABIN ALTITUDE 0 3 000 6 000 8 000
When starting the descent for approach:
CAB PRESS MODE SEL..............................................................................................AUTO
Note: If visibility is insufficient for approach due to windshield/window damage, consider
AUTOLAND. If AUTOLAND is not available, consider opening the sliding window
(maximum speed 200 kt) on the PF’s side, after cabin depressurization. To manually
depressurize the cabin:
CAB PRESS MODE SEL.............................................................................................. MAN
MAN V/S CTL.........................................................................................................FULL UP
Due to the increased noise level, pay particular attention to visual warnings.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 8/26
FCOM C 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
CREW INCAPACITATION
If a cockpit crew member becomes incapacitated, the remaining crew member must call a cabin
attendant as soon as practicable. The best way to request assistance from the cabin crew, is by
means of the passenger address system:
"ATTENTION, PURSER TO COCKPIT PLEASE” he purser or any other cabin attendant must
proceed to the cockpit immediately.
The cabin attendant must then:
Tighten and manually lock the shoulder harness of the incapacitated crew member;
Push the seat completely aft;
Recline the seat back.
It takes 2 people to remove the dead weight of an unconscious body from a seat without
endangering any controls and switches.
If it is not possible to remove the body, one cabin attendant must remain in the cockpit to take care
of and observe the incapacitated crew member.
In coordination with the purser:
Request assistance from any medically qualified passenger.
Check if a type qualified company pilot is on board to replace the incapacitated crew member.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 9/26
FCOM D 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
DITCHING
This procedure applies when engines are running. If engines are not running, Refer to
QRH/ABN-70 ENG DUAL FAILURE - FUEL REMAINING - DITCHING or Refer to QRH/ABN-70
ENG DUAL FAILURE - NO FUEL REMAINING - DITCHING, which has been amended to include
the ditching procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER...............................................................................NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions.
Select transponder code A7700 or transmit a distress message on: (VHF) 121.5 MHz or (HF)
2 182 kHz or 8 364 kHz.
CABIN AND COCKPIT....................................................................................................PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
‐ Loose equipment secured
‐ Survival equipment prepared
‐ Belts and shoulder harnesses locked
GPWS SYS............................................................................................................................... OFF
GPWS TERR.............................................................................................................................OFF
Pressing OFF the SYS pb and TERR pb avoids nuisance warnings.
SIGNS..........................................................................................................................................ON
EMER EXIT LT........................................................................................................................... ON
COMMERCIAL...........................................................................................................................OFF
LDG ELEV.....................................................................................................................SELECT 00
BARO......................................................................................................................................... SET
Omit normal approach and landing check list.
CREW MASKS/OXY SUPPLY (below FL100)..........................................................................OFF
APPROACH
L/G lever...................................................................................................................................... UP
SLATS and FLAPS....................................................................................................... MAX AVAIL
AT 2 000 FT AGL
CAB PRESS MODE SEL......................................................................................... CHECK AUTO
The outflow valve would remain open, if the MODE SEL pb were not at AUTO.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 10/26
FCOM E→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
DITCHING (Cont'd)
BLEED (ENGs and APU)..........................................................................................................OFF
CABIN...................................................................................................... NOTIFY FOR DITCHING
DITCHING pushbutton................................................................................................................ ON
The outflow valve, emergency ram air inlet, avionics ventilation inlet and extract valves, and pack
flow control valves close.
The ditching direction mainly depends on the wind direction, and on the state of the sea.
These factors may be considered as follows:
1. Wind direction:
This may be determined by observing of the waves, which move and break downwind. Spray
from the wave tops is also a reliable indicator.
2. Wind speed:
The following guidelines can be used to evaluate wind speed:
A few white crests : 8-17 kt
Many white crests : 17-26 kt
Streaks of foam along the water : 23-35 kt
Spray from the waves : 35-43 kt
3. Sea state:
This is best determined from a height of 500 to 1 000 ft.
At a lower altitude, the swell direction may be less obvious than the wave direction, even
though the waves are much smaller.
4. When there is no swell, align into the wind. In the presence of swell, and provided that drift
does not exceed 10 °, ditch parallel to the swell and as nearly into wind as possible. If drift
exceeds 10 °, ditch into the wind. The presence of drift on touchdown is not dangerous, but
every effort should be made to minimize roll.
Touch down with approximately 11 ° of pitch, and minimum aircraft vertical speed.
AT 500 FT AGL
BRACE FOR IMPACT......................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS........................................................................................................................ OFF
APU MASTER SW.................................................................................................................... OFF
AFTER DITCHING
ATC (VHF 1)........................................................................................................................NOTIFY
With engine and APU shut down, only VHF 1 is supplied.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 11/26
FCOM ←E→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
DITCHING (Cont'd)
FIRE pushbutton (ENG and APU)..........................................................................................PUSH
AGENTS (ENG and APU).....................................................................................................DISCH
EVACUATION.................................................................................................................... INITIATE
ELT.................................................................................................................... CHECK EMITTING
If not, switch on the transmitter.
After impact the lowest point of the passenger exits (aft door) remains above the waterline for
more than 7 min.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 12/26
FCOM ←E 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
ECAM ADVISORY CONDITIONS
SYSTEM CONDITIONS RECOMMENDED ACTION
CAB VERTICAL SPEED CPC changeover is recommended:
V/S > 1 800 ft/min MODE SEL: MAN
Wait 10 s then:
MODE SEL: AUTO
CAB ALTITUDE MODE SEL: MAN
CAB PRESS
altitude ≥ 8 800 ft Manual pressure control
CAB DIFF PRESS LDG ELEV: ADJUST
ΔP ≥ 1.5 PSI in phase 7 If unsuccessful:
MODE SEL: MAN
Manual pressure control
IDG OIL TEMP ≥ 147 °C Reduce IDG load if possible (GALLEY or GEN OFF).
If required, restore when temperature has dropped.
ELEC
Restrict use of generator to short time, if temperature rises
again excessively.
Difference between wing fuel quantities FUEL MANAGEMENT: CHECK
greater than 1 500 kg (3 307 lb) If a fuel leak is suspected, Refer to PRO-ABN-28 FUEL
LEAK.
For limitations, Refer to LIM-28 Maximum Allowed Wing Fuel
FUEL Imbalance
Fuel temp greater than 45 °C in inner cell, GALLEY: OFF
or 55 °C in outer cell
Fuel temp lower than -40 °C in inner or Consider descending to a lower altitude and/or increasing
outer cell Mach to increase TAT.
CKPT OXY If mask is not being used, check if it is correctly stowed,
Pulsing green: Refer to DSC-35-20-10 Mask Stowage.
OXY When pressure is < 600 PSI.
Amber:
When pressure is < 300 PSI.
EGT > EGT MAX -33 °C (inhibited during
APU start)
APU
OIL QTY (message LOW OIL LEVEL If there is no oil leak, then the remaining oil quantity allows
pulsing) normal APU operation for about 10 h.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 13/26
FCOM F→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
Continued from the previous page
SYSTEM CONDITIONS RECOMMENDED ACTION
OIL PRESS
‐ If oil pressure is between 16 and 13 PSI
P < 16 PSI
(advisory), continue normal operation.
‐ If oil pressure is below 13 PSI (red indication) without
the ENG OIL LO PR ECAM warning, continue normal
engine operation (it can be assumed that the oil pressure
transducer is faulty).
In both cases, monitor other engine parameters especially oil
temperature and oil quantity.
OIL PRESS Monitor other engine parameters closely for symptoms of
P > 90 PSI engine malfunction.
If high oil pressure is not accompanied by other abnormal
indications operate engine normally for remainder of flight.
Record high oil pressure and corresponding N2 readings for
maintenance action.
OIL TEMP A rise in oil temperature during normal steady-state
T > 140 °C operation indicates a system malfunction and should be
closely monitored for other symptoms of engine malfunction.
ENG
Note: If the OIL TEMP rise follows thrust reduction,
increasing thrust may reduce oil temperature.
In addition, a rise in oil temperature could be related to the
IDG oil cooling system. To reduce oil temperature rise before
limits are reached, the following are recommended:
1. Low Speed - Increase engine speed to increase fuel flow
and thereby cool IDG oil.
2. High Speed - Reduce generator load or turn off
generator. If oil temperature continues to rise,
mechanically disconnect IDG.
OIL QTY If oil quantity low at high power setting, expect level increase
< 3 qt after power reduction
NAC TEMP ≥ 240 °C Monitor engine parameters and crosscheck with other
engine
VIBRATION Refer to PRO-ABN-70 HIGH ENGINE VIBRATION
N1 ≥ 6 units
N2 ≥ 4.3 units
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 14/26
FCOM ←F 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
EMER DESCENT
IMMEDIATE ACTIONS
CREW OXY MASKS...................................................................................................................ON
EMER DESCENT................................................................................................ ANNOUNCE(PA )
The flight crew must inform the cabin of emergency descent on the PA system.
SIGNS..........................................................................................................................................ON
EMER DESCENT...............................................................................................................INITIATE
Descend with the autopilot engaged:
‐ Turn the ALT selector knob and pull
‐ Turn the HDG selector knob and pull
‐ Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode
THR LEVERS (if A/THR not engaged).................................................................................... IDLE
‐ If autothrust is engaged, check that THR IDLE is displayed on the FMA
‐ If not engaged, retard the thrust levers.
SPD BRK................................................................................................................................. FULL
Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible
activation of the angle of attack protection, allow the speed to increase before starting to use the
speedbrakes.
WHEN DESCENT ESTABLISHED
EMER DESCENT FL 100 or minimum allowable altitude.
SPEED............................................................................................................MAX/APPROPRIATE
CAUTION Descend at the maximum appropriate speed. If structural damage is suspected,
use the flight controls with care and reduce speed as appropriate.
Landing gear may be extended below 25 000 ft. Speed must be reduced to VLO/VLE.
ENG MODE SEL........................................................................................................................IGN
ATC......................................................................................................................................NOTIFY
Notify ATC of the nature of the emergency, and state intention. if not in contact with ATC,
transmit a distress message on one of the following frequencies: (VHF) 121.5 MHz , or (HF)
2 182 kHz , or 8 364 kHz.
ATC XPDR 7700........................................................................................................... CONSIDER
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 15/26
FCOM G→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
EMER DESCENT (Cont'd)
Squawk 7700 unless otherwise specified by ATC.
‐ To save oxygen, set the oxygen diluter selector to the N position
‐ With the oxygen diluter selector left at 100 % , oxygen quantity may be insufficient to cover the
entire emergency descent profile
‐ Ensure crew communication is established with oxygen masks. Avoid continuous use of the
interphone to minimize interference from the oxygen mask breathing noise.
MAX FL.............................................................................................................................. 100/MEA
IF CAB ALT > 14000 feet:
PAX OXY MASKS.......................................................................................................MAN ON
This action confirms that the passenger oxygen masks are released.
Note: Notify the cabin crew, when the aircraft reaches a safe flight level, and when cabin
oxygen is no more necessary.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 16/26
FCOM ←G 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
EMERGENCY EVACUATION
Apply this procedure when considering an emergency evacuation, or when required by the ECAM.
Carefully analyze the situation before deciding to evacuate passengers. However do not waste
valuable time.
AIRCRAFT/PARKING BRK.................................................................................................. STOP/ON
ATC (VHF1).............................................................................................................................NOTIFY
Notify ATC of the nature of the emergency, and state intentions.
Only VHF 1 is available on batteries.
CABIN CREW (PA)...................................................................................................................ALERT
Make a short and precise announcement to warn that an emergency evacuation may be required.
ΔP (only if MAN CAB PR has been used)................................................................... CHECK ZERO
If ΔP is not at zero, MODE selector on MAN and V/S CTL FULL UP, to fully open the outflow valve.
ENG MASTER (ALL).....................................................................................................................OFF
Associated LP and HP valves close.
FIRE Pushbuttons (ALL: ENG and APU)...................................................................................PUSH
AGENTS (ENG and APU)................................................................................................... AS RQRD
Engine Agent 2 is not available.
The use of agents is required if the ENG FIRE or APU FIRE is displayed.
If Evacuation required:
EVACUATION................................................................................................................. INITIATE
Notify the cabin crew about the emergency encountered and the intentions.
Press the EVAC COMMAND pb.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)..........................................................................NOTIFY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 17/26
FCOM H 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
FORCED LANDING
This procedure applies when engines are running. If engines are not running, Refer to
QRH/ABN-70 ENG DUAL FAILURE - FUEL REMAINING - FORCED LANDING or Refer to
QRH/ABN-70 ENG DUAL FAILURE - NO FUEL REMAINING - FORCED LANDING, which has
been amended to include the forced landing procedure when the engines are not running.
PREPARATION
ATC/TRANSPONDER...............................................................................NOTIFY/SELECT A7700
Notify ATC of the nature of emergency encountered and state intentions.
Select transponder code A7700, or transmit a distress message on: (VHF) 121.5 MHz or (HF)
2 182 kHz or 8 364 kHz.
CABIN and COCKPIT..................................................................................................... PREPARE
Notify the cabin crew of the nature of the emergency and state intentions.
Specify the available time:
‐ Loose equipment secured.
‐ Survival equipment prepared.
‐ Belts and shoulder harnesses locked.
GPWS SYS............................................................................................................................... OFF
GPWS TERR.............................................................................................................................OFF
Switching the SYS pb and TERR pb OFF avoids nuisance warnings.
SIGNS..........................................................................................................................................ON
EMER EXIT LT........................................................................................................................... ON
COMMERCIAL...........................................................................................................................OFF
LDG ELEV................................................................................................................................. SET
If not known, select an approximate value.
BARO......................................................................................................................................... SET
Omit normal approach and landing checklist.
CREW MASKS/OXY SUPPLY (below FL100)..........................................................................OFF
APPROACH
RAM AIR..................................................................................................................................... ON
Switch ON the RAM AIR to ensure complete cabin depressurization on ground.
L/G lever................................................................................................................................DOWN
SLATS and FLAPS....................................................................................................... MAX AVAIL
GND SPLR............................................................................................................................... ARM
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 18/26
FCOM I→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
FORCED LANDING (Cont'd)
MAX BRK PR.................................................................................................................... 1000 PSI
AT 2 000 FT AGL
CABIN........................................................................................................NOTIFY FOR LANDING
AT 500 FT AGL
BRACE FOR IMPACT......................................................................................................... ORDER
AT TOUCHDOWN
ENG MASTERS........................................................................................................................ OFF
APU MASTER SW.................................................................................................................... OFF
BRAKES ON ACCU ONLY
AFTER LANDING
When the aircraft has stopped:
PARKING BRK..................................................................................................................... ON
ATC (VHF 1).......................................................................................................................USE
With both engines and APU shut down, only VHF 1 is supplied.
FIRE pushbutton (ENG and APU)................................................................................... PUSH
AGENTS (ENG and APU).............................................................................................. DISCH
If Evacuation required:
EVACUATION....................................................................................................... INITIATE
Make a short and precise announcement to order the emergency evacuation.
ELT....................................................................................................... CHECK EMITTING
If not, switch on the transmitter.
If Evacuation not required:
CABIN CREW and PASSENGERS (PA)............................................................... NOTIFY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 19/26
FCOM ←I 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
OVERWEIGHT LANDING
LDG CONF.................................................................................................................. AS REQUIRED
Use the ECAM flap setting, if required for abnormal operations. In all other cases:
‐ FULL is preferred for optimized landing performance.
‐ If the aircraft weight is above the maximum weight for go-around given in the table below
(See TABLE), use FLAP 3 for landing.
In all cases, if landing configuration is different from FLAP FULL, use 1+F for go-around.
Note: For weights greater than 70 000 kg (or 154 000 lb) S speed is greater than VFE CONF 2
(200 kt). Consequently the crew must select on FCU a speed below 200 kt before setting
FLAPS 2. When in FLAPS 2, the crew can use managed speed again.
LDG DIST.................................................................................................................................CHECK
PACK 1 and PACK 2................................................................................... OFF or supplied by APU
Selecting packs OFF (or supplied from APU) will increase the maximum thrust available from the
engines, in the event of a go-around.
In the final stages of approach:
TARGET SPEED.....................................................................................................................VLS
Reduce the selected speed on the FCU to reach VLS at runway threshold.
Touch down as smoothly as possible (Maximum V/S at touchdown 360 ft/min).
At main landing gear touchdown:
REVERSE THRUST................................................................................. USE MAX AVAILABLE
After nosewheel touchdown:
BRAKES................................................................................................APPLY AS NECESSARY
Maximum braking may be used after nosewheel touchdown. But, if landing distance permits,
delay or reduce braking to take full benefit of the available runway length.
Landing complete:
BRAKE FANS ................................................................................................................... ON
Be prepared for tire deflation, if temperatures exceed 800 °C.
MAXIMUM WEIGHT FOR GO AROUND IN CONF 3 (1000 KG)
OAT (°C) AIRPORT ELEVATION (FT)
0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
<10 85 83 84 81 77 71 66 61
15 85 83 83 81 77 70 64 57
20 85 83 83 81 75 67 61 55
Continued on the following page
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FCOM J→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
OVERWEIGHT LANDING (Cont'd)
MAXIMUM WEIGHT FOR GO AROUND IN CONF 3 (1000 KG)
OAT (°C) AIRPORT ELEVATION (FT)
0 2 000 4 000 6 000 8 000 10 000 12 000 14 000
25 85 83 83 79 72 64 58
30 84 83 81 77 69
35 84 83 79 73 66
40 84 81 75 69
45 82 76 70
50 78 72
55
TAILSTRIKE
In the event of a tailstrike, apply the following procedure:
LAND ASAP
MAX FL............................................................................................................................. 100 or MSA
500 ft/min should be targeted for the climb, to minimize pressure changes, and for passenger and
crew comfort. Similarly, the rate of descent must be limited to about 1 000 ft/min, except for the final
approach that must be performed normally.
Notify the ATC of the aircraft’s rate of climb.
RAM AIR......................................................................................................................................... ON
PACK 1 and 2............................................................................................................................... OFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 21/26
FCOM ← J to K 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
VOLCANIC ASH ENCOUNTER
If the aircraft enters a volcanic ash cloud:
180° TURN...................................................................................................................... INITIATE
The performance of a 180 ° turn will usually enable the aircraft to exit the volcanic ash clouds
as quickly as possible, because volcanic ash clouds can extend for hundreds of nautical miles.
ATC................................................................................................................................... NOTIFY
Note: Electrostatic conditions may cause communication problems.
A/THR......................................................................................................................................OFF
This prevents the autothrust from generating thrust variations.
THRUST (if conditions permit)........................................................................................REDUCE
Reduced thrust minimizes ash ingestion.
If altitude permits, reduce thrust to idle. This maximizes engine surge margin and lowers engine
turbine temperature.
CREW OXYGEN MASKS..................................................................................ON/100 %/EMER
CABIN CREW................................................................................................................... NOTIFY
PASSENGER OXYGEN................................................................................................AS RQRD
Depending on contamination.
ENG ANTI ICE......................................................................................................................... ON
WING ANTI ICE....................................................................................................................... ON
PACK FLOW.............................................................................................................................. HI
Maximum air bleed gives the engines additional stall margin.
Note: If CARGO VENTILATION system is installed, it is recommended to switch off the
CARGO ISOL VALVES, to prevent a cargo smoke warning being triggered.
APU.................................................................................................................................... START
If possible, start the APU and have it ready for an assisted engine relight in the event of an
engine flame-out. Refer to APU limitations to get maximum FL for engine start using APU
BLEED.
ENGINE PARAMETERS...............................................................................................MONITOR
Monitor particularly EGT. If EGT exceeds limits, it may become necessary to consider a
precautionary engine shutdown and engine restart in flight.
Note: In the case of precautionary shutdown:
‐ restart when clear of the volcanic ash cloud
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 22/26
FCOM L→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
VOLCANIC ASH ENCOUNTER (Cont'd)
‐ Upon restart, the engine may accelerate very slowly. Do not misinterpret this as a
failure to start
‐ Consider that the compressor and turbine blades have been eroded and avoid
sudden changes in thrust. Fuel flow and EGT may increase.
AIRSPEED INDICATIONS............................................................................................ MONITOR
If airspeed is unreliable or lost, Refer to UNRELIABLE SPEED INDICATION/ADR CHECK
PROC .
Note: If both engines flame out and speed indications are lost,Refer to DUAL ENGINE
FAILURE procedure to get the required pitch attitude for the optimum relight speed. In
case of engine failure, switch off the wing anti ice before engine restart.
Note: If visibility is insufficient for approach due to windshield/window damage, consider
AUTOLAND. If AUTOLAND is not available, consider opening the sliding window on
the PF’s side (maximum speed 200 kt), after cabin depressurization.
To manually depressurize the cabin:
CAB PRESS MODE SEL........................................................................................MAN
MAN V/S CTL.................................................................................................. FULL UP
Due to the increased noise level, pay particular attention to visual warnings.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 23/26
FCOM ←L 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
WINDSHEAR
A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice
“WINDSHEAR” repeated three times.
If windshear is detected either by the system or by pilot observation, apply the following recovery
technique:
At Takeoff:
If 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.
If after V1:
THR LEVERS...............................................................................................................TOGA
REACHING VR........................................................................................................ROTATE
SRS ORDERS........................................................................................................ FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
Airborne, initial climb or landing:
THR LEVERS AT TOGA.............................................................................. SET OR CONFIRM
AP (if engaged)............................................................................................................ KEEP ON
SRS ORDERS...............................................................................................................FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF
WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
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FCOM M 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
WINDSHEAR AHEAD
The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or "GO AROUND
WINDSHEAR AHEAD") is triggered, if the flight crew makes a positive verification that no
hazard exists, then the alert may be disregarded, as long as:
‐ There are no other signs of possible windshear conditions, and
‐ The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports,
during either takeoff or landing, due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).
W/S AHEAD RED
Takeoff
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 kt until 50 ft.
When airborne:
THR LEVERS...........................................................................................................TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not
entered.
AP (if engaged)..................................................................................................KEEP ON
SRS ORDERS.................................................................................................... FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of
17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch
attitude.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 25/26
FCOM N→ 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
WINDSHEAR AHEAD (Cont'd)
Landing:
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.
GO-AROUND.......................................................................................................... PERFORM
AP (if engaged)........................................................................................................ KEEP ON
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
W/S AHEAD AMBER
Apply precautionary measures, as indicated in the SUPPLEMENTARY TECHNIQUES Refer to
PRO-SUP-91-20 Precautions for Suspected Windshear - Before Takeoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-80 P 26/26
FCOM ←N 11 DEC 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
GENERAL
A successful outcome for an emergency situation depends, first of all, upon each crew member’s
perfect knowledge and execution of the duties assigned to him.
The captain should check frequently that all crew members know exactly their assigned positions and
their specific duties, as well as the duties of the other crew members, in case of an abnormal or an
emergency condition.
Since it is not possible to cover all the situations that may occur, the captain will be responsible
for adapting the following instructions to obtain the best coordination of the emergency operation.
Should it be physically impossible for the captain to carry out his duties, another crew member will
substitute for him according to the chain of command. The procedures in this manual are AIRBUS
procedures and should be considered to be a reference.
COCKPIT-ASSIGNED DUTIES FOR EVACUATION
If it is NOT POSSIBLE to reach the passenger cabin:
The cockpit crew should evacuate the aircraft via the cockpit clearview windows, by using the
escape ropes.
On ground, each crewmember must help passengers, and direct them away from the aircraft.
If it is POSSIBLE to reach the passenger cabin:
‐ Is the last person to leave the cockpit: Proceeds to the cabin, and helps with passenger evacuation, as
necessary
CAPT ‐ Is the last person to leave the aircraft: Checks that all persons have evacuated the aircraft
‐ Evacuates the aircraft, via the rear door, or any other available exit, if he/she cannot reach the rear door.
‐ On ground, he/she takes command of operations until rescue units arrive.
‐ Proceeds to the cabin, and takes the emergency equipment.
F/O ‐ Evacuates the aircraft, using any available exit.
‐ Helps passengers on ground, and directs them away from the aircraft.
CABIN CREW-ASSIGNED AREAS FOR EVACUATION
CABIN CREW ASSIGNED JUMPSEAT ASSIGNED DOOR ASSIGNED AREA
DESIGNATION AND DOOR
1 PURSER DOOR 1 LH FWD OUTBOARD FWD/MID
1 CABIN CREW DOOR 1 RH/LH FWD INBOARD FWD/MID
1 CABIN CREW DOOR 2 RH AFT CENTER MID/AFT
1 CABIN CREW DOOR 2 LH REARWARD MID/AFT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-90 P 1/6
FCOM A to C → 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
Note: These procedures are established for the minimum required number of 4 cabin crews.
COMMUNICATIONS
1. EMERGENCY CALL
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ Press EMER pb-sw on the CALLS panel,
or
‐ Passenger Address (PA) System:
"PURSER TO COCKPIT PLEASE!"
Purser must immediately go to the cockpit.
CABIN COCKPIT
‐ Interphone: "PRIO CAPT"
Any cabin crewmember can make such a
call. The cockpit crew must reply.
2. EMERGENCY ALERT
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ PA System: "ATTENTION CREW! AT
The cockpit crew makes a short and precise
announcement to warn that an emergency
STATIONS!"
evacuation may soon be required.
Cabin crews must proceed to their
emergency stations, and fasten their
seatbelts.
3. NOTIFICATION TO PASSENGERS
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ SIGNS ON
For psychological reasons, the cockpit crew
should be the first to inform of an intended
‐ PA System
emergency landing.
PURSER CABIN
‐ CABIN LIGHTS 100 % Purser informs passengers that they have to
‐ PA System pay special attention to these warnings:
‐ “FINISH PREPARATION”
‐ “BRACE FOR IMPACT”
‐ “PASSENGERS EVACUATE”
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-90 P 2/6
FCOM ← C to D → 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
4. FINISH PREPARATION
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ Passenger Address (PA) System: "FINISH
The cockpit crew gives this order a short time
before an emergency landing.
PREPARATION"
5. BRACE FOR IMPACT
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ PA System: "BRACE FOR IMPACT!"
The cockpit crew gives this order no later
than 1 min before impact.
6. INITIATE EVACUATION (RESTRICTED EXITS)
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ PA System: "PASSENGERS EVACUATE"
The cockpit crew orders an immediate
evacuation, and the cabin crew directs
‐ Activate EVAC signals
passengers to all available exists.
CABIN COCKPIT
‐ EVAC SIGNAL SYSTEM on FWD
Used by the cabin crew, if there is no
AND CABIN signal or order from the cockpit, and if it is
ATTND panel (FAP) unmistakably clear that the aircraft must be
‐ PA System or megaphone evacuated.
CABIN CABIN
‐ Verbal The cabin crew stands up and shouts:
‐ "SEATBELTS OFF!"
‐ "LEAVE EVERYTHING!"
‐ "GET OUT!"
‐ "COME THIS WAY!"
7. EVACUATION NOT REQUIRED
FROM TO COMMUNICATION METHOD(S) REMARKS
COCKPIT CABIN
‐ PA System: "CABIN CREW and
When the Captain decides that an evacuation
is not required, the cockpit crew makes an
PASSENGERS REMAIN SEATED!"
immediate announcement to this effect.
ON GROUND EVACUATION
COCKPIT CREW PROCEDURES
The cockpit crew notifies the cabin crew of the nature of the emergency, and states intentions.
The cockpit crew uses the Passenger Address system to make an appropriate announcement,
such as: “PASSENGERS EVACUATE”, and presses the EVAC COMMAND pb.
CABIN CREW PROCEDURES
When the cabin receives the order to evacuate, each cabin crewmember must proceed as follows:
STAND UP AND SHOUT........................................................................“UNFASTEN SEATBELTS”
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FCOM ← D to E → 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
OUTSIDE CONDITIONS........................................................................................................ CHECK
If outside conditions are safe:
DOOR IN ARMED POSITION............................................................................. OPEN FIRMLY
SHOUT......................................................................................................... “COME THIS WAY”
If the door does not open automatically:
DOOR..................................................................................PUSH AND OPEN MANUALLY
SLIDE (or SLIDERAFT) DEPLOYMENT......................................CHECK FULL DEPLOYMENT
It takes approximately 4 s for the slide (or slideraft) to deploy.
If the slide (or slideraft) does not automatically inflate:
RED, MANUAL INFLATION HANDLE..........................................................................PULL
The red, manual inflation handle is located on the right-hand side of the slide (or slideraft)
girt extension.
ORDER......................................................................................... “PASSENGERS EVACUATE”
PASSENGER EVACUATION ....................................................................................EXPEDITE
If the slide (or slideraft) becomes unserviceable:
PASSENGER EVACUATION.......................................................................................STOP
PASSENGERS TO ANOTHER USABLE EXIT...................................................REDIRECT
TOTAL ZONE EVACUATION..........................................................................................CHECK
CABIN CREW........................................................................................................... EVACUATE
PASSENGERS AWAY FROM THE AIRCRAFT.............................................................DIRECT
If outside conditions are unsafe:
EXIT DOOR......................................................................................................................BLOCK
PASSENGERS TO NEAREST USABLE EXIT..........................................................REDIRECT
COCKPIT EVACUATION THROUGH WINDOW
OPENING THE SLIDING WINDOW
HANDLE......................................................................................... PUSH DOWN AND PULL BACK
Pulling the handle backwards, opens the sliding window.
COCKPIT EVACUATION WITH ESCAPE ROPE
ESCAPE ROPE STOWAGE.....................................................................................................OPEN
The escape rope stowage is located above the sliding window, on either side of the overhead
panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-90 P 4/6
FCOM ← E to F → 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
ESCAPE ROPE....................................................................................................................UNROLL
Unroll the escape rope until the red flag appears, and throw it through the window.
SEAT................................................................................................................................... STEP ON
ESCAPE ROPE......................................................................................................................GRASP
Grasp the escape rope firmly with both hands, and slide down along the rope.
EVACUATION ON WATER
CABIN CREW RESPONSIBLE FOR TYPE "I" DOORS
When the cabin receives the order to evacuate, each cabin crewmember must proceed as follows:
CHILDREN LIFEVESTS................................................................................................ DISTRIBUTE
STAND UP AND SHOUT.........................“UNFASTEN SEATBELTS – PUT ON YOUR LIFEVEST”
Inflate the lifevest, only once outside the aircraft.
ORDER................................................................................................................“REMOVE SHOES”
If the Type I door is usable:
DOOR IN ARMED POSITION........................................................................................... OPEN
SLIDE............................................................................................................................. DEPLOY
RED, MANUAL INFLATION HANDLE................................................................................ PULL
Do not wait for automatic inflation of the slide.
If the water level is close to the door sill:
The slide inflates on the water.
SLIDE........................................................................... LEAVE ATTACHED TO CABIN FLOOR
PASSENGER LIFEVESTS.....................................INFLATE WHEN EVACUATING AIRCRAFT
PASSENGERS..........................................................................................................EVACUATE
Evacuate passengers into the water. The slide is used as a flotation device.
TOTAL ZONE EVACUATION..........................................................................................CHECK
LAST CREWMEMBER..............................................................................................EVACUATE
SLIDE........................................................................................SEPARATE FROM DOOR SILL
The last crewmember must separate the slide from the door sill.
MOORING LINE....................................................................................................................CUT
If the water level is too far away from the door sill:
SLIDE................................................................................... DISCONNECT FROM DOOR SILL
The slide remains tied to the aircraft by a 6 m (20 ft) mooring line.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-90 P 5/6
FCOM ← F to G → 15 FEB 13
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW DETAILED CABIN / COCKPIT EVACUATION PROCEDURE
OPERATING MANUAL
MOORING LINE................................................................................................................. HOLD
To keep the slide close to the exit, hold the mooring line.
PASSENGER LIFEVESTS.....................................INFLATE WHEN EVACUATING AIRCRAFT
PASSENGERS..........................................................................................................EVACUATE
Evacuate passengers into the water. The slide is used as a flotation device.
TOTAL ZONE EVACUATION..........................................................................................CHECK
LAST CREWMEMBER..............................................................................................EVACUATE
MOORING LINE....................................................................................................................CUT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-ABN-90 P 6/6
FCOM ←G 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
Intentionally left blank
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-NOR-SOP Standard Operating Procedures
PRO-NOR-SOP-01 General Information
Foreword.................................................................................................................................................................. A
PRO-NOR-SOP-02 Flight Preparation
Technical Condition of the Aircraft.......................................................................................................................... A
Weather Briefing...................................................................................................................................................... B
NOTAMs.................................................................................................................................................................. C
GPS PRIMARY Availability (If Installed)................................................................................................................. D
Flight Plan and Operational Requirements............................................................................................................. E
Optimum Flight Level...............................................................................................................................................F
Fuel Requirements.................................................................................................................................................. G
PRO-NOR-SOP-03 Safety Exterior Inspection
Safety Exterior Inspection........................................................................................................................................A
PRO-NOR-SOP-04 Preliminary Cockpit Preparation
General.....................................................................................................................................................................A
Aircraft Power Up.................................................................................................................................................... B
APU Fire Test/APU Start........................................................................................................................................ C
AIR COND............................................................................................................................................................... D
Cargo Heat ..................................................................................................................................................... E
Cockpit Lights...........................................................................................................................................................F
ECAM.......................................................................................................................................................................G
Before Walkaround.................................................................................................................................................. H
PRO-NOR-SOP-05 Exterior Walkaround
General.....................................................................................................................................................................A
Exterior Walkaround................................................................................................................................................ B
PRO-NOR-SOP-06 Cockpit Preparation
Introduction...............................................................................................................................................................A
Panel Scan Sequence............................................................................................................................................. B
Overhead Panel.......................................................................................................................................................C
CTR Instrument Panel.............................................................................................................................................D
Pedestal................................................................................................................................................................... E
RMP..........................................................................................................................................................................F
Airfield Data............................................................................................................................................................. G
ACARS.....................................................................................................................................................................H
FMGS Preparation.................................................................................................................................................... I
Glareshield................................................................................................................................................................J
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-PLP-TOC P 1/6
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
Lateral Consoles...................................................................................................................................................... K
Instrument Panels.................................................................................................................................................... L
ECAM Control Panel...............................................................................................................................................M
ADIRS...................................................................................................................................................................... N
Takeoff Briefing....................................................................................................................................................... O
PC Dedicated to Maintenance ....................................................................................................................... P
PRO-NOR-SOP-07 Before Pushback or Start
Before Start Clearance............................................................................................................................................ A
At Start Clearance................................................................................................................................................... B
PRO-NOR-SOP-08 Engine Start
Automatic Engine Start............................................................................................................................................A
Ground Run Up - Danger Areas............................................................................................................................. B
PRO-NOR-SOP-09 After Start
After Start.................................................................................................................................................................A
PRO-NOR-SOP-10 Taxi
Taxi...........................................................................................................................................................................A
Visual Ground Geometry......................................................................................................................................... B
180 Deg Turn on Runway.......................................................................................................................................C
PRO-NOR-SOP-11 Before Takeoff
Before Takeoff......................................................................................................................................................... A
PRO-NOR-SOP-12 Takeoff
Takeoff..................................................................................................................................................................... A
PRO-NOR-SOP-13 After Takeoff
After Takeoff............................................................................................................................................................ A
PRO-NOR-SOP-14 Climb
Climb........................................................................................................................................................................ A
PRO-NOR-SOP-15 Cruise
Cruise....................................................................................................................................................................... A
PRO-NOR-SOP-16 Descent Preparation
Descent Preparation................................................................................................................................................ A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-PLP-TOC P 2/6
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-NOR-SOP-17 Descent
Descent Initiation..................................................................................................................................................... A
Descent Monitoring.................................................................................................................................................. B
Descent Adjustment.................................................................................................................................................C
Approach Checklist..................................................................................................................................................D
PRO-NOR-SOP-18 Approach
PRO-NOR-SOP-18-A Approach General
Introduction...............................................................................................................................................................A
Cross-Reference Table............................................................................................................................................B
Flying Reference......................................................................................................................................................C
Stabilization Criteria.................................................................................................................................................D
Approach Speed Technique.................................................................................................................................... E
Discontinued Approach............................................................................................................................................ F
PRO-NOR-SOP-18-B Aircraft Configuration Management
Initial Approach........................................................................................................................................................ A
Intermediate/Final Approach....................................................................................................................................B
PRO-NOR-SOP-18-C Aircraft Guidance Management
Approach using LOC G/S Guidance....................................................................................................................... A
Approach using FINAL APP Guidance................................................................................................................... B
Approach using FINAL APP Guidance for RNAV(RNP).........................................................................................C
Approach using FPA Guidance...............................................................................................................................D
Circling Approach.....................................................................................................................................................E
Visual Approach....................................................................................................................................................... F
PRO-NOR-SOP-19 Landing
ILS Final Approach and Landing Geometry............................................................................................................A
Minimum Visual Ground Segments (Flare Phase)..................................................................................................B
Ground Clearance Diagram.................................................................................................................................... C
Landing.................................................................................................................................................................... D
PRO-NOR-SOP-20 Go-Around
Go Around with FD..................................................................................................................................................A
PRO-NOR-SOP-21 After Landing
After Landing............................................................................................................................................................A
PRO-NOR-SOP-22 Parking
Parking..................................................................................................................................................................... A
Continued on the following page
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FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-NOR-SOP-23 Securing the Aircraft
Securing the Aircraft................................................................................................................................................ A
PRO-NOR-SOP-90 Standard Callouts
Communications and Standard Terms....................................................................................................................A
Checklist Callouts.................................................................................................................................................... B
Actions Commanded by PF.................................................................................................................................... C
FMA..........................................................................................................................................................................D
Altitude..................................................................................................................................................................... E
Flaps or Gear Callouts............................................................................................................................................ F
Flight Parameters in Approach............................................................................................................................... G
Flight Parameters in Go-Around............................................................................................................................. H
PF/PNF Duties Transfer............................................................................................................................................I
Abnormal and Emergency Call Outs....................................................................................................................... J
Summary for Each Phase....................................................................................................................................... K
PRO-NOR-SRP Systems Related Procedures
PRO-NOR-SRP-01 FMS
PRO-NOR-SRP-01-05 Introduction
Introduction...............................................................................................................................................................A
PRO-NOR-SRP-01-10 Cockpit Preparation
FMGS Initialization...................................................................................................................................................A
Flight Plan Initialization............................................................................................................................................B
FMGS Data Insertion...............................................................................................................................................C
FMGS Re-Initialization After a Canceled Flight...................................................................................................... D
PRO-NOR-SRP-01-15 Before Pushback or Start
Change of Runway.................................................................................................................................................. A
TAKEOFF FROM INTERSECTION.........................................................................................................................B
PRO-NOR-SRP-01-20 Taxi
FCU Selection for Takeoff.......................................................................................................................................A
FMA Mode Check....................................................................................................................................................B
Selecting a Navigation Display................................................................................................................................C
Selecting Takeoff Displays for Pilot's and Copilot's MCDU.................................................................................... D
Continued on the following page
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-NOR-SRP-01-30 Takeoff
Monitoring the Takeoff.............................................................................................................................................A
PRESELECTING A HDG OR A TRK......................................................................................................................B
Normal Takeoff Profile.............................................................................................................................................C
No Flight Director Takeoff....................................................................................................................................... D
TAKEOFF WITH NO V2 ENTRY............................................................................................................................ E
Takeoff Using the Localizer of the Opposite Runway.............................................................................................F
PRO-NOR-SRP-01-40 Climb
Monitoring the Climb Phase.................................................................................................................................... A
Immediate Return to Origin Airport......................................................................................................................... B
PRO-NOR-SRP-01-50 Cruise
Reaching Cruise Flight Level.................................................................................................................................. A
Monitoring the Navigation Accuracy........................................................................................................................B
Monitoring the Fuel Predictions...............................................................................................................................C
Entering a Step Climb or a Step Descent.............................................................................................................. D
Immediate Change of Level in Cruise.....................................................................................................................E
Preparation for Descent and Approach................................................................................................................... F
PRO-NOR-SRP-01-60 Descent
DESCENT INITIATION............................................................................................................................................ A
Descent Monitoring.................................................................................................................................................. B
Expedite Descent (If installed)................................................................................................................................ C
Monitoring the Navigation in the Terminal Control Area.........................................................................................D
Too Steep Path........................................................................................................................................................E
Holding Pattern........................................................................................................................................................ F
MANUAL TERMINATION........................................................................................................................................G
PRO-NOR-SRP-01-70 Approach
Initial Approach........................................................................................................................................................ A
ILS/MLS/GLS/FLS Approach................................................................................................................................... B
Switching from Non ILS to ILS Approach............................................................................................................... C
Task Sharing During CAT I, CAT II and CAT III Approach and Landing................................................................D
Task Sharing for CAT I Approach (or better)..........................................................................................................E
Task Sharing for CAT II Approach..........................................................................................................................F
Task Sharing for CAT III Approach with DH.......................................................................................................... G
Task Sharing for CAT III Approach/Landing without DH........................................................................................ H
Landing Categories................................................................................................................................................... I
Continued on the following page
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OPERATING MANUAL
Continued from the previous page
Warnings for ILS Approach......................................................................................................................................J
Failures and Associated Actions Above 1 000 ft for CAT II or CAT III................................................................... K
Failures and Associated Actions Below 1 000 ft During A CAT II Approach.......................................................... L
FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT III WITH DH................................................... M
Failures and Associated Actions Below 1 000 ft for CAT III without DH................................................................ N
Back-Course Localizer Approach - Procedure....................................................................................................... O
PRO-NOR-SRP-01-80 Go-Around
MONITORING THE GO-AROUND..........................................................................................................................A
Go-Around Profile.................................................................................................................................................... B
Missed Approach: Try Again...................................................................................................................................C
Missed Approach: Divert......................................................................................................................................... D
Task Sharing During a Go-Around..........................................................................................................................E
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FLIGHT CREW STANDARD OPERATING PROCEDURES - GENERAL INFORMATION
OPERATING MANUAL
FOREWORD
The procedures contained in this Chapter are recommended by Airbus, and are consistent with the
other Chapters of this manual.
The Authorities do not certificate Standard Operating Procedures. The manufacturer presents them
herein as the best way to proceed, from a technical and operational standpoint. They are continually
updated and the revisions take into account Operator input, as well as manufacturer experience.
In addition, Operators may amend them, as needed. However, the manufacturer recommends that
Operators using the FCOM as onboard operational manual submit suggested changes to expedite
publication, and maintain consistency of the manual. The Operator should note that they may rewrite
this Chapter, at their own responsibility; this could, however, make it difficult to update the manual
and keep it consistent with the other Chapters.
The following sections contain expanded information on normal procedures.
Standard Operating Procedures consist of inspections, preparations, and normal procedures. All
items of a given procedure are listed in a sequence that follows a standardized scan of the cockpit
panels, unless that sequence goes against the action priority logic, to ensure that all actions are
performed in the most efficient way.
Standard Operating Procedures are divided into flight phases, and are performed by memory.
These procedures assume that all systems are operating normally, and that all automatic functions
are used normally.
Some normal procedures, that are non-routine will be found in the SUPPLEMENTARY
TECHNIQUES (Refer to PRO-SUP-10 General), and in the SPECIAL OPERATIONS (Refer to
PRO-SPO-20 General).
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FLIGHT CREW STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION
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TECHNICAL CONDITION OF THE AIRCRAFT
The crew will verify the technical state of the aircraft (deferred defect list), with regard to
airworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.
WEATHER BRIEFING
‐ The crew will get a weather briefing
‐ The briefing should include:
• Actual and expected weather conditions, including runway conditions for takeoff and climb-out
• Significant weather enroute, including winds and temperatures
• Terminal forecasts for destination and alternate airports
• Actual weather for destination and alternates, for short range flights and recent past weather, if
available
• Survey of the meteorological conditions at airports along the planned route.
Weather can affect the choice of routing (for example, influence which route is quickest) and
the choice of flight level. The flight crew must also consider the possibility of runways being
contaminated at the departure and destination airfields. The flight crew must also verify ISA
deviations and enroute icing conditions, and must consider the possibility of holding due to weather
at the destination.
NOTAMS
‐ The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability
of runways and approach aids etc, all of which may affect the final fuel requirement
‐ In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer
and the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,
under repair, covered with debris...)
GPS PRIMARY AVAILABILITY (IF INSTALLED)
FOR RNAV(GNSS) APPROACHES
RAIM and AIME are available worldwide, if 24 GPS satellites or more are operative.
If the number of GPS satellites is 23 or less, check RAIM/AIME availability using the approved
version of the Honeywell / Litton ground-based prediction software.
RAIM availability may be checked using the PREDICTIVE GPS MCDU page .
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FLIGHT CREW STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION
OPERATING MANUAL
FOR RNAV(RNP) APPROACHES
The flight crew must check that the GPS Primary is predicted available, for the ETA. This
prediction should take into account the terrain environment.
FLIGHT PLAN AND OPERATIONAL REQUIREMENTS
‐ The crew will check the company flight plan for routing, altitudes, and flight time
‐ The Captain will check the ATC flight plan and ensure that:
• It is filled in and filed, in accordance with the prescribed procedures
• It agrees with the fuel flight plan routing.
‐ The crew will check the estimated load figures, and will calculate the maximum allowable takeoff
and landing weights.
OPTIMUM FLIGHT LEVEL
The flight crew should choose a flight level that is as close to the optimum as possible. To obtain
the optimum flight level, use the chart in the QRH or in the FCOM (Refer to PER-FPL-FLP-ALT-10
DEFINITIONS).
As a general rule, an altitude that is 4 000 ft below the optimum produces a significant penalty
(approximately 5 % of fuel). Flight 8 000 ft below the optimum altitude produces a penalty of more
than 10 % against trip fuel. (The usual contingency allowance is 5 %).
FUEL REQUIREMENTS
COMPUTERIZED FLIGHT PLAN CHECK
In most cases the flight crew uses a computer-derived flight plan to obtain the correct fuel
requirements. Although these computerized requirements are normally accurate, the flight crew
must check them for gross errors.
The easiest way to do this is to use the “Quick Determination of F-PLN” tables (Refer to
PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78). Although the aircraft will fly at ECON MACH
that is based on the cost index, the M 0.78 table is accurate enough to permit the crew to check for
gross error.
Ensure that both the captain and the first officer have verified that the fuel calculations and
required fuel on board are correct and that the figure complies with the applicable regulations.
FUEL TRANSPORTATION
The flight crew must check the policy covering the “tankering” of fuel on sectors where there is a
favourable fuel price differential or operational requirement.
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FLIGHT CREW STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION
OPERATING MANUAL
Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector and
therefore reduces the economy of the operation (lower flex temperature, more tire and brake wear,
more time in climb phase, lower optimum flight level etc).
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FLIGHT CREW
OPERATING MANUAL - SAFETY EXTERIOR INSPECTION
SAFETY EXTERIOR INSPECTION
Items marked by (*) are the only steps to be completed during a transit stop.
This inspection ensures that the aircraft and its surroundings are safe for operations.
On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refueling, etc.
* WHEEL CHOCKS.................................................................................................................. CHECK
If the wheel chocks are not in position, the flight crew must check that the parking brake is set with
sufficient accumulator pressure.
* LANDING GEAR DOORS....................................................................................CHECK POSITION
WARNING 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.
* APU AREA............................................................................................................................. CHECK
Observe that the APU inlet and outlet are clear.
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OPERATING MANUAL - SAFETY EXTERIOR INSPECTION
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A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
GENERAL
Items marked by asterisks (*) are the only steps to be completed during a transit stop.
The following procedure, performed by the PNF, ensures that all the required checks are performed
before applying electrical power to avoid inadvertent operation of systems and danger to the aircraft
and personnel.
Included is APU starting and the establishment of electrical and pneumatic power.
AIRCRAFT POWER UP
ENG
ENG MASTERS 1, 2................................................................................................................... OFF
ENG MODE selector................................................................................................................NORM
*WEATHER RADAR
* Power supply sw .................................................................................................................... OFF
* WINDSHEAR sw ..............................................................................................................OFF
* GAIN knob ................................................................................................................... AUTO/CAL
* MODE selector ..............................................................................................................AS RQRD
L/G
L/G lever.................................................................................................................................. DOWN
WIPERS
Both WIPER selectors................................................................................................................. OFF
ELEC
If the aircraft has not been electrically supplied for 6 h or more, perform the following
check:
BAT 1 pb and BAT 2 pb......................................................................................... CHECK OFF
BAT 1 and 2 VOLTAGE......................................................................... CHECK ABOVE 25.5 V
Battery voltage above 25.5 V ensures a charge above 50 %.
If battery voltage is below 25.5 V:
A charging cycle of about 20 min is required.
BAT 1 pb and BAT 2 pb..............................................................................................AUTO
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A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
EXT PWR pb-sw.............................................................................................................. ON
Check on ELEC SD page, that the battery contactor is closed and the batteries are
charging.
After 20 min:
BAT 1 + 2 pb..................................................................................................................OFF
BAT 1 and 2 VOLTAGE...................................................................CHECK ABOVE 25.5 V
If battery voltage is above 25.5 V:
BAT 1 pb and BAT 2 pb..............................................................................................AUTO
If the APU is started on batteries only, it should be started within 30 min after the selection
of batteries to AUTO (35 min after battery selection to AUTO, the battery charge is less
than 25 % of maximum capacity).
If the aircraft has been electrically supplied during the last 6 h:
BAT 1 pb and BAT 2 pb.................................................................................................... AUTO
If the AVAIL light is on:
EXT PWR pb-sw.....................................................................................................................ON
HYD
WARNING Do not pressurize hydraulic systems without clearance from ground crew.
APU FIRE TEST/APU START
APU FIRE
APU FIRE pb-sw...................................................................................................IN and GUARDED
AGENT lights ............................................................................................................................. OUT
If the APU is already running, ensure that the following check has already been completed. If not,
perform it.
APU FIRE TEST pb................................................................................................................PRESS
Check :
‐ APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).
‐ APU FIRE pb-sw lighted red.
‐ SQUIB light and DISCH light on
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A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
APU START
If EXT PWR pb-sw ON light is on:
APU MASTER SW pb-sw.......................................................................................................ON
APU START pb-sw................................................................................................................. ON
For more information on the APU start, Refer to APU Controls and indicators/Overhead panel.
EXT PWR pb-sw..........................................................................................................AS RQRD
The flight crew should keep ON the external power units to reduce the APU load, particularly
in hot weather conditions.
If EXT PWR pb-sw ON light is out:
APU MASTER SW pb-sw.......................................................................................................ON
APU START pb-sw................................................................................................................. ON
For more information on the APU start, Refer to APU Controls and indicators/Overhead panel.
AIR COND
AIR COND
APU BLEED pb-sw........................................................................................................................ON
Do not use APU BLEED, if ground personnel confirms that ground air unit is connected. Pilots
should also check the BLEED SD page to determine whether an HP ground air unit is connected
(pressure in the bleed system).
ALL WHITE LIGHTS....................................................................................................................OFF
X BLEED selector..................................................................................................................... AUTO
Zone temperature selectors............................................................................................... AS RQRD
Full range temperature 24 ± 6 °C (75 ± 11 °F).
CARGO HEAT
CARGO HEAT
TEMPERATURE selector ................................................................................................. AS RQRD
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NORMAL PROCEDURES
A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
COCKPIT LIGHTS
COCKPIT LIGHTS
* COCKPIT LIGHTS..........................................................................................................AS RQRD
Set INT LT, FLOOD LT, INTEG LT (included glareshield and FCU).
ECAM
* ECAM
* RCL pb......................................................................................................................... PRESS 3 s
This action recalls all the warnings that the flight crew cleared or cancelled during the last flight.
* Check MEL if required.
On the DOOR SD page:
* OXY.........................................................................................................CHECK PRESSURE
If the OXY pressure is half boxed in amber:
MIN FLT CREW OXY CHART............................................................. CHECK PRESSURE
Verify that the pressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed
Oxygen System).
On the HYD SD page:
* RESERVOIR FLUID LEVEL................................................CHECK WITH NORMAL RANGE
On the ENG SD page:
* ENG OIL QUANTITY.................................................................................. CHECK NORMAL
Check that the oil quantity is at or above 9.5 qt + estimated consumption (average estimated
consumption ~ 0.5 qt/h).
BEFORE WALKAROUND
F/CTL
FLAPS.................................................................................................................. CHECK POSITION
Check the upper ECAM display to confirm that the FLAPS position agrees with the handle
position.
* SPEEDBRAKE lever........................................................ CHECK RETRACTED and DISARMED
WARNING If flight control surface positions do not agree with the control handle positions,
check with the maintenance crew before applying hydraulic power.
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NORMAL PROCEDURES
A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
* PARKING BRAKE
* PARKING BRAKE handle......................................................................................................... ON
* BRAKE and ACCU PRESS indicator.................................................................................CHECK
‐ Check for normal indications.
‐ The ACCU PRESS indication must be in the green band. If required use the electric pump on
yellow hydraulic system to recharge the brake accumulator.
WARNING Yellow and green hydraulic systems are pressurized from yellow electric pump.
Get ground crew clearance before using the electric pump.
ELEC
Scan and check that there are no amber lights, except GEN FAULT lights.
* OPERATIONS ENGINEERING BULLETINS (OEB)
* OEB in QRH.......................................................................................................................CHECK
Go to the OEB section of the QRH and review all OEBs (particularly red OEBs) that are applicable
to the aircraft.
Note: If there is a transfer of duties during this flight, the flight crew must remind the incoming
flight crew of the applicable OEB(s) during the briefing that is done when transferring the
duties.
EMERGENCY EQUIPMENT
EMER EQPT.......................................................................................................................... CHECK
Check the emergency equipments as follows:
‐ Life jackets stowed
‐ Axe stowed
‐ Smoke hoods or portable oxygen equipment and full face masks stowed and
serviceable
‐ Portable fire extinguisher lockwired and pressure in the green area
‐ Smoke goggles stowed (smoke hoods )
‐ Oxygen masks stowed
‐ Flashlights stowed
‐ Escape ropes stowed
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A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
RAIN REPELLENT
RAIN RPLNT indicators.......................................................... CHECK PRESSURE and QUANTITY
CAUTION Never use rain repellent to wash the windshield and never use it on a dry
windshield.
REAR AND OVERHEAD CIRCUIT BREAKERS PANELS
REAR and OVERHEAD CIRCUIT BREAKERS panels......................................................... CHECK
Check that all circuit breakers are set. Reset as necessary.
GEARS PINS AND COVERS
* GEARS PINS and COVERS...................................................CHECK ONBOARD and STOWED
Check that three are on board and stowed.
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FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
GENERAL
The exterior walkaround 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.
Items marked by asteriks (*) must be performed again by a flight crew member before each 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.
WARNING If a landing gear door is open, contact the maintenance crew before applying
hydraulic power.
EXTERIOR WALKAROUND
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FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
SCHEMATIC
LH FWD FUSELAGE
* AOA probes................................................................................................................ CONDITION
F/O and CAPT static ports..................................................................................................... CLEAR
Avionics equipment vent air inlet valve.......................................................................... CONDITION
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NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
Oxygen bay.......................................................................................................................... CLOSED
Oxygen overboard discharge indicator.................................................................................. GREEN
* Toilet servicing door ................................................................................................. CLOSED
NOSE SECTION
* Pitot probes.................................................................................................................CONDITION
STBY static ports.................................................................................................................... CLEAR
* TAT probes................................................................................................................. CONDITION
* Radome and latches................................................................................. CONDITION/LATCHED
Forward avionics compartment door....................................................................................CLOSED
Ground electrical power door (if not required.)....................................................................CLOSED
NOSE L/G
* Nose wheel chocks........................................................................................................ IN PLACE
* Wheels and tires......................................................................................................... CONDITION
Nose gear structure........................................................................................................ CONDITION
Taxi, TO, turn-off lights...................................................................................................CONDITION
Hydraulic lines and electrical wires................................................................................ CONDITION
Wheel well.............................................................................................................................. CHECK
Safety pin.......................................................................................................................... REMOVED
RH FWD FUSELAGE
RH + AFT avionic compartment doors................................................................................ CLOSED
Avionic equipment vent air outlet valve..........................................................................CONDITION
F/O-CAPT static ports.............................................................................................................CLEAR
* AOA probe.................................................................................................................. CONDITION
Forward cargo door and selector panel.................................................................................CHECK
LOWER CENTER FUSELAGE
Potable water drain panel ............................................................................................ CLOSED
Antennas......................................................................................................................... CONDITION
Check all antennas condition, and check that the RA antennas are clean.
Drain mast.......................................................................................................................CONDITION
RAM air inlet flap............................................................................................................ CONDITION
LP and HP ground connection doors.................................................................................. CLOSED
Anticollision light..................................................................................................................... CHECK
CTR TK magnetic fuel level....................................................................................................FLUSH
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FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
Pack air intakes and outlets................................................................................................... CLEAR
RH CENTER WING
Yellow hydraulic bay door....................................................................................................CLOSED
Fuel panel.............................................................................................................................CLOSED
Inner tank magnetic fuel......................................................................................................... FLUSH
Fuel water drain valve inner tank....................................................................................... NO LEAK
Landing light....................................................................................................................CONDITION
* Slat 1...........................................................................................................................CONDITION
ENG 2 LH SIDE
Oil fill access door (CFM and IAE only).............................................................................. CLOSED
Master magnetic chip detector access door (IAE only)....................................................... CLOSED
* Thrust Recovery Nozzle (PW only)................................................................ CLOSED/LATCHED
Hydraulic filter visual access door (PW only)...................................................................... CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
* Drain mast..................................................................................................CONDITION/NO LEAK
* Engine inlet and fan blades............................................................................................... CHECK
ENG 2 RH SIDE
Vent inlet (CFM only)..............................................................................................................CLEAR
Pressure-relief/Start valve handle access door (CFM and IAE only)...................................CLOSED
Nose cowl pressure relief door (PW only)........................................................................... CLOSED
Engine oil fill access/starter air valve override access door (PW only)................................CLOSED
Master chip detector access door (PW only).......................................................................CLOSED
IDG servicing access door (PW only)..................................................................................CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
Turbine exhaust ..................................................................................................................... CLEAR
Pylon/access panel......................................................................................... CONDITION/CLOSED
RH WING LEADING EDGE
* Slats 2, 3, 4, 5............................................................................................................ CONDITION
Inner and outer cells magnetic fuel level................................................................................FLUSH
Fuel water drain valve (outer cell, surge tank)................................................................... NO LEAK
Refuel coupling.....................................................................................................................CLOSED
Surge tank air inlet................................................................................................................. CLEAR
* Fuel ventilation overpressure disc..................................................................................... INTACT
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NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
Navigation light.............................................................................................................. CONDITION
* Wing tip....................................................................................................................... CONDITION
RH WING TRAILING EDGE
Static dischargers................................................................................................................... CHECK
* Control surfaces..........................................................................................................CONDITION
* Flaps and fairings....................................................................................................... CONDITION
RH L/G AND FUSELAGE
* Chocks.......................................................................................................................... REMOVED
* Wheels and tires......................................................................................................... CONDITION
Brakes and brake wear ind............................................................................................ CONDITION
Torque link damper .................................................................................................CONDITION
Hydraulic lines........................................................................................................................ CHECK
Landing gear structure........................................................................................................... CHECK
Downlock springs................................................................................................................... CHECK
Safety pin.......................................................................................................................... REMOVED
Ground hydraulic connection yellow.................................................................................... CLOSED
Shroud fuel drain............................................................................................CONDITION/NO LEAK
RH AFT FUSELAGE
Cargo door and selector panel.............................................................................................. CHECK
Bulk door ........................................................................................................................ CHECK
* Toilet service access door............................................................................................... CLOSED
Outflow valve.................................................................................................................. CONDITION
Drain mast ..................................................................................................................... CONDITION
Flight recorder access door ................................................................................................ CLOSED
TAIL
* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION
Static dischargers................................................................................................................... CHECK
* Lower fuselage structure (tail impact on runway).......................................................CONDITION
APU
Access doors........................................................................................................................CLOSED
Air intake......................................................................................................................... CONDITION
Drain...............................................................................................................CONDITION/NO LEAK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-05 P 5/8
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
Oil cooler air outlet ................................................................................................................ CLEAR
Exhaust....................................................................................................................................CLEAR
Navigation light............................................................................................................... CONDITION
Fire extinguisher overpressure indication (red disc).......................................................... IN PLACE
LH AFT FUSELAGE
* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION
* Potable water service door.............................................................................................. CLOSED
Ground hydraulic connection blue door............................................................................... CLOSED
Ground hydraulic connection green and reservoir filling door............................................. CLOSED
LH LANDING GEAR
* Chocks.......................................................................................................................... REMOVED
* Wheels and tires......................................................................................................... CONDITION
Brakes and brake wear indicator....................................................................................CONDITION
Torque link damper .................................................................................................CONDITION
Hydraulic lines........................................................................................................................ CHECK
Landing gear structure........................................................................................................... CHECK
Downlock springs................................................................................................................... CHECK
Safety pin.......................................................................................................................... REMOVED
LH WING TRAILING EDGE
* Flaps and fairing......................................................................................................... CONDITION
* Control surfaces..........................................................................................................CONDITION
Static dischargers................................................................................................................... CHECK
LH WING LEADING EDGE
* Wing tip....................................................................................................................... CONDITION
Navigation light............................................................................................................... CONDITION
Surge tank air inlet................................................................................................................. CLEAR
* Fuel ventilation overpressure disc..................................................................................... INTACT
Fuel water drain valve........................................................................................................ NO LEAK
Inner and outer cell magnetic fuel level..................................................................................FLUSH
* Slats 2, 3, 4, 5............................................................................................................ CONDITION
ENG 1 LH SIDE
Oil fill access door (CFM and IAE only).............................................................................. CLOSED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-05 P 6/8
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
Master magnetic chip detector access door (IAE only)....................................................... CLOSED
* Thrust Recovery Nozzle (PW only)................................................................ CLOSED/LATCHED
Hydraulic filter visual door (PW only).................................................................................. CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
* Drain mast..................................................................................................CONDITION/NO LEAK
* Engine inlet and fan blades............................................................................................... CHECK
ENG 1 RH SIDE
Vent inlet (CFM only)..............................................................................................................CLEAR
Pressure relief/Start valve handle access door (CFM and IAE only)...................................CLOSED
Nose cowl pressure relief door (PW only)........................................................................... CLOSED
Engine oil fill access/starter air valve override access door (PW only)................................CLOSED
Master chip detector access door (PW only).......................................................................CLOSED
IDG servicing access door (PW only)..................................................................................CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
Turbine exhaust...................................................................................................................... CLEAR
Pylon/access panel......................................................................................... CONDITION/CLOSED
LH CENTER WING
* Slat 1...........................................................................................................................CONDITION
Wing leading edge ventilation intake .............................................................................. CLEAR
Fuel water drain valves.......................................................................................................NO LEAK
Inner tank magnetic fuel......................................................................................................... FLUSH
Landing lights..................................................................................................................CONDITION
Hydraulic reservoir pressurization door............................................................................... CLOSED
RAT doors............................................................................................................................ CLOSED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-05 P 7/8
FCOM ←B 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-05 P 8/8
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
INTRODUCTION
Items marked by (*) are the only steps to be completed during a transit stop.
The PF and PNF should perform the cockpit preparation according to the panel scan sequence
defined below (Refer to Panel Scan Sequence), and the task sharing defined in the QRH (Refer to
QRH/Task Sharing for Abnormal/Emergency Procedures).
DOCUMENTATION AND MAINTENANCE
On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate of
maintenance and daily inspection (or similar) are up to date and signed. Check the deferred or
carried-forward defects. If refueling has already been completed, check the uplift.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 1/16
FCOM A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
PANEL SCAN SEQUENCE
OVERHEAD PANEL
WHITE LIGHTS ON THE OVERHEAD PANEL
During the scan sequence of the overhead panel:
* ALL WHITE LIGHTS.......................................................................................... EXTINGUISH
It is a general rule to turn off all the white lights during the scan sequence; therefore, these
actions are not listed here.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 2/16
FCOM B to C → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
RCDR
* RCDR GND CTL....................................................................................................................... ON
In order to perform the test, ensure that the PARK BRK is on.
LOUDSPEAKER VOLUME knob....................................................................... OFF (BOTH SIDES)
ACP INT/RAD sw (CAPT and F/O)..................................................................................SET to INT
INTERPHONE VOLUME RECEPTION KNOB (CAPT and F/O)....................................... RELEASE
Turn down the volume to the minimum.
CVR TEST pb..............................................................................................PRESS AND MAINTAIN
The CVR test is successful when an audio test signal is heard through the loudspeakers and the
CVR TEST pb is pressed and maintained.
Depending on the CVR model, the audio test signal is:
‐ For CVR 30 minutes:
‐ A continuous tone, or
‐ A short tone.
‐ For CVR 120 minutes:
‐ A short tone, or
‐ A short tone and a beep every 4 s, or
‐ Two short tones and a beep every 4 s.
The audio test signal stops when the CVR TEST pb is released.
Note: ‐ The flight crew may also hear an acoustic feedback (i.e. Larsen effect) during the test.
The test is still valid even if this acoustic feedback (i.e. Larsen effect) is heard.
‐ If the flight crew cannot hear the audio test signal through the loudspeakers, and if the
CVR maintenance headset (22RK headset) is available, the flight crew can perform
the CVR TEST through the CVR maintenance headset.
EVAC
CAPT & PURS/CAPT sw ..................................................................................................AS RQRD
Usual position is CAPT.
*ADIRS
All IR MODE selector.................................................................................................................. NAV
Align or realign IRS as appropriate. Refer to PRO-SUP-34 IRS Alignment Conditions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 3/16
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
EXT LT
STROBE sw.............................................................................................................................. AUTO
BEACON sw................................................................................................................................ OFF
REMAINING EXTERIOR LIGHTS......................................................................................AS RQRD
*SIGNS
* SIGNS sw....................................................................................................................... ON/AUTO
* EMER EXIT LT selector......................................................................................................... ARM
Note: If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING or
NO PORTABLE/ELEC DEVICE signs are permanently on, with the EXIT sw or NO
SMOKING sw or NO PORTABLE/ELEC DEVICE sw at AUTO.
PROBE/WINDOW HEAT
PROBE/WINDOW HEAT pb....................................................................................... CHECK AUTO
CABIN PRESS
LDG ELEV knob....................................................................................................................... AUTO
*AIR COND
* PACK FLOW selector.................................................................................................... AS RQRD
Select:
LO : If the number of passengers is below 115.
HI : For abnormally hot and humid conditions.
NORM : For all other normal operating cases.
If the APU is supplying, pack controllers select HI flow automatically, independent of the selector
position.
ELEC
ELEC pb (on the ECAM Control Panel).................................................................................PRESS
BAT 1 pb-sw and BAT 2 pb-sw....................................................................................OFF then ON
This action initiates a charging cycle of the batteries.
10 s after setting all BAT pb-sw ON, check on the ELEC SD page that the current charge of the
battery is below 60 A, and is decreasing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 4/16
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
If the charge of at least one battery is not below 60 A:
Wait until the end of the charging cycle of the batteries and perform this check again.
*FUEL
If the center tank is less than 220 kg (440 lb) for the flight:
Apply the following procedure, if your airline is affected by FUEL CTR TK PUMPS LO PR
cautions on ground or in flight when the center tank is less than 220 kg (440 lb):
FUEL MODE SEL pb-sw......................................................................................................MAN
CTR TK PUMP 1 pb-sw and CTR TK PUMP 2 pb-sw......................................................... OFF
If the center tank is NOT less than 220 kg (440 lb) for the flight:
CAUTION If the FUEL MODE SEL pb is unduly left in the MAN position on ground, when
the CTR TK PUMP 1 pb & CTR TK PUMP 2 pb are not in the OFF position:
There is a possibility of fuel spillage, if there are any hidden failures.
FUEL MODE SEL pb........................................................................................... CHECK AUTO
ENG 1 - ENG 2 FIRE
ENG 1 FIRE pb-sw and ENG 2 FIRE pb-sw...........................................CHECK IN and GUARDED
AGENT 1 light and AGENT 2 light ...............................................................................CHECK OFF
ENG 1 TEST pb and ENG 2 TEST pb......................................................... PRESS and MAINTAIN
For ENG FIRE TEST description,Refer to DSC-26-20-20 Overhead Panel
AUDIO SWITCHING PANEL
AUDIO SWITCHING selector ................................................................................................. NORM
VENT
Check all lights off.
THIRD OCCUPANT AUDIO CONTROL PANEL
PA knob ...............................................................................................................................RECEPT
‐ This allows cabin attendant announcements to be recorded on the CVR.
‐ For proper recording, set volume at or above medium range.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 5/16
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
MAINTENANCE PANEL
ALL LIGHTS...................................................................................................................CHECK OFF
CTR INSTRUMENT PANEL
CTR INSTRUMENT PANEL - ISIS
* ISIS..................................................................................................................................... CHECK
‐ Adjust brightness, check IAS, altimeter readings, altimeter settings and attitude display.
‐ Check no flags - Reset attitude, if necessary.
Note: Use of the ISIS bugs function is not recommended (Refer to DSC-34-25 Bugs Function)
*CLOCK
CLOCK.......................................................................................................................... CHECK/SET
For more information on the setting of the clock, Refer to DSC-31-55-10 GENERAL.
NOSEWHEEL STEERING
* A/SKID & N/W STRG sw.......................................................................................................... ON
PEDESTAL
ACP
INT knob ..................................................................................... PRESS OUT / VOLUME CHECK
Make sure that INT volume is turned up to permit contact with the ground crew.
VHF ....................................................................................................................................... CHECK
Check transmission and reception.
HF (if required for flight).........................................................................................................CHECK
‐ Check transmission and reception.
‐ Do not transmit on HF during refueling.
COCKPIT DOOR
If required by local Airworthiness Authorities:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 6/16
FCOM ← C to E → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
ANN LT selector........................................................................................................................ TEST
Check that the OPEN and FAULT lights (on the pedestal), and the three LED lights (on the
overhead panel) come on.
ANN LT selector.......................................................................................................................... BRT
Check that all lights go off.
CKPIT DOOR................................................................................CHECK CORRECT OPERATION
‐ Set the COCKPIT DOOR sw to the UNLOCK position. Check that the door opens, and that the
OPEN light comes on
‐ Then, with the door fully open, release the COCKPIT DOOR sw (check that it returns to NORM
position). Close the door. Check that it is locked, and that the OPEN Indication goes off.
CKPIT DOOR MECHANICAL OVERRIDE............................................................................ CHECK
Check that the door opens normally, and that it closes when the mechanical override is used.
SWITCHING PANEL
All selectors................................................................................................................CHECK NORM
*ENG
* THRUST lever ....................................................................................................................... IDLE
* ENG MASTER sw .................................................................................................................. OFF
* ENG MODE selector............................................................................................................NORM
*PARKING BRK
* PARK BRK handle..................................................................................................... CHECK ON
* BRAKE PRESS indicator................................................................................................... CHECK
Check for normal indication on the ACCU and BRAKES PRESS indicator.
If brakes are hot and chocks are in place:
PARK BRK handle ...............................................................................................................OFF
This action increases the brake cooling.
GRAVITY GEAR EXTN
GRAVITY GEAR EXTN....................................................................................... CHECK STOWED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 7/16
FCOM ←E→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
ATC
* ATC........................................................................................................... SET FOR OPERATION
Perform the appropriate ATC selection to allow the ATC transponder to operate in mode S (Refer
to DSC-34-50-10 Description), TCAS is on standby. To prevent possible interference to radar
surveillance systems, TCAS should not be selected before the holding point/lining up.
ALT RPTG..................................................................................................................................... ON
ATC SYS 1........................................................................................................................... SELECT
For RVSM operations (Refer to PRO-SPO-50 General), select SYS 1 if AP 1 is used, and SYS 2 if
AP 2 is used.
Only system 1 is available, in emergency electrical configuration.
RMP
RMP................................................................................................................................................... ON
Green NAV light.................................................................................................................CHECK OFF
SEL light.............................................................................................................................CHECK OFF
COM FREQUENCIES................................................................................................................... TUNE
Use VHF 1 for ATC (only VHF 1 is available in emergency electrical configuration), VHF 2 for ATIS
and company frequencies. VHF 3 is normally devoted to ACARS.
AIRFIELD DATA
* AIR FIELD DATA ................................................................................................................ OBTAIN
Obtain data needed for initializing the system and preparing the cockpit. The airfield data should
include: RUNWAY IN USE, ALTIMETER SETTING, and WEATHER DATA.
ACARS
* Initialize ACARS at that point or after FMGS INITIALIZATION, as per company policy.
FMGS PREPARATION
At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time
(3 min) for tests’ completion, and do not start to press pushbuttons until the tests are over. If the
“PLEASE WAIT” message appears, do not press any MCDU key until the message clears.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 8/16
FCOM ← E to I → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
* ENGINE & AIRCRAFT TYPE................................................................................................ CHECK
Press the DATA key, and display the STATUS page (if not displayed).
* FM database validity.............................................................................................................. CHECK
‐ Check DATA BASE validity and stored WPT/NAVAIDS/RWY/ROUTES, if any.
If applicable, review the stored data for deletion decision.
‐ On Honeywell FMS, the double AIRAC cycle of the NDB has one day in common (AIRAC#1 day
28 / AIRAC#2 day1) (Refer to DSC-22_20-50-10-25 Aircraft Status Page).
If the CHECK DATA CYCLE message triggers, the active database is no longer valid. Therefore,
on Day 28 of AIRAC Cycle #1, select AIRAC Cycle#2 prior to the first flight of the day.
* NAVAID DESELECTION....................................................................................................AS RQRD
If NOTAMs warn of any unreliable DME or VOR/DME, display DATA, then POSITION MONITOR.
Access the SELECTED NAVAIDS page, and deselect the related NAVAID.
For an RNP AR departure, access the SELECTED NAVAIDS page and deselect all NAVAID(s)
through the RADIONAV SELECTED/DESELECTED prompt.
* FLIGHT PLAN INITIALIZATION......................................................................................COMPLETE
‐ Press the INIT key
‐ Insert CO RTE or city pair, and check FROM/TO
‐ Check/modify ALTN/CO RTE
‐ Enter flight number
Note: For ATC needs, the crew should enter exactly the entire flight number, as shown on the
ICAO flight plan, without inserting any space, on the MCDU INIT page.
‐ Enter (and/or check) cost index
‐ Enter intended initial CRZ FL, or check if it was already supplied by the database.
Modify it, if necessary, taking into account ATC constraints or expected gross weight
‐ Check and modify CRZ FL TEMP and tropopause level to agree with forecast
‐ Enter (and/or check) the expected ground temperature for take off (GND TEMP)
‐ PRESS IRS INIT prompt
‐ Check alignment latitude/longitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 9/16
FCOM ←I→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
* ADIRS POSITION INITIALIZATION.................................................................... AS APPROPRIATE
Confirm or insert position coordinates for the IRS alignment. Refer to PRO-SUP-34 IRS Alignment
Procedure.
* F-PLN A page...........................................................................................COMPLETE AND CHECK
If CO RTE has been inserted, the F-PLN should automatically include the preferential or probable
takeoff runway approach and landing runway, associated SIDs, STARs, transition and en-route
waypoints. However some databases will only include departure and arrival airport IDENTs and
en-route waypoints.
The flight crew must check, modify, or insert (as applicable) the F-PLN in the following order,
according to the data given by ATIS, ATC, or MET:
‐ Lateral revision at departure airport. Select RWY, then SID, then TRANS using scroll keys.
‐ Lateral revision at WPT for ROUTE modification if needed. (Refer to DSC-22_20-30-10-05 Lateral
Revisions).
‐ Vertical revision. Check or enter climb speed limit, constraints according to ATC clearance. Enter
step altitude as appropriate.
* WINDS.................................................................................................................AS APPROPRIATE
Choose between using trip wind and the forecast wind for CLB, CRZ and DES phases.(Refer to
DSC-22_20-30-20-05 Flight Phases).
* F-PLN......................................................................................................................................CHECK
‐ Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan
or navigation chart.
‐ Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight
with the computer (paper) flight plan.
* SECONDARY FLIGHT PLAN............................................................................. AS APPROPRIATE
This is routinely a copy of the active flight plan. However, consideration may be given to the
following:
a. Copy the active F-PLN, but modify it at a suitable WPT for an immediate return to the departure
airfield in the event of, for example, engine failure
b. If weather is below landings minima at the departure airfield, the secondary flight plan should be
that required for a diversion immediately after takeoff
c. If there is a chance of a change in runway or SID during taxi, prepare for it by copying the active
flight plan and making the necessary modifications.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 10/16
FCOM ←I→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
* RADIO NAV............................................................................................................................CHECK
‐ Check the VOR, ILS and ADF tuned by the FMGC.
‐ Modify them if required, and check that the correct identifier is displayed on the ND and PFD (ILS).
If unsatisfactory, go through the audio check.
GROSS WEIGHT INSERTION (INIT B PAGE);
* ZFW/ZFWCG..................................................................................................................... INSERT
* BLOCK FUEL.....................................................................................................................INSERT
CAUTION The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are
computed from the ZFW and ZFWCG entered by the crew on the MCDU.
Therefore, this data must be carefully checked (Captain’s responsibility).
‐ The flight crew should insert the weights after completing all other insertions. This is to avoid
cycles of prediction computations at each change in flight plan, constraints, etc.
‐ If ZFW and ZFWCG are unavailable, it is acceptable to enter the expected values in order to
obtain predictions. Similarly, the flight crew may enter the expected fuel on board, if refueling
has not been completed at that time.
‐ If ZFW, ZFWCG, and BLOCK FUEL are inserted, the FM will provide all predictions, as well as
the EXTRA fuel, if any.
TAKEOFF DATA INSERTION (PERF TAKEOFF PAGE):
* V1, VR, V2.........................................................................................................................INSERT
* FLX TO TEMP................................................................................................................... INSERT
* THR RED/ACC altitude......................................................................................... SET or CHECK
* ENG OUT ACC altitude.........................................................................................SET or CHECK
* FLAPS/THS reminder........................................................................................................ INSERT
* TO SHIFT....................................................................................................................... AS RQRD
Enter the takeoff SHIFT distance, if takeoff is to be from an intersection. This is essential for
position updating at takeoff and, consequently, for navigation accuracy.
CLIMB, CRUISE, DESCENT, SPEED PRESELECTION
* PRESET SPEEDS..........................................................................................................AS RQRD
If the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselect
green dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speed
will be displayed in the FCU speed window and on the PFD (blue symbol). Once the turn is
completed or the altitude cleared, the pilot will resume the managed speed profile by pressing the
SPD selector on the FCU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 11/16
FCOM ←I→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
Similarly the pilot may select a CRZ MACH number on the PERF CRZ page (constant CRZ Mach
segment, for example). When the CRZ phase is active, the preselected CRZ MACH number will
be displayed in the FCU speed window and on the PFD. When ECON MACH number may be
resumed, the crew presses the FCU SPD selector.
In either of the above cases, the pilot may cancel the CLB or CRZ preselected SPD/MACH prior to
activating the related phase, by selecting ECON on the PERF CLB or CRZ pages.
SPD LIM is defaulted to 250 kt below 10 000 ft in the managed speed profile. This may be either
cleared or modified on the VERT REV page at the origin (or a climb waypoint).
CHECK OF FMGS PREPARATION:
FMS PREPARATION............................................................................................................. CHECK
After the PF prepared the FMS, the PNF checks:
‐ The airfield data.
‐ All FMS entered data.
GLARESHIELD
*EFIS CONTROL PANEL
* BAROMETRIC REFERENCE.................................................................................................. SET
‐ Set QNH (or QFE) on the EFIS control panel and on the standby altimeter
‐ Check barometer settings and altitude indications on the PFD and standby altimeter. (Tolerance
limits are given in Refer to PRO-SUP-34 Flight Instrument Tolerances - General).
* FD................................................................................................................................ CHECK ON
* LS................................................................................................................................... AS RQRD
Note: Do not engage the autothrust on ground, as it may generate the AUTO FLT A/THR OFF
warning at engine start.
* ND MODE and RANGE ................................................................................................AS RQRD
MODE : Display the ARC mode on the ND if the takeoff direction is approximately the
departure direction, or the ROSE NAV mode if the direction change is to be more
than 70 ° after takeoff (to allow the ND to display the area behind the aircraft).
RANGE : Set the minimum range to display the first waypoint after departure, or as required
for weather radar.
* ADF/VOR sw .................................................................................................................AS RQRD
Display VOR and ADF needles as needed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 12/16
FCOM ← I to J → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
*FCU
* SPD MACH window......................................................................................................... DASHED
* HDG V/S -TRK FPA pb................................................................................................... HDG V/S
* ALT window..................................................................... INITIAL EXPECTED CLEARANCE ALT
LATERAL CONSOLES
OXYGEN MASK TEST
WARNING To prevent hearing damage to ground mechanics connected to the intercom
system, inform them that a loud noise may be heard in the headset when
performing this test.
On the OXYGEN panel:
CREW SUPPLY pb......................................................................................................... CHECK ON
On the glareshield:
LOUDSPEAKERS..........................................................................................................................ON
On the audio control panel:
INT reception knob......................................................................................... PRESS OUT-ADJUST
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 13/16
FCOM ← J to K → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
INT/RAD sw...................................................................................................................................INT
On the mask stowage box:
‐ Press and hold the reset/test button in the direction of the arrow.
• Check that the blinker turns yellow for a short time, and then goes black.
‐ Hold the reset/test button down, and press the emergency pressure selector.
• Check that the blinker turns yellow and remains yellow, as long as the emergency pressure
selector is pressed.
• Listen for oxygen flow through the loudspeakers. Warn any engineer, whose headset may be
connected to the nose intercom, that a loud noise may be heard when performing this check.
‐ Check that the reset/test button returns to the up position and the N 100 % selector is in the
100 % position.
‐ Press the emergency pressure selector again, and check that the blinker does not turn yellow.
This ensures that the mask is not supplied.
On the ECAM DOOR/OXY page:
REGUL LO PR message...............................................................................................CHECK OFF
The crew must perform this check after having checked all masks. It ensures that the LP valve is
open, (due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in
the closed position may not be detected during the oxygen mask test).
INSTRUMENT PANELS
PFD and ND brightness knob................................................................................................AS RQRD
Check the ND outer ring to maximum range (radar display).
LOUDSPEAKER knob .................................................................................................................... SET
Set the LOUDSPEAKER knob around the 1 o’clock position.
* PFD.........................................................................................................................................CHECK
‐ Check PFD/ND not transferred.
‐ Check for correct display, when ATT and HDG are available.
‐ Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude
display.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 14/16
FCOM ← K to L → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
* ND...........................................................................................................................................CHECK
‐ Check for correct display.
‐ Crosscheck compass indication on the ND and DDRMI.
‐ Check ground speed less than 5 kt, heading, initial waypoint, VOR ADF indications.
ECAM CONTROL PANEL
*ECAM CONTROL PANEL
* STS pb................................................................................................................................ PRESS
Check that INOP SYS display is compatible with MEL.
If a message is displayed in MAINTENANCE STATUS, see PARKING procedure (Refer to
PRO-NOR-SOP-22 Parking - General).
* PRESS pb...........................................................................................................................PRESS
Check that the CAB PRESS page displays LDG ELEV AUTO, to confirm the correct position of the
LDG ELEV knob.
ADIRS
* IRS ALIGN..............................................................................................................................CHECK
On the POSITION MONITOR page, check that the IRS are in NAV mode, and check that the
distance between each IRS and the FMS position is lower than 5 nm. Select ND in ROSE-NAV or
ARC mode, and confirm that the aircraft position is consistent with the position of the airport, the SID
and the surrounding NAVAIDs.
TAKEOFF BRIEFING
* TAKEOFF BRIEFING........................................................................................................PERFORM
PC DEDICATED TO MAINTENANCE
Check that the Personal Computer (PC) dedicated to maintenance use and located in front of lower
stowage at RH rear corner is stowed.
Check that the light of its manual switch is off. If not, switch it off.
Check that its associated printer located in front of RH rear of the cockpit is stowed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 15/16
FCOM ← L to P 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-06 P 16/16
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - BEFORE PUSHBACK OR START
BEFORE START CLEARANCE
LOADSHEET
LOADSHEET.......................................................................................................................... CHECK
Both crew members carefully check the Load and Trim Sheet (LTS), particularly for gross errors.
Make sure that the load sheet data is correct (e.g correct flight, correct aircraft, dry operating
index, configuration, Fuel on Board,etc.).
ZFW/ZFWCG............................................................................................................CHECK/REVISE
The PF compares the ZFW and the ZFWCG with the previously-entered data, and adjust if
necessary.
ZFW/ZFWCG............................................................................................................. CROSSCHECK
The PNF crosschecks the ZFW and the ZFWCG entered in the FMS.
Check that the takeoff CG is within LTS operational limits.
FOB............................................................................................................................................ CHECK
‐ Check that ECAM fuel on board corresponds to the F-PLN.
‐ Check that fuel imbalance is within limits.
‐ Crosscheck that the sum of the Fuel On Board (FOB) recorded at the end of the last flight and
the fuel uplift (if any) is consistent with the current FOB. If an abnormal discrepancy is found, a
maintenance action is due.
TAKEOFF DATA
FMS T.O DATA...................................................................................... CHECK/REVISE AS RQRD
The PF enters or revises the takeoff data in the INIT B and PERF pages of the MCDU.
REVISED FMS T.O DATA........................................................................................ CROSSCHECK
The PNF checks the takeoff speeds and the flexible temperature, using the RTOW charts.
The PNF crosschecks the FMS entries of the PF.
The flight crew should pay particular attention in determining the takeoff configuration Refer to
PER-THR-FLX DEFINITION.
Confirm any takeoff weight limitation.
SEATING POSITION
SEATING POSITION............................................................................................................ ADJUST
The seat is correctly adjusted, when the pilot’s eyes are in line with the red and white balls.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-07 P 1/4
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - BEFORE PUSHBACK OR START
MCDU
FMS PERF TO page............................................................................................................ SELECT
It is recommended to display the PERF TO page on the PF side.
FMS F-PLN page..................................................................................................................SELECT
It is recommended to display the F-PLN page on the PNF side
ELEC
EXT PWR....................................................................................................................CHECK AVAIL
CAUTION If the PNF requests to unplug the EXT PWR with the EXT PWR ON, the ground
engineer may be severely injured.
EXT PWR DISCONNECTION........................................................................................... REQUEST
BEFORE START CHECKLIST DOWN TO THE LINE
BEFORE START CHECKLIST down to the line.............................................................COMPLETE
AT START CLEARANCE
PUSHBACK/START UP CLEARANCE
PUSHBACK/START CLEARANCE....................................................................................... OBTAIN
Obtain ATC pushback/startup clearance.
Obtain ground crew clearance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-07 P 2/4
FCOM ← A to B → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - BEFORE PUSHBACK OR START
WINDOWS AND DOORS
WINDOWS and DOORS........................................................................................ CHECK CLOSED
‐ To ensure that the sliding window is correctly closed and locked, push the handle of the sliding
window fully forward to the closed position, and check that the red indicator is visible
‐ Check, on the ECAM lower display, that all the aircraft doors are closed
‐ When required by local airworthiness authorities, check that the cockpit door is closed and
locked (no cockpit door open/fault indication).
If entry is requested, identify the person requesting entry before unlocking the door. With the
cockpit door sw on NORM, the cockpit door is closed and locked. If entry is requested from the
cabin, and if no further action is performed by the pilot, the cabin crew will be able to unlock the
door by using the emergency access procedure. Except for crew entry/exit, the cockpit door
should remain closed until engine shutdown.
SLIDES.....................................................................................................................CHECK ARMED
‐ Check, on the ECAM lower display, that all slides are armed.
EXTERIOR LIGHTS
BEACON sw.................................................................................................................................. ON
THRUST LEVERS
THRUST LEVERS...................................................................................................................... IDLE
CAUTION Engines will start, regardless of the thrust lever position; thrust will rapidly
increase to the corresponding thrust lever position, causing a hazardous situation,
if thrust levers are not at IDLE.
If pushback is not required:
PRK BRK ACCU PRESS.................................................................................................... CHECK
The ACCU PRESS indicator must be in the green band.
PRK BRK handle....................................................................................................................... ON
Check the PRK BRK PRESS indicator.
If pushback is required:
N WHEEL STEERG DISC MEMO................................................................. CHECK DISPLAYED
In case of pushback (conventional or towbarless), the nosewheel steering selector bypass pin
must be in the tow position. The ECAM’s NW STRG DISC, or N WHEEL STEERG DISC memos
indicate this to the flight crew.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-07 P 3/4
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - BEFORE PUSHBACK OR START
CAUTION If the ECAM does not display the N WHEEL STEERG DISC memo, but the
ground crew confirms that the tow pin is in the towing position, the flight crew
should not start the engine during pushback. This is to avoid possible nose
landing gear damage upon yellow hydraulic pressurization.
To dispatch the aircraft in such a case, Refer to MMEL/MI-32-51 Nose Wheel
Steering Control System.
In case of a powerpush by the main landing gear, the nosewheel steering selector should remain
in the normal position to steer the aircraft (Refer to PRO-SUP-80 Pushback with Power Push
Unit Via the Main Landing Gear - General).
PARK BRK handle.................................................................................................................... OFF
CAUTION Do not use the brakes during pushback, unless required due to an emergency.
When the pushback is completed:
PRK BRK ACCU PRESS..............................................................................................CHECK
The ACCU PRESS indicator must be in the green band.
PRK BRK handle..................................................................................................................ON
Check the PRK BRK PRESS indicator.
BEFORE START CHECKLIST BELOW THE LINE
BEFORE START CHECKLIST below the line................................................................ COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-07 P 4/4
FCOM ←B 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - ENGINE START
OPERATING MANUAL
AUTOMATIC ENGINE START
Use the automatic engine start procedure in most circumstances. However, if the start aborts due
to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from an
external pneumatic power group), it is recommended to use the manual start procedure, instead the
automatic procedure.
If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run the
engine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatched
without maintenance action. If the leak is still present after 5 min, maintenance action may be
required before the flight.
ENG MODE selector........................................................................................................... IGN/START
The lower ECAM displays the ENG SD page.
START ENGINE 2..............................................................................................................ANNOUNCE
Engine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parking
brake.
ENG 2 MASTER sw..........................................................................................................................ON
‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses and messages have
disappeared on the engine parameters (upper ECAM display).
‐ Parameter callouts are not mandatory.
‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss
of ECAM DUs), abort the start by switching OFF the ENG 2 MASTER sw. Then, perform a 30 s
dry crank.
ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAY
N2 increases Corresponding start valve in line.
Bleed pressure indication green.
Oil pressure increases.
At 16 % N2 Indication of the active igniter (A or B).
At 22 % N2
‐ FF increases
15 s (maximum) after fuel is on
‐ EGT increases
‐ N1 increases
At 50 % N2 Start valve starts closing. (It is fully closed between 50 %
and 56 % N2).
Igniter indication off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-08 P 1/4
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - ENGINE START
OPERATING MANUAL
When idle is reached (AVAIL indication is displayed):
ENG IDLE PARAMETERS.................................................................................................. CHECK
At ISA sea level : N1 about 19.5 %
N2 about 58.5 %
EGT about 390 °C
FF about 275 kg/h (600 lb/h)
Grey background on N2 indication disappears.
START ENGINE 1....................................................................................................... ANNOUNCE
ENG 1 MASTER sw................................................................................................................... ON
Same procedure as for engine 2.
Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.
Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end
of the cargo doors operation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-08 P 2/4
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - ENGINE START
OPERATING MANUAL
GROUND RUN UP - DANGER AREAS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-08 P 3/4
FCOM B 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - ENGINE START
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-08 P 4/4
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER START
OPERATING MANUAL
AFTER START
ENG MODE
ENG MODE selector................................................................................................................NORM
For additional information on the automatic starting sequence, Refer to DSC-70-80-40 Automatic
Starting Sequence.
After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at
least 2 min before advancing the thrust lever to high power. Taxi time at idle may be included in
the warm-up period.
The last engine started must run for at least 2 min before takeoff initiation, to ensure that takeoff
is not initiated before the center tank pumps test is finished, since takeoff on center tank is
prohibited.
APU BLEED
APU BLEED pb-sw......................................................................................................................OFF
‐ This action enables to avoid ingestion of engine exhaust gases.
‐ APU BLEED valve closes, ENG BLEED valves open.
ANTI-ICE
ENG 1 ANTI ICE pb-sw and ENG 2 ANTI ICE pb-sw....................................................... AS RQRD
Note: Icing conditions may be expected when the OAT (on ground and for takeoff), or the TAT
(in flight), is 10 °C or below, and there is visible moisture in the air (such as clouds, fog
with low visibility, rain, snow, sleet, ice crystals), or when standing water, slush, ice or
snow is present on the taxiways or runway.
During ground operation, when in icing conditions for more than 30 min, the following procedure
should be applied for ice shedding :
CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust
levers to IDLE.
If ground surface conditions and the environment permit, the flight crew should accelerate the
engines to approximately 70 % of N1 for 30 s at intervals not greater than 30 min.
In addition, this engine acceleration should also be performed just before take-off, with particular
attention to engine parameters to ensure normal engine operation. If ground surface or
environment do not permit to accelerate the engine to 70 % N1, then power setting and dwell time
should be as high as practical.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-09 P 1/4
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER START
OPERATING MANUAL
When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, ice
shedding may be enhanced, by additional run ups at intervals, to not exceed 10 min, advancing
throttles to 70 % N1 momentarily (no hold time).
WING ANTI ICE pb-sw.......................................................................................................... AS RQRD
APU
If the APU is not required:
APU MASTER SW................................................................................................................OFF
GROUND SPOILERS
GROUND SPOILERS................................................................................................................. ARM
RUDDER TRIM
RUD TRIM position indication.....................................................................................CHECK ZERO
If the RUD TRIM position indication is not at zero:
RESET pb........................................................................................................................ PRESS
Note: After the reset, the flight crew may observe an indication of up to 0.3 ° (L or R) in the
RUD TRIM position indication.
FLAPS
FLAPS lever...................................................................................................... SET FOR TAKEOFF
FLAPS.................................................................................................................. CHECK POSITION
Check the position of the flaps on the ECAM upper display.
If taxiing in icing conditions with rain, slush or snow:
Maintain the flaps retracted until the aircraft reaches the holding point of the takeoff runway.
This action prevents contamination of the slats/flaps mechanism.
PITCH TRIM
PITCH TRIM handwheel..............................................................................................................SET
Set takeoff CG on pitch trim handwheel.
ECAM STATUS
ECAM STATUS...................................................................................................................... CHECK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-09 P 2/4
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER START
OPERATING MANUAL
If STS reminder is displayed:
STS pb............................................................................................................................. PRESS
Review the ECAM Status page.
GROUND CREW
CLEAR TO DISCONNECT.............................................................................................ANNOUNCE
Request : Chocks removed
Nose wheel steering bypass pin removed (NW STRG DISC memo not displayed)
Interphone disconnect
Hand signal on the left/right side.
N/W STEER DISC MEMO
N/W STEER DISC MEMO....................................................................... CHECK NOT DISPLAYED
AFTER START CHECKLIST
AFTER START CHECKLIST.......................................................................................... COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-09 P 3/4
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER START
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-09 P 4/4
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
TAXI
TAXI CLEARANCE
TAXI clearance...................................................................................................................... OBTAIN
EXTERIOR LIGHT
NOSE sw.....................................................................................................................................TAXI
L2 ‐ During the day and during the night, set the NOSE sw to TAXI
‐ When crossing a runway, set the STROBE sw to ON.
L1 RWY TURN OFF & CAMERA sw ......................................................................................... ON
PARK BRK
PARK BRK handle.......................................................................................................................OFF
BRAKES PRESSURE........................................................................................... CHECK AT ZERO
The flight crew may observe slight residual pressure on the triple indicator for a short period of
time.
CLOCK
If ACARS is not installed:
ELAPSED TIME .............................................................................................................. START
This action enables to record block time.
THRUST LEVER
THRUST lever.................................................................................................................... AS RQRD
The flight crew will need a little power above idle thrust (maximum 40 % N1) to get the aircraft
moving.
L2
For additional training-related information on the thrust use during taxi, Refer to FCTM/NO-040
Taxi Roll and Steering.
BRAKES
CAUTION If the aircraft has been parked in wet conditions for a long period, the efficiency of
the first brake application at low speed will be reduced.
BRAKES ................................................................................................................................ CHECK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-10 P 1/6
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
If an arc is displayed on the ECAM WHEEL SD page, above the brake temperature, set the brake
fans ON.
L2 For additional training-related information on the brake check, Refer to FCTM/NO-040 BRAKE
CHECK.
FLIGHT CONTROLS
FLIGHT CONTROLS..............................................................................................................CHECK
L2 For additional training-related information on the flight controls check, Refer to FCTM/NO-040
FLIGHT CONTROL CHECK.
ATC CLEARANCE
ATC clearance....................................................................................................................CONFIRM
TAKEOFF DATA/CONDITIONS
If takeoff data has changed, or in case of a runway change, prepare updated takeoff data, as
appropriate:
F-PLN (Runway).................................................................................................................... REVISE
FLAPS lever ....................................................................................................... AS APPROPRIATE
Select takeoff position.
V1, VR, V2........................................................................................................................REINSERT
FLX TO temperature.........................................................................................................REINSERT
AFS/FLIGHT INSTRUMENTS
F-PLN (SID,TRANS)............................................................................................REVISE or CHECK
Carefully confirm that the ATC clearance agrees with the FMS, if NAV mode is to be used.
INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECK
Use VERT REV at departure, or at a CLB waypoint.
CLEARED ALTITUDE ON FCU.................................................................................................. SET
HDG ON FCU............................................................................................. IF REQUIRED, PRESET
If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset the
heading on the FCU. NAV mode will be disarmed.
RWY TRK mode will keep the aircraft on the runway track.
BOTH FD......................................................................................................................... CHECK ON
FMA........................................................................................................................................ CHECK
PFD/ND...................................................................................................................................CHECK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-10 P 2/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
TAKEOFF BRIEFING.........................................................................................................CONFIRM
L2 For additional training-oriented information on the takeoff briefing confirmation, Refer to
FCTM/NO-040 Takeoff Briefing Confirmation.
Impacted DU: 00015298 Taxi - Radar
RADAR (if required).......................................................................................................................... ON
To check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew can then
set the radar to the AUTO position.
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying below
FL 200.
Note: 1. If the weather is good, or not significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
PREDICTIVE WINDSHEAR SYSTEM ..................................................................................AUTO
Impacted by TDU: 00015299 Taxi - Radar
RADAR (if required).......................................................................................................................... ON
To check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew can then
set the radar to the AUTO position.
PREDICTIVE WINDSHEAR SYSTEM ..................................................................................AUTO
ATC
ATC code................................................................................................................... CONFIRM/SET
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-10 P 3/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
TERR ON ND
TERR ON ND .............................................................................................................AS RQRD
‐ In mountainous areas, consider displaying terrain on ND.
‐ If use of radar is required, consider selecting the radar display on the PF side, and TERR ON
ND on the PNF side only.
For RNP AR operations (in mountainous terrain), set TAWS TERR ON both sides. If required, one
flight crew may select the weather radar for weather avoidance.
AUTO BRK
AUTO BRK MAX pb-sw................................................................................................................ ON
FINAL CHECK
T.O CONFIG pb.........................................................................................................................TEST
Check that ECAM upper display shows “T.O CONFIG NORMAL”.
T.O MEMO............................................................................................................ CHECK NO BLUE
CABIN REPORT................................................................................................................. RECEIVE
Obtain cabin report from the purser, as a minimum : “CABIN SECURED FOR TAKEOFF”
BEFORE TAKEOFF CHECKLIST
BEFORE TAKEOFF CHECKLIST down to the line........................................................COMPLETE
VISUAL GROUND GEOMETRY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-10 P 4/6
FCOM ← A to B 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
180 DEG TURN ON RUNWAY
The standard width of a runway is 45 m. However, this aircraft only needs a runway width of 30 m
(99 ft) for a 180 ° turn.
The following procedure is recommended for performing a 180 ° turn on the runway.
FOR THE CM1:
‐ Taxi on the right of the runway and turn left, maintaining 25 ° of divergence from the runway
axis
‐ When physically over the runway edge:
• Turn the nosewheel fully right
• On ENG 1, set N1 to between 30 % and 35 % (CFM engines), or the EPR to between 1.02
and 1.03 (IAE engines)
• Set ENG 2 to idle.
The Ground Speed (GS) for the entire maneuver should be between 5 kt and 8 kt, to prevent the
width of the turn from increasing.
FOR THE CM2:
The procedure is symmetrical. (Taxi on the left-hand side of the runway).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-10 P 5/6
FCOM C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
Note: To prevent the nosewheel from skidding on a wet runway, it is possible to perform the
turn at a very low speed using asymmetric thrust and differential braking, as necessary.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-10 P 6/6
FCOM ←C 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - BEFORE TAKEOFF
OPERATING MANUAL
BEFORE TAKEOFF
If the brake fans are running:
BRAKE TEMP......................................................................................................................CHECK
‐ If brake temperature is above 150 °C, delay takeoff.
‐ If brake temperature is below 150 °C, select brake fans off.
TAKEOFF OR LINE UP CLEARANCE..................................................................................... OBTAIN
EXTERIOR LIGHTS
RWY TURN OFF sw..................................................................................................................... ON
LAND LIGHTS selector................................................................................................................. ON
NOSE sw.......................................................................................................................................T.O
L2 Note: Setting the RWY TURN OFF sw, the LAND LIGHTS selector and the NOSE sw to
ON/T.O minimizes bird strike hazard during takeoff.
L1 STROBE sw...................................................................................................................................ON
Set the STROBE sw to ON to cross or enter a runway.
TCAS
TCAS Mode selector..............................................................................................TA or TA/RA
L2 The flight crew should use the TA/RA mode as the default mode of the TCAS.
The flight crew may use the TA ONLY mode in specific airports, and for specific procedures
(identified by Operators) that may provide resolution advisories that are neither wanted nor
appropriate (e.g. closely-spaced parallel or converging runways).
APPROACH PATH CLEARED OF TRAFFIC
APPROACH PATH......................................................................................CLEARED OF TRAFFIC
Check that the approach path is clear of traffic, visually and using TCAS display on ND.
CABIN CREW............................................................................................................................ADVISE
Advise the cabin crew that takeoff is imminent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-11 P 1/2
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - BEFORE TAKEOFF
OPERATING MANUAL
ENG MODE selector..............................................................................................................AS RQRD
Select IGN, if:
‐ The runway has standing water, or
‐ Heavy rain is falling, or
‐ Heavy rain or severe turbulence is expected after takeoff.
SLIDING TABLE
SLIDING TABLE ..........................................................................................................STOWED
TAKEOFF RUNWAY..............................................................................................................CONFIRM
Confirm that the line up is performed on the intended runway. Useful aids are:
‐ The runway markings,
‐ The runway lights,
Be careful that in low visibility, edge lights could be mixed up with the center line lights.
‐ The ILS signal,
If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviation
should be centered after line up.
‐ The runway symbol on the ND,
‐ The Runway Awareness and Advisory System .
PACK 1 and 2........................................................................................................................AS RQRD
Consider selecting packs OFF, or APU bleed ON.
This will improve performance when using TOGA thrust.
In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce takeoff EGT, and thus
reduce maintenance costs.
The use of flex thrust may reduce maintenance costs. The effect is particularly significant with the
first degrees of FLEX.
Use of APU bleed is not authorized, if wing anti-ice is to be used.
BEFORE TAKEOFF CHECKLIST below the line............................................................... COMPLETE
Read the checklist below the line, when line-up clearance is obtained.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-11 P 2/2
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
TAKEOFF
Rolling takeoff is permitted.
TAKEOFF........................................................................................................................... ANNOUNCE
THRUST SETTING
THRUST LEVERS.............................................................................................50 % N1 (1.05 EPR)
If the crosswind is at or below 20 kt and there is no tailwind:
To counter the nose-up effect of setting engine takeoff thrust, apply half forward sidestick until
the airspeed reaches 80 kt. Release the sidestick gradually to reach neutral at 100 kt.
BRAKES.......................................................................................................................RELEASE
THRUST LEVERS................................................................................................. FLX or TOGA
Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the
thrust levers until the aircraft reaches V1.
In case of tailwind, or if crosswind is greater than 20 kt:
The PF applies full forward sidestick.
BRAKES.......................................................................................................................RELEASE
THRUST LEVERS................................................................................................. FLX or TOGA
‐ The PF rapidly increases thrust to about 70 % N1 (1.15 EPR) then progressively to reach
takeoff thrust by 40 kt ground speed, while maintaining sidestick full forward up to 80 kt.
Release the sidestick gradually to reach neutral at 100 kt.
‐ Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the
thrust levers until the aircraft reaches V1.
Note: ENG SD page replaces WHEEL SD page on the ECAM lower display.
DIRECTIONAL CONTROL......................................................................................... USE RUDDER
At 130 kt (wheel speed), the connection between nosewheel steering and the rudder pedals
is removed. Therefore, in strong crosswinds, more rudder input will be required at this point to
prevent the aircraft from turning into the wind.
CHRONO.................................................................................................................................START
PFD/ND.............................................................................................................................. MONITOR
1. Check the FMA on the PFD. The following modes are displayed: FLX (or TOGA) /SRS/RWY (or
BLANK) / A/THR (in blue).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-12 P 1/6
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
Note: If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If
not, no lateral mode appears until the aircraft lifts off.
2. Check the FMS position on the ND (aircraft on runway centerline).
Note: If GPS PRIMARY is not available, check the FMS position update.
FMA................................................................................................................................ ANNOUNCE
BELOW 80 KT
TAKEOFF N1......................................................................................................................... CHECK
Check that the actual N1 of the individual engines has reached the N1 rating limit, before the
aircraft reaches 80 kt. Check EGT.
THRUST SET................................................................................................................. ANNOUNCE
PFD and ENG indications..................................................................................................MONITOR
Scan airspeed, N1, and EGT throughout the takeoff.
REACHING 100 KT
ONE HUNDRED KNOTS............................................................................................... ANNOUNCE
‐ The PF crosschecks and confirms the speed indicated on the PFD
‐ Below 100 kt the Captain may decide to abort the takeoff, depending on the circumstances
‐ Above 100 kt, rejecting the takeoff is a more serious matter.
AT V1
V1....................................................................................................................................ANNOUNCE
AT VR
ROTATION ............................................................................................................................ORDER
ROTATION........................................................................................................................ PERFORM
‐ At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards a
pitch attitude 15 ° (12.5 °, one engine is failed)
‐ Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension
‐ In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level
‐ After lift-off, follow the SRS pitch command bar.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-12 P 2/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
CAUTION If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and
return to the originating airport for damage assessment.
WHEN POSITIVE CLIMB
POSITIVE CLIMB........................................................................................................... ANNOUNCE
L/G UP................................................................................................................................... ORDER
L/G.................................................................................................................................. SELECT UP
AP.......................................................................................................................................AS RQRD
Above 100 ft AGL, AP 1 or 2 may be engaged.
AT THRUST REDUCTION ALTITUDE
THRUST LEVERS..........................................................................................................................CL
Move the thrust levers to the CL detent, when the flashing CLB prompt appears on the FMA.
A/THR is now active.
In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speed
from decaying when thrust is reduced.
PACK 1 and 2 (if applicable)........................................................................................................ ON
Select PACK 1 on after CLB thrust reduction.
Select PACK 2 on after flap retraction.
Note: 1. Selecting pack on before reducing takeoff thrust would result in an EGT increase.
2. PACK 2 may be selected earlier, but not sooner than 10 s after PACK 1 is selected on,
for passenger comfort.
3. If packs are not switched on after the takeoff phase, an ECAM caution will be
triggered.
AT ACCELERATION ALTITUDE
Check the target speed change from V2 + 10 to the first CLB speed (either preselected or
managed).
Note: 1. When THR RED and ACC ALT are equal, the FMA will change from MAN FLX/SRS/---
to CLB/CLB/---.
2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA
will switch from SRS to ALT*.
ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE)
The following procedure ensures that the aircraft is effectively accelerating toward climb speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-12 P 3/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
At F speed:
Note: For takeoff in CONF 1 + F, “F” speed does not appear.
FLAPS 1.......................................................................................................................... ORDER
FLAPS 1......................................................................................................................... SELECT
At S speed:
FLAPS 0.......................................................................................................................... ORDER
FLAPS 0......................................................................................................................... SELECT
GND SPLRS...................................................................................................................DISARM
EXTERIOR LIGHTS.............................................................................................................. SET
Set to OFF the NOSE sw and the RWY TURN OFF sw.
The flight crew can maintain the LAND LIGHTS selector set to ON, according to airline policy
or regulatory recommendations.
Note: The CRUISE SD page replaces the ENG SD page.
DERATED CLB OPS ..............Refer to FCOM Supplementary Procedures section (Power Plant)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-12 P 4/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-12 P 5/6
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-12 P 6/6
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER TAKEOFF
OPERATING MANUAL
AFTER TAKEOFF
APU BLEED pb......................................................................................................................AS RQRD
If the APU has been used to supply air conditioning during takeoff, set the APU BLEED pb to OFF.
For use of the APU BLEED, Refer to LIM-49-20 Envelope.
APU MASTER SW pb............................................................................................................AS RQRD
ENG MODE selector..............................................................................................................AS RQRD
Select IGN, if severe turbulence or heavy rain is encountered.
TCAS Mode selector ...........................................................................................................TA/RA
Select TA/RA, if the takeoff has been performed with TA only.
ANTI-ICE pb-sw..................................................................................................................... AS RQRD
ENG ANTI ICE should be ON, when icing conditions are expected with a TAT at, or below, 10 °C.
AFTER TAKEOFF/CLIMB CHECKLIST down to the line................................................... COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-13 P 1/2
FCOM A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER TAKEOFF
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-13 P 2/2
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
CLIMB
Impacted by TDU: 00013057 Climb - Initial Climb
Normal vertical mode is CLB or OP CLB with managed speed active.
PF MCDU..............................................................................................................................PERF CLB
‐ PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will
reach the FCU selected altitude) but he may select other pages such as F-PLN page as may be
tactically necessary.
With the AP engaged, the PF will make any required flight plan revisions.
‐ The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL is
a function of the cost index (CI).
‐ The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter a
cruise flight level above this level into the MCDU and the FMGS will accept it, provided that it does
not exceed the level at which the margin is reduced to 0.2 g.
PNF MCDU...................................................................................................................................F-PLN
PNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisions
to the lateral or vertical flight plan).
CLIMB SPEED MODIFICATIONS
If ATC, turbulence or operational considerations lead to a speed change:
Select the new speed with FCU SPD knob and pull.
Speed target is now “selected”.
To return to managed speed mode, push FCU SPD knob.
The speed target is now “managed”.
Note: The best speed (and rate of climb) for long-term situations lies between green dot
speed and ECON speed. At high altitude, acceleration from green dot to ECON
speed can take a long time.
EXPEDITE CLIMB
If ATC requires a rapid climb through a particular level:
Push the EXP pb on the FCU.
The target speed is now green dot speed. FMA: CLB/EXP CLB/ - - -.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-14 P 1/6
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
Note: Use EXP only for short-term tactical situations. For the best overall economy fly
at ECON IAS.
To return to ECON CLB speed:
Push ALT knob.
Check FMA: CLB/CLB/---
BAROMETRIC REFERENCE................................................................... SET STD/CROSSCHECK
At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standby
altimeter.
Cross-check baro settings and altitude readings.
CRZ FL...................................................................................................................... SET AS RQRD
If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ
FL entered in the INIT A page during cockpit preparation. The FCU will automatically take into
account a higher CRZ FL selected with the FCU ALT knob.
If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the
PROG page) the flight crew must insert this lower CRZ FL in the PROG page.
Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are not
modified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/- - -
instead of MACH/- - -/- - -.
Impacted DU: 00010245 Climb - Initial Climb
Normal vertical mode is CLB or OP CLB with managed speed active.
PF MCDU..............................................................................................................................PERF CLB
‐ PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will
reach the FCU selected altitude) but he may select other pages such as F-PLN page as may be
tactically necessary.
With the AP engaged, the PF will make any required flight plan revisions.
‐ The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL is
a function of the cost index (CI).
‐ The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter a
cruise flight level above this level into the MCDU and the FMGS will accept it, provided that it does
not exceed the level at which the margin is reduced to 0.2 g.
PNF MCDU...................................................................................................................................F-PLN
PNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisions
to the lateral or vertical flight plan).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-14 P 2/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
CLIMB SPEED MODIFICATIONS
If ATC, turbulence or operational considerations lead to a speed change:
Select the new speed with FCU SPD knob and pull.
Speed target is now “selected”.
To return to managed speed mode, push FCU SPD knob.
The speed target is now “managed”.
Note: The best speed (and rate of climb) for long-term situations lies between green dot
speed and ECON speed. At high altitude, acceleration from green dot to ECON
speed can take a long time.
EXPEDITE CLIMB
If ATC requires a rapid climb through a particular level:
Push the EXP pb on the FCU.
The target speed is now green dot speed. FMA: CLB/EXP CLB/ - - -.
Note: Use EXP only for short-term tactical situations. For the best overall economy fly
at ECON IAS.
To return to ECON CLB speed:
Push ALT knob.
Check FMA: CLB/CLB/---
BARO REF...................................................................................................................................SET
At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standby
altimeter.
Cross-check baro settings and altitude readings.
Note: When STD is set on the EFIS control panel, the transponder transmits the last QNH or
QFE baro setting to the Air Traffic Control (ATC).
Only the FCU selected altitude, if used by the Air Traffic Control (ATC) on ground may be
misinterpreted.
CRZ FL...................................................................................................................... SET AS RQRD
If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ
FL entered in the INIT A page during cockpit preparation. The FCU will automatically take into
account a higher CRZ FL selected with the FCU ALT knob.
If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the
PROG page) the flight crew must insert this lower CRZ FL in the PROG page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-14 P 3/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are not
modified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/- - -
instead of MACH/- - -/- - -.
AFTER TAKEOFF/CLIMB CHECKLIST below the line...................................................... COMPLETE
ANTI ICE ENG 1 pb and ANTI ICE ENG 2 pb .....................................................................AS RQRD
ENG ANTI ICE should be ON when the aircraft encounters icing conditions, unless the SAT is below
- 40 °C.
Impacted DU: 00010259 Climb - Radar
RADAR.................................................................................................................... AS APPROPRIATE
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying below
FL 200.
Note: 1. If the weather is good, or not significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
Impacted by TDU: 00013047 Climb - Radar
RADAR.................................................................................................................... AS APPROPRIATE
AT 10.000FT
LAND LIGHTS selector......................................................................................................RETRACT
SEAT BELTS sw................................................................................................................AS RQRD
EFIS option.........................................................................................................................AS RQRD
Select CSTR on one side, for grid MORA (if available), and ARPT on the other side.
ECAM MEMO....................................................................................................................... REVIEW
NAVAIDS.................................................................................................................................CLEAR
Clear manually tuned VORs from MCDU RAD NAV page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-14 P 4/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
SEC F-PLN page............................................................................................................... AS RQRD
Recopy the active flight plan in the secondary if an immediate return flight plan has been
constructed previously.
OPT/MAX ALT........................................................................................................................CHECK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-14 P 5/6
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-14 P 6/6
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CRUISE
OPERATING MANUAL
CRUISE
ECAM MEMO........................................................................................................................... REVIEW
ECAM SD PAGES....................................................................................................................REVIEW
Periodically review system display pages and, in particular:
ENG : Oil pressure and temperature
BLEED : BLEED parameters
ELEC : Parameters, GEN loads
HYD : A slight decrease in quantity is normal.
Fluid contraction during cold soak can be expected.
Green system is lower than on ground, following landing gear retraction.
FUEL : Fuel distribution.
COND : Duct temperature, compared with zone temperature.
Avoid large differences for passenger comfort.
FLT CTL : Note any unusual control surface position.
FLIGHT PROGRESS................................................................................................................. CHECK
Monitor flight progress in the conventional way.
When overflying a waypoint:
‐ Check track and distance to the next waypoint.
When overflying the waypoint, or every 30 min:
‐ Check FUEL : Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer
flight plan or the in-cruise quick-check table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK
CHECK M.78).
Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at
departure. If the sum is unusually greater than the fuel on board at departure, suspect a frozen fuel
quantity indication. Maintenance action is due before the next flight. If the sum is unusually smaller
than the fuel on board at departure, or if it decreases, suspect a fuel leak.
CAUTION This check must also be performed each time a FUEL IMBALANCE procedure is
necessary. Perform the check before applying the FUEL IMBALANCE procedure.
If a fuel leak is confirmed, apply the FUEL LEAK procedure.
STEP FLIGHT LEVEL.............................................................................................AS APPROPRIATE
( Refer to PER-CRZ-ECI-10 OPTIMUM MACH NUMBER).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-15 P 1/4
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CRUISE
OPERATING MANUAL
NAVIGATION ACCURACY....................................................................................................MONITOR
On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS
PRIMARY is available.
Otherwise, a navigation accuracy check must be performed especially when any of the following
occurs:
‐ GPS PRIMARY LOST appears on the ND (GPS )
‐ IRS only navigation
‐ The PROG page displays LOW accuracy
‐ “NAV ACCUR DOWNGRAD” appears on the MCDU.
Refer to DSC-22_20-20-20 Navigation Accuracy Check.
Note: Methods for checking accuracy:
If the check is positive (error ≤ 3 N.m): FM position is reliable.
Use ND (ARC or NAV) and managed lateral guidance.
If the check is negative (error > 3 N.m): FM position is not reliable.
Use raw data for navigation and monitor it.
If there is a significant mismatch between the display and the real position:
Disengage MANAGED NAV mode and use raw data navigation (possibly switching
to ROSE VOR, so as not to be misled by FM data).
Impacted DU: 00010291 Cruise - Radar Tilt
RADAR ...................................................................................................................AS APPROPRIATE
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying below
FL FL 200.
Note: 1. If the weather is good, or not significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-15 P 2/4
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CRUISE
OPERATING MANUAL
Impacted by TDU: 00013068 Cruise - Radar Tilt
RADAR ...................................................................................................................AS APPROPRIATE
If the oxygen mask has been used:
OXYGEN MASK ................................................................................................................. CHECK
Check that the oxygen mask has been properly stowed, Refer to DSC-35-20-10 General.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-15 P 3/4
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CRUISE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-15 P 4/4
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
DESCENT PREPARATION
Descent preparation and approach briefing must be completed before top of descent.
WEATHER AND LANDING INFORMATION.............................................................................OBTAIN
Check weather reports at ALTERNATE and DESTINATION airports. Airfield data should include
runway in use for arrival.
Note: When operating in cold weather conditions, consider altitude correction. Refer to
PER-OPD-GEN FPA CORRECTION CHART FOR COLD WEATHER OPERATION.
LANDING PERFORMANCE.................................................................................................. CONFIRM
Perform an in-flight landing performance assessment if the landing conditions changed compared
with the landing computation at dispatch, or with a previous computation (e.g. runway, weather
conditions, in-flight failure affecting performance, diversion).
Note: 1. If the weather conditions are expected to change at the landing airport, or in the event
of significant precipitation, the flight crew should consider a second calculation of the
in-flight landing distance with the worst possible runway condition.
2. The selection of REV MAX is the standard practice for landing.
However, on dry runways the flight crew may select REV IDLE.
On WET runways (runway surface condition GOOD), the flight crew may select REV
IDLE, if all the following conditions are satisfied:
‐ A landing distance assessment has been made with the following parameters:
• MEDIUM TO POOR landing performance level for the in-flight landing distance
computation
• No reverser credit
‐ The result of this landing distance assessment is within the LDA.
ARRIVAL page...................................................................................................... COMPLETE/CHECK
Insert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral revision at destination.)
F-PLN A page............................................................................................................................ CHECK
‐ Ensure that the inserted F–PLN agrees with planned approach and missed approach.
‐ Use the scroll key to check the F–PLN thoroughly, using ND in PLAN mode as necessary.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-16 P 1/6
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
Tracks and distances between waypoints are displayed on the second line from the top of the
MCDU. Approach and Missed Approach tracks and distances must be checked from the appropriate
navigation charts.
‐ Check speed and altitude constraints. Add new speed or altitude constraints if required.
‐ In all cases, do not modify the final approach (FAF to runway or MAP), including altitude
constraints.
‐ Identify the position and the altitude of Final Descent Point (FDP) and check the value of the FPA
after this FDP,
‐ Identify the Missed Approach Point.
DES WIND................................................................................................................................. CHECK
Enter winds for descent starting at cruise flight level.
PERF CRUISE page.................................................................................................................. CHECK
Modify the cabin descent rate if different pressure rate is required.
PERF DES page........................................................................................................................ CHECK
Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than
ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the
one for the descent path and T/D computation, and it will be used for the managed speed descent
profile (instead of ECON).
A speed limit of 250 kt below 10 000 ft is the defaulted speed, in the managed speed descent profile.
The flight crew may delete or modify it if necessary on the VERT REV at DEST page.
PERF APPR page................................................................................................. COMPLETE/CHECK
Enter the QNH, temperature, and wind at destination.
L13
Note: Insert the average wind given by the ATC or ATIS. Do not insert the gust value. During
approach, the Ground Speed Mini function (manage speed mode) takes into account the
instantaneous gust.
For more information: Refer to Ground Speed Mini Function.
For example, if the wind is 15020G35KT, insert 150/20.
Insert the minimum.
Note: ‐ To avoid undershooting the published minimum during go-around, due to aircraft inertia
during pull-up, some Authorities may require Operators to add a specific number of feet
to the published minimum.
‐ Changing the RWY or type of approach automatically erases the previous minimums.
Note: After the activation of the SEC F-PLN, check the VAPP, and modify if necessary.
Check or modify the landing configuration. Always select the landing configuration on the PERF APP
page: CONF FULL in the normal landing configuration. CONF 3 should be considered, depending
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-16 P 2/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
on the available runway length and go-around performance, or if windshear/severe turbulence is
considered possible during approach.
If the forecasted tailwind at landing is greater than 10 kt, CONF FULL is the required configuration.
Check or modify the transition altitude.
GO-AROUND page..................................................................................................... CHECK/MODIFY
Check THR RED ALT and ACC ALT, and modify, if necessary.
RAD NAV page.......................................................................................................................... CHECK
‐ Set navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DME
exists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, for
NAV ACCY monitoring during descent.
‐ When the flight plan calls for an NDB approach, the system automatically tunes the ADF, only
when the aircraft is passing the first fix of the approach. Therefore, it is convenient to manually
tune the ADF earlier (before activating the approach phase).
SELECTED NAVAID page.......................................................................................... CHECK/MODIFY
For RNP AR approaches, deselect all NAVAIDS through the RADIONAV SELECTED/DESELECTED
prompt.
SEC F-PLN page................................................................................................................... AS RQRD
Before the top of descent, the SEC F-PLN should either be set to an alternate runway for destination,
or to the landing runway in case of circling. In all cases, routing to the alternate should be available.
If there is a last-minute runway change, then the flight crew only needs to activate the secondary
F-PLN, without forgetting to check/set the new minimum and navaids.
GPWS LDG FLAP 3 pb-sw....................................................................................................AS RQRD
If the pilot plans on landing in FLAPS 3 configuration, the GPWS LDG FLAP 3 pb-sw should be set to
ON.
APPROACH BRIEFING........................................................................................................ PERFORM
LDG ELEV..................................................................................................................................CHECK
Check that the LDG ELEV AUTO green is displayed on the ECAM CRUISE page, and check the
associated value.
AUTO BRK.............................................................................................................................AS RQRD
Use of autobrake is preferable.
Use of MAX mode is not recommended at landing.
On short or contaminated runways, use MED mode.
On long runways, LO mode is recommended.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-16 P 3/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
Note: If, on very long runways, the flight crew anticipates that braking will not be needed, use of
the autobrake is not necessary.
Firmly press the appropriate pushbutton, according to the runway length and condition, and check
that the related ON light comes on.
TERR ON ND .................................................................................................................AS RQRD
‐ In mountainous areas, consider displaying terrain on ND.
‐ If use of radar is required, consider selecting the radar display on the PF side, and TERR ON ND
on the PNF side only.
‐ If NAV ACCURACY is LOW, do not use TERR on ND.
Impacted DU: 00011545 Descent Preparation - Radar
RADAR.....................................................................................................ADJUST AS APPROPRIATE
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying below
FL 200.
Note: 1. If the weather is good, or not significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes.
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
Impacted by TDU: 00013353 Descent Preparation - Radar
RADAR.....................................................................................................ADJUST AS APPROPRIATE
ENG ANTI ICE pb-sw............................................................................................................ AS RQRD
WING ANTI ICE pb-sw.......................................................................................................... AS RQRD
During descent, ENG ANTI ICE must be ON when icing conditions are encountered. .
(Refer to PRO-SUP-30 Icing Conditions)
When ENG ANTI ICE is ON, the FADEC selects a higher idle thrust which gives better protection
against flame-out.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-16 P 4/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can
compensate for this by increasing the descent speed, or by extending up to half speedbrakes.
DESCENT CLEARANCE...........................................................................................................OBTAIN
CLEARED ALTITUDE ON FCU...................................................................................................... SET
When clearance is obtained, set the ATC-cleared altitude (FL) on the FCU (also considering what is
the safe altitude).
If the lowest safe altitude is higher than the ATC-cleared altitude, check with the ATC that this
constraint applies.
If it is confirmed, set the FCU altitude to the safe altitude, until it is safe to go to the ATC-cleared
altitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-16 P 5/6
FCOM ←A 06 MAR 14
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NORMAL PROCEDURES
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FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-16 P 6/6
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT
OPERATING MANUAL
DESCENT INITIATION
DESCENT................................................................................................................................ INITIATE
The normal method of initiating the descent is to select DES mode at the FMGS calculated top of
descent (T/D).
If ATC requires an early descent:
Use DES mode which will guide the aircraft down at a lower vertical speed in order to converge
on the required descent path. (The pilot may use a V/S of -1 000 ft/min).
If ATC delays the descent:
Beyond T/D, a DECELERATE message comes up on the PFD and MCDU. This suggests to the
crew that it starts reducing speed towards green dot speed (with ATC permission). When cleared
to descend, select DES mode with managed speed active.
DESCENT MONITORING
PF MCDU..................................................................................................................PROG/PERF DES
PF MCDU should be set to PROG or PERF DES page:
‐ PROG page in order to get VDEV or RQD DIST TO LAND/DIRECT DIST TO DEST information
‐ PERF DES in order to get predictions down to any inserted altitude in DES/OP DES modes and
EXP mode .
PNF MCDU...................................................................................................................................F-PLN
DESCENT............................................................................................................... MONITOR/ADJUST
Refer to PRO-NOR-SRP-01-60 Descent Monitoring - DES Mode Engaged
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-17 P 1/4
FCOM A to B → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT
OPERATING MANUAL
‐ When flying in NAV mode, use DES mode.
The aircraft descends along the descent flight path: the PFD and PROG page display VDEV, and
so it can be monitored. All constraints of the flight plan are taken into account for the guidance.
‐ When the aircraft is flying in HDG or TRK mode, and thus out of the lateral F-PLN, DES mode is
not available.
The NDs show a level-off symbol along the flight path. Its position is based on the current active
modes .AP/FD and A/THR
The flight crew can use this symbol to monitor the descent.
MCDU predictions assume a return to the lateral F-PLN and descent flight path.
Note that whenever the lateral mode is changed from NAV to HDG/TRK the vertical mode reverts
to V/S at the value pertaining at the time of the mode change.
‐ From time to time during stabilized descent, the flight crew may select FPA to check that the
remaining distance to destination is approximately the altitude change required divided by the FPA
in degrees.
FPA (°) = ΔFL/DIST (NM)
DESCENT ADJUSTMENT
To increase the rate of descent:
‐ Increase descent speed (by use of selected speed) if comfort and ATC permit. It is economically
better (Time/Fuel) than the following procedures.
‐ Maintain high speed as long as possible. (SPD LIM may be suspended, subject to ATC
clearance).
‐ If the aircraft is high and at high speed, it is more efficient to keep the high speed to ALT* knob
and decelerate, rather than to mix descent and deceleration.
‐ If the aircraft goes below the desired profile, use SPEED and the V/S knob mode to adjust the rate
of descent.
Note: EXPEDITE DESCENT.
If a high rate of descent is required, push the EXPED pushbutton on the FCU. The
target speed for the Descent now becomes M 0.8 or 340 kt, whichever is lower. The FMA
will display IDLE/EXP/DES - - -.
To return to DES mode, push the FCU ALT knob.
To return to SPEED/V/S modes, pull the FCU V/S knob.
In all cases, monitor the FMA to ensure that the mode engages properly.
If engine anti-ice is selected in descent, the flight idle is increased. So, to maintain the rate of
descent that the airplane had before engine anti-ice selection it may be necessary to use up to half
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-17 P 2/4
FCOM ← B to C → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT
OPERATING MANUAL
speedbrakes to maintain the required rate of descent, in OPEN DES vertical mode. If the rate of
descent has to be increased, full speedbrakes may be used.
In DES mode: If the aircraft is on, or below, the flight path and the ATC requires a higher rate of
descent, do not use speedbrakes because the rate of descent is dictated by the planned flight path.
Thus, the A/THR may increase thrust to compensate for the increase in drag. In this case, use OPEN
DES with speedbrakes.
Note: 1. If speedbrakes are used above 315 kt/M .75, with the AP engaged, their rate of retraction
is low (total time for retraction from full extension is approximately 25 s). The ECAM
memo page displays SPD BRAKES in amber until retraction is complete.
2. In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode,
retract the speedbrakes at least 2 000 ft before the selected altitude.
BARO REF.......................................................................................................................................SET
Set QNH (or QFE) on the EFIS control panel and on the standby altimeter, when approaching the
transition level and when cleared for an altitude.
Crosscheck BARO settings and altitude readings.
Note: When operating in low OAT, altitude corrections, as defined in Refer to PER-OPD-GEN
ALTITUDE TEMPERATURE CORRECTION, should be considered.
ECAM STATUS..........................................................................................................................CHECK
‐ Check that there is no status reminder on the upper ECAM display.
‐ If there is a status reminder, check the aircraft STATUS.
‐ Check the ECAM status page before completing the approach checks. Take particular note of any
degradation in landing capability, or any other aspect affecting the approach and landing.
AT 10 000 FT
LAND lights selector.................................................................................................................... SET
LAND lights may be switched ON, according to the airline policy/regulatory recommendations.
SEAT BELTS sw........................................................................................................................... ON
EFIS option pb.......................................................................................................................... CSTR
Select CSTR on both sides.
LS pb..................................................................................................................................AS RQRD
Select LS, if an ILS or LOC approach is intended.
The PFD displays the LOC and glide scales and deviation symbol, if there is a valid ILS signal.
RAD NAVAIDS............................................................................................SELECTED/IDENTIFIED
Ensure that appropriate radio NAVAIDS are tuned and identified.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-17 P 3/4
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT
OPERATING MANUAL
For NDB approaches, manually select the reference NAVAID.
ENG MODE selector..............................................................................................................AS RQRD
‐ Select IGN if the runway is covered with standing water, or if heavy rain or severe turbulence is
expected during approach or go-around area.
NAV ACCURACY....................................................................................................................... CHECK
On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS
PRIMARY function is available.
Otherwise, crosscheck NAV ACCURACY using the PROG page (BRG/DIST computed data), and
the ND (VOR/DME raw data).
APPROACH CHECKLIST
APPROACH CHECKLIST
APPROACH CHECKLIST............................................................................................PERFORMED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-17 P 4/4
FCOM ← C to D 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Approach General
INTRODUCTION
The APPROACH section provides the standard operating procedures for the following approach
types:
‐ ILS / MLS / GLS approaches
‐ Conventional approaches: VOR, VOR-DME, NDB, NDB-DME
‐ Approaches based on a LOC signal without any G/S signal: LOC ONLY, ILS G/S OUT, LOC B/C
‐ RNAV approaches including:
• RNAV(GNSS) approaches with LNAV minimum or LNAV/VNAV minimum
• RNAV(RNP) approaches for which Authorization is Required (AR) - If capability installed.
Note: In relation to the names in the ICAO Performance-Based Navigation (PBN) Manual:
‐ "RNP APCH operations" corresponds to RNAV(GNSS) approaches
‐ "RNP AR APCH operations" corresponds to RNAV(RNP) approaches.
CROSS-REFERENCE TABLE
This table provides Guidance Modes that may be used depending on the Approach Types.
Guidance Modes per Approach Types
LOC G/S FINAL APP LOC FPA NAV FPA TRK FPA
ILS / MLS Refer to APPR
N/A N/A N/A N/A
/ GLS using LOC G/S
Refer to APPR
LOC ONLY
N/A N/A using FPA N/A N/A
ILS G/S OUT Guidance
Refer to APPR
LOC B/C N/A N/A N/A N/A using FPA
Guidance
RNAV(GNSS)
Refer to APPR
with LNAV/VNAV N/A
using FINAL APP
N/A Not Authorized Not Authorized
minima
Refer to Refer to APPR
RNAV(GNSS) with
N/A APPR using N/A using FPA Not Authorized
LNAV minima FINAL APP(1) Guidance
RNAV(GNSS)
N/A Not Authorized N/A Not Authorized Not Authorized
with LPV minima
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-A P 1/4
FCOM A to B → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Continued from the previous page
Guidance Modes per Approach Types
LOC G/S FINAL APP LOC FPA NAV FPA TRK FPA
VOR
Refer to Refer to APPR Refer to APPR
VOR-DME
N/A APPR using N/A using FPA using FPA
NDB FINAL APP(1) Guidance Guidance
NDB-DME
Refer to APPR
RNAV(RNP) N/A using FINAL APP N/A Not Authorized Not Authorized
for RNAV(RNP)
(1) The FINAL APP is the recommended guidance mode for this type of approach.
For Visual Approach, Refer to Visual Approach
For Circling Approach, Refer to Circling Approach
FLYING REFERENCE
Use the following recommended flying reference:
‐ In vertical managed modes: HDG-V/S reference associated with the FD crossbars
‐ In vertical selected modes: TRK-FPA reference associated with FPD.
STABILIZATION CRITERIA
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at
1 000 ft above airfield elevation in instrument conditions, (or at 500 ft above airfield elevation in visual
conditions).
In order to be stabilized, all of the following conditions must be verified before, or at this stabilization
height:
‐ The aircraft is on the correct lateral and vertical flight path
‐ The aircraft is in the desired landing configuration
‐ The thrust is stabilized, usually above idle, in order to maintain the target approach speed along
the desired final approach path
‐ There is no excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration in the following
conditions:
‐ at 1 000 ft above airfield elevation in instrument conditions, or
‐ at 500 ft above airfield elevation in visual conditions, or
‐ as required by Operator policies/regulations.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-A P 2/4
FCOM ← B to D → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Then a go around must be initiated unless the flight crew estimates that only small corrections are
necessary to rectify minor deviations from stabilized conditions due, amongst others, to external
perturbations.
Note: If the predicted tailwind at landing is greater than 10 kt, decelerated approach is not
permitted, and the aircraft speed should be stabilized at around VREF + 5 kt in final.
APPROACH SPEED TECHNIQUE
DECELERATED APPROACH
The decelerated approach with FD or AP/FD guidance is the standard flying technique for ILS /
MLS / GLS approaches and approaches using FLS or FINAL APP guidance.
EARLY STABILIZED APPROACH
Under certain circumstances, the flight crew may decide to reduce the speed down to VAPP in the
landing configuration at the Final Descent Point (i.e. approach via selected guidance, high glide
path angle, low altitude intermediate approach, etc.). In order to obtain a valuable deceleration
pseudo waypoint and to ensure a timely deceleration, the flight crew should enter VAPP as a
speed constraint at the Final Descent Point.
DISCONTINUED APPROACH
In order to discontinue an approach when the aircraft is at or above the altitude selected on the
FCU, the flight crew can either:
‐ Apply the GO AROUND procedure, or
‐ Apply the discontinued approach technique.
When the aircraft is below the FCU altitude, the flight crew must apply the GO AROUND
procedure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-A P 3/4
FCOM ← D to F → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
If at or above the FCU altitude:
Announce "CANCEL APPROACH".
To disarm any AP/FD approach mode, press APPR pb or LOC pb.
Note: Valid only for ILS / MLS / GLS / FLS or FINAL APP guidance.
Select lateral mode as required (NAV or HDG mode).
Select vertical mode as required (level off or adjust V/S).
Select SPEED and adjust.
If F-PLN has no destination anymore:
Perform a LAT REV at the last waypoint and redefine the destination in the NEW DEST field.
Note: 1. The FMS does not automatically string the previous flown approach in the active F-PLN
when the aircraft overflies the last waypoint. The FMS has no more destination in the
F-PLN.
2. Because the thrust levers are not set to TOGA detent, the FMS remains in approach
phase.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-A P 4/4
FCOM ←F 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Aircraft Configuration Management
INITIAL APPROACH
GENERAL
The initial approach procedure described here is a general guidance whatever the type of
approach expected.
INITIAL APPROACH
F-PLN SEQUENCING...........................................................................................................ADJUST
‐ The NAV mode will be available after GO AROUND if the F-PLN is properly sequenced. A good
cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper right side of the
ND, which should remain meaningful.
‐ In NAV mode, the F-PLN will sequence automatically.
‐ In HDG/TRK mode, the F-PLN will sequence automatically only if the aircraft flies close to the
F-PLN route.
APPROACH PHASE............................................................................................CHECK/ACTIVATE
‐ If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase activates
automatically.
‐ If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown, activate and confirm
APPROACH phase on the MCDU (PERF DES page).
MANAGED SPEED................................................................................................................ CHECK
‐ If ATC requires a particular speed, use selected speed. When the ATC speed constraint no
longer applies, return to managed speed.
FLIGHT PATH....................................................................................................................MONITOR
‐ In NAV mode, use VDEV information on the PFD and PROG page.
‐ In HDG/TRK mode, use the energy circle on ND representing the required distance to land.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-B P 1/6
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
SPEED BRAKES lever.......................................................................................................AS RQRD
‐ If the flight crew uses the speed brakes to increase the rate of deceleration or to increase the
rate of descent, the VLS will increase as well:
• The flight crew should ensure that appropriate speed margin exists before the extension of
the speed brakes
• If the speed brakes are extended, the flight crew should ensure that appropriate speed
margin exists before the beginning of a turn.
This will avoid the activation of the Alpha-Floor protection.
Note: In clean configuration, the VLS with speed brakes fully extended may be higher than
green dot speed or VFE FLAP 1.
Impacted DU: 00014647 Initial Approach - Radar
RADAR
RADAR................................................................................................. ADJUST AS APPROPRIATE
‐ Gain must be manually set to +4 when MULTISCAN selector is set to AUTO and when flying
below FL 200.
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly:
down tilt under displaying ground echoes.
‐ If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
‐ In particular below FL 200, for situations with low level weather, weather with low reflectivity or
in front of suspected active cells, the flight crew should switch to manual mode and adjust the tilt
setting downward until the weather is detected or the ground clutter appears on the upper part
of the display.
‐ In addition, the flight crew may increase the manual gain control to display lower reflectivity
targets. The manual gain control can be increased in both AUTO and manual modes to display
lower levels of weather. In both cases, ground clutter may also be displayed as a result of low
settings and/or increased gain.
Impacted by TDU: 00014648 Initial Approach - Radar
RADAR
RADAR................................................................................................. ADJUST AS APPROPRIATE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-B P 2/6
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
NAVIGATION ACCURACY
NAV ACCURACY...............................................................................................................MONITOR
‐ When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.
‐ If GPS PRIMARY is lost, or GPS not installed, check on PROG page that the required
navigation accuracy is appropriate to the phase of flight.
‐ If NAV ACCURACY is LOW, at least one ND must be in ROSE LS/VOR depending on the
approach.
INTERMEDIATE/FINAL APPROACH
GENERAL
The intermediate and final approach procedure described here is general guidance whatever the
type of approach expected.
AT GREEN DOT SPEED
FLAPS 1............................................................................................................................... ORDER
FLAPS 1 lever.......................................................................................................................SELECT
‐ FLAPS 1 should be selected more than 3 nm before the Final Descent Point.
‐ Check deceleration toward "S" speed.
‐ For decelerated approaches, the aircraft must reach or be established on the final descent with
FLAPS 1 and "S" speed at or above 2 000 ft AGL.
‐ If the aircraft does not decelerate on the flight path or aircraft speed is significantly higher than
"S" speed, extend the landing gear in order to slow down. The use of speedbrakes is possible.
The flight crew should be aware that the use of speedbrakes causes an increase in VLS.
TCAS Mode selector......................................................................................................TA or TA/RA
‐ FAA recommends to select TA only mode:
• In case of known nearby traffic which is in visual contact
• At particular airports and during particular procedures identified by an Operator as having
a significant potential for unwanted or inappropriate resolution advisories (closely spaced
parallel runways, converging runway, low terrain along the final approach, etc.).
AT 2 000 FT AGL MINIMUM
FLAPS 2............................................................................................................................... ORDER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-B P 3/6
FCOM ← A to B → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
FLAPS 2 lever.......................................................................................................................SELECT
‐ Check deceleration toward "F" speed.
‐ For ILS / MLS / GLS and approaches using FLS , if the aircraft intercepts the flight
path below 2 000 ft AGL, select FLAPS 2 at one dot below the flight path.
‐ If the aircraft speed is significantly higher than "F" speed on the flight path, or the aircraft does
not decelerate on the flight path, extend the landing gear in order to slow down the aircraft. The
use of speed brakes is not recommended.
‐ When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may induce a
slight roll movement, and in calm conditions a small lateral control asymmetry may remain until
disturbed by a control input or by an atmospheric disturbance.
WHEN FLAPS ARE AT 2
L/G DOWN ............................................................................................................................ORDER
L/G lever...................................................................................................................SELECT DOWN
AUTO BRK ........................................................................................................................CONFIRM
‐ If the runway conditions have changed from the approach briefing, consider another braking
mode.
GROUND SPOILERS ................................................................................................................ARM
EXTERIOR LIGHTS.....................................................................................................................SET
‐ Set NOSE sw to TAXI and RWY TURN OFF sw to ON.
WHEN LANDING GEAR IS DOWN
FLAPS 3.................................................................................................................................ORDER
FLAPS 3 lever.......................................................................................................................SELECT
ECAM WHEEL SD page ...................................................................................................... CHECK
‐ WHEEL SD page appears below 800 ft, or at landing gear extension.
‐ Check for three green indications on the landing gear indicator panel. At least one green triangle
on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear
is downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that
the landing gear is downlocked.
If residual pressure is indicated on the triple indicator:
RESIDUAL BRAKING PROC........................................................................................... APPLY
‐ Due to the accomplishment of the alternate braking functional test after the landing gear is
downlocked, brief brake pressure indications may be observed on BRAKES PRESS.
FLAPS FULL.......................................................................................................................... ORDER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-B P 4/6
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
FLAPS FULL lever................................................................................................................SELECT
‐ Retract the speed brakes before selecting FLAPS FULL to prevent a pitch down when the
speed brakes automatically retract.
‐ Check deceleration towards VAPP.
‐ Check correct TO waypoint on the ND.
A/THR........................................................................................CHECK IN SPEED MODE OR OFF
WING ANTI-ICE pb-sw................................................................................................................OFF
‐ Switch the WING ANTI ICE pb-sw to ON, only in severe icing conditions.
SLIDING TABLE ...............................................................................................................STOW
LDG MEMO...........................................................................................................CHECK NO BLUE
CABIN REPORT................................................................................................................. RECEIVE
CABIN CREW........................................................................................................................ ADVISE
LANDING CHECKLIST................................................................................................... COMPLETE
FLIGHT PARAMETERS.....................................................................................................MONITOR
‐ The PF announces any FMA modification.
‐ The PNF calls out, if:
• The speed goes lower than the speed target -5 kt , or greater than the speed target +10 kt
• The pitch attitude goes lower than -2.5 °, or greater than +10 ° nose up
• The bank angle becomes greater than 7 °
• The descent rate becomes greater than 1 000 ft/min
‐ Following PNF flight parameter exceedance callout, the suitable PF response will be:
• Acknowledge the PNF callout, for proper crew coordination purposes
• Take immediate corrective action to control the exceeded parameter back into the defined
stabilized conditions
• Assess whether stabilized conditions will be recovered early enough prior to landing,
otherwise initiate a go-around.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-B P 5/6
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
PATTERN (DECELERATED)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-B P 6/6
FCOM ←B 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Aircraft Guidance Management
APPROACH USING LOC G/S GUIDANCE
GENERAL
The following items are to be performed in addition to previous SOP chapters for ILS / MLS /
GLS approach.
INITIAL/INTERMEDIATE APPROACH
APPR pb on FCU................................................................................................................... PRESS
‐ Press the APPR pb when cleared for approach and on the intercept trajectory for the final
approach course. This arms the LOC and G/S modes.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.
‐ LOC and/or G/S capture modes will engage no sooner than 3 s after being armed.
‐ ICAO defines the envelope where the quality of the G/S signal ensures a normal capture. This
envelope is within 10 nm, ±8 ° of the centerline of the ILS glide path and up to 1.75 θ and down
to 0.3 θ (θ = nominal glide path angle). When arming the approach well outside of the normal
G/S capture envelope, a spurious G/S* engagement may occur due to a wrong G/S deviation
signal. Whenever the pilot notices the pitch movement, or the spurious G/S*, or the trajectory
deviation, he will immediately disconnect the AP, if engaged, to re-establish a normal attitude
and will disengage APPR mode. It is then recommended to arm/rearm APPR (ILS) mode within
the normal capture zone.
BOTH APs........................................................................................................................... ENGAGE
‐ When APPR mode is selected, AP1 and AP2 should be engaged.
‐ Above 5 000 ft AGL, the FMA displays CAT 1.
‐ Below 5 000 ft AGL, the FMA displays the correct approach capability for the intended
approach.
LOC.......................................................................................................................... CHECK ARMED
G/S........................................................................................................................... CHECK ARMED
LOC CAPTURE..................................................................................................................MONITOR
G/S CAPTURE...................................................................................................................MONITOR
GO AROUND ALTITUDE............................................................................................................ SET
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 1/18
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
GLIDE INTERCEPTION FROM ABOVE
The following procedure should only be applied when established on the localizer. The flight crew
must react without delay to meet the stabilization criteria.
In order to get the best rate of descent when cleared by ATC and below the limiting speeds, the
flight crew should lower the landing gear and select flaps as required (at least CONF 2 should be
selected to ensure that the aircraft speed will not increase).
If above the glideslope:
APPR mode .......................................................................................... ARM / CHECK ARMED
FCU ALTITUDE............................................................................. SET ABOVE A/C ALTITUDE
V/S MODE...................................................................................................................... SELECT
‐ Select V/S 1 500 ft/min initially. V/S in excess of 2 000 ft/min will result in the speed
increasing towards VFE.
‐ When reaching VFE, the AP maintains VFE and reduces the V/S without MODE
REVERSION.
FINAL APPROACH
FLIGHT PARAMETERS.....................................................................................................MONITOR
‐ The PNF calls out if excessive deviation occurs:
• LOC: ½ dot
• GLIDE: ½ dot
Refer to PRO-NOR-SOP-90 Flight Parameters in Approach
AT ENTERED MINIMUM +100 FT
ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE
AT ENTERED MINIMUM
MINIMUM...............................................................................................MONITOR OR ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.
If visual references are sufficient:
CONTINUE...............................................................................................................ANNOUNCE
‐ Do not duck under the glide slope. Maintain a stabilized flight path down to the flare. At
50 ft, one dot below the glide slope is 7 ft below the glide slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 2/18
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
If visual references are not sufficient:
GO AROUND...........................................................................................................ANNOUNCE
‐ Initiate a go around.
APPROACH USING FINAL APP GUIDANCE
GENERAL
The following items are to be performed in addition to previous SOP chapters in the following
cases:
‐ RNAV(GNSS) approaches with LNAV and LNAV/VNAV minima
‐ Conventional approaches based on VOR or NDB using FINAL APP guidance.
Note: For RNAV(RNP), Refer to APPR using FINAL APP for RNAV(RNP)
AIRCRAFT EQUIPMENT
For RNAV(GNSS) approaches, 1 FMS must be operative in GPS PRIMARY.
In addition, the following equipment is recommended:
1 MCDU, 1 FD, 1 PFD and 1 ND on the PF side, and both FCU channels.
DESCENT PREPARATION
WEATHER AND LANDING INFORMATION.........................................................................OBTAIN
‐ The FMS does not take into account the effect of low OAT on the vertical profile. Therefore,
vertical managed guidance may not be used below a minimum OAT. This minimum OAT is
either indicated on the approach chart, or defined by the Operator.
Note: For RNAV(GNSS) approach with LNAV VNAV minima, use of QNH from a remote station
is prohibited.
F-PLN A page........................................................................................................................ CHECK
‐ 0,1 degree of difference between the MCDU and the charted final vertical path is acceptable
‐ 1 degree of difference between the MCDU and the charted final lateral track is acceptable
‐ 3 degree of difference between the MCDU and the charted final lateral track is acceptable for
conventional radio NAVAID approach.
PROG page.....................................................................................................................COMPLETE
‐ Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 3/18
FCOM ← A to B → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
GO AROUND STRATEGY................................................................................................... REVIEW
‐ The briefing should include a review of the "Management of Degraded Navigation" chapter.
DESCENT
At 10 000 ft:
NAV ACCURACY................................................................................................................... CHECK
‐ If NAV accuracy is LOW, use TRK FPA mode for approach (Refer to APPR using FPA
guidance).
For RNAV(GNSS) approach:
GPS PRIMARY................................................................................................................ CHECK
‐ GPS PRIMARY must be available on at least 1 FMS.
BARO REF...................................................................................................................................SET
‐ The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy
between altimeters is 100 ft.
INITIAL/INTERMEDIATE/FINAL APPROACH
POSITION.......................................................................................................................... MONITOR
‐ Check that ATC clearances allow the aircraft to fly through the capture area of vertical profile.
After a radar vectoring, consider a DIR TO RDL IN to sequence the F/PLN.
APPR pb on FCU................................................................................................................... PRESS
APP NAV.......................................................................................... CHECK ARMED or ENGAGED
FINAL....................................................................................................................... CHECK ARMED
‐ Check that the V/DEV scale is displayed on the PFD.
‐ At the Final Descent Point, a blue arrow on ND indicates that FINAL APP engagement
conditions are met.
At the Final Descent Point:
FINAL APP..........................................................................................................CHECK ENGAGED
GO AROUND ALTITUDE............................................................................................................ SET
FLIGHT PARAMETERS.....................................................................................................MONITOR
‐ Monitor XTK error on ND.
‐ Monitor V/DEV on PFD.
‐ Crosscheck distances versus altitudes as published on the charts.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 4/18
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
‐ If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical
guidance using raw data.
‐ The PNF calls out if excessive deviation occurs:
• XTK > 0.1 nm
• V/DEV > ½ dot
L2 On the vertical scale, one dot corresponds to 100 ft. Thus ½ dot is 50 ft.
L1 Refer to PRO-NOR-SOP-90 Flight Parameters in Approach
AT ENTERED MINIMUM +100 FT
ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE
AT ENTERED MINIMUM
MINIMUM...............................................................................................MONITOR OR ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.
If visual references are sufficient:
CONTINUE...............................................................................................................ANNOUNCE
AP.......................................................................................................................................... OFF
‐ The AP will automatically disengage at the MAP.
‐ At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on the FMA to remind the flight crew that automatic landing is not available.
FD.......................................................................................................................................... OFF
‐ The PF orders the PNF to set FDs OFF.
TRK FPA........................................................................................................................ SELECT
RUNWAY TRACK....................................................................................................CHECK/SET
‐ If needed, the PF orders the PNF to set the runway track.
If visual references are not sufficient:
GO AROUND...........................................................................................................ANNOUNCE
‐ Initiate a go around.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 5/18
FCOM ←B→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
MANAGEMENT OF DEGRADED NAVIGATION
For VOR and NDB approaches, be prepared to continue the approach with reference to
appropriate raw data by reverting to:
‐ NAV FPA, if the vertical guidance is not satisfactory
‐ TRK FPA, if the lateral guidance is not satisfactory.
For RNAV(GNSS) approaches with LNAV minima and LNAV/VNAV minima:
‐ Use the appropriate remaining AP/FD in the following cases:
• GPS PRIMARY LOST on one ND
• NAV ACCUR DOWNGRAD on one FMGS.
‐ Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:
• GPS PRIMARY LOST on both NDs
• XTK > 0.3 nm
• NAV FM/GPS POS DISAGREE on ECAM
• NAV ACCUR DOWNGRAD on both FMGS.
For RNAV(GNSS) approaches with LNAV/VNAV minima:
‐ Discontinue the approach in the case of deviation of 75 ft below the vertical path (V/DEV>¾
dot).
APPROACH USING FINAL APP GUIDANCE FOR RNAV(RNP)
GENERAL
The following items are to be performed in addition to previous SOP chapters in case of
RNAV(RNP) approaches.
The procedures of the paragraph below are generic guidelines for RNAV(RNP) approaches.
These procedures may be tailored by the airline for specific airfields according to their OPS
approval.
AIRCRAFT EQUIPMENT
Refer to PRO-SPO-51 RNP AR OPERATIONS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 6/18
FCOM ← B to C → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
FLIGHT PREPARATION
Use a prediction tool to check the GPS PRIMARY availability for the estimated time of operation. It
ensures that the RNP criteria will be met during approach. This prediction should take into account
the terrain environment.
DESCENT PREPARATION
WEATHER AND LANDING INFORMATION.........................................................................OBTAIN
‐ The FMS does not take into account the effect of low OAT on the vertical profile. Therefore,
vertical managed guidance may not be used below a minimum OAT. This minimum OAT is
either indicated on the approach chart, or defined by the Operator.
‐ Verify that wind is within limits.
‐ Use of QNH from a remote station is prohibited.
NAVAID............................................................................................................................ DESELECT
‐ Deselect all NAVAIDS on DATA/POSITION MONITOR/SEL NAVAIDS.
PROG page.....................................................................................................................COMPLETE
‐ Insert the reference waypoint or RWY threshold in the BRG/DIST field for position monitoring
during approach.
‐ Check/insert the RNP value in the 6L field.
GO AROUND STRATEGY................................................................................................... REVIEW
‐ The briefing should include a review of the "Management of Degraded Navigation" chapter.
DESCENT
GPS PRIMARY ON BOTH FMS............................................................................................CHECK
‐ For RNAV(RNP) approaches, GPS PRIMARY must be available on both FMS (GPS PRIMARY
LOST not displayed on NDs).
GPS 1+2............................................................................................................CHECK both in NAV
‐ Both GPS must be in NAV on the GPS MONITOR Page.
‐ Both GPS and both FMS must available before the IAF. Thus, if one FMS is inoperative or if one
GPS is not in NAV before the IAF, RNAV(RNP) is not allowed.
TERR on ND...................................................................................................................... AS RQRD
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 7/18
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
INITIAL / INTERMEDIATE / FINAL APPROACH
BARO REF/ALTIMETER........................................................................................................ CHECK
‐ The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy
between altimeters is 75 ft.
FD or AP/FD..................................................................................................USE FOR APPROACH
‐ The use of FD or AP/FD provides the required navigation accuracy. Refer to LIM-22-10 Use of
NAV and Final APP Modes for Approach
‐ For operations with RNP < 0.3 nm, one AP must be engaged.
L/DEV................................................................................................................ CHECK DISPLAYED
‐ Check that the L/DEV scale is displayed on the PFD.
APPR pb on FCU................................................................................................................... PRESS
‐ Press the APPR pb-sw prior to the Vertical Interception Point (VIP) and on the vertical flight
plan.
APP NAV.......................................................................................... CHECK ARMED or ENGAGED
FINAL....................................................................................................................... CHECK ARMED
‐ Check that the V/DEV scale is displayed on the PFD.
‐ At the VIP, a blue arrow on ND indicates that FINAL APP engagement conditions are met.
At the Final Descent Point:
FINAL APP..........................................................................................................CHECK ENGAGED
GO AROUND ALTITUDE............................................................................................................ SET
FLIGHT PARAMETERS.....................................................................................................MONITOR
‐ Monitor L/DEV and V/DEV on PFD.
‐ Monitor XTK on ND.
‐ Crosscheck distances versus altitudes as published on the charts.
‐ The PNF calls out if excessive deviation occurs:
• L/DEV reaches 1 dot or XTK reaches ½ RNP (whichever occurs first).
• V/DEV reaches ½ dot.
L2 On the vertical scale, one dot corresponds to 100 ft. Thus ½ dot is 50 ft.
L1 Refer to PRO-NOR-SOP 90 Flight Parameters in Approach
‐ Go around must be initiated if excessive deviation occurs:
• L/DEV reaches 2 dots or XTK reaches 1 RNP.
• V/DEV reaches ¾ dot.
L2 On the vertical scale, one dot corresponds to 100 ft. Thus ¾ dot is 75 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 8/18
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
AT ENTERED MINIMUM +100 FT
ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE
AT ENTERED MINIMUM
MINIMUM................................................................................................. MONITOR or ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.
If visual references are sufficient:
CONTINUE...............................................................................................................ANNOUNCE
AP.......................................................................................................................................... OFF
‐ The AP will automatically disengage at the MAP.
‐ At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on the FMA to remind the flight crew that automatic landing is not available.
FD.......................................................................................................................................... OFF
‐ The PF orders the PNF to set FDs OFF.
TRK FPA........................................................................................................................ SELECT
RUNWAY TRACK....................................................................................................CHECK/SET
‐ If needed, the PF orders the PNF to set the runway track.
If visual references are not sufficient:
GO AROUND...........................................................................................................ANNOUNCE
‐ Initiate a go around.
MANAGEMENT OF DEGRADED NAVIGATION
The approach may be continued in case of single failure of:
‐ GPS (MMR)
‐ FMGS
‐ EFIS DU
‐ MCDU
‐ AP
Discontinue the approach in the following cases:
‐ FINAL APP does not engage
‐ GPS PRIMARY LOST on both NDs
‐ Dual NAV ACCUR DOWNGRAD
‐ FM/GPS POSITION DISAGREE
‐ FMS1/FMS2 POS DIFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 9/18
FCOM ←C→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
‐ Dual loss of FMGC or dual loss of FINAL APP mode
‐ Dual AP failure if the RNP < 0.3 nm
‐ Loss of GPWS TERRAIN if obstacles or TERRAIN inconsistencies
‐ NAV ALT DISCREPANCY
APPROACH USING FPA GUIDANCE
GENERAL
The following items are to be performed in addition to previous SOP chapters in the following
cases:
‐ RNAV(GNSS) approaches using mixed NAV FPA guidance with LNAV minima only
‐ Conventional approaches based on VOR and NDB using selected TRK FPA or mixed NAV FPA
guidance
‐ ILS G/S OUT, LOC ONLY and back course localizer approaches.
The approach is flown in TRK FPA when:
‐ The approach is not stored in the database or
‐ NAV accuracy is LOW.
AIRCRAFT EQUIPMENT
For RNAV(GNSS) approaches, 1 FMS must be operative in GPS PRIMARY.
In addition, the following equipment is recommended:
1 MCDU, 1 FD, 1 PFD and 1 ND on the PF side, and both FCU channels.
DESCENT PREPARATION
F-PLN A page........................................................................................................................ CHECK
‐ For approaches using NAV FPA:
• 1 degree of difference between the MCDU and the charted final lateral track is acceptable.
• 3 degree of difference between the MCDU and the charted final lateral track is acceptable for
conventional radio NAVAID approach.
‐ In all other cases, use TRK FPA mode for approach.
PROG page.....................................................................................................................COMPLETE
‐ Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 10/18
FCOM ← C to D → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
GO AROUND STRATEGY................................................................................................... REVIEW
‐ The briefing should include a review of the "Management of Degraded Navigation" chapter.
DESCENT
At 10 000 ft:
NAV ACCURACY................................................................................................................... CHECK
‐ If NAV accuracy is LOW, use TRK mode for approach.
For RNAV(GNSS) approach:
GPS PRIMARY................................................................................................................ CHECK
‐ GPS PRIMARY must be available on at least 1 FMS.
INITIAL/INTERMEDIATE/FINAL APPROACH
LATERAL GUIDANCE MODE....................................................................... SET FOR APPROACH
‐ Arm NAV or LOC mode as appropriate.
For LOC ONLY and ILS G/S OUT:
LOC pb-sw....................................................................................................................... PRESS
‐ Press the LOC pb-sw when cleared for approach and on the intercept trajectory for the final
approach course.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.
LOC....................................................................................................................CHECK ARMED
CAUTION Do not press the APPR pb
For back course localizer approaches:
TRK FPA MODE.....................................................................................USE FOR APPROACH
‐ Refer to PRO-NOR-SRP-01-70 Back-Course Localizer Approach - Procedure
LATERAL PATH............................................................................................................. INTERCEPT
‐ Monitor NAV or LOC engagement as appropriate.
TRK FPA pb (Bird)................................................................................................................SELECT
FPA FOR FINAL APPROACH.....................................................................................................SET
At 0.3 nm from the Final Descent Point:
FPA pb-sw ................................................................................................................................ PULL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 11/18
FCOM ←D→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
FPA MODE..........................................................................................................CHECK ENGAGED
‐ Check NAV FPA, TRK FPA or LOC FPA is engaged.
POSITION/FLIGHT PATH ................................................................................. MONITOR/ADJUST
GO AROUND ALTITUDE............................................................................................................ SET
‐ Set when below the go around altitude to avoid unexpected altitude capture.
FLIGHT PARAMETERS.....................................................................................................MONITOR
‐ Crosscheck distances versus altitudes as published on the charts.
‐ If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical
guidance using raw data.
‐ For approaches using NAV FPA, monitor XTK error on ND to check the lateral guidance.
‐ The PNF calls out if excessive lateral deviation occurs:
• Approach using NAV MODE: XTK > 0.1 nm
• Approach using LOC MODE: LOC ½ dot
• Approach using TRK MODE:
▪ VOR: ½ dot or 2.5 °
▪ NDB: 5 °
Refer to PRO-NOR-SOP-90 Flight Parameters in Approach
AT ENTERED MINIMUM +100 FT
ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE
AT ENTERED MINIMUM
MINIMUM...............................................................................................MONITOR OR ANNOUNCE
Below minimum, the visual references must be the primary references until landing.
If visual references are sufficient:
CONTINUE...............................................................................................................ANNOUNCE
AP.......................................................................................................................................... OFF
‐ At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on the FMA to remind the flight crew that automatic landing is not available.
FD.......................................................................................................................................... OFF
‐ The PF orders the PNF to set both FDs OFF.
RUNWAY TRACK....................................................................................................CHECK/SET
‐ If needed, the PF orders the PNF to set the runway track.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 12/18
FCOM ←D→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
If visual references are not sufficient:
GO AROUND...........................................................................................................ANNOUNCE
‐ Initiate a go around.
MANAGEMENT OF DEGRADED NAVIGATION
For VOR and NDB approaches in NAV FPA, if lateral guidance is not satisfactory:
‐ Be prepared to continue the approach with reference to appropriate raw data by reverting to
TRK FPA.
For RNAV(GNSS) approaches, with LNAV minima:
‐ Use the appropriate remaining AP/FD in the following cases:
• GPS PRIMARY LOST on one ND
• NAV ACCUR DOWNGRAD on one FMGS
‐ Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:
• GPS PRIMARY LOST on both NDs
• XTK > 0.3 nm
• NAV FM/GPS POS DISAGREE on ECAM
• NAV ACCUR DOWNGRAD on both FMGS
CIRCLING APPROACH
GENERAL
The circling approach is the visual phase of an instrument approach to bring an aircraft into
position for landing on a runway which is not suitably located for a straight-in approach.
CAUTION The flight crew must conduct the flight within the circling area, while maintaining
required visual references at all times.
APPROACH PREPARATION
For a circling approach, the approach preparation should include the following additional items in
the FMS programming.
F-PLN
Introduce the instrument approach procedure, including the missed approach procedure for
instrument approach.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 13/18
FCOM ← D to E → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
SEC F-PLN
The landing runway must be inserted into the SEC F-PLN.
Update the SEC F-PLN as follows:
‐ Copy the active F-PLN
‐ Revise the landing runway.
INSTRUMENT APPROACH
The flight crew flies a stabilized approach at "F" speed, configuration 3 and landing gear down.
CIRCLING APPROACH
At the Circling MDA(H) at the latest:
Perform a level off
At MAP, if the flight crew finds no visual reference:
Initiate a go around
When required conditions for circling are satisfied:
Select TRK FPA
Proceed to downwind leg
At any time in the downwind leg, activate the SEC F-PLN
Disconnect the AP and remove the FDs at the latest before starting the descent toward the
runway
Set the landing configuration when appropriate, but ensure early stabilization in final.
If, at any time during the circling procedure, the required visual references are lost, initiate a
go around following the missed approach of the initial instrument approach (unless otherwise
specified).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 14/18
FCOM ←E→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
LOW VISIBILITY CIRCLING APPROACH PATTERN
VISUAL APPROACH
GENERAL
Perform the approach on a nominal 3 ° glideslope using visual references. Approach to be
stabilized by 500 ft AGL on the correct approach path, in the landing configuration, at VAPP.
Method:
‐ The AP is not used
‐ Both FDs are OFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 15/18
FCOM ← E to F → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
‐ FPV use is recommended
‐ A/THR use is recommended with managed speed.
Bear in mind the possible risk of optical illusions due to hindered night vision.
Note: If the forecasted tailwind at landing is greater than 10 kt, decelerated approach is not
allowed, and the speed should be stabilized around VREF + 5 kt in final.
INITIAL/INTERMEDIATE APPROACH
The flight plan selected on the MCDU should include the selection of the landing runway. The
downwind leg may also be part of the flight plan. This may be a useful indication of the aircraft
position in the circuit on the ND.
However, visual references must be used.
Therefore, at the beginning of the downwind leg:
Manually ACTIVATE APPR
Select FDs to OFF
Select TRK FPA to have FPV displayed
Check A/THR active.
Extend the downwind leg to 3 s/100 ft (± 1 s/1 kt of headwind / tailwind).
Turn into base leg with a maximum of 30 ° of bank. Descent with approximate FPA, in FLAPS 2, at
F speed.
FINAL APPROACH
The speed trend arrow and FPV help the flight crew make timely and correct thrust settings (if in
manual thrust), and approach path corrections.
Avoid descending through the correct approach path with idle thrust. (Late recognition of this
situation without a prompt thrust increase may lead to considerable speed decay and altitude
loss).
Ensure that the aircraft is stabilized on the final descent path at VAPP (or ground speed mini)
in the landing configuration with the thrust stabilized (usually above idle) at 500 ft above airfield
elevation or as restricted by Operator policies/regulations.
If the aircraft is not stabilized, the flight crew must initiate a go around, unless they think that only
small corrections are necessary to rectify minor deviations from stabilized conditions due, amongst
others, to external perturbations.
Avoid any tendency to “duck under” in the late stages of the approach.
Avoid destabilizing the approach in the last 100 ft, in order to have the best chance of performing a
good touchdown at the desired position.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 16/18
FCOM ←F→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
VISUAL APPROACH (1 OR 2 ENGINES) PATTERN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 17/18
FCOM ←F 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-18-C P 18/18
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
ILS FINAL APPROACH AND LANDING GEOMETRY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-19 P 1/6
FCOM A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
MINIMUM VISUAL GROUND SEGMENTS (FLARE PHASE)
Note: This drawing shows that, for a CAT III landing (60 m minimum visual segment), the
minimum RVR is 103 m at 15 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-19 P 2/6
FCOM B 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
GROUND CLEARANCE DIAGRAM
LANDING
FLARE
The cockpit cut-off angle is 20 °.
In stabilized approach conditions, the flare height is approximately 30 ft:
FLARE........................................................................................................................ PERFORM
ATTITUDE................................................................................................................... MONITOR
”PITCH, PITCH” auto-callout is available.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-19 P 3/6
FCOM C to D → 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
The PNF should monitor the attitude, and call out:
‐ “PITCH, PITCH”, if the pitch angle reaches 10 °
‐ “BANK, BANK”, if the bank angle reaches 7 °.
THRUST levers.................................................................................................................... IDLE
If autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers to
the IDLE detent.
In manual landing conditions, the “RETARD” callout is triggered at 20 ft radio height, in order
to remind the pilot to retard the thrust levers.
Note: The ground spoilers extension is inhibited if:
‐ Both thrust levers remain above the idle detent, or
‐ One thrust lever is above idle and one thrust lever is at idle detent.
GROUND CLEARANCE
Avoid flaring high.
A tailstrike occurs, if the pitch attitude exceeds 13.5 ° (11 ° with the landing gear compressed).
A wingtip or engine scrape occurs, if the roll angle exceeds 20 ° (16 ° with the landing gear
compressed).
Be aware of the pitch-up tendency, with ground spoiler extension.
AT TOUCHDOWN
DEROTATION...................................................................................................................... INITIATE
‐ Lower the nosewheel without undue delay.
‐ The PNF continues to monitor the attitude.
ALL THRUST LEVERS................................................................................ REV MAX or REV IDLE
The flight crew must select reverse thrust immediately after main landing gear touchdown.
The flight crew must immediately select REV MAX, if any of the following occurs at any time during
the landing:
‐ An emergency
‐ The deceleration is not as expected
‐ A failure affects the landing performance
‐ A long flare or a long touchdown
‐ An unexpected tailwind.
A small pitch up may occur during thrust reversers deployment before nose landing gear
touchdown. However, the flight crew can easily control this pitch up.
As soon as the flight crew selects reverse thrust, they must perform a full-stop landing.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-19 P 4/6
FCOM ←D→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
GROUND SPOILERS....................................................................................... CHECK/ANNOUNCE
Check that the WHEEL SD page displays the ground spoilers extended after touchdown.
If no ground spoilers are extended:
‐ Verify and confirm that both thrust levers are set to IDLE or REV detent.
‐ Set both thrust reverser levers to REV MAX, and fully press the brake pedals.
Note: If ground spoilers are not armed, ground spoilers extend at reverser thrust selection.
REVERSERS.................................................................................................... CHECK/ANNOUNCE
Check that the ECAM E/WD displays that the reverse deployment is as expected (REV green).
DIRECTIONAL CONTROL.................................................................................MONITOR/ENSURE
‐ Monitor directional control, if the rollout is automatic.
‐ Ensure directional control, if rollout is manual. Use rudder pedals for directional control.
‐ Do not use the nosewheel steering control handle before reaching taxi speed.
‐ During rollout, the flight crew should avoid sidestick inputs (either lateral or longitudinal).
‐ If directional control problems are encountered, the flight crew should reduce thrust to reverse
idle until directional control is satisfactory.
BRAKES............................................................................................................................. AS RQRD
‐ Monitor the autobrake, if it is ON. When required, brake with the pedals
‐ Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly,
a brake pressure indication appears briefly on the BRAKE PRESS indicator.
‐ Braking may begin before the nosewheel has touched down, if required for performance
reasons. However, when comfort is the priority, the flight crew should delay braking until the
nosewheel has touched down.
Note: If no ground spoilers are extended, the autobrake is not activated.
DECELERATION.............................................................................................. CHECK/ANNOUNCE
The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD.
The deceleration may also be confirmed by the DECEL light (if autobrake is ON).
AT 70 KT
SEVENTY KNOTS......................................................................................................... ANNOUNCE
BOTH THRUST LEVERS.................................................................................................. REV IDLE
It is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust may be
used in order to control aircraft speed in the case of an emergency.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-19 P 5/6
FCOM ←D→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
CAUTION Avoid the use of high levels of reverse thrust at low airspeed, unless required due
to an emergency. The distortion of the airflow, caused by gases reentering the
compressor, can cause engine stalls that may result in excessive EGT.
AT TAXI SPEED
BOTH THRUST LEVERS..................................................................................................FWD IDLE
‐ When reaching taxi speed, and before leaving the runway, deselect the reversers.
‐ On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches
25 kt.
‐ When deselecting the reversers, be careful not to apply forward thrust by moving the thrust
levers beyond the FWD IDLE position.
CAUTION Except in an emergency, do not use the reverse thrust to control the aircraft
speed while on taxiways.
On taxiways, the use of reversers, even when restricted to idle thrust, would have the following
effects:
‐ The engines may ingest fine sand and debris that may be detrimental to the engines and
airframe systems.
‐ On snow–covered areas, snow will recirculate into the air inlet, and may cause an engine
flameout or rollback.
BEFORE 20 KT
AUTO BRK................................................................................................................... DISENGAGE
Disengage the autobrake to avoid some brake jerks at low speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-19 P 6/6
FCOM ←D 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - GO-AROUND
OPERATING MANUAL
GO AROUND WITH FD
Apply the following three actions simultaneously:
THRUST LEVERS........................................................................................................................ TOGA
If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers as
required. This enables to engage the GO-AROUND phase, with associated AP/FD modes.
Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the
GO-AROUND phase, and flying over, or close to the airport will sequence the Destination
waypoint in the F-PLN.
ROTATION............................................................................................................................PERFORM
Initiate rotation towards 15 ° of pitch with all engines operative (approximately 12.5 ° if one engine is
out) to get a positive rate of climb, then follow the SRS Flight Director pitch bars orders.
When near the ground, avoid excessive rotation rate in order to prevent a tail strike.
GO AROUND .................................................................................................................... ANNOUNCE
FLAPS lever............................................................................................................SELECT AS RQRD
Retract one step of flaps.
FMA.................................................................................................................................... ANNOUNCE
The following modes are displayed: MAN TOGA / SRS / GA TRK or NAV / A/THR (in blue).
Depending on the guidance modes during approach, NAV mode is either automatically armed or
automatically engaged.
POSITIVE CLIMB ..............................................................................................................ANNOUNCE
L/G UP ......................................................................................................................................ORDER
L/G...................................................................................................................................... SELECT UP
NAV or HDG mode................................................................................................................ AS RQRD
Reselect NAV or HDG, as required (minimum height 100 ft).
AP...........................................................................................................................................AS RQRD
Note: Go-around may be flown with both autopilots engaged. Whenever any other mode
engages, AP 2 disengages.
AT GO-AROUND THRUST REDUCTION ALTITUDE
THRUST levers.............................................................................................................................. CL
LVR CLB flashing on FMA.
AT GO-AROUND ACCELERATION ALTITUDE
Monitor that the target speed increases to green dot.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-20 P 1/2
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - GO-AROUND
OPERATING MANUAL
If the target speed does not increase to green dot:
ALT knob........................................................................................................ CHECK and PULL
At F speed:
FLAPS 1.......................................................................................................................... ORDER
FLAPS 1......................................................................................................................... SELECT
At S speed:
FLAPS 0.......................................................................................................................... ORDER
FLAPS 0......................................................................................................................... SELECT
GND SPLRS...................................................................................................................DISARM
EXTERIOR LIGHTS.............................................................................................................. SET
Set to OFF the NOSE sw and the RWY TURN OFF sw.
The flight crew can maintain the LAND LIGHTS selector set to ON, according to airline policy
or regulatory recommendations.
Note: Consider the next step:
‐ Engage NAV mode, to follow the published missed approach procedure, or
‐ Prepare for a second approach by selecting the ACTIVATE APP PHASE, and
CONFIRM on the PERF page.
AFTER TAKEOFF/CLIMB CHECKLIST down to the line............................................... COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-20 P 2/2
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER LANDING
OPERATING MANUAL
AFTER LANDING
EXTERIOR LIGHTS............................................................................................................... AS RQRD
External lights can be turned off, unless they are needed.
Set the NAV & LOGO to ON, as required, to turn on the navigation and logo lights .
GROUND SPOILERS............................................................................................................... DISARM
RADAR.................................................................................................................................. OFF/STBY
PREDICTIVE WINDSHEAR SYSTEM .....................................................................................OFF
Switching the radar and predictive windshear system OFF after landing avoids risk of radiating
persons at the gate area.
ENG MODE selector....................................................................................................................NORM
FLAPS.................................................................................................................................... RETRACT
Set the FLAPS lever to position 0.
If the approach was made in icing conditions, or if the runway was contaminated with slush or snow,
do not retract the flaps and slats until after engine shutdown and after the ground crew has confirmed
that flaps and slats are clear of obstructing ice.
On ground, hot weather conditions may cause overheating to be detected around the bleed ducts
in the wings, resulting in “AIR L (R) WING LEAK” warnings. Such warnings may be avoided during
transit by keeping the slats in Configuration 1 when the OAT is above 30 °C.
To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the SLATS/FLAPS
should be retracted before all ADIRS are set to OFF simultaneously.
TCAS.............................................................................................................................SET on standby
ATC........................................................................................................................................ AS RQRD
Depending on local regulation, ATC transponder may be operated in mode S Refer to DSC-34-50-10
Description
APU............................................................................................................................................. START
APU START may be delayed until just prior to engine shutdown.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-21 P 1/2
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER LANDING
OPERATING MANUAL
ANTI ICE................................................................................................................................ AS RQRD
If engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces. (N1
ground idle is increased).
BRAKE TEMPERATURE........................................................................................................... CHECK
‐ Check brake temperature on the WHEEL SD page for discrepancies and high temperature.
‐ If brake fans are installed :
Brake fans selection should be delayed for a minimum of about 5 min, 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. Selecting the brake fans before reaching the gate prevents
the brake fans from blowing carbon brake dust on the ground personnel.
However, when turnaround times are short, or brake temperatures are likely to exceed 500 °C, use
the brake fans, disregarding possible oxidation phenomenon.
‐ Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for the
brake temperature limitations requiring maintenance actions.
AFTER LANDING CHECKLIST.......................................................................................... COMPLETE
Ensure that the after-landing checks are completed, once the aircraft has cleared the runway.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-21 P 2/2
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - PARKING
OPERATING MANUAL
PARKING
Prior to performing this check, consider “GROUND OPERATIONS IN HEAVY RAIN” (Refer to
PRO-SUP-30 Ground Operations in Heavy Rain).
PARKING BRAKE ACCU PRESS............................................................................................. CHECK
The ACCU PRESS indication must be in the green band. In case of low accumulator pressure,
chocks are required before engine 1 shutdown.
PARK BRK handle............................................................................................................................ ON
When one brake temperature is above 500 °C (or 350 °C with brake fans ON), avoid applying
the parking brake, unless operationally necessary.
Check the brake pressure on Triple Indicator for the left and right brakes.
ANTI-ICE..........................................................................................................................................OFF
APU BLEED pb-sw............................................................................................................................ON
Select APU bleed ON, just before engine shutdown, to prevent engine exhaust fumes from entering
the air conditioning.
If APU is not available
EXT PWR....................................................................................................................................ON
No less than 3 min after high thrust operations:
ENG 1 MASTER sw and ENG 2 MASTER sw.........................................................................OFF
CAUTION If JP4 fuel is used at ambient temperatures higher than 10 °C, dry motor the
engines for 2 min after engine shutdown. This dry motor period should start
approximately 90 s after the master lever is selected OFF.
Check that engine parameters decrease.
The DOOR/OXY SD page is displayed on the lower ECAM display.
SLIDES...................................................................................................................CHECK DISARMED
Check slides disarmed on the DOOR/OXY SD page. Warn the cabin crew, if any slide is not
disarmed.
SEAT BELTS sw............................................................................................................................. OFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-22 P 1/4
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - PARKING
OPERATING MANUAL
EXTERIOR LIGHTS.........................................................................................................................SET
Turn off the BEACON lights, when all engines are spooled down.
GROUND CONTACT.......................................................................................................... ESTABLISH
Establish ground communication.
Check chocks in place.
FUEL PUMPS..................................................................................................................................OFF
ATC...............................................................................................................................SET on standby
IRS PERFORMANCE.................................................................................................................CHECK
‐ The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete).
‐ On the MCDU POSITION MONITOR page, read the deviation of each IRS position from the
FMGC position and check that the value does not exceed the following:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-22 P 2/4
FCOM ←A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - PARKING
OPERATING MANUAL
FUEL QUANTITY....................................................................................................................... CHECK
Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at
departure. If an unusual discrepancy is found, maintenance action is due.
STS pb (ECAM Control panel)...................................................................................................PRESS
Check the STATUS page.
If maintenance status messages are displayed, Refer to MMEL/MI-00-08 ECAM and
MAINTENANCE STATUS.
(BRAKE FAN ).......................................................................................................................... OFF
Switch off, when not required.
PARKING BRAKE.................................................................................................................. AS RQRD
The parking brake should be released after chocks are in place, if one brake temperature is above
300 °C (or above 150 °C with brake fans ON).
Releasing the parking brake prevents the critical structures from being exposed to high temperature
levels for an extended time. However, if operational conditions dictate (e.g. slippery tarmac), the
parking brake may remain applied.
When parking with a flat tire on the nose gear, keep the parking brake on, to avoid aircraft yawing at
parking brake release.
DUs...................................................................................................................................................DIM
Dim EFIS, ECAM and MCDU display units.
PARKING CHECKLIST....................................................................................................... COMPLETE
REPORT SEVERE ICING CONDITIONS
Report severe icing conditions in the log book, requiring inspections of the fan accoustic panels of
the engines during the walkaround.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-22 P 3/4
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - PARKING
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-22 P 4/4
FCOM 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - SECURING THE AIRCRAFT
OPERATING MANUAL
SECURING THE AIRCRAFT
GENERAL
Prior to performing this check, COLD WEATHER should be taken into account (Refer to
PRO-SUP-91-30 General).
PARKING BRAKE
PRK BRK handle.............................................................................................................CHECK ON
To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.
OXYGEN CREW SUPPLY
OXYGEN CREW SUPPLY pb.....................................................................................................OFF
ADIRS (1+2+3)
ADIRS (1+2+3)............................................................................................................................ OFF
ADIRS should not be switched off during transits at latitudes above 82 °N, to avoid their requiring
excessive alignment time.
After having switched off the ADIRS, wait at least 10 s before switching off the electrical supply to
ensure that the ADIRS memorize the latest data.
EXTERIOR LIGHTS
EXTERIOR LIGHTS.....................................................................................................................OFF
MAINTENANCE BUS
MAINT BUS sw.................................................................................................................. AS RQRD
Should electrical power be required for the crew or servicing personnel, consider setting the
overhead MAINT BUS sw (in the forward cabin) to the ON position, prior to setting aircraft power
to off.
APU
APU BLEED pb-sw......................................................................................................................OFF
APU MASTER SW...................................................................................................................... OFF
Switch off the APU after the passengers have disembarked.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-23 P 1/2
FCOM A→ 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - SECURING THE AIRCRAFT
OPERATING MANUAL
EMER EXIT LT sw.......................................................................................................................... OFF
SIGNS sw........................................................................................................................................ OFF
EXTERNAL POWER
EXT PWR pb......................................................................................................................AS RQRD
BAT 1 AND 2
BAT 1 pb-sw and BAT 2 pb-sw.................................................................................................. OFF
Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out), before
switching off the batteries. Switching the batteries off before the APU flap is closed may cause
smoke in the cabin during the next flight.
If the batteries are off while the APU is running, APU fire extinguishing is not available.
SECURING THE AIRCRAFT CHECKLIST
SECURING THE AIRCRAFT CHECKLIST.....................................................................COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-23 P 2/2
FCOM ←A 06 MAR 14
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
COMMUNICATIONS AND STANDARD TERMS
Standard phraseology is essential to ensure effective crew communication. The phraseology should
be concise and exact. The following Chapter lists the callouts that should be used as standard. They
supplement the callouts identified in the SOP.
These standard Airbus callouts are also designed to promote situational awareness, and to ensure
crew understanding of systems and their use in line operation.
CHECKLIST CALLOUTS
‐ “CHECK”: A command for the other pilot to check an item.
‐ “CHECKED”: A response that an item has been checked.
‐ “CROSSCHECKED”: A callout verifying information from both pilot stations.
If a checklist needs to be interrupted, announce: “HOLD CHECKLIST AT ___” and “RESUME
CHECKLIST AT ___” for the continuation.
Upon completion of a checklist announce: “__CHECKLIST COMPLETE”.
ACTIONS COMMANDED BY PF
GENERAL
The following commands do not necessarily initiate a guidance mode change, eg.: selected to
managed/managed to selected. The intent is to ensure clear, consistent, standard communication
between crewmembers.
All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg.: “FL 350
blue”, “FL 200 magenta"). Ensure that the correct FCU knob is used, then verify indications on the
PFD/ND.
SET
The “SET” command means using an FCU knob to set a value, but not to change a mode.
SET is accomplished by only rotating the appropriate selection knob.
Example:
‐ ”SET GO AROUND ALTITUDE__”
‐ ”SET QNH __”
‐ “SET FL __”
‐ “SET HDG __”
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 1/10
FCOM A to C → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
MANAGE/PULL
The “MANAGE” command means pushing an FCU knob to engage, or arm, a managed mode or
target.
The “PULL” command means pulling an FCU knob to engage a selected mode or target. Example:
‐ "PULL HDG 090” (HDG/TRK knob is pulled and turned).
‐ “MANAGE NAV” (HDG/TRK knob is pushed).
‐ “FL 190 PULL” (ALT knob is turned and pulled).
‐ “FL 190 MANAGE” (ALT knob is turned and pushed).
‐ “PULL SPEED 250 KNOTS” (SPD/MACH knob is pulled and turned).
‐ “MANAGE SPEED” (SPD/MACH knob is pushed).
Note: If the value was previously set, there is no requirement to repeat the figure.
Simply call e.g. PULL HDG: PULL SPEED: FL PULL.
The VS/FPA knob has no managed function. The standard callouts for the use of this knob are as
follows:
V/S Plus (or Minus) 700 PULL, or
FPA Minus 3 ° PULL (V/S/FPA knob is turned and pulled)
PUSH TO LEVEL OFF (V/S/FPA knob is pushed)
ARM
The “ARM __” command means arming a system by pushing the specified FCU button.
e.g. : “ARM APPROACH”
e.g. : “ARM LOC.”
ON/OFF
The simple ON or OFF command is used for the autopilot, flight directors, autothrust and the bird
(flight path vector).
e.g.: BIRD ON (The HDG-V/S / TRK-FPA pb is pushed.)
FMA
The PF should call out any FMA change, unless specified differently (e.g. CAT II & III task sharing).
Therefore, the PF should announce:
‐ All armed modes with the associated color (e.g. blue, magenta): “G/S blue”, “LOC blue”.
‐ All active modes without the associated color (e.g. green, white): “NAV”, “ALT”.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 2/10
FCOM ← C to D → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
The PNF should check and respond, “CHECKED” to all FMA changes called out by the PF.
ALTITUDE
The PNF calls out “one thousand to go” when passing 1 000 ft before the cleared altitude or FL, and
the PF calls out “checked”.
FLAPS OR GEAR CALLOUTS
FLAPS' CALLOUTS
FLAPS' CONFIGURATION CALLOUT
1 "FLAPS ONE"
1+F "FLAPS ONE"
0 "FLAPS ZERO"
The reply will be given when selecting the new flap position.
e.g.:
CALLOUT REMARK
PF "FLAPS ONE"
"SPEED CHECKED"
PNF checks the speed:
‐ Above the S or F speed and accelerating (Takeoff)
‐ Below VFE next and decelerating (Approach)
PNF
"FLAPS ONE" PNF selects the FLAPS lever position and replies after checking the blue
number on the ECAM flaps indicator to confirm the correct selection has been
made.
GEAR CALLOUTS
CALLOUT REMARKS
PF "GEAR UP (DOWN)"
PNF "GEAR UP (DOWN)" The PNF selects the L/G lever position and
replies after checking the red lights on the LDG
GEAR indicator to confirm gear operation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 3/10
FCOM ← D to F 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
FLIGHT PARAMETERS IN APPROACH
The PNF will make callouts for the following conditions during final approach. Attitude callouts also to
be made through to landing.
‐ “SPEED” if the speed decreases below the speed target -5 kt or increases above the speed target
+10 kt.
‐ “SINK RATE” when V/S is greater than -1 000 ft/min.
‐ “BANK” when bank angle becomes greater than 7 °.
‐ “PITCH” when pitch attitude becomes lower than -2.5 ° or higher than +10 °.
‐ “LOC” or “GLIDE” when either localizer or glide slope deviation is:
• ½ dot LOC
• ½ dot GS.
‐ “CROSS TRACK” when the XTK is greater than 0.1 nm.
‐ “V/DEV” when the vertical deviation is greater than ½ dot.
‐ “COURSE” when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF).
‐ “__ FT HIGH (LOW)” at altitude checks points.
For RNAV(RNP) approach:
The PNF will make callouts for the following conditions during final approach:
‐ ”LAT-DEV” when LDEV is at half of RNP or 1 dot.
‐ ”VDEV” when ½ dot deviation above or below path.
‐ ”SINK RATE” when V/S is greater that -1 200 ft/min.
‐ ”BANK” when the bank angle goes above 30 °.
FLIGHT PARAMETERS IN GO-AROUND
During a go-around, the PNF will make a callout for the following conditions:
‐ ”BANK”: If the bank angle becomes greater than 7 °,
‐ ”PITCH”: If the pitch attitude becomes greater than 20 ° up or less than 10 ° up,
‐ ”SINK RATE”: If there is no climb rate.
PF/PNF DUTIES TRANSFER
To transfer control, flight crewmembers must use the following callouts:
‐ To give control: The pilot calls out “YOU HAVE CONTROL”. The other pilot accepts this transfer
by calling out “I HAVE CONTROL”, before assuming PF duties.
‐ To take control: The pilot calls out “I HAVE CONTROL”. The other pilot accepts this transfer by
calling out “YOU HAVE CONTROL”, before assuming PNF duties.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 4/10
FCOM G to I 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
ABNORMAL AND EMERGENCY CALL OUTS
ECAM PROCEDURES
1. “ECAM ACTION” is commanded by PF when required.
2. “CLEAR __ (title of the system) ?” is asked by the PNF for confirmation by the PF, that all
actions have been taken/reviewed on the present WARNING/CAUTION or SYSTEM PAGE.
e.g.: CLEAR HYDRAULIC ?
3. “CLEAR __ (title of the system)” is the command by the PF that the action and review is
confirmed. For status page; REMOVE STATUS will be used.
4. “ECAM ACTIONS COMPLETE” is the announcement by the PNF that all APPLICABLE
ACTIONS have been completed.
5. Should the PF require an action from the PNF during ECAM procedures, the order “STOP
ECAM” will be used. When ready to resume the ECAM the order “CONTINUE ECAM” will be
used.
MEMORY ITEMS
The aim of such callouts is to callout the appropriate procedure by calling out, in most cases,
the title of the procedure. This will allow the crew to be aware of the situation and be prepared to
properly react (crew coordination, task sharing and communication).
GPWS
As soon as avoidance manoeuver is envisaged.
"PULL UP TOGA"
REACTIVE WINDSHEAR
"WINDSHEAR TOGA"
UNRELIABLE SPEED INDICATION
"UNRELIABLE SPEED"
TCAS
As soon as "TRAFFIC" warning is triggered
"TCAS, I have control"
EMERGENCY DESCENT
"EMERGENCY DESCENT"
LOSS OF BRAKING
"LOSS OF BRAKING"
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 5/10
FCOM J→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
STALL RECOVERY
As soon as any stall indication is recognized.
"STALL, I have control"
STALL WARNING AT LIFT-OFF
"STALL, TOGA 15°"
SUMMARY FOR EACH PHASE
TO REMOVE GROUND SUPPLY
EVENT PF or PNF GND Mech
Initial ground contact GROUND (from) COCKPIT
COCKPIT (from) GROUND
External __ disconnection REMOVE EXTERNAL __
EXTERNAL__ REMOVED
BEFORE ENGINE START/PUSH BACK
EVENT PF PNF
Before start up clearance received BEFORE START C/L
DOWN TO THE LINE
After start up clearance received BELOW THE LINE
BEFORE START C/L COMPLETE
PUSH BACK/ENGINE START
EVENT PF GND Mech.
When ready for pushback, and pushback GROUND (from) COCKPIT,
clearance received from ATC CLEARED FOR PUSH
COCKPIT (from) GROUND, RELEASE
BRAKES
Start of push BRAKES RELEASED READY
TO PUSH
When ready to start engines CLEAR TO START ?
CLEAR TO START
STARTING ENG(S)—
When pushback completed SET BRAKES
BRAKES SET
When ready to disconnect (after engine CLEAR TO DISCONNECT
started, and parameters are stabilized) (hand signals on left/right)
DISCONNECTING (hand signals on left/right)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 6/10
FCOM ← J to K → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
AFTER ENGINE START
EVENT PF PNF
All engines started and stabilized and AFTER START C/L
GND is disconnected
AFTER START C/L COMPLETE
TAXI
EVENT PF PNF
When taxi clearance obtained CLEAR LEFT (RIGHT) SIDE
CLEAR RIGHT (LEFT) SIDE
Brake check BRAKE CHECK
Flight control check in the following FLIGHT CONTROL CHECK
sequence (the check is possible before
the start of taxi)
1. Elevators FULL UP, FULL DOWN, NEUTRAL
2. Ailerons/Spoilers FULL LEFT, FULL RIGHT, NEUTRAL
3. Rudder(1) RUDDER FULL LEFT, FULL RIGHT, NEUTRAL
During taxi BEFORE TAKEOFF C/L
DOWN TO THE LINE
Line up on the runway BELOW THE LINE
BEFORE TAKEOFF C/L COMPLETE
(1) The PNF should follow pedal movement with his/her feet
TAKEOFF
EVENT PF PNF
Setting thrust levers to initial stabilization TAKEOFF
value
Before passing 80 kt THRUST SET
At 100 kt ONE HUNDRED KNOTS
CHECKED
At V1 V1
At VR ROTATE
Gear retraction POSITIVE CLIMB
GEAR UP
GEAR UP
If AP is engaged by PNF AP 1(2) ON
Checklist AFTER TAKEOFF/CLIMB C/L
DOWN TO THE LINE
At transition altitude BELOW THE LINE
AFTER TAKEOFF/CLIMB C/L COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 7/10
FCOM ←K→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
MALFUNCTION BEFORE V1 AT TAKEOFF
EVENT CAPT F/O
If GO decision GO
If RTO decision STOP
‐ REV green on EWD
REVERSE GREEN(1)
‐ Deceleration
DECEL(2)
(1) In case of failure or no positive deceleration, NO REVERSE ENGINE__or NO REVERSE
(2) In case of failure or no positive deceleration, NO DECEL
DECEL callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It can
also be confirmed by the DECEL light.
ALTIMETER SETTING CHANGES TO/FROM QNH/QFE-STD
EVENT PF PNF
Barometric setting change and SET STANDARD
STANDARD CROSS-CHECKED (QNH/QFE)
subsequent altimeter cross-check (SET QNH/QFE)
PASSING FL__(__FT) NOW
CHECKED
APPROACH AND LANDING
EVENT PF PNF
Approach checklist APPROACH C/L
APPROACH C/L COMPLETE
Activation of approach Phase ACTIVATE APPROACH
PHASE
APPROACH PHASE ACTIVATED
RA alive RADIO ALTIMETER ALIVE(1)(2)
CHECKED
At “GS*” or below GO altitude for NPA SET GA ALTITUDE __FT
GA ALTITUDE — SET,
FAF PASSING__(Fix Name),__FT,
CHECKED
Landing checklist LANDING C/L
LANDING C/L COMPLETE
1 000 ft RA ONE THOUSAND(2)
CHECKED
100 ft above MDA/DH ONE HUNDRED ABOVE
CHECKED
MDA/DH visual reference MINIMUM(2)
CONTINUE
MDA/DH no visual reference MINIMUM(2)
GO AROUND-FLAPS
ONE HUNDRED(2)
FIFTY(2)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 8/10
FCOM ←K→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
Continued from the previous page
APPROACH AND LANDING
EVENT PF PNF
After touchdown SPOILERS(3)
Ground spoilers extended REVERSE GREEN(4)
REV green on EWD
Deceleration DECEL(5)
At 70 kt SEVENTY KNOTS
CHECKED
(1) Crew awareness, crew should now keep RA in scan to landing
(2) PNF monitors pin-programmed auto callout, or announces if inoperative.
(3) If the spoilers are not extended, call NO SPOILER
(4) If no reverse deployment, call NO REVERSE ENGINE__ or NO REVERSE, as appropriate.
(5) DECEL Callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It can
also be confirmed by the DECEL light. If no positive deceleration, NO DECEL.
DISCONTINUED APPROACH
EVENT PF PNF
DISCONTINUED APPROACH decision CANCEL APPROACH
GO AROUND
EVENT PF PNF
GO AROUND decision GO AROUND – FLAPS
Flaps retraction FLAPS—
Gear retraction POSITIVE CLIMB
GEAR UP
GEAR UP
Checklist AFTER TAKEOFF/CLIMB C/L
DOWN TO THE LINE
At transition altitude BELOW THE LINE
AFTER TAKEOFF/CLIMB C/L COMPLETE
AFTER LANDING
EVENT PF PNF
Checklist AFTER LANDING C/L
AFTER LANDING C/L COMPLETE
PARKING
EVENT PF PNF
Checklist PARKING C/L
PARKING C/L COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 9/10
FCOM ←K→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
SECURING THE AIRCRAFT
EVENT PF PNF
Checklist SECURING THE AIRCRAFT
C/L
SECURING THE AIRCRAFT C/L COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SOP-90 P 10/10
FCOM ←K 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Introduction
INTRODUCTION
Note: This chapter is an amplification of the SOP. Anytime it was feasible, the same chapters and
the same titles of paragraph were retained.
The following discussion of the FMGS uses this flight plan as an example.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-05 P 1/2
FCOM A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-05 P 2/2
FCOM ←A 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Cockpit Preparation
FMGS INITIALIZATION
CHECKING THE CLOCK DATE
CHECK the CLOCK DATE and ADJUST, if necessary.
If the date in the active database does not match the clock date, the MCDU displays “CHECK
DATA BASE CYCLE”. If this message appears, check the period of validity in the second
database and select it, if required.
CAUTION Cycling the navigation database deletes the active and secondary flight plans. Do
not cycle it while airborne because doing so will delete the flight plan, eliminate all
speed predictions, and blank the ND. If the aircraft is in managed speed, Green
Dot becomes the speed target.
CHECKING STORED WAYPOINTS, NAVAIDS, RUNWAYS, OR ROUTES
PRESS the DATA key.
PRESS the next page key.
SELECT, successively, as required:
‐ STORED WAYPOINT
‐ STORED NAVAIDS
‐ STORED RUNWAYS
‐ STORED ROUTES
CHECK the contents of each of these data storages and DELETE items, as appropriate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 1/28
FCOM A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
NAVAIDS DESELECTION
If NOTAMS indicate that selected NAVAIDs are unreliable or unserviceable, deselect
them as follows:
PRESS the DATA key.
SELECT the POSITION MONITOR page.
SELECT the SELECTED NAVAIDS page.
Under “DESELECT”, INSERT the NAVAID identifier in the brackets.
The pilot can only make six deselections.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 2/28
FCOM ←A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
FLIGHT PLAN INITIALIZATION
GENERAL
Follow SOP instructions, when the route is a company route stored in the database.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 3/28
FCOM ← A to B → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
If the company route is unknown, proceed as follows:
WRITE a “FROM/TO” city pair, then ENTER it:
If one or more company routes run between the cities, the ROUTE SELECTION page appears
and defines them.
INSERT the preferred company route.
If the database does not contain a company route:
The flight plan must be constructed manually:
PRESS the INIT key
ENTER a city pair in the FROM/TO field.
The ROUTE SELECTION page comes up with “NONE”
SELECT RETURN [6L] key then construct the flight plan manually.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 4/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
If waypoints, NAVAIDs or airports are not in the NAV database, the crew must define and
store them manually, using the “data stored” function.
ALIGNING IRS
The alignment phase is completed, when the ADIRS is initialized to an appropriate position. If the
GPS is available, initialization is automatic, using the GPS position. Flight crew intervention is not
necessary.
However, automatic initialization may be manually overriden by flight crew entry, at any moment
during the alignment phase. In this case, perform the following procedure as soon as possible, to
prevent delays if an alignment error occurs:
PRESS the INIT key, and then the IRS INIT prompt.
IRS INIT page is displayed with the airport reference point as default coordinates.
If necessary, PRESS [1L] and/or [1R] and use scroll keys to adjust the latitude and/or longitude
values.
For example, this can be used to enter the gate precise coordinates when the aircraft is intended
to fly without GPS on long segments without radio coverage.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 5/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PRESS the ALIGN ON REF prompt and CONFIRM ALIGN* prompt.
The displayed coordinates are sent to ADIRS for initialization.
The alignment status changes to ALIGNING ON REF.
If the “CHECK IRS/AIRPORT POS” or "REF/GPS POS DIF" or "REF/LAST IRS POS DIF"
message is displayed:
CHECK the departure airport on INIT A page and CORRECT it if necessary.
REALIGN the IRS per the procedure described previously.
If a new FROM or a new CO RTE is entered after IRS alignment is already completed,
the ALIGN ON REF prompt is displayed in [6R]:
REALIGN the IRS per the procedure described previously.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 6/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
LATERAL FLIGHT PLAN
SELECTING A DEPARTURE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 7/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
You may use the ”NEXT PAGE” , or the “←” or “→” keys to gain access to the listings of
runways, SIDs, and transitions.
Procedure
PRESS the F-PLN key on MCDU
SELECT the DEPARTURE prompt [1L] key
SELECT the RWY in USE, SID and TRANS
CHECK the resulting temporary F-PLN
If it is correct, INSERT it using [6R] key.
If it is not correct, ERASE it using [6L] key.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 8/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
VERTICAL FLIGHT PLAN
ENTERING/MODIFYING A SPEED LIMIT
PRESS the F-PLN key on the MCDU.
SELECT VERTICAL REVISION at the FROM waypoint.
WRITE a new speed limit/altitude and ENTER.
The crew can insert one climb speed limit and one descent speed limit into the vertical flight
plan, or modify or clear the limits that are already in it.
The speed limit is defined by a speed and an altitude (for example, 230/9 000), which means
that the managed speed target will be limited by the speed limit when the aircraft flies below the
specified altitude.
In both climb and descent, 250 kt at 10 000 ft is the default speed limit in the vertical flight plan.
The vertical revision page presents the climb speed (CLB SPD) limit if the revised waypoint is
between departure and top of descent.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 9/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
The vertical revision page shows the descent speed (DES SPD) limit, if the revised waypoint is
between top of descent and destination.
It can be deleted by a clear action, the field reverts to brackets. It can also be cleared directly on
the F-PLN A page by clearing the SPD LIM pseudo-waypoint.
ENTERING A SPEED CONSTRAINT
Procedure
PRESS the F-PLN key on the MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 10/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
SELECT the VERT REV page at the revised waypoint.
WRITE the speed constraint value into the scratchpad and ENTER it in 3L.
INSERT the constraint using the appropriate *CLB or DES* prompt when displayed. If CLB
and DES are not displayed, insertion occurs when the value is entered in 3L.
The system displays the climb (CLB) or the descent (DES) prompt at [6L] or [6R] when the
predictions are not yet available or when the waypoint is part of the cruise phase as originally
defined.
When predictions are not yet available, the constraints are displayed on the F-PLN A page in
magenta.
When predictions are available, the speed constraint is highlighted by a star (*).
* If the predicted speed matches the constraint, the star is magenta.
* If the prediction is that the aircraft will miss the speed constraint, the star is amber.
If a speed constraint cannot be met (by more than 10 kt), the FMGS generates the
message “SPD ERROR AT WPT XX”.
A speed constraint may be assigned to any waypoint in the climb or the descent phase
except the FROM, origin, or destination waypoints, and any pseudo waypoint.
When a speed constraint is assigned to a waypoint, the constraint will limit the managed
speed target as follows:
‐ In takeoff or climb phase until you pass the constrained waypoint.
‐ In descent an approach phase, after passing the constrained waypoint.
Speed constraints are observed by the FMGS when NAV mode and speed managed are
active.
ENTERING A SPEED CONSTRAINT THROUGH F-PLN A PAGE
You may also enter a speed constraint through the F-PLN A page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 11/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Note: You may delete the constraint using the clear key on the relevant right hand key.
However if there is an altitude constraint assigned at that point, the clear action deletes
it too.
ENTERING AN ALTITUDE CONSTRAINT
Procedure
PRESS the F-PLN key on the MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 12/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
SELECT the “VERT REV” page at the revised waypoint.
WRITE an altitude constraint in the scratchpad and ENTER it in 3R.
INSERT the constraint using *CLB or DES* prompt when it is displayed. Otherwise the value
is inserted when it is entered in 3R field.
The system displays the *CLB or DES* prompt, when the predictions are not yet available, or
when the waypoint is part of the cruise phase as originally defined.
Note: In case of QFE operations, the altitude constraints must be converted and entered
as an altitude in feet.
You or the database may assign an altitude constraint to any waypoint in the climb or descent
phases except the FROM, origin, or destination waypoints, or any pseudo waypoint.
An altitude constraint may be defined as an “at”, an “at or above”, or an “at or below”
constraint. In certain procedures, the database may define an altitude constraint as a window
in which the aircraft should fly.
Enter “AT” constraints with no sign.
Enter “AT or ABOVE” constraints preceded by a + sign (+FL 130, for example).
Enter “AT or BELOW” constraints preceded by a – sign (-15 000, for example).
enter four or five-digit number when entering altitude. Include the lead zero (0 500 ft , for
example).
For flight level, enter a two- or three-digit number, with or without the letters “FL”. The lead
zero is optional. (Examples : +FL 120 or +120 ; -FL 090 or -90 or -090)
Enter the altitude value as either altitude or flight level ; the MCDU displays the selected value
as an “ALT” or “FL,” as appropriate for the transition altitude.
The constraint must be higher than the thrust reduction altitude and lower than the cruise
flight level.
Once inserted in the flight plan, the altitude constraint (ALT CSTR) is displayed in magenta as
long as predictions are not available.
When predictions are available, the altitude constraints are replaced by the predicted altitude
at relevant waypoints highlighted by a star.
* If the predicted altitude matches the constraint the star is magenta. If the predicted altitude
is missed (by more than 250 ft), the star is amber.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 13/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
The vertical revision page displays “ALT ERROR”, along with the difference between the
constraint and the predicted altitude at the revised waypoint.
ND Display
An altitude-constrained waypoint is marked by a circle ( ) on the navigation display.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 14/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
This circle is white when the guidance does not take the altitude constraint into account. It is
magenta if the guidance system takes the altitude constraint into account and predicts that it
will be matched.
It is amber if the guidance system takes the altitude constraint into account and predicts that it
will not be matched.
The aircraft should be at or below FL 120 at AGN and above FL 180 at LACOU.
Entering an Altitude Constraint Through F-PLN A Page
The pilot may also enter an altitude constraint directly through the F-PLN A page.
When entering the value into the scratchpad do not forget the slash e.g. /-120 or /-FL 120.
If the slash is omitted the value will be considered as a speed constraint if it is within the
range value.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 15/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Use CLR to delete them directly from the flight plan page, as well. However, if there is also a
speed constraint assigned at that waypoint, the clear action deletes it too.
ENTERING AN ESTIMATED TIME OF TAKEOFF (ETT)
In Preflight Phase:
SELECT the SEC F-PLN key on the MCDU.
SELECT a VERT REV at any waypoint.
SELECT the Required Time of Arrival (RTA) prompt (2R).
The MCDU displays the RTA page.
ENTER the Estimated Takeoff Time in the [ 6R ] field.
The format is HHMMSS (entry of seconds is not mandatory).
ENTER it in the 6R field
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 16/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
If the aircraft has not taken off by the time entered as estimated takeoff time, the MCDU
displays the “CLK IS TAKE OFF TIME” message, meaning that the system will replace your
estimated takeoff time with the actual time.
When beginning the takeoff roll, the system automatically adopts that clock time as the
takeoff time.
If the origin airport is changed, or the clock time is invalid, the system automatically deletes
the estimated takeoff time.
FLIGHT PLAN CHECK
CHECK the EOSID on the ND plan mode (yellow line).
Note: If the details of the EOSID require review, select the EOSID as a TMPY F-PLN and
review it as TMPY. Then ERASE it.
SECONDARY F-PLN
For details : Refer to DSC-22_20-60-50 Secondary Flight Plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 17/28
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
RADIO NAV
Whenever a NAVAID IDENT is correctly decoded, in agreement with that published, no audio
check is necessary.
Morse decoding is displayed on the ND for VOR/DME, VOR/TAC, DME, ADF, and on the PFD for
ILS.
Preferably use the identifier for NAVAID entry.
If the ADF IDENT is not in the database, be sure to include a decimal point when tuning the
frequency (e.g 315. or 325.7).
Note: Whenever, the runway ILS is intented to be retained for guidance after the takeoff phase,
it is recommended to manually tune the ILS by its identifier.
FMGS DATA INSERTION
WEIGHT/CG INSERTION AND FUEL PLANNING
The flight crew must enter the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of Gravity
(ZFWCG) values on the INIT B page, to allow the FMS to perform the fuel planning computations.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 18/28
FCOM ← B to C → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PROCEDURE
PRESS the INIT key, and the Next (“→”) key to access the INIT B page.
ENTER the ZFW and ZFWCG value in the [ 1R ] field.
The “FUEL PLANNING →” prompt appears in the [ 3R ] field.
Note: As long as the final Load and Trim Sheet is not available, the crew should insert the
estimated ZFW/ZFWCG in order to get fuel estimates. The ZFW and ZFWCG values
must be updated with the final Load and Trim Sheet values.
CHECK/MODIFY the TAXI [ 1L ], RTE RSV [ 3L ] and FINAL TIME [ 5L ] values.
The TAXI, RTE RSV and FINAL TIME fields display the default values specified in the AMI file
(for example, “0.4 t” for TAXI, “5.0 %” for RTE RSV and "0045" for FINAL TIME). The flight crew
may modify these values.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 19/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Note: At takeoff, the RTE RSV field will automatically be reset to 0. The RTE RSV fuel is
then added to the EXTRA fuel, which ensures that the EXTRA fuel and MIN DEST
FOB values are consistent in flight.
ENTER an ALTN fuel value in the [4L] field, as necessary.
The flight crew may enter the ALTN fuel value planned on the Computerized Flight Plan (CFP),
as necessary.
ENTER a MIN DEST FOB value in the [6L] field, as necessary.
Note: MIN DEST FOB (equal to ALTN + FINAL) can be increased at flight crew discretion
(e.g. when HOLD is expected at destination).
ENTER the TRIP WIND value in the [ 5R ] field, as necessary.
In no wind profile has been entered in the F-PLN, the crew may enter an average TRIP WIND in
this field, to obtain more realistic fuel/time predictions before departure.
Note: 1. The flight crew should only enter a TRIP WIND to obtain realistic fuel/time
predictions, on ground. Then, the flight crew should enter a wind profile using the
WIND pages, for fuel/time predictions in flight. As soon as flight crew has entered a
wind profile on the WIND pages, the TRIP WIND will be erased.
2. If the crew has already defined a wind profile, even partially (such as climb wind), it
is not possible to enter a TRIP WIND.
ENTER the planned BLOCK fuel, as indicated in the computerized flight plan (CFP)
If the planned BLOCK fuel is not available, the crew may obtain a prediction of the minimum
BLOCK fuel required for the flight by pressing the FUEL PLANNING prompt [3R].
Pressing this prompt makes the FMS compute the minimum required BLOCK fuel, which is the
BLOCK fuel required to have EXTRA fuel = 0, based on the parameters entered on the INIT and
F-PLN pages.
The computed BLOCK fuel value is displayed in the [2R] field, and a BLOCK CONFIRM prompt
appears in the [3R] field.
Note: In order to obtain a realistic fuel computation, the flight crew should ensure that the
F-PLN initialization has been completed (including insertion of the ALTN F-PLN and/or
ALTN fuel and/or MIN DEST FOB if necessary), and that flight parameters, such as
CRZ FL, steps climbs (if any), and winds, have been inserted.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 20/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
When the final Load and Trim Sheet (LTS) data are available:
ENTER the final ZFW/ZFWCG [1R], and the required BLOCK fuel [2R].
The FMS computes the predictions, based on the entered BLOCK fuel, and estimates the
EXTRA fuel value.
CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE
RSV fuel, ALTN fuel, FINAL and EXTRA fuel values.
If necessary, the flight crew may modify the ALTN or FINAL fuel values.
PRINT the PREFLIGHT REPORT, if necessary.
When the final Load and Trim Sheet values (ZFW/ZFWCG/BLOCK) have been entered, the
crew may print the pre-flight report, which provides a copy of the F-PLN with the associated
FMS predictions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 21/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
TAKEOFF WITH NO WEIGHT/CG DATA
If the crew does not enter ZFW/ZFWCG data prior takeoff, or if the FMGC looses these values due
to a power interruption, the following will occur:
‐ At takeoff, the Speed Reference System (SRS) mode is available (provided a V2 has been
inserted)
‐ When the aircraft leaves the SRS mode, the target speed becomes the current speed and
reverts to selected.
Note: If the AP/FD has reverted to ALT or V/S (FPA) mode, the associated A/THR mode is
SPEED. In this case, the system will probably reduce thrust, because the speed will be
equal to, or greater than, the target speed.
When appropriate, to regain FMS predictions and associated managed modes:
INSERT the ZFW/ZFWCG values on the FUEL PRED page.
INSERTING WEIGHT/CG DATA AFTER ENGINE START
The flight crew must enter the ZFW/ZFWCG values on INIT B page prior to engine start. If these
data have not been entered at engine start, the MCDU displays the “INITIALIZE WEIGHTS” amber
message in the scratchpad. After engine start, the crew should enter the ZFW/ZFWCG values on
the FUEL PRED page.
PRESS to the FUEL PRED key.
INSERT the ZFW/ZFWCG values in the [4R] field.
This allows predictions and performance computation.
CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE RSV
fuel, ALTN fuel, FINAL and EXTRA fuel values.
If necessary, the flight crew may modify the ALTN or FINAL fuel values.
PRINT the PREFLIGHT REPORT, if necessary.
When the final load sheet values (ZFW/ZFWCG/BLOCK) have been entered, the crew may print
the pre-flight report, which provides a copy of the F-PLN with the associated FMS predictions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 22/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
TAKEOFF DATA INSERTION
PROCEDURE
PRESS the PERF key on the MCDU.
WRITE successively and ENTER : V1, VR, V2.
WRITE successively and ENTER T.O. SHIFT and FLX TEMP or DRT TO
CHECK/MODIFY the THR RED ALT (Thrust reduction altitude) See *.
CHECK/MODIFY the ACC ALT (acceleration altitude) See *.
CHECK/MODIFY the ENG OUT ACC (engine out acceleration altitude) See *.
CHECK/MODIFY the TRANS ALT (transition altitude) See *
CHECK V1, V2 on PFD See **
* Altitudes less than 400 ft above airfield elevation cannot be selected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 23/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
** If the PFD does not display V2 at the top of its speed scale, check that at least one FD is
ON.
ENTERING A FLEX TEMPERATURE
WRITE the desired flex temperature in the scratchpad and ENTER using the [4R] key.
CLIMB SPEED PRESELECTION
If the managed speeds for the initial climb are not suitable, the pilot can preselect an appropriate
climb speed on the “PERF CLB” page, as long as the climb phase is not active.
The CLB SPD preselection applies, when the:
‐ ATC specifies an initial climb speed.
‐ Initial climb speed must be lower than normal because:
• There are to be turns greater than 120 ° in the initial climb out.
• Obstacle clearance, or some other situation, requires a high climb angle.
• The airfield has a risk area to be quickly cleared (birds reported, for example).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 24/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PROCEDURE
PRESS the PERF key on the MCDU.
The PERF TAKE OFF page is displayed.
SELECT the “NEXT PHASE” [6R] key to display the CLB page.
WRITE a climb speed and ENTER it.
To revert to managed speed, select ECON by pressing [3L].
When the aircraft is transitioning into the climb phase, the preselected value becomes the target
speed:
‐ The selected speed target is active.
‐ The primary flight display shows the target speed in blue.
‐ The FCU’s speed window displays the new speed or Mach number.
CRUISE MACH (SPEED) PRESELECTION
The pilot preselects a cruise Mach, when a Mach number other than the ECON cruise Mach
number is required.
When the aircraft transitions to the cruise phase, the speed target symbol goes to the preselected
value and MACH (or SPD) becomes selected (blue target on PFD, target MACH shown in the
speed/Mach window of the FCU).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 25/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PROCEDURE
PRESS the PERF key on the MCDU.
PRESS the “NEXT PHASE” [6R] key on the MCDU, until the CRZ page is accessed.
WRITE a cruise Mach (or speed) in the scratchpad and ENTER it in [4L].
To revert to managed speed, PRESS [3L].
When the cruise phase is active, you cannot preselect a cruise Mach or speed.
ENTERING A HEADING/TRACK PRESET FUNCTION
Tfhe heading/track preset allows the pilot to preset a takeoff or go-around heading or track before
commanding the aircraft to take up that heading or track (manual activation).
The flight crew can enter a heading or a track preset while the aircraft is on the ground and until
takeoff.
PROCEDURE
Before takeoff:
SET the appropriate HDG or TRK in the FCU window.
This disarms the navigation mode and allows the runway mode to remain engaged after
takeoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 26/28
FCOM ←C→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
After takeoff:
PULL HDG/TRK knob.
The heading or track mode engages on the preset value.
The direction in which the pilot rotates the HDG/TRK selection knob usually determines the
direction of the turn. A left rotation (decreasing heading) produces a left turn; a right rotation
produces a right turn.
However, when a heading has been preset before takeoff or go-around, the direction of the
turn will be such as to cause the shortest turn at the moment of engagement.
CANCELLING THE HEADING/TRACK PRESET FUNCTION
The pilot can cancel the heading preset by pushing the HDG/TRK knob back in again. This
engages or arms the NAV mode.
FMGS RE-INITIALIZATION AFTER A CANCELED FLIGHT
If the flight crew initially prepared a flight with all the data associated with this flight (takeoff speeds,
winds, etc.), and if this flight is later canceled and replaced by another flight, the flight crew may use
the following procedure to initialize the FMGS again:
PREPARE the new flight data in the secondary flight plan, using SEC INIT A, SEC INIT B, and SEC
PERF pages
ACTIVATE the secondary flight plan.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 27/28
FCOM ← C to D → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Note: When the flight crew activates the secondary flight plan, the following data of the primary
flight plan is lost if the secondary flight plan does not include any replacement data:
‐ Alternate data
‐ Winds and cruise TEMP at waypoints as inserted on CRZ WIND pages
‐ Departure and arrival selection (STAR, APP, RWY) and approach parameters (QNH,
TEMP, WIND, TRANS ALT, VAPP, MDA/MDH, DH, LDG CONF)
‐ Altitude, speed, and time constraints
‐ Steps
‐ CMS
‐ Offsets
‐ Flaps/THS
‐ Preselected cruise and descent speeds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-10 P 28/28
FCOM ←D 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Before Pushback or Start
CHANGE OF RUNWAY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-15 P 1/4
FCOM A→ 30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PRESS the F-PLN key on the MCDU.
SELECT the LAT REV at origin.
SELECT the DEPARTURE prompt [1L].
SELECT the new RWY in use.
SELECT the appropriate SID and TRANS.
CHECK the resulting temporary F-PLN and INSERT it.
CHECK TAKE OFF DATA comes up in the scratchpad if the PERF TO page had been filled in.
ENTER the new V1, VR, V2, FLEX TEMP or CONF, as appropriate.
Note: If the previously selected SID is compatible with the new runway, it automatically appears in
the temporary flight plan. Any revision the pilot may have made to the previous SID will not
be transferred.
If the pilot still wants it, he has to reenter it.
TAKEOFF FROM INTERSECTION
Use RTOW or FCOM to revise takeoff parameters :
PRESS the [PERF] key on MCDU
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-15 P 2/4
FCOM ← A to B → 30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
ENTER the takeoff shift
ENTER the new V1, VR, V2, FLX TEMP, or CONF, as appropriate
Note: The insertion of the shift in takeoff position permits the system to make an accurate revision
to its navigation data at takeoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-15 P 3/4
FCOM ←B 30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-15 P 4/4
FCOM 30 MAY 12
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Taxi
FCU SELECTION FOR TAKEOFF
PROCEDURE
ENSURE that HDG – V/S modes are selected (change over pb).
CONFIRM or SELECT the first cleared altitude
CROSS CHECK on PFD the target altitude
CONFIRM both FDs ON
FMA MODE CHECK
CHECK that the FMA CLB (or ALT) mode is armed
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-20 P 1/4
FCOM A to B → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Note: ALT (in blue or magenta) may be displayed instead of CLB if the FCU altitude or a
constraint is set at or below the acceleration altitude.
If a HDG/TRK was preset, NAV is disarmed.
SELECTING A NAVIGATION DISPLAY
SET the minimum range to display the first waypoint after departure or as required for weather radar.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-20 P 2/4
FCOM ← B to C → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-20 P 3/4
FCOM ←C 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
SELECTING TAKEOFF DISPLAYS FOR PILOT'S AND COPILOT'S MCDU
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-20 P 4/4
FCOM D 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Takeoff
MONITORING THE TAKEOFF
At power set (thrust levers in FLX or TOGA position)
CHECK that the navigation is updated to the runway threshold by verifying that the aircraft
symbol is centered on the runway threshold of the navigation display.
CHECK the FMA for appropriate mode selection
Note: ‐ RWY mode appears if an ILS is tuned to a station corresponding to the departure
runway. Otherwise no lateral mode comes up until the aircraft has lifted off.
‐ Until the aircraft is airborne, do not rely on the wind displayed on the NDs.
At 30 ft
If NAV is armed, it engages automatically.
If NAV is not armed, RWY TRK mode engages and remains displayed until the crew
selects another lateral mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 1/10
FCOM A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
At 100 ft
Engage AP1 or AP2.
The FMGS has an internal delay that prevents the AP to be engaged during 5 s after lift-off.
At thrust reduction altitude
“CLB” flashes in the first column of the FMA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 2/10
FCOM ←A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Procedure
SET the thrust levers to the CL detent
A/THR activates automatically
CHECK that A/THR turns to white in the 5th FMA column.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 3/10
FCOM ←A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
CHECK that CLB appears in green in the first column.
Depending on the next level off altitude, CLB or ALT is armed and displayed in the second
column.
ALT is armed:
‐ in blue if the next predicted level-off is the FCU-selected altitude (target altitude blue at the top
of the ALT scale)
‐ in magenta if the next predicted level-off is an ALT CSTR (target altitude magenta at the top of
the ALT scale)
At acceleration altitude
The vertical phase automatically switches to climb.
CLB mode engages. The target speed jumps to initial climb speed on the PFD.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 4/10
FCOM ←A→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Procedure
CHECK that “CLB” appears in green in the second FMA column.
‐ The speed reference system (SRS) mode remains engaged until CLB phase is engaged,
which occurs at ACCEL ALT or at any other vertical mode engagement, whichever comes
first.
‐ If during takeoff the FCU altitude is set below the current aircraft altitude, the system ignores
the FCU altitude and the aircraft remains in SRS mode until the pilot selects an altitude above
the aircraft altitude or engages any other mode.
PRESELECTING A HDG OR A TRK
PROCEDURE
If a HDG or a TRK was preselected on the ground :
PULL OUT the HDG/TRK selector knob when required
CHECK that the HDG/TRK mode is active and displayed on the FMA
When a HDG or TRK is preset, OP CLB mode will engage at the acceleration altitude. (CLB
mode is not available in HDG/TRK mode).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 5/10
FCOM ← A to B 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
NORMAL TAKEOFF PROFILE
NO FLIGHT DIRECTOR TAKEOFF
If a takeoff is initiated without FDs, the system responds as follow:
‐ There are no FD bars.
‐ There is no A/THR arming.
‐ There is no guidance available.
‐ The target speed on the PFD is that selected on the FCU or is defaulted to 100 kt.
‐ Setting the thrust levers to the CL detent does not activate A/THR.
Note: Do not engage the autothrust prior to selecting a target speed on the FCU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 6/10
FCOM C to D → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PROCEDURE
Establish initial climb of 15 °
When reaching the thrust reduction altitude (THR RED ALT):
SELECT a climb speed.
SET the thrust levers to CL detent.
ACTIVATE the autothrust.
TURN ON the FDs (basic modes engage).
SELECT appropriate mode.
Failure of both FDs after the start of takeoff:
‐ The FD bars disappear.
‐ The FCU window displays the target speed, which synchronizes on V2, or the current speed
(if it is higher).
‐ The autothrust remains armed.
‐ At thrust reduction altitude, LVR CLB flashes. If the pilot set the thrust levers to the CLB
detent, the autothrust becomes active in selected SPD mode (no FDs selected).
If the current speed is greater than the target speed, the thrust decreases.
‐ At acceleration altitude the target speed does not change, since it is selected.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 7/10
FCOM ←D 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
TAKEOFF WITH NO V2 ENTRY
If V2 is not inserted, the speed reference system (SRS) will not engage for takeoff.
5 s after lift off, V/S mode will engage. When V/S engages the current airspeed becomes the FCU
target speed.
To regain a normal speed target, the pilot must :
SELECT the appropriate climb speed on the FCU and PULL out the knob.
At ACC ALT :
PUSH the A/THR pb on the FCU.
SET the thrust levers to CL detent.
PUSH in the SPD selector knob to get a managed speed target.
TAKEOFF USING THE LOCALIZER OF THE OPPOSITE RUNWAY
If the localizer, of the ILS associated with the opposite runway, must be used for takeoff:
SELECT the RAD NAV PAGE.
ENTER the ILS IDENT.
If the ILS is in the database, the system tunes the proper frequency.
Check that the ILS front course is displayed in the CRS field.
Note: This may trigger the “RWY/ILS MISMATCH” message. Disregard it.
If the ILS is not in the database:
SET the appropriate frequency, and SET the ILS front course in the CRS field.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 8/10
FCOM E to F → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
DESELECT the LS pb on the FCU.
Since the PFD displays reverse deviation.
DESELECT the LS pb on ISIS.
Since ISIS displays LOC reverse deviation.
SELECT ROSE-ILS on one ND.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 9/10
FCOM ←F 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-30 P 10/10
FCOM 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Climb
MONITORING THE CLIMB PHASE
The PF MCDU should display the PERF CLB page allowing him to monitor the climb.
The PNF MCDU should display the F-PLN page to allow the pilot to monitor time, speed and altitude
predictions. This page also displays matched or missed information for constraints.
CHECK vertical mode CLB if NAV is engaged.
CHECK vertical mode OP CLB if HDG/TRK is engaged.
MONITORING THE ND (ROSE NAV OR ARC)
Displays the lateral and vertical paths, in the current AP/FD active modes.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 1/8
FCOM A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MONITORING THE AP/FD MODES AND FMA
If CLB mode is engaged, the flight mode annunciator (FMA) and the navigation display (ND) show
the tactical situation as follows:
CASE 1
The FCU selected altitude is set above the next altitude constraint
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 2/8
FCOM ←A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
CASE 2
The FCU selected altitude is set at the next altitude constraint
The aircraft will automatically levels off at this altitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 3/8
FCOM ←A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
To resume the climb automatically when the waypoint AAA is reached, apply the following
procedure during the level off (Position 4):
SELECT the FCU altitude to the next constraint (if any) or the cruise FL.
PUSH the FCU ALT selector knob to arm CLB mode.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 4/8
FCOM ←A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
RECOMMENDATION:
To ensure that you will not miss the next constraint, it is recommended to select the FCU
altitude to the next constraint as described above.
MONITORING THE CONSTRAINTS
SPEED, ALTITUDE and TIME constraint can be checked using MCDUs. Each constraint is
preceded by a star that indicates if the constraint is matched (magenta star) or missed (amber
star).
ALTITUDE CONSTRAINT
If an altitude constraint is predicted as missed, use the following procedure:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 5/8
FCOM ←A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
SET the FCU ALT to the next ALT CSTR
CHECK the position of the level off symbol on the ND (blue arrow) with respect to the
waypoint with the constraint.
DECREASE the target speed until the constraint is met.
SPEED CONSTRAINT
CHECK the SPD CSTR predictions on the MCDU.
A magenta or amber star (*) indicates that the aircraft will match or miss the constraint.
If the aircraft is to miss the constraint by more than 10 kt, the MCDU scratchpad displays “SPD
ERROR AT WPT ---- ”.
“CHECK WEIGHT” MESSAGE.
Refer to PRO-SUP-22-10 Other Abnormal Procedures - "CHECK WEIGHT" Message
HDG/TRK MODE ENGAGEMENT
If HDG/TRK is engaged, the guidance does not consider any F-PLN constraint. Therefore if
the flight crew disengages NAV, CLB mode reverts to OP CLB.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 6/8
FCOM ←A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
SPEED SELECTION
If a specific speed is required:
TURN and PULL the SPD selector knob. (This changes the target speed to blue on the PFD
speed scale).
Predictions on the F-PLN page assume that the speed remains selected until the next
SPD LIM or SPD CSTR, or the next phase, whichever comes first.
IMMEDIATE RETURN TO ORIGIN AIRPORT
If the SEC F-PLN has been prepared for an immediate return to the airport of origin:
ACTIVATE the SEC F-PLN.
PERFORM a DIR TO the appropriate waypoint.
If the SEC F-PLN has not been prepared for an immediate return to the airport of origin:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 7/8
FCOM ← A to B → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PERFORM a lateral revision at TO waypoint
ENTER the departure airport ident in the NEW DEST field and INSERT the temporary flight plan.
PERFORM a lateral revision at the new destination
SELECT: APPR – STAR – VIA – TRANS and INSERT
When cleared to divert:
PERFORM a DIR TO the suitable waypoint.
ENTER QNH, WIND, MDA/MDH, LDG CONF.
CHECK RAD NAV page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-40 P 8/8
FCOM ←B 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Cruise
REACHING CRUISE FLIGHT LEVEL
On reaching the cruise flight level, the flight crew should be sure that the FMA displays “- - -” in its
second column, which ensures that the aircraft is at cruise flight level and at Economy Cruise Mach
(ECON CRZ MACH).
The FMGS engages the “soft altitude” (SOFT ALT) mode 2 min after the cruise flight level is captured
and Mach stabilized. (SOFT ALT) mode allows the aircraft to deviate ± 50 ft from the target altitude
to minimize the thrust variation and reduce the fuel consumption.
If the FMA does not display "- - -" at the assigned flight level, soft altitude mode will not
engage and the predictions will be computed at the preplanned flight level. This will occur when
the ATC assigned flight level is lower than the preplanned flight level entered on the PROG
page.
If the FMA does not display "- - -" at the assigned FL (as may occur when the
ATC-assigned FL is lower than the preplanned FL selected initially):
PRESS the [PROG].
ENTER the current cruise flight level.
Note: If the current cruise flight level is above the preplanned FL, selecting the FCU updates
it automatically.
“SET SPD AUTO” (OR “SET MANAGED SPD”)
If the climb phase was flown in selected speed and if the cruise phase is planned to be
flown in managed speed (ECON MACH/SPEED) , “SET SPD AUTO” (or “SET MANAGED
SPEED”) appears on the PFD and MCDU as a reminder.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 1/16
FCOM A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PRESS the FCU speed selector knob to activate the managed Mach.
MONITORING THE NAVIGATION ACCURACY
GENERAL
On aircraft equipped with GPS PRIMARY, the navigation accuracy check is not required as long
as GPS PRIMARY is available.
Otherwise, navigation accuracy shall be checked periodically in cruise.
The PROG page displays an estimated accuracy as being high or low (center of sixth line):
‐ “HIGH” means that the FMGS estimates the FM position accurate enough to meet the EN
ROUTE criteria,
‐ “LOW” means that the pilot must compare raw data from tuned navaids with corresponding data
computed by FM and shown on the ND or MCDU PROG page. The appearance of the message
“NAV ACCUR DOWNGRAD” on the MCDU calls for a similar crosscheck.
Note: The pilot should make such a comparison periodically, even if the PROG page is
displaying “HIGH” and navaids are available: this allows him to quantify the FM position
error.
The method for checking the accuracy is explained in the SOP and in Evaluation of position
accuracy chapter (Refer to DSC-22_20-20-20 General).
A quick check is explained here below when the TO waypoint is a DME type. (VOR/DME or
VOR/TAC or DME or TAC)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 2/16
FCOM ← A to B → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
POSITION DISCREPANCY
If there is a discrepancy between the raw data position and the FM position:
PRESS the DATA key on the MCDU.
SELECT the POSITION MONITOR page.
SELECT “FREEZE”.
On the other MCDU : Select the GPS MONITOR page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 3/16
FCOM ←B 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MONITORING THE FUEL PREDICTIONS
The F-PLN and FUEL PRED pages display fuel and time predictions throughout the flight. These
predictions are meaningful if the lateral and vertical flight plan, and the entered winds are kept
accurate enough as the flight progresses.
PROCEDURE
In addition to the Fuel Management procedure described in the SOPs (Refer to
PRO-NOR-SOP-15 Cruise - Flight Progress), periodically apply the following actions:
KEEP ACCURATE FMS PREDICTIONS
Periodically UPDATE the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds).
CHECK the MIN DEST FOB value on the FUEL PRED page
The MIN DEST FOB value is computed by the FMS and by default it is equals to ALTN + FINAL.
ALTN, FINAL and MIN DEST FOB can be modified by the flight crew.
At the beginning of the CRZ phase, and/or after any change of destination or alternate airport,
check that the MIN DEST FOB value is meaningful. Otherwise, update the MIN DEST FOB value,
as appropriate.
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page
MONITOR the EFOB at destination on the F-PLN or FUEL PRED page. If necessary, ADAPT the
flight strategy.
"DEST EFOB BELOW MIN" MESSAGE
If the predicted EFOB at destination becomes less than the MIN DEST FOB value displayed on
the FUEL PRED page:
‐ The destination EFOB turns to amber on the F-PLN, FUEL PRED and PERF (CLB, CRZ, DES)
pages, and REPORT page.
‐ The “DEST EFOB BELOW MIN” amber message is displayed on the MCDU scratchpad, after
2 min (if the FMS is in CRZ or DES phase).
Note: If the flight crew has cleared the “DEST EFOB BELOW MIN” message, and if the
predicted EFOB at destination is still less than the MIN DEST FOB value, the “DEST
EFOB BELOW MIN” message will appear again at the beginning of the descent phase.
PROCEDURE
If the “DEST EFOB BELOW MIN” message is triggered on the MCDU:
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page,
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 4/16
FCOM C→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
CHECK the hypothesis used by the FMS to compute the fuel predictions,
Check that the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds) are
up-to-date, to ensure that the FMS predictions are accurate.
Check that the MIN DEST FOB fuel value is meaningful and corresponds to the planned
fuel strategy.
ADAPT the flight strategy as required.
ENTERING A STEP CLIMB OR A STEP DESCENT
The crew may use the STEP ALTS page to enter up to four geographic step points or one optimal
step (computed by the FMGS) at any waypoint of the cruise.
PROCEDURE
PRESS the PERF key.
SELECT “STEP ALTS” prompt.
The PERF PAGE displays this prompt in cruise phase. The crew may also call up the STEP ALTS
page using a vertical revision at any cruise waypoint.
ENTERING AN OPTIMAL STEP (ONLY STEP CLIMB)
WRITE a step altitude or FL into the scratchpad.
ENTER the step altitude or FL in the [1R] field.
CHECK the FUEL and TIME SAVINGS predictions on the 5L and 5R fields.
PUSH the INSERT prompt [6R] if adequate.
After insertion, the optimum step climb is updated only when the flight crew presses the UPDATE
prompt [6R].
The ND shows symbols for the start of climb (S/C) and the top of climb (T/C). The MCDU shows
the associated pseudo-waypoints.
It is possible to convert an optimum step to a geographic step by overwriting the [1L] field (see
geographic step).
When reaching the step climb pseudo-waypoint:
REQUEST climb clearance.
ADJUST the FCU altitude to the STEP ALT, and PUSH.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 5/16
FCOM ← C to D → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
ENTERING A GEOGRAPHIC STEP
WRITE a step altitude into the scratchpad.
The format is position/altitude (or FL). The position can be a waypoint or waypoint/distance to
waypoint. The waypoint/distance is an along track offset waypoint.
ENTER it in [1L] to [4L] field.
The entry of the initial geographic step point requires both a valid waypoint and altitude entries.
When a step has been entered, the flight crew may change the position and the altitude
independently. The flight crew cannot modify the position and the altitude in a single entry: To
modify both, they should modify the position first, and then the altitude.
CHECK the predictions
When reaching the step climb or descent pseudo-waypoint (S/C or S/D):
REQUEST climb or descent clearance.
ADJUST the FCU altitude to the STEP ALT, and PUSH.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 6/16
FCOM ←D→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
The DIST/TIME field may display the following messages:
‐ ABOVE MAX if the step altitude exceeds the MAX ALT.
‐ IGNORED if the start step point is less than 50 nm from the top of descent.
‐ STEP NOW when the aircraft is within 20 nm of the step point.
If the aircraft overflies the step waypoint without commencing a climb or a descent, the
system deletes the step from the vertical F-PLN automatically (a “STEP DELETED”
message is displayed on the MCDU scratchpad), and recomputes the predictions.
A step is not deleted if the FCU altitude is moved only partially towards the step altitude.
The flight phase remains “cruise” whenever a step is initiated.
Note: For an altitude restriction defined at a waypoint less than 50 nm before the top of
descent and lower than the CRZ FL, it is recommended to enter an altitude constraint
rather than a step.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 7/16
FCOM ←D 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
IMMEDIATE CHANGE OF LEVEL IN CRUISE
When the pilot changes his flight level without inserting a step:
‐ If the FCU-selected altitude is above the previous CRZ FL, the CRZ FL on the PROG page
changes to the new flight level.
‐ If the FCU-selected altitude is lower than the previous CRZ FL and if the distance to DEST is more
than 200 nm, the CRZ FL on the PROG page changes.
In that case Mach target is managed as follows:
• At the start of the descent, the Mach target is the managed Mach number at the initial cruise
flight level.
• When the aircraft reaches the new flight level, the Mach target switches either to the Mach
number for the lower CRZ FL, or to the speed for the lower CRZ FL if the aircraft reaches the
crossover altitude. This logic prevents the aircraft from exceeding VMO during descent.
‐ If the FCU-selected altitude is lower than the previous CRZ FL and the aircraft is within 200 nm of
its destination, the system activates the descent phase.
The pilot may reactivate the cruise phase by entering a new cruise flight level in the PROG page.
PREPARATION FOR DESCENT AND APPROACH
GENERAL
The preparation for descent and approach consists of :
‐ Entering PERF and WIND data
‐ Defining the lateral and vertical F-PLN
‐ Checking the tuning (auto or manual) of the appropriate navaids
After receiving the arrival information, the flight crew should use the following procedure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 8/16
FCOM E to F → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
REVISION OF LATERAL F-PLN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 9/16
FCOM ←F→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PERFORM a lateral revision at destination
SELECT an ARRIVAL
SELECT an APPROACH, a STAR, a TRANSITION, a VIA.
When the pilot selects successive items, the page are automatically sequenced. But pressing
"NEXT PAGE" key brings up the APPR and STAR page successively.
CHECK the temporary revision including the missed approach.
INSERT the temporary revision, [6R] key.
REVISION OF VERTICAL FLIGHT PLAN
CHECK that the speed and altitude constraints as displayed on the ND. (Use the CSTR
pusbutton).
ENTER any additional speed or altitude constraints using the vertical revision page.
In order not to be too fast when commencing the approach, you may insert a speed constraint at
the FAF (Final Approach Fix).
When all computations are completed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 10/16
FCOM ←F→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
REVIEW the flight plan, using the approach chart.
When the destination runway changes and if the previously selected STAR is compatible with
the new runway, the system selects it automatically in the temporary F-PLN. If the flight crew has
entered any revision or constraint on this STAR, it will not be transferred.
The pilot must reenter it in order to retain it for this approach.
ENTERING THE WINDS FOR DESCENT
Refer to DSC-22_20-30-20-25 Wind - Temperature - QNH - General.
PRESELECTING A MANAGED SPEED/MACH
As long as the descent phase is not active, the PERF DES page may either be used to select a
speed, or a Mach number, or both, to replace the optimum descent speed.
The Flight Guidance Computer then uses the entered speed, instead of the optimum speed for
computing the descent profile.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 11/16
FCOM ←F→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
When the system switches to the descent phase, it sets the MANAGED target speed to the
entered speed. From there, the speed may only be modified by using the FCU selector knob.
Once in descent phase, the pilot cannot modify the MANAGED speed again.
PROCEDURE
PRESS the PERF on MCDU.
SELECT the “NEXT PHASE” prompt.
WRITE the descent speed into the scratchpad and ENTER it.
The 3L field displays the imposed managed speed value.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 12/16
FCOM ←F→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MODIFICATION OF THE CABIN RATE
PROCEDURE
PRESS the MCDU's PERF.
WRITE the new cabin rate in the scratchpad.
ENTER it in the [4R] field.
ENTERING THE APPROACH DATA
From PERF DES page, SELECT “NEXT PHASE” [ 6R ] key to display the APPR page.
ENTER QNH, TEMP, WIND at destination (magnetic north reference), minimum in the RADIO or
BARO fields.
(The PFD displays the entered BARO or RADIO minimum value, only when the distance to
destination is less than 250 nm).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 13/16
FCOM ←F→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
CHECK and, if necessary, MODIFY
‐ LDG CONF (landing configuration),
‐ VAPP (the FM-computed value may be modified),
‐ TRANS ALT (transition altitude).
The scratchpad displays “ENTER DEST DATA” if the approach page is not completed when the
aircraft is 180 nm from destination.
SELECT “NEXT PHASE” in order to display the GO AROUND page.
CHECK and, if necessary, MODIFY the THR RED ALT and the ACC ALT.
SELECTING THE RADIO NAVAIDS
CHECK or SELECT the NAVAIDS appropriate for the approach.
For an ILS procedure, the ILS will be autotuned.
NDBs must be manually entered.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 14/16
FCOM ←F→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Note: When the destination has a VOR/DME, ENTER it manually in the VOR field. ENTER
its identifier in the BRG/DIST field of the PROG page. This allows you to perform a
permanent NAV accuracy check.
COST INDEX FOR LONG-RANGE CRUISE
The flight crew can use the table below to find an approximate Cost Index value that is calculated
for cruise at long-range cruise speed. This value is valid for CRZ FL = OPT ALT ± 1 000 ft.
CILRC
AIRCRAFT ENGINE
kg/min 100 lb/h
CFM 56-5-A1/A3 45 60
CFM 56-5-A4/A5 40 55
CFM 56-5-B1/B2/B3 65 85
CFM 56-5-B4 (A321) 65 85
CFM 56-5-B4 (A320) 55 75
CFM 56-5-B4/P 25 35
CFM 56-5-B5/B6/B7 25 35
A318/A319/A320/A321 CFM 56-5-B5/2P CFM
30 40
56-5-B6/2P CFM 56-5-B7/2P
CFM 56-5-B8/B9 15 20
PW6122/PW6124 20 30
V2500-A1 45 60
V2522-A5/V2524-A5/ V2527M-A5 50 70
V2530-A5/V2533-A5 50 70
V2527-A5/V2527E-A5 40 55
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 15/16
FCOM ←F 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-50 P 16/16
FCOM 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Descent
DESCENT INITIATION
The top of descent, displayed on the F-PLN page (T/D) and on the ND ( ), is a position that the
system calculates, assuming that the aircraft will begin its descent in DES mode with managed
speed, and that the system will guide the aircraft along the descent profile computed with all the
vertical F-PLN data (ALT CSTR, ECON or AUTO MACH/SPD, SPD CSTR, SPD LIMIT) to reach
VAPP at 1 000 ft AGL.
Note: The ND does not display the top of descent when HDG (or TRACK) mode is engaged.
PROCEDURES
When the aircraft reaches the top of descent (F/D) :
SELECT the altitude target.
PUSH the ALT selector knob. DES mode engages.
CHECK the FMA annunciators.
DESCENT MONITORING
DES MODE ENGAGED
When DES mode is engaged, NAV mode is engaged, and the system takes into account all
altitude and speed constraints.
The key parameter for monitoring the descent is the vertical deviation (VDEV) displayed on the
PFD and on the PROG page, which indicates whether the aircraft is on, above, or below the
descent profile.
PROCEDURE
SET the ATC-cleared altitude on the FCU (considering also what is the safe altitude).
If the lowest safe altitude is higher than the ATC-cleared altitude, check with ATC that this
constraint applies.
If it is confirmed, SET the FCU altitude to the safe altitude until it is safe to go to the
ATC-cleared altitude.
MONITOR vertical deviation (VDEV) on the PFD and the PROG page.
MONITOR the speed change that occurs, when the aircraft reaches a speed change symbol
(magenta ball) under managed speed.
MONITOR the FMA (ALT*, ALT CST*, ALT, ALT CST), when the aircraft reaches level symbols.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 1/12
FCOM A to B → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
If the aircraft is on the descent profile:
The aircraft is considered to be on the vertical profile, when it is within 50 ft of it. VDEV is
close to zero, and the system predicts that it will match constraints until the aircraft levels off
at the next FCU altitude.
MONITOR the predicted descent point after the next level-off.
A/THR adjusts thrust for the particular segment. The first FMA column may display “THR
IDLE” or “SPEED”.
If the aircraft is above the descent profile:
VDEV is down on the PFD and positive on the PROG page.
A/THR sets IDLE thrust and the AP increases speed by calling for down elevator. If the
aircraft reaches the upper limit of the managed speed range, the aircraft diverges and
maintains the upper limit speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 2/12
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Procedure
SELECT a descent speed higher than the upper limit when possible.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 3/12
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MONITOR the intercept symbol
When this symbol reaches the next ALT CSTR waypoint, “MORE DRAG” appears on the
PFD, indicating that speedbrakes must be extended in order to match the next altitude
constraint. This is an advisory message.
Note: When DES mode is engaged, speed brake extension will not necessarily increase
the descent rate. It does so, if the aircraft is above the profile.
If the aircraft is on or below the profile: The system will add thrust to keep the
aircraft on profile and within the speed target range.
If an altitude constraint is predicted to be missed by more than 250 ft, the vertical
revision page shows ALT ERROR at the waypoint.
If a speed constraint is predicted to be missed by more than 10 kt:
SELECT an appropriate speed.
RESUME managed speed when the aircraft is back on the descent path.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 4/12
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
If the aircraft is below the descent profile:
VDEV is up on the PFD and negative on the PROG page. The system maintains the target
speed (managed or selected speed).
MONITOR the intercept symbol ([ ]) on the ND and any leveling off at the next ALT CSTR.
If the aircraft is flying at an altitude that is higher than both the descent speed
limit altitude and the destination elevation +5 000 ft:
The FMGS maintains the V/S at -1 000 ft/min and the target speed, until the aircraft
reaches the altitude constraint or intercepts the descent profile.
If the aircraft is flying at an altitude that is lower than either the descent speed
limit altitude, or the destination elevation +5 000 ft:
The FMGS maintains the V/S at -500 ft/min and the target speed, until the aircraft
reaches the altitude constraint or intercepts the descent profile.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 5/12
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
If the rate of descent has to be increased (ATC requirement):
SELECT OP DES mode
Increase the target speed or extend the speedbrakes.
OP DES, V/S OR FPA MODE ENGAGED
‐ In either case, the aircraft is no longer guided on the descent profile and altitude constraints
are disregarded. If NAV mode is engaged the ND displays a white circle on waypoint with an
altitude constraint. If NAV mode is disengaged, the circle is removed.
‐ The PFD still shows VDEV for reference purposes.
‐ The target altitude is always the FCU selected altitude (shown in blue).
On the ND, level-off symbol is blue (no constraint). If NAV mode is engaged and the speed
target managed, speed constraints are considered.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 6/12
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
When HDG or TRK mode is engaged, vertical position may also be assessed on the ND using
the energy circle. It is displayed as a green arc oriented on the current track and centered on the
aircraft current position.
Note: Altitude and speed predictions displayed on the F-PLN page assume an immediate
return to DES mode.
PROCEDURE
SET the FCU altitude as cleared by ATC, while considering the applicable safe altitude.
If the next safe altitude is higher than the ATC-cleared altitude, check with the ATC to verify that
this constraint applies.
If confirmed, set the FCU altitude to the safe altitude, until it is safe to fly at the cleared altitude.
MONITOR the speed target, when the aircraft reaches the speed change symbol.
MONITOR the FMA ALT*, ALT, upon reaching the level symbol.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 7/12
FCOM ←B→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
When in HDG/TRK mode, MONITOR the energy circle on the ND.
The MCDU F-PLN page presents SPD/ALT constraint-matching predictions, which assume that
DES mode is immediately re-engaged.
CHECK the predictions before re-engaging DES mode (in order to resume the descent profile).
Note: VDEV is available on the PFD even in HDG mode; it is a valuable tool for monitoring
the descent, as long as crosstrack error (XTK) is less than 5 nm.
The aircraft automatically decelerates for approach, only if it flies over the DECEL
pseudo waypoint with NAV mode engaged (or LOC*, LOC).
EXPEDITE DESCENT (IF INSTALLED)
When ATC requires a rapid descent:
DEPRESS THE EXPED pushbutton
Flight guidance (FG) pitches the aircraft to acquire and maintain 0.80/340. FG orders a pitch
rate that produces no more than 0.15 g. The pilot can use this mode to initiate an emergency
descent. To resume normal descent, PUSH the ALT selection knob or engage any other vertical
mode.
MONITORING THE NAVIGATION IN THE TERMINAL CONTROL AREA
If the MCDU “AREA RNP IS XX.X” message or “PROCEDURE RNP IS XX.X” message is displayed,
the pilot will manually-entered RNP value in the REQUIRED field of the PROG page and clear or
modify it, if it is not in accordance with the RNP value specified in the area (NAV or approach chart).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 8/12
FCOM ← B to D 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
TOO STEEP PATH
“TOO STEEP PATH AHEAD” appears on the MCDU scratchpad, when the system predicts this
situation, and TOO STEEP PATH is displayed on the F-PLN page.
When the aircraft is crossing the first waypoint of a TOO STEEP PATH, the system computes a
flyable descent profile (with an idle segment). The VDEV makes a jump because it is related to a new
profile.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 9/12
FCOM E→ 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
PROCEDURE
When passing the first waypoint of the TOO STEEP PATH:
MONITOR VDEV and predictions at the next CSTR waypoint.
If required, EXTEND the speedbrakes before seeing the “MORE DRAG” message.
CONSIDER using a holding pattern, if necessary.
HOLDING PATTERN
A hold may be required during the descent, and may be manually inserted.
PROCEDURE
PRESS the F-PLN key.
SELECT the lateral revision page.
SELECT the HOLD prompt.
CHECK the HOLDING data, and MODIFY it if necessary.
CHECK the temporary flight plan and INSERT the holding pattern in it.
Note: If the holding fix is close to the DECEL pseudo waypoint and the speed is managed,
manually activate the approach phase to change the managed target speed to approach
speed (VAPP). This will avoid having an increase of speed not appropriate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 10/12
FCOM ← E to F → 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MANUAL TERMINATION
You should not use DES mode when entering a leg with manual termination. Manual termination,
which is defined as a track or a heading with no termination, is always part of a database procedure.
The computed descent flight profile may not be adequate when flying this type of leg.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 11/12
FCOM ← F to G 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-60 P 12/12
FCOM 15 FEB 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Approach
INITIAL APPROACH
UPON REACHING THE INITIAL APPROACH AREA
‐ Approach phase will activate automatically when flying over the DECEL pseudo waypoint with
NAV, LOC*, LOC, F-LOC* or F-LOC mode engaged.
‐ You will activate manually the approach phase on the PERF page if:
• HDG or TRK mode is engaged, or
• You are flying a go around, or
• An early deceleration is required
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 1/20
FCOM A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MANAGED SPEED
CHECK that managed speed is active: MONITOR the target speed.
During the approach, the autothrust limits the speed of the current configuration. (GD, S, F,
VAPP).
If ATC requires a specific speed:
SWITCH to selected speed (turn and pull the speed selector knob on the FCU).
ADJUST the aircraft configuration accordingly.
If ATC orders successive step descents down to the final approach flight path:
Use the V/S or FPA mode.
MONITOR VDEV.
NAV ACCURACY
As required by the SOP.
For Non Precision Approaches flown with the FLS function, the flight crew must check the FLS
capability.
Without installed GPS and when no DME is available for the accuracy check, use HIGH/LOW on
the PROG page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 2/20
FCOM ←A→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
In this case, consider a "HIGH" to be equivalent to a positive crosscheck.
ATC CLEARANCE
MODIFY the F-PLN, RAD NAV, and PERF APPR data to agree with the latest clearance and
landing information.
ILS/MLS/GLS/FLS APPROACH
INTERMEDIATE/FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN)
The preferred technique for flying an ILS approach is to fly a decelerated approach using the
AP/FDs, the LOC and G/S modes, A/THR in the SPEED mode, managed speed target is
recommended.
DECELERATED APPROACH
The decelerated approach technique brings the aircraft down to 1 000 ft, at VAPP. In most
cases, the interception of the final descent path is achieved with CONF 1 at S speed.
(*) The approach must be stabilized at approach speed (minimum ground speed) in the
landing configuration before reaching 1 000 ft AGL.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 3/20
FCOM ← A to B → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
APPROACH MODE ACTIVATION (LOC-G/S)
When cleared by ATC and when appropriate:
DEPRESS the APPR pushbutton to arm the APPR mode for the approach entered in the flight
plan.
Note: If a NON PRECISION approach is selected in the active flight plan and if the flight
crew manually tunes an ILS on the RAD NAV page, the MCDU and the PFD display
"CHECK APPR SELECTION". This message is a reminder to the flight crew that,
although an ILS is tuned on RAD NAV page, the available approach guidance modes
are APP NAV-FINAL when the APPR pushbutton is pressed in on the FCU.
The FCU APPR pushbutton arms or engages LOC and G/S modes, if:
‐ An ILS approach is entered in the flight plan, or
‐ No approach, or only a runway, is entered in the flight plan, and an ILS is manually-tuned on
the RAD NAV page, or
‐ Both RMPs are set to NAV, and an ILS is selected.
AUTOLAND
CHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILS
approach.
MONITOR the radio automatic callout.
At 350 ft RA:
CHECK that “LAND” is displayed on the FMA.
CHECK ILS course.
If LAND is not displayed or if the ILS course is not correct, do not perform an autoland. The
flight crew should perform a go-around, if visual references are not sufficient.
Between 50 and 40 ft RA:
CHECK that “FLARE” is displayed on the FMA.
At approximately 30 ft RA:
CHECK that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust toward
IDLE.
At 10 ft, “RETARD” callout comes up:
MOVE the thrust levers to IDLE.
Autothrust disconnects.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 4/20
FCOM ←B→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
At touchdown:
CHECK that “ROLL OUT” appears on the FMA.
Note: In the case of tailwind during an automatic rollout, it is recommended to use manual
braking without delay or automatic braking for an optimised runway centerline
tracking.
At the end of the Rollout:
Disconnect the autopilot.
If the flight crew does not disconnect the AP at the end of the rollout, and uses the nosewheel
steering handwheel to taxi the aircraft off the runway, the following will occur:
‐ The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering
handwheel is released and the aircraft heading is less than 20 ° off the runway centerline.
‐ The AP will automatically disconnect, if the aircraft heading is 20 ° or more off the runway
centerline.
MANUAL LANDING
At DH:
DISCONNECT the APs. SPEED mode remains engaged.
At 20 ft “RETARD” automatic call out comes up:
MOVE the thrust levers to IDLE if they are not there already. (The A/THR disconnects).
At touch down:
“ROLL OUT” appears on the FMA and the yaw bar comes up on the PFD.
Note: The retard call out is only a reminder when a manual landing is performed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 5/20
FCOM ←B→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
STANDARD ILS AUTOMATIC APPROACH
EARLY SELECTION OF APPROACH MODE LOC-G/S
Pressing the APPR pushbutton arms LOC and G/S.
When the aircraft is above 5 000 ft AGL, the Radio altimeter signals may not be valid. As long as
the Radio altimeter signals are invalid, the FMA displays CAT 1.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 6/20
FCOM ←B→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
When the aircraft is cleared for an ILS/MLS /GLS approach:
PRESS the APPR pb on the FCU.
When the aircraft is below 5 000 ft AGL:
Check that the FMA displays the correct capability for the intended approach.
GLIDESLOPE INTERCEPTION FROM ABOVE
If the aircraft is above the glideslope, the system will not capture the G/S automatically.
The pilot must bring the aircraft onto the glideslope beam, and select an appropriate V/S to
intercept it. Refer to PRO-NOR-SOP-18-C Approach using LOC G/S Guidance - General.
DATA LOCK
When the aircraft reaches 700 ft 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 pilot 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 ft RA, LAND mode engages. The flight crew can only disengage
this mode by engaging the GO AROUND mode.
USE OF RMPS FOR ILS/DME
If both FMGCs fail, the flight crew can use the RMPs (Radio Management Panels 1 and 2) for
back up tuning. Either RMP controls ILS. Prior to select an ILS frequency on one of the RMPs, the
flight crew has to select “NAV” button from RMP 1 and RMP 2.
If the ILS has a DME, the PFD will not display the DME distance. In this situation, the flight crew
will fly without DME information. If necessary, increase the Decision height (DH) accordingly.
LOCALIZER (LOC) BEAM CAPTURE
The flight crew must always monitor the capture of a LOC beam. During this evolution, the PFD
and ND must indicate that associated deviation indications move toward the centre of the scale.
To avoid performing a false capture, the flight crew must be careful not to arm the LOC too early.
The following graph shows the angle of interception versus distance to the runway threshold that
ensures that the aircraft will not overshoot the axis by more than one and a half dot.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 7/20
FCOM ←B→ 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
The capture begins when the deviation is two dots or less. It is programmed to line the aircraft up
on the beam with a single overshoot, even if the intercept angle is large.
Note: ICAO requires LOC beam to ensure a normal capture within 10 nm and plus or minus
35 ° from the course centerline. Some ILS systems just meet the requirement and are
subject to false capture outside these limits.
SWITCHING FROM NON ILS TO ILS APPROACH
If an ILS approach is possible when a non ILS was previously scheduled, use one of the following
procedures:
USE OF SECOND FLIGHT PLAN
Use a secondary flight plan to prepare the alternate ILS approach, time permitting.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 8/20
FCOM ← B to C → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
COPY the ACTIVE flight plan.
REVISE the ARRIVAL: insert the ILS approach and the applicable STAR/VIA.
On the RAD NAV page, TUNE in the ILS manually.
REVISE the PERF APPR page.
CHANGE OF THE CLEARANCE
ATC changes the clearance from the non-ILS to the ILS approach.
If a secondary flight plan has been prepared:
ACTIVATE the SEC F-PLN and adjust.
Follow subsequent standard procedures.
If a secondary flight plan has not been prepared:
REVISE the ARRIVAL on the primary F-PLN, inserting the ILS approach.
REVISE the PERF APPR page.
Follow subsequent standard procedures.
CAUTION If the pilot decides to fly the ILS approach without revising the arrival of the
primary flight plan (a non ILS approach is in the F-PLN), LOC and G/S modes
will not be available when he presses the APPR pushbutton.
Consequently, he should:
• Manually TUNE in the ILS on the RAD NAV page: CHECK that the
"CHECK APPR SELECTION" message comes up.
• Press the ILS pushbutton and select ROSE ILS on the EIS CONTROL
panel.
• Use HDG, V/S or TRK, FPA modes to fly the ILS.
TASK SHARING DURING CAT I, CAT II AND CAT III APPROACH AND LANDING
LIM-22-20 section of this FCOM provides all limitations regarding CAT I, CAT II, and CAT III
approaches and landings. This includes precautions to be taken when performing autoland on CAT I
ILS beam with good visibility.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 9/20
FCOM ← C to D → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Anytime a precision approach is performed the PNF must announce that a flight parameter is being
exceeded, if:
‐ During glide beam capture:
• Pitch attitude becomes less than -2.5 ° or greater than +10 ° (nose up).
• Vertical speed exceeds +500 ft/min or -1 250 ft/min.
‐ During final approach:
• Speed goes below speed target - 5 kt or above speed target + 10 kt ( “SPEED”)
• Pitch attitude goes below -2.5 ° or above 10 ° (“PITCH”)
• Bank angle becomes greater than 7 ° (“BANK”)
• Descent rate becomes greater than 1 000 ft/min (“SINK RATE”)
• There is too much LOC or GLIDE deviation (“LOCALIZER” or “GLIDE”).
If the flight crew suspects that autopilot guidance is not effective, they should:
‐ Use the instinctive disconnect pushbutton to disconnect the autopilot, or
‐ Perform an automatic go-around.
The flight crew may perform a CAT II/CAT III approach, if:
‐ The FMA displays the corresponding category
‐ The required systems and functions are operative
‐ The airport is approved for the intended operations
‐ They are qualified to perform the specific approach.
CAT III APPROACH
AUTO CALL OUT RA is mandatory.
A/THR in SPEED MODE is mandatory.
Note: AUTO CALL OUT is not mandatory for CAT 2 approach: The PNF may perform this
function.
TASK SHARING FOR CAT I APPROACH (OR BETTER)
PF PNF
•At 350 ft AGL (or RA)
Check ILS course on PFD
″LAND″ when displayed on FMA
•At Decision Altitude (or Decision height, if QFE is used) +100 ft
Monitor auto callout or announce “ONE HUNDRED ABOVE” (1)
•At Decision Altitude (or Decision Height, if QFE is used)
Monitor auto callout or announce “MINIMUM” (1)
•If external visual references are sufficient
″CONTINUE″
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 10/20
FCOM ← D to E → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Continued from the previous page
PF PNF
•If automatic landing not performed
Disconnect the APs and perform the landing
Monitor auto callouts or announce as appropriate:
300 ft
200 ft
100 ft
50 ft
30 ft
20 ft
10 ft
At ″RETARD″ annunciation, retard thrust levers to IDLE
if not yet performed
•If automatic landing performed
Refer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown
•If external visual references are not sufficient
″GO AROUND, FLAPS″ and execute
(1)
‐ CAT I minimum (DH or DA) is always BARO-referenced and must be entered in the BARO field of the PERF APPR
page.
‐ Pin programming enables operators to select the required callouts.
TASK SHARING FOR CAT II APPROACH
PF PNF
•At 350 ft RA
Check ILS course on PFD
Commence outside scanning
″LAND″ when displayed on FMA
•At Decision Height +100 ft
Monitor auto callout or announce ″ONE HUNDRED ABOVE″
•At Decision Height
Monitor auto callout or announce ″MINIMUM″
•If external visual references are sufficient
″CONTINUE″
•If Automatic landing not performed
Disconnect the AP's and perform the landing
Monitor auto callouts or announce as appropriate:
200 ft
100 ft
50 ft
30 ft
20 ft
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 11/20
FCOM ← E to F → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Continued from the previous page
PF PNF
At ″RETARD″ annunciation, retard thrust levers to IDLE 10 ft ″RETARD″ auto callout (1)
if not yet performed
•If Automatic landing is performed
Refer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown
•If external visual references are not sufficient
″GO-AROUND, FLAPS″ and execute
(1) “RETARD” auto callout comes up at 10 ft if LAND mode is engaged with one or two APs engaged. Otherwise it is
announced at 20 ft.
TASK SHARING FOR CAT III APPROACH WITH DH
PF PNF
•At 350 ft RA
Check ILS course on PFD
Commence outside scanning
″LAND″ when displayed on FMA
•At Decision Height +100 ft
Monitor auto callout ″HUNDRED ABOVE″
•At Decision Height
Monitor auto callout ″MINIMUM″.
•If external visual references are sufficient
″CONTINUE″
•At 40 ft RA
Check FLARE on FMA and announce
•At 30 ft RA
Monitor thrust reduction and flare by flight instruments Monitor auto callouts
•At 10 ft RA
Auto callout ″RETARD″
RETARD both thrust levers to IDLE Monitor engines parameters
Monitor lateral guidance by external reference
•At TOUCH DOWN
Check ROLL OUT on FMA and announce
Select and control reverse thrust Check spoilers extension, reverse green, deceleration and
announce
Announce 70 kt
Disengage the APs at the end of the Roll out (when leaving
the runway at the latest)
•If external visual references are not sufficient
″GO-AROUND, FLAPS″ and execute
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 12/20
FCOM ← F to G 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
TASK SHARING FOR CAT III APPROACH/LANDING WITHOUT DH
PF PNF
•At 350 ft RA
Check ILS course on PFD
″LAND″ when displayed on FMA
•At 100 ft RA
If no failure is detected, ″CONTINUE″ Monitor auto callout (1)
•At 40 ft RA
Check FLARE on FMA and announce
•At 30 ft RA
Monitor thrust reduction and flare by flight instruments Monitor auto callout (1)
•At 10 ft RA
AUTO CALL OUT ″RETARD″
RETARD both thrust levers to IDLE Monitor engines parameters
Monitor lateral guidance by external reference
•At TOUCH DOWN
CHECK ROLL OUT on FMA and announce
Select and control reverse thrust Check spoilers extension, reverse green, deceleration and
announce
Announce 70 kt
Disengage the APs at the end of the Roll out (when leaving
the runway at the latest)
(1) In case of CAT III without DH, the pilot should enter “NO” in the DH field of the MCDU to avoid false “HUNDRED
ABOVE” or “MINIMUM” auto callouts which would not be applicable.
LANDING CATEGORIES
Each FMGC computes its own landing category : CAT1, CAT2, CAT3 single, and CAT3 dual and
displays the corresponding landing category on the FMAs.
Each category depends upon the availability of aircraft systems and functions.
When the landing capability downgrades, a triple click aural warning is activated.
FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-operational if, in the event of a failure below alert height, the
remaining part of the automatic system allows the aircraft to complete the approach, flare, and
landing. A CAT 3 DUAL system is a fail-operational automatic landing system.
Note: In the event of a failure, the automatic landing system operates as a fail-passive system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-NOR-SRP-01-70 P 13/20
FCOM H to I → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
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. A CAT3 single system is a fail-passive automatic landing system.
Note: With a fail-passive automatic landing system the pilot assumes control of the aircraft after
a failure.
Below 100 ft (radio altimeter), the FMGS freezes the landing capability until LAND mode is
disengaged or both APs are off.
Therefore a failure occurring below 100 ft does not change the category of the system.
ALERT HEIGHT
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 occurred 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.
WARNINGS FOR ILS APPROACH
AUTOLAND WARNING
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND red
light appears on the glareshield when the aircraft is below 200 ft RA and one of the following
events occurs:
‐ The autopilots are lost, or
‐ The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
‐ Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers).
‐ The difference between both radio altimeter indications is greater than 15 ft.
When the Autoland light comes on, Autoland must be discontinued (Refer to
PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft During A CAT II Approach,
Refer to PRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT
III WITH DH,
Refer to PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft for CAT III without
DH).
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FCOM ← I to J → 11 DEC 13
PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
WARNING OF EXCESSIVE BEAM DEVIATION
This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurs
whenever:
‐ G/S deviation is greater than 1 dot (above 100 ft RA).
‐ LOC deviation is greater than 1/4 dot (above 15 ft RA).
WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"
Any downgrading in the aircraft’s capability for automatic approach and landing sounds a
triple-click aural warning.
FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS
The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton has
been pressed green). LOC and G/S scales disappear from the PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged
‐ The AP disengages.
‐ The FD reverts to its HDG-V/S or TRK-FPA modes.
FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN CAPTURED)
‐ The corresponding index is lost.
‐ The LOC and G/S scales flash.
‐ The corresponding FD bar flashes.
Above 200 ft RA, if the transmitter failure lasts less than 7 s, the FMA retains the LOC and G/S
modes (or the LAND mode) and the APs are able to regain these modes. If the failure lasts
longer than 7 s, the AP disengages and the FD reverts to its basic modes. Below 200 ft RA, if
the transmitter failure occurs, the AUTOLAND warning appears, indicating that the crew must
perform a GO AROUND (if insufficient visual references) with one or 2 APs engaged.
FAILURES AND ASSOCIATED ACTIONS ABOVE 1 000 FT FOR CAT II OR CAT III
FAILURE
ACTION TO BE PERFORMED
(for multiple failures, the LANDING CATEGORY
ABOVE 1 000 ft
most limiting applies)
ONE ENGINE OUT Complete ECAM procedure. CAT III SINGLE
LANDING CAPABILITY DECREASE Try to recover As displayed on FMA
LOSS OF A/THR Switch AP, and try to reengage
CAT II
(if A/THR not recovered)
NOSE WHEEL STEERING CAT III SINGLE
(DH = 50 ft)
Disengage AP at touch down
Continued on the following page
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Continued from the previous page
FAILURE
ACTION TO BE PERFORMED
(for multiple failures, the LANDING CATEGORY
ABOVE 1 000 ft
most limiting applies)
ANTI SKID CAT III SINGLE
Disengage AP at touch down
AMBER "CHECK ATT" ON TWO Check with standby horizon, use switching
PFDs to recover (no switching below 1 000 ft)
AMBER "CHECK HDG" ON TWO Check with standby compass, use
switching to recover (no switching below CAT III SINGLE
PFDs AND TWO NDs (if the warning disappears)
1 000 ft)
CAT I
RED "HDG" ON ONE PFD AND ONE
(if not)
ND Use switching to recover (no switching
RED "ATT" ON ONE PFD below 1 000 ft)
RED "SPD" ON ONE PFD
"INVALID DATA" ON ONE PFD AND Use switching to recover (no switching
CAT III DUAL (if the
ONE ND diagonal line disappears)
below 1 000 ft)
CAT I (if not)
RED "RA" ON TWO PFDs CAT I
AP and FD not available (minimum RVR
as per regulation)
SLATS/FLAPS FAILURE (LESS THAN CAT I
CONF 3) Disengage AP at
or above 500 ft
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT DURING A CAT II APPROACH
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT III WITH DH
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT FOR CAT III WITHOUT DH
BACK-COURSE LOCALIZER APPROACH - PROCEDURE
The pilot must fly a back-course localizer approach with the ND in its ILS rose mode.
PROCEDURE
PRESS the RAD NAV key.
ENTER the ILS IDENT.
If the ILS is in the database, the system tunes the proper frequency and the front course.
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Note: This may trigger the “RWY/ILS MISMATCH” message. Disregard it.
If the ILS is not in the database:
SET the appropriate frequency and SET the FRONT CRS in the CRS field.
On the EFIS control panel, SELECT the ILS ROSE mode.
The display shows the correct LEFT/RIGHT information for the beam deviation.
CAUTION DO NOT select ILS via the LS pushbutton: Doing so makes the PFD show
reverse deviations.
DO NOT arm the LOC or APPR modes.
DO NOT select the LS pushbutton on ISIS, since it displays the LOC
deviations in the wrong sense.
The flight director may be used with the TRK-FPA or HDG-V/S modes.
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Go-Around
MONITORING THE GO-AROUND
Engage the GO-AROUND phase and GO-AROUND modes by setting the thrust levers to the TOGA
position, if at least CONF1 is selected.
When the GO-AROUND phase is engaged, the previously-flown approach is automatically strung
back into the flight plan at the end of the missed approach procedure.
In the GO-AROUND phase, the system makes no predictions. Consequently, CLB and DES modes
are not available, and the flight crew must monitor constraints.
When the aircraft leaves the GO-AROUND phase, all predictions and modes become available
again. During a GO-AROUND phase, the managed speed is Green Dot.
HEADING/TRACK PRESET FUNCTION IN GO-AROUND PHASE
The flight crew can use the heading/track preset, when LOC*, LOC, LAND, FINAL or GA is
engaged.
SET the appropriate heading, or track value, in the window of the FCU.
When necessary, PULL the HDG/TRK selection knob to engage the mode on the preset value.
GO-AROUND PROFILE
WITH FD ON:
Apply SOP procedures
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
MISSED APPROACH: TRY AGAIN
If the pilot intends to fly another approach to the destination:
‐ The flight plan has all the necessary data for the missed approach
‐ Green Dot is the target speed.
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
When cleared by the ATC to follow the missed approach procedure:
ENGAGE NAV mode, or
TURN and PULL the HDG selector knob to set a heading
HDG, or TRK, or NAV modes can only be engaged above 100 ft.
When entering the initial approach area:
Activate the approach phase on the MCDU's PERF GO AROUND page
If the APPR phase is not activated:
‐ Managed approach speed will not be available
‐ The system will not furnish predictions
‐ BARO/RADIO minima displays will not appear on the PFD.
MISSED APPROACH: DIVERT
If the crew decides to divert to the alternate:
ENABLE ALTN, preferably at the TO waypoint.
When cleared to a waypoint:
PERFORM a DIRECT TO.
The system automatically reverts to CLB phase, and modifies the target speed from Green Dot
to initial speed.
The system automatically sets the CRZ FL to the defaulted alternate CRZ FL (FL 220 or 310),
and retains the previous cost index.
The pilot may adjust these as necessary.
Note: Diversion may also be initiated by entering a NEW DEST in the LAT REV page at the
TO waypoint, or by using the secondary F-PLN, if prepared. Refer to DSC-22_20-60-30
General.
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PROCEDURES
NORMAL PROCEDURES
A318/A319/A320/A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
TASK SHARING DURING A GO-AROUND
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PROCEDURES
SPECIAL OPERATIONS
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-SPO-20 Flight Without Cabin Pressurization
General.....................................................................................................................................................................A
OXYGEN REQUIREMENTS....................................................................................................................................B
FLIGHT PLANNING AND EXECUTION................................................................................................................. C
Systems................................................................................................................................................................... D
Performance Data....................................................................................................................................................E
Flight Planning from Brake Release to Landing......................................................................................................F
Ground Distance/Air Distance Conversion..............................................................................................................G
PRO-SPO-25 Flight with Gear Down
PRO-SPO-25-10 General
GENERAL................................................................................................................................................................ A
PRO-SPO-25-20 Limitations
LIMITATIONS...........................................................................................................................................................A
PRO-SPO-25-30 Procedures
PREFLIGHT............................................................................................................................................................. A
ABN AND EMER PROCEDURES...........................................................................................................................B
PRO-SPO-25-40 Performance
GENERAL................................................................................................................................................................ A
Second Segment Gradient Condition......................................................................................................................B
Final Takeoff Condition........................................................................................................................................... C
En Route Condition................................................................................................................................................. D
Go Around Performance..........................................................................................................................................E
Flight Planning......................................................................................................................................................... F
Climb........................................................................................................................................................................G
Cruise.......................................................................................................................................................................H
Descent......................................................................................................................................................................I
Race Track Holding Pattern.....................................................................................................................................J
En Route Net Flight Plan........................................................................................................................................ K
Gross Ceilings at Long Range and Green Dot Speeds - One Engine Out............................................................. L
PRO-SPO-30 High Altitude Operations
Operation Above 8 000 ft........................................................................................................................................A
PRO-SPO-35 Flight Over Mountainous Area
INTRODUCTION......................................................................................................................................................A
Engine Failure..........................................................................................................................................................B
DEPRESSURIZATION.............................................................................................................................................C
CONCLUSION......................................................................................................................................................... D
Continued on the following page
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-SPO-40 Extended Range Operations
PRO-SPO-40-10 General
General.....................................................................................................................................................................A
PRO-SPO-40-20 Operational Limitations
Definitions.................................................................................................................................................................A
AREA OF OPERATION...........................................................................................................................................B
PRO-SPO-40-30 Dispatch Consideration
MMEL....................................................................................................................................................................... A
ETOPS Fuel Scenarios........................................................................................................................................... B
ETOPS Critical Fuel Reserves................................................................................................................................C
ETOPS Fuel Requirements.....................................................................................................................................D
Weather Minima.......................................................................................................................................................E
PRO-SPO-40-40 Diversion During Extended Range Operations
DIVERSION DECISION MAKING........................................................................................................................... A
DIVERSION PERFORMANCE DATA..................................................................................................................... B
GUIDELINES FOR DIVERSION PROCEDURE..................................................................................................... C
PRO-SPO-40-50 Procedures
GENERAL................................................................................................................................................................ A
COCKPIT PREPARATION...................................................................................................................................... B
ABN and EMER Procedures...................................................................................................................................C
PRO-SPO-40-60 Performance
General.....................................................................................................................................................................A
MAXIMUM DIVERSION DISTANCE....................................................................................................................... B
ETOPS Fuel From Critical Point to Landing - All Engines - Cruise at LRC............................................................C
ETOPS Fuel From Critical Point to Landing - One Engine Out - Cruise at 350kt.................................................. D
ETOPS Fuel From Critical Point to Landing - One Engine Out - Cruise at 320kt...................................................E
ETOPS Fuel requirement from Critical Point to Landing - Example....................................................................... F
PRO-SPO-45 Engine Intermix Operations
Engine Intermix Type 1........................................................................................................................................... A
Engine Intermix Type 2........................................................................................................................................... B
Continued on the following page
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-SPO-50 Reduced Vertical Separation Minimum (RVSM)
General.....................................................................................................................................................................A
Operational Approval............................................................................................................................................... B
Required Equipment/Functions for RVSM.............................................................................................................. C
Procedures...............................................................................................................................................................D
PRO-SPO-51 Required Navigation Performance (RNP)
General.....................................................................................................................................................................A
BRNAV in European Airspace.................................................................................................................................B
RNP-4 or RNP-10 in Oceanic or Remote Areas.................................................................................................... C
P-RNAV/RNP-1 Terminal Procedures.....................................................................................................................D
RNP AR Operations................................................................................................................................................ E
PRO-SPO-60 Operations on Narrow Runways
General.....................................................................................................................................................................A
LIMITATIONS...........................................................................................................................................................B
PROCEDURES........................................................................................................................................................C
Performance.............................................................................................................................................................D
PRO-SPO-65 Operations at QNH Above 1050 hPa
General.....................................................................................................................................................................A
Consequences......................................................................................................................................................... B
Procedures...............................................................................................................................................................C
PRO-SPO-85 ILS PRM Approach
General.....................................................................................................................................................................A
Requirements........................................................................................................................................................... B
Breakout Procedure.................................................................................................................................................C
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SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
GENERAL
Flight without cabin pressurization can result of:
‐ Dispatch under MEL
‐ Departure following a structural damage
‐ Depressurization in flight
The flight crew must decide the flight level and the airspeed depending on:
‐ The cause of the depressurization
‐ The distance to fly
‐ The topographic conditions
‐ The meteorological conditions, and
‐ The passengers on board the aircraft.
Revenue flight is permitted without cabin pressurization, provided that the oxygen requirements
below are achieved.
OXYGEN REQUIREMENTS
CREW MEMBERS
See FAR 121.329 or JAR-OPS 1.770
PASSENGERS
For flight at cabin pressure altitudes above 10 000 ft, up to and including 14 000 ft, there must be
enough oxygen to supply 10 % of the passengers for the flight at those altitudes that lasts more
than 30 min.
For flight at cabin pressure altitudes above 14 000 ft, up to and including 15 000 ft, there must be
enough oxygen for 30 % of the passengers.
For flight at cabin pressure altitudes above 15 000 ft, there must be enough oxygen for all
passengers.
FLIGHT PLANNING AND EXECUTION
ALTITUDE
Flight route planning should consider the above-stated restriction in cabin altitude. If cabin
altitude exceeds 9 550 ± 350 ft, the EXCESS CAB ALT warning on the ECAM will be activated.
When above 14 000 ft, the passenger oxygen masks will drop automatically. Therefore, the
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
recommended maximum altitude for prolonged flight is FL 100. The minimum altitude should be
selected by respecting :
‐ The Minimum Safe Altitude (MSA),
‐ Turbulence, which is uncomfortable for passengers and,
‐ Low Outside Air Temperature (OAT), which can be uncomfortable for passengers when the
cabin is ventilated by ram air only.
AIRSPEED
If decompression is due to structural damage, consider airspeed reduction. Use slats and flaps, as
necessary, to establish low speed conditions. In addition, turbulent conditions are uncomfortable
for passengers, and gust response should be minimized by reducing airspeed.
CLIMB AND DESCENT RATE
Takeoff must be performed normally, and the rate of climb must be limited to about 500 ft/min, to
ease the pressure change felt by passengers and crew.
Likewise, the rate of descent must be limited to about 1 000 ft/min, except for the final approach
which must be performed normally. Notify the ATC of any performance deficiency by a remark in
the flight plan.
EMERGENCY DESCENT IN CASE OF RAPID DEPRESSURIZATION
In the event of depressurization, oxygen is supplied to passengers through an individual mask.
The capacity of the units is such that the aircraft must descend and remain below the following
profile.
SYSTEMS
FAILURE OCCURRING IN FLIGHT
Apply the abnormal and emergency procedures required by ECAM.
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
FAILURE PRESENT AT DISPATCH
If flight with both packs inoperative:
PACK 1 and 2.......................................................................................................................OFF
RAM AIR................................................................................................................................. ON
Note: If the "AVIONICS SMOKE" procedure has to be applied, the following flight time
limitations have to be considered to protect the avionic equipment :
At ISA +40 : 0.5 h
At ISA +30 : 1.5 h
At ISA +20 : 4 h
At ISA +10 and below : No limitation.
MAX FL.....................................................................................................................100 or MSA
Between FL 80 and FL 150, oxygen must be provided for 2 % of the passengers. This is
provided by the portable oxygen system. When it is no longer available, descend to FL 80. For
performance at FL 80/250 kt : Use data for FL 100/LRC (Refer to PER-CRZ-CRT-30 LONG
RANGE CRUISE - ISA) and increase fuel consumption by 6 %.
If both CAB PRESS systems are inoperative, or if there is structural damage:
TEST OF THE MANUAL OPERATION OF THE OUTFLOW VALVE ON GROUND:
PACK 1 pb-sw and PACK 2 pb-sw...................................................................................... OFF
OUTFLOW VALVE FULLY OPEN...................................................................................CHECK
Check that the outflow valve is fully open on the CAB PRESS SD page
RPCU CB (X23 ON 122VU)............................................................................................... PULL
MODE SEL pb......................................................................................................................MAN
MAN V/S CTL......................................................................................................................... DN
Check that the outflow valve is fully closed on the CAB PRESS SD page
MAN V/S CTL..........................................................................................................................UP
Check that the outflow valve is fully open on the CAB PRESS SD page
MODE SEL pb....................................................................................................................AUTO
RPCU CB (X23 ON 122VU).............................................................................................. PUSH
PACK 1 pb-sw and PACK 2 pb-sw........................................................................................ ON
MAX FL.....................................................................................................................100 or MSA
Between FL 80 and FL 150, oxygen must be provided for 2 % of the passengers. This is
provided by the portable oxygen system. When it is no longer available, descend to FL 80. For
performance at FL 80/250 kt : Use data for FL 100/LRC (Refer to PER-CRZ-CRT-30 LONG
RANGE CRUISE - ISA) and increase fuel consumption by 6 %.
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FCOM ←D→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
TAKEOFF
Limit the aircraft's rate of climb to about 500 ft/min.
If both CAB PRESS systems are inoperative, or if there is structural damage:
WHEN IN CLEAN CONFIGURATION:
MODE SEL pb........................................................................................................... MAN
V/S CTL sw....................................................................................................... AS RQRD
Use V/S CTL pb to set the outflow valve opening to 50 %.
OUTFLOW VALVE HALF OPEN.......................................................................... CHECK
The outflow valve opening is limited to 50 %, to prevent the cabin air suction effect.
CLIMB
Note: The EXCESS CAB ALT warning may occur.
Use the ECAM CLR pb to clear the warning.
DESCENT
Limit the aircraft's rate of descent to about 1 000 ft/min. Perform the final approach normally.
PERFORMANCE DATA
The following table enables the fuel consumption and the time needed from takeoff to landing to be
determined in case of flight without cabin pressurization.
The table is established for :
‐ Takeoff
‐ Climb from 1 500 ft at 250 kt
‐ Long range cruise speed at FL 100
‐ Descent to 1 500 ft at 250 kt
‐ Approach and landing : IMC procedure 120 kg or 260 lb (6 min)
‐ ISA temperature
‐ CG = 25 %
‐ Normal air conditioning
‐ Anti ice OFF
The table (Refer to PRO-SPO-20 Ground Distance/Air Distance Conversion) gives the conversion
from ground distance to air distance
Following tables have been calculated using databases for CFM 56–5–B /P. If the engines fitted on
the aircraft are not /P, the fuel consumption has to be increased by 3 %.
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
Note: For each degree Celcius above ISA temperature apply a correction of 0.01 (kg/°C/NM) or
0.022 (lb/°C/NM).
FLIGHT PLANNING FROM BRAKE RELEASE TO LANDING
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITHOUT CABIN PRESSURIZATION
OPERATING MANUAL
GROUND DISTANCE/AIR DISTANCE CONVERSION
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - GENERAL
OPERATING MANUAL
GENERAL
This Chapter applies to dispatch with landing gear down. However, the limitations and inflight
performance also apply in case of an inflight landing gear retraction failure.
Revenue flight is permitted, with the landing gear down and the gear doors closed, in the conditions
stated below.
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SPECIAL OPERATIONS
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FLIGHT CREW FLIGHT WITH GEAR DOWN - GENERAL
OPERATING MANUAL
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PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - LIMITATIONS
OPERATING MANUAL
LIMITATIONS
‐ Do not fly into expected icing conditions.
‐ Ditching with the landing gear down has not been demonstrated.
‐ Disregard FM fuel predictions. Other predictions should also be disregarded (altitude, speed and
time), except time predictions at waypoints when in cruise.
‐ Do not use managed speed (except in approach) and CLB and DES autopilot modes.
‐ ALTITUDE ALERT is not available.
‐ Select TCAS "TA only" mode.
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SPECIAL OPERATIONS
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FLIGHT CREW FLIGHT WITH GEAR DOWN - LIMITATIONS
OPERATING MANUAL
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PROCEDURES
SPECIAL OPERATIONS
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FLIGHT CREW FLIGHT WITH GEAR DOWN - PROCEDURES
OPERATING MANUAL
PREFLIGHT
VMO/MMO with the landing gear down is 235 kt/M .60. In the avionics compartment, on 188 VU, the
VMO-MMO switch must be set to the "L/G DOWN" position.
ABN AND EMER PROCEDURES
FLIGHT CONTROLS
Failure cases, which would normally lead to ALTN law, will degrade F/CTL laws down to DIRECT
law, if the landing gear is extended.
FAILURE OF BOTH ENGINES
When both engines are failed, to ease the handling of all the different ECAM procedures resulting
from this all engine flame out situation, it is recommended to use the ENG DUAL FAILURE QRH
paper procedure, and if time permits, to clear the ECAM.
Follow all the steps of the QRH paper procedure, except those that are modified by the procedure
below :
If APU is not available
‐ Attempt an APU start
‐ . If APU start is unsuccessful, a windmilling relight can be performed, as long as the speed
is above 300 kt (corresponding N2 above 12 %). In this case, increase the aircraft speed
and disregard VMO warning.
If APU is available : perform an assisted relight, when below FL 200.
‐ Flight controls are in direct laws. Use manual pitch trim as necessary (not indicated on PFD
if APU GEN not available).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-30 P 1/2
FCOM A to B 03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PROCEDURES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-30 P 2/2
FCOM 03 APR 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
GENERAL
Consider the increase in drag to determine the takeoff weight and fuel consumption.
CONF 1 + F is the recommended takeoff configuration.
Note: Takeoff with tail wind is not recommended.
Penalties on takeoff performance affect second segment gradient condition, final takeoff condition
and en-route conditions. The takeoff weight to be retained is the most limiting of these three
conditions.
SECOND SEGMENT GRADIENT CONDITION
The RTOW charts or the quick reference tables give the basic information for normal takeoff. To
simplify, a constant weight reduction is applied whatever the limitation. This weight reduction covers
the most critical case presented for flying over an obstacle.
Takeoff configuration 1+F 2 3
Weight reduction 22 % 19 % 19 %
METHOD
Use the RTOW chart or the quick-reference tables to define the maximum takeoff weight for the
conditions on the airport (temperature, pressure, wind, runway...), then apply the above weight
reduction.
FINAL TAKEOFF CONDITION
The final takeoff speed is VLS.
Use the graph below to determine the maximum takeoff weight associated with the final takeoff
condition. This graph is established for 25 % CG location.
In case of forward CG the weight must be decreased by 400 kg (900 lb).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 1/10
FCOM A to C → 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
EN ROUTE CONDITION
Retain the lowest weight according to the most limiting condition (second segment or final takeoff).
Use the en route net flight path (Refer to PRO-SPO-25-40 En Route Net Flight Path) to check that in
case of engine failure the aircraft can clear the terrain on the route by 1 000 ft (climbing) or 2 000 ft
(descending). If necessary, reduce the takeoff weight. Read the speeds corresponding to this weight
in the RTOW chart or in the quick reference tables.
GO AROUND PERFORMANCE
Refer to PER-GOA-GEN GENERAL for go-around requirements.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 2/10
FCOM ← C to E → 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
Further decrease the basic limiting weight by 15 %.
FLIGHT PLANNING
Note: The performance tables are established at ISA. For each degree Celsius above ISA
temperature and per NM of air distance apply a fuel correction of 0.05 kg/°C/NM
(0.11 lb/°C/NM).
CLIMB
Climb at 230 kt/M 0.50 with both engines at maximum climb thrust. The table (Refer to
PRO-SPO-25-40 Climb) gives the time, distance and fuel consumption according to takeoff weight.
CRUISE/DESCENT
The recommended cruise/descent speed is 230 kt/M 0.50.
The ceiling on one engine may be a limiting factor, and the choice of the route should reflect this
concern.
ENGINE FAILURE
In case of engine failure, the airplane will drift down to the ceiling shown (Refer to
PRO-SPO-25-40 Gross Ceilings at Long Range and Green Dot Speeds - One Engine Out).
The thrust for drift down will be Maximum Continuous.
The drift down speed is equal to green dot speed.
HOLDING
For the holding parameters with slats out, this configuration being the least penalizing for holding:
Refer to PRO-SPO-25-40 Race Track Holding Pattern.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 3/10
FCOM ← E to F 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
CLIMB
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 4/10
FCOM G 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
CRUISE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 5/10
FCOM H 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
DESCENT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 6/10
FCOM I 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
RACE TRACK HOLDING PATTERN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 7/10
FCOM J 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
EN ROUTE NET FLIGHT PLAN
EN ROUTE NET FLIGHT PATH-L/G DOWN-ONE ENGINE OUT
MAX. CONTINUOUS THRUST ISA
HIGH AIR CONDITIONING MINIMUM ENGINE
ANTI ICE OFF CG = 23 %
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 8/10
FCOM K 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS - ONE ENGINE OUT
BLEED CORRECTIONS
ISA ≥ ISA +10
ENGINE ANTI ICE ON -500 ft -2 800 ft
LONG RANGE
TOTAL ANTI ICE ON -1 300 ft -4 600 ft
ENGINE ANTI ICE ON -200 ft -1 700 ft
GREEN DOT
TOTAL ANTI ICE ON -1 200 ft -3 500 ft
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 9/10
FCOM L 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT WITH GEAR DOWN - PERFORMANCE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-25-40 P 10/10
FCOM 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW HIGH ALTITUDE OPERATIONS
OPERATING MANUAL
OPERATION ABOVE 8 000 FT
CAB PRESS SYSTEM
No specific procedure required.
Note: The « EXCESS CAB ALT» warning will occur:
‐ During descent (when cabin altitude is above 9 550 ft ± 350).
‐ On ground after electrical power application (if cabin altitude is above 9 550 ft ± 350).
In both cases use the «CLR pb» to cancel the warning.
HYDRAULIC SYSTEM
If on ground the RSVR LO AIR PR ECAM warning is ON,
Switch OFF the HYD pump (of affected hyd circuit) before engine start.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-30 P 1/2
FCOM A 18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW HIGH ALTITUDE OPERATIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-30 P 2/2
FCOM 18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT OVER MOUNTAINOUS AREA
OPERATING MANUAL
INTRODUCTION
Two failures must be taken into consideration for en route obstacle clearance over mountainous
area :
‐ Engine failure that forces a descent to a lower cruise level
‐ Depressurization which, due to the passenger oxygen system, requires a descent to 10 000 ft
before supplementary oxygen is exhausted.
ENGINE FAILURE
If the standard strategy does not allow the aircraft to clear obstacles, the pilot must use a drift down
procedure. If an engine failure occurs at any point on the route, the net flight path must clear the
obstacles on the drift-down part by 2 000 ft and on the climb part by 1 000 ft.
If the aircraft cannot clear the en route obstacles, a point of no return (PNR) must be determined.
If an engine failure occurs after the PNR, the aircraft must drift down on course. If the failure occurs
before the PNR, the aircraft must turn back.
For en route net flight paths, refer to the Aircraft Flight Manual.
DEPRESSURIZATION
In case of depressurization, the passengers receive oxygen through individual modules. An
emergency descent in accordance with a certain profile has to be performed:Refer to PRO-SPO-20
General
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-35 P 1/2
FCOM A to C 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW FLIGHT OVER MOUNTAINOUS AREA
OPERATING MANUAL
CONCLUSION
A detailed study of each route over mountainous area must show that single-engine net flight path
and passenger oxygen system performance allow the aircraft to clear the obstacles by 1 000 ft in
climb and by 2 000 ft in cruise or descent.
If the aircraft in these circumstances cannot clear the obstacles on the route, a PNR must be
determined and diversion procedures must be established.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-35 P 2/2
FCOM D 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - GENERAL
OPERATING MANUAL
GENERAL
The system design and the reliability of the engine installation of this airplane comply with the criteria
for Extended Twin Operations (ETOPS) flights set forth in AMC 20-6 rev. 2 (EASA) or FAR 25.1535
(FAA), when the aircraft is configured, maintained and operated in accordance with the Airbus CMP
(Configuration, Maintenance and Procedure) document.
This statement of ability does not constitute an approval to conduct Extended-Range Operations.
The ETOPS EXTENDED OPERATIONS Chapter of the AFM APPENDICES AND SUPPLEMENTS
Section refers to the approved Standard for Extended-Range Operations and the applicable
limitations, procedures and performance references.
The operator is responsible for showing that he is complying with the regulation of his nation and for
obtaining operational approval from his national authorities. The operator may amend this chapter, as
needed.
The airplane must be configured in accordance with the Airbus Standard for Extended-Range
Operations. However, the authorities may under certain conditions allow the operator to conduct
ETOPS flights with limited maximum diversion time (for example, 75 min diversion time in a benign
area of operation) without showing full compliance with these standards.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-10 P 1/2
FCOM A 25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-10 P 2/2
FCOM 25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - OPERATIONAL LIMITATIONS
OPERATING MANUAL
DEFINITIONS
For the purpose of EU-OPS 1-245 and FAR 121-161, Extended-Range Operations are those
intended to be conducted over a route that contains a point beyond 60 min from an adequate airport
at the selected one-engine-inoperative speed in still air and ISA (or prevailing delta ISA) conditions.
An adequate airport is an airport which satisfies the aircraft performance requirements applicable
at the expected landing weight, and sufficiently equipped to be safely used. In particular, at the
anticipated time of use, it should be available and equipped with the necessary services, including
ATC, weather information, navaids and emergency services.
An ETOPS (en-route) alternate airport is a confirmed adequate airport which satisfies the dispatch
weather minima requirements for ceiling and visibility within the required validity period.
AREA OF OPERATION
The ETOPS area of operations is the airspace within which the distance to an ETOPS adequate
airport is less than the ETOPS Max Diversion distance.
The ETOPS maximum diversion distance from an adequate airport must be determined for ISA
(or prevailing delta ISA) and no-wind conditions, taking into account aircraft performance with one
engine inoperative and the remaining engine operating at MCT.
To determine the ETOPS maximum diversion distance from an adequate airport, the operator must
define a One Engine Inoperative diversion speed for performance computation.
The same approved one-engine-inoperative diversion speed (Refer to PER-OEI-GEN-05
STRATEGY) must be considered for :
‐ Establishing the area of operation,
‐ Calculating the single-engine fuel planning,
‐ Conducting the diversion in case of engine failure (conditions permitting).
The operator has to define an aircraft weight at diversion that is considered for the ETOPS Maximum
Diversion Distance calculation. This aircraft weight can be taken as a representative but conservative
value of the aircraft gross weight at the critical point of the route or at the various critical points of all
the routes included in a given sector.
The approved one-engine-inoperative descent and cruise speed must be chosen so that the
associated net flight path clears the en-route obstacles with the regulatory margin. However, a
speed other than the approved one-engine-inoperative speed may be used as the basis for obstacle
clearance as long as the fuel required with that speed is covered by the critical fuel scenario.
Refer to PER-OEI-GEN-15 PROCEDUREfor these two one-engine-inoperative speeds.
When the one-engine-inoperative diversion speed is chosen, the maximum distance from a diversion
airport, can be directly determined for different maximum diversion times, with the help of the tables
provided in this section. The area of possible ETOPS operation can then be drawn on plotting charts.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-20 P 1/2
FCOM A to B → 25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - OPERATIONAL LIMITATIONS
OPERATING MANUAL
Another way to determine the maximum distance to a diversion airport is to read the
one-engine-inoperative cruise TAS (for the reference gross weight and at the FL for best TAS) in
the cruise tables (Refer to PER-OEI-GEN-05 STRATEGY) taking into consideration the appropriate
speed strategy and the minimum altitude for clearing possible obstacles. The maximum distance the
aircraft can travel to a diversion airport is this one-engine-inoperative-TAS multiplied by the maximum
allowed diversion time granted to the operator.
Operators whose authorities require that an approved one-engine-inoperative speed be published in
the Flight Manual must use this approved speed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-20 P 2/2
FCOM ←B 25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
OPERATING MANUAL
MMEL
The MMEL has been approved taking into consideration the duration of the average ETOPS flight
and the maximum diversion time granted to the airframe/engine combination.
The MMEL published by Airbus and approved by the EASA can be used to establish the airline MEL,
which must be approved by the operator's national authorities.
This MEL will probably be adapted to the airline network, environment and organization.
Other determining parameters will be :
• The maximum and the average diversion times on the route.
• The equipment of the enroute alternates.
• The navigation and communication facilities.
• The average meteorological conditions.
ETOPS FUEL SCENARIOS
According to EASA AMC 20-6 rev 2 and FAA 121.646 for establishing the ETOPS critical fuel
reserves, the operator must consider three diversion scenarios:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-30 P 1/4
FCOM A to B → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
OPERATING MANUAL
‐ Pressurization Failure + Engine Failure
‐ Pressurization Failure
Same Flight Profile as above, but all engines operating and Diversion Cruise Speed* set to LRC.
‐ Engine Failure
Same Flight Profile as above, but standard descent speed and Diversion Cruise at the FL**
appropriate to gross engine out ceiling at the selected ETOPS diversion speed.
‐ FAA Fuel Requirements
For the first two scenarios, involving depressurization, the required block fuel must be calculated
in accordance with the operator’s ETOPS fuel policy and using the regulatory ETOPS critical fuel
reserves Refer to PRO-SPO-40-30 ETOPS Critical Fuel Reserves.
Depending on the approved one-engine-inoperative speed selected for the single-engine diversion
strategy, either of these two scenarios may result in the higher fuel requirement.
The scenario resulting in the higher fuel requirement is called the ETOPS critical fuel scenario, and
the associated minimum block fuel requirement is the ETOPS critical fuel plan.
Note that, it is not necessary to calculate the 3rd scenario (engine failure), as this scenario is never
critical, due to the higher diversion flight level.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-30 P 2/4
FCOM ←B 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
OPERATING MANUAL
ETOPS CRITICAL FUEL RESERVES
For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel
planning according to EASA AMC 20-6 rev 2 and FAR 121.646, the diversion fuel must include the
following fuel provisions:
‐ Fuel burn-off from the critical point to the end of descent at the alternate airport
‐ Fuel for 15 min of holding at 1 500 ft and green dot speed at the alternate
‐ Fuel for an instrument approach and landing
‐ Fuel to account for errors in wind forecasting (5 % wind speed factor on actual forecast wind
speeds or 5 % fuel if actual forecast wind speeds are not used)
‐ Fuel to account for aircraft deterioration (use a demonstrated performance factor or 5 %)
‐ Fuel to account for any Configuration Deviation List (CDL) or MEL item
‐ Fuel to account for Icing Effects (if forecast) for the critical mission
‐ Fuel to account for APU use (only for the one-engine-inoperative scenario, if APU is operative)
WIND ERRORS
A 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual
forecast wind should be used to account for potential errors. However if the operator is not using
the actual forecast wind based on a wind model acceptable to the certification authorities then 5 %
of the fuel for the critical scenario is required as a reserve fuel.
ICING
The most critical scenario must be compensated for the greater of:
A. The effect of airframe icing during 10 % of the time during which icing is forecast, including ice
accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during
this period.
B. Fuel for engine and wing anti-ice for the entire time during which icing is forecast.
Note: The ETOPS icing fuel reserve is always limited by (B)
Unless a reliable icing forecast is available, icing may be presumed to occur when the Total Air
Temperature (TAT) is less than +10 °C, or if the outside air temperature is between 0 °C and
-20 °C with a relative humidity of 55 % or more.
APU
Fuel consumption of 80 kg/h / or 176 lb/h (APU GEN ON, APU BLEED OFF).
In view of our experience, Airbus recommends that the operator includes a contingency fuel
provision from departure to the Critical Point (CP), when computing the ETOPS critical fuel
planning.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-30 P 3/4
FCOM C 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
OPERATING MANUAL
ETOPS FUEL REQUIREMENTS
The operator must compare the entire ETOPS critical fuel planning for the ETOPS critical fuel
scenario with the standard fuel planning computed in accordance with the company fuel policy and
applicable operational requirements. The higher of the two fuel requirements must be considered as
the minimum required block fuel for the flight.
WEATHER MINIMA
Weather forecasts for en-route alternates must meet the operator’s applicable weather minimum
requirements.
This paragraph provides the applicable minima required by EASA (EU-OPS 1/ AMC 20-6 rev. 2) and
FAA (AC120-42B).
A. EASA DISPATCH WEATHER MINIMA (EU-OPS 1/ AMC 20-6 REV. 2)
An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route
alternate airports meet the weather minima listed here for a period commencing at the earliest
potential time of landing and ending one hour after the latest expected time of landing:
Approach Type Min ETOPS Ceiling Min ETOPS Visibility
Precision approach DH/DA +200 ft Authorised visibility +800 m
Non-Precision or Circling approach MDH/MDA +400 ft Authorised visibility +1 500 m
CAT II/CAT III approach Specific approval required Specific approval required
B. FAA DISPATCH WEATHER MINIMA (AC 120-42B)
An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route
alternate airports meet the weather minima listed here for a period commencing at the earliest
potential time of landing and ending at the latest expected time of landing:
Approach Type Min ETOPS Ceiling Min ETOPS Visibility
Two or more instrument approaches Higher of the two Higher of the two authorised visibility +800 m
(M)DH/DA +200 ft
Single Precision approach
or Non-Precision approach (M)DH/DA +400 ft Authorised visibility +1 600 m
or Circling approach
CAT II approach 300 ft 1 200 m or RVR 1 200 m
CAT III approach 200 ft 800 m or RVR 550 m
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-30 P 4/4
FCOM D to E 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321 EXTENDED RANGE OPERATIONS - DIVERSION
FLIGHT CREW
OPERATING MANUAL DURING EXTENDED RANGE OPERATIONS
DIVERSION DECISION MAKING
The technical criteria governing a re-routing or diversion decision can be classified into four
categories, as follows :
‐ Loss of MNPS capability, before entering the MNPS area (as applicable).
‐ Weather minima at diversion airport(s) going below the company/crew en-route minima, before
reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for any reason.
‐ Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP message
on the ECAM and/or in the QRH).
‐ Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves.
Comments and Recommendations
• Electrical generation
If one IDG fails, a diversion is required in case of :
‐ Blue hydraulic circuit low level, low air pressure or overheat, or
‐ APU no start, or
‐ APU or APU generator inoperative, or
‐ Second IDG failure.
• Fuel system
Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to some
fuel being unusable. The flight crew's evaluation of the actual situation and the fuel remaining may
lead to the decision that a diversion is required.
• Hydraulic system :
If low level, low air pressure or overheat on blue hydraulic circuit, a diversion is required in case
of :
‐ One IDG failure, or
‐ APU no start, or
‐ APU/APU GEN failure.
• APU :
If APU/APU GEN fails, a diversion is required in case of :
‐ Blue hydraulic circuit low level, low air pressure or overheat, or
‐ One IDG failure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-40 P 1/2
FCOM A 25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321 EXTENDED RANGE OPERATIONS - DIVERSION
FLIGHT CREW
OPERATING MANUAL DURING EXTENDED RANGE OPERATIONS
DIVERSION PERFORMANCE DATA
Chapter PER-OEI-GEN contains three single engine descent and cruise procedures:
1. The standard strategy,
2. The obstacle strategy,
3. Fixed speed strategies (ETOPS).
For ETOPS operations, any one of the above diversion strategies can be used provided that the
selected strategy and speed schedule are used in :
• Establishing the area of operation (maximum diversion distance),
• Calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario,
• Demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the authority to
deviate from this planned one-engine-inoperative speed.
GUIDELINES FOR DIVERSION PROCEDURE
‐ Complete the related failure procedure,
‐ Inform ATC,
‐ Initiate the descent,
‐ Determine which en route alternate is the most suitable (per company procedure),
‐ Divert to the chosen en route alternate,
‐ Comply with the pre-planned diversion strategy and speed schedule, or adjust the speed
schedule, as dictated by the evaluation of the actual situation.
Note: For detailed guidelines and procedures for conducting the diversion (lateral and vertical
navigation), Refer to DSC-22_20-60-60 Pilots/Stored Route Function, the FMGS Pilot's
Guide.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-40 P 2/2
FCOM B to C 25 NOV 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PROCEDURES
OPERATING MANUAL
GENERAL
The SOP (refer to chapter PRO-NOR-SOP) and the ABNORMAL and EMERGENCY procedures
(refer to chapter PRO-ABN) to apply. For ETOPS flights, the flight crew must complete them using
the procedure (Refer to PRO-SPO-40-50 Cockpit Preparation).
COCKPIT PREPARATION
FUEL
Before each flight, the flight crew must check that the fuel crossfeed valve is operating correctly :
FUEL X FEED ..............................................................................................................................ON
On the ECAM FUEL page, check that the fuel crossfeed valve is open (indication is inline green).
FUEL X FEED............................................................................................................................. OFF
Check that the fuel crossfeed valve is closed.
ABN AND EMER PROCEDURES
ELECTRICAL EMERGENCY CONFIGURATION
In case of electrical emergency configuration, it may be better to study the STATUS on the paper
checklist, after having applied ECAM actions.
The flight crew must complete the ECAM procedure using the following:
AIR CONDITIONING
As cockpit and cabin temperature control is lost, it is recommended to open the cockpit door.
FUEL
As all fuel pumps are lost, the engines are fed by gravity. Refer to GRVTY FUEL FEEDING
Procedure.
ENGINE ANTI-ICE
Engine anti-ice valves are permanently open, although the ECAM memo ENG A. ICE is not
displayed on the ECAM (except if the ENG A. ICE pb is at ON).
WING ANTI-ICE
If only one ENG BLEED is available, PACK 1 must be switched OFF, to avoid having both
packs and wing anti-ice supplied by a single bleed source.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-50 P 1/2
FCOM A to C → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PROCEDURES
OPERATING MANUAL
BLUE HYDRAULIC CIRCUIT LOW LEVEL OR LOW PRESSURE OR OVERHEAT
Start the APU to ensure availability of the APU generator.
ENGINE OR IDG FAILURE
Start the APU and use the APU electrical channel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-50 P 2/2
FCOM ←C 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
GENERAL
The two following cases result in a fuel consumption increase:
‐ RAT extended (Refer to PRO-ABN-24 ELEC EMER CONFIG)
‐ In electrical emergency configuration, the engine anti-ice valves are permanently open.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 1/10
FCOM A 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
MAXIMUM DIVERSION DISTANCE
The following computation conditions have been used in accordance with the interpretation of the
EU-OPS 1.245 and FAR 121.161:
‐ ISA conditions
‐ No wind
‐ Optimum diversion level after engine failure
‐ Single engine diversion speed schedule.
Note: Obstacles have not to be considered to determine if a route is or is not an ETOPS route.
MAXIMUM DIVERSION DISTANCE
SPEED A/C WEIGHT FL FOR DIVERSION TIME (MIN)
SCHEDULE AT CRITICAL DIVERSION
60 90 120 150 180
POINT (KG)
MCT/VMO 50 000 160 414 616 818 - -
55 000 160 413 614 815 1 017 1 219
60 000 160 412 612 812 1 012 1 213
65 000 160 410 608 807 1 007 1 206
70 000 160 408 605 802 1 000 1 198
75 000 160 405 600 795 992 1 188
MCT/320 kt 50 000 160 412 613 814 - -
55 000 160 412 613 814 1 015 1 215
60 000 160 412 612 812 1 012 1 213
65 000 160 410 608 807 1 007 1 206
70 000 160 408 605 802 1 000 1 198
75 000 160 405 600 795 992 1 188
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ALL ENGINES - CRUISE AT LRC
Assumptions:
‐ Emergency descent
‐ Long range cruise at FL 100
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 2/10
FCOM B to C → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
‐ Final descent 250 kt
‐ Holding 15 min at FL 15
‐ IFR procedure
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 350KT
Assumptions:
‐ Emergency descent
‐ Cruise 350 kt at FL 100
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 3/10
FCOM ← C to D → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
‐ Final descent 250 kt
‐ Holding 15 min at FL 15
‐ IFR procedure
‐ APU fuel burn.
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.
ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 320KT
Assumptions:
‐ Emergency descent
‐ Cruise 320 kt at FL 100
‐ Final descent 250 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 4/10
FCOM ← D to E → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
‐ Holding 15 min at FL 15
‐ IFR procedure
‐ APU fuel burn.
Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.
ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING - EXAMPLE
Note: The following data and graphs are for example only, and are not for operational use. Even if
the data in the following example is in “kg”, the same method can be applied for “lb”.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 5/10
FCOM ← E to F → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
Assumptions:
‐ Aircraft weight at critical point: 65 000 kg
‐ Diversion speed: 320 kt
‐ Diversion time: 120 min
‐ Distance from Critical point to diversion airport: 700 nm
‐ Wind: 50 kt headwind
‐ Forecasted icing condition on diversion: 40 min
‐ Aircraft perf factor: 5 %
For the determination of the ETOPS fuel requirement, the greatest fuel quantity of the two following
scenarios must be considered (the scenario Engine failure only, without pressurization failure, is
never limiting):
1. Pressurization failure - One Engine Inoperative - 320 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 6/10
FCOM ←F→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x
1.05 = 52.5 kt
‐ Enter the ETOPS Fuel from Critical Point to Landing - One Engine Out - Cruise at 320kt graph
to determine the corresponding fuel consumption: 6 900 kg
‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel
determined the step before:
• Fuel for icing condition (Total anti-ice scenario is limiting): 3.5 % x 40 / 120 = 1.17 %
• Fuel for perf factor: 5 %
• Final ETOPS fuel requirement: 6 900 x 1.0117 x 1.05 = 7 330 kg
2. Pressurization failure - All Engines Operative - LRC speed
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 7/10
FCOM ←F→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x
1.05 = 52.5 kt
‐ Enter the ETOPS Fuel from Critical Point to Landing - All Engines - Cruise at LRC graph to
determine the corresponding fuel consumption: 6 700 kg
‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel
determined the step before:
• Fuel for icing condition (total anti-ice scenario is limiting): 6 % x 40 / 120 = 2 %
• Fuel for perf factor: 5 %
• Final ETOPS fuel requirement: 6 700 x 1.02 x 1.05 = 7 176 kg
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 8/10
FCOM ←F→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
The final ETOPS fuel requirement for this diversion is 7 330 kg. The limiting scenario is a
pressurization failure and One Engine Out at a diversion speed of 320 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 9/10
FCOM ←F 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW EXTENDED RANGE OPERATIONS - PERFORMANCE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-40-60 P 10/10
FCOM 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ENGINE INTERMIX OPERATIONS
OPERATING MANUAL
ENGINE INTERMIX TYPE 1
The following information provides the conditions and procedures necessary in order to temporarily
operate an A318/A319/A320/A321 aircraft when a CFM56–5B Single Annular Combustor (SAC)
engine is intermixed with a CFM56–5B Double Annular Combustor (DAC) engine.
This engine intermix configuration is indicated in the cockpit with the following placard: “CAUTION:
ENGINE INTERMIX TYPE 1”.
ENGINE PARAMETERS
Engine parameters differ significantly, when the engines are at idle:
EGT : Up to 250 °C higher on the DAC engine.
FUEL FLOW : Up to 25 % higher on the DAC engine.
N1 : Higher on the DAC engine.
N2 : Lower on ground on the DAC engine; higher in flight on the DAC engine.
CROSSBLEED ENG START
The DAC engine has insufficient acceleration capability to sustain idle speed with a large bleed
offtake, when it operates with only 20 injectors. Therefore, it is necessary to preset a 30 % N1 on
the supplying engine before launching the start sequence.
TAKEOFF PROCEDURE
‐ The PF must progressively adjust engine thrust in two steps:
• Step 1 : Idle to 50 % N1.
Brakes released, when the 50 % N1 is stabilized on both engines.
• Step 2 : Both engines N1 to takeoff thrust.
This procedure enables a significantly slower acceleration from ground idle to N1 = 50 % for the
double annular combustor.
‐ Other standard operating procedures apply for takeoff.
ENGINE RESPONSE
In flight, when the aircraft is in clean configuration, the DAC engine may accelerate from idle more
slowly than the SAC engine. This is particularly evident, if the acceleration follows a deceleration.
There is no significant effect on aircraft handling. This difference in engine response disappears
when the slats are extended.
ENGINE RELIGHT
The DAC engine relight envelope is more restrictive than the SAC engine relight envelope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-45 P 1/4
FCOM A→ 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ENGINE INTERMIX OPERATIONS
OPERATING MANUAL
Therefore, in case of engine intermix, the flight crew must use the DAC engine relight procedure
with the corresponding chart (See chart below).
ENGINE INTERMIX TYPE 2
The following information provides the conditions and procedures necessary in order to temporarily
operate an A318/A319/A320/A321 when a CFM56–5B/P Single Annular Combustor (SAC) engine is
intermixed with a CFM56–5B/3 Tech Insertion (TI) engine.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-45 P 2/4
FCOM ← A to B → 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ENGINE INTERMIX OPERATIONS
OPERATING MANUAL
This engine intermix configuration is indicated in the cockpit with the following placard: “CAUTION:
ENGINE INTERMIX TYPE 2”.
Note: When FADEC Standard “5BR” is installed on both engines, this is not considered an
intermix configuration and thrust behavior is harmonized. Therefore, a placard is not
necessary and is not displayed.
ENGINE PARAMETERS
In the case of only one operative pack configuration (only one pack OFF):
‐ N1 : At idle up to 9 % higher on the CFM56-5B/3 TI engine, on ground or in flight in clean
configuration.
‐ N2 : At idle up to 11 % higher on the CFM56-5B/3 TI engine, on ground or in flight in clean
configuration.
TAKEOFF PROCEDURE
In the case of only one operative pack configuration, due to the difference in N2 at idle between
engines, the following takeoff procedure is recommended:
‐ The PF progressively adjusts engine thrust in two steps:
• Step 1 : From idle to about 50 % N1 on brakes.
• Step 2 : From both engines at similar N1 to takeoff thrust after brakes release.
‐ Other standard operative procedures apply for takeoff.
ENGINE RESPONSE
In the case of only one operative pack configuration, due to the difference in N2 at idle between
engines, the CFM56–5B/3 TI engine may accelerate from idle to high thrust faster than the
CFM56–5B/P SAC engine when the aircraft is on ground or in flight in clean configuration. There is
no significant effect on aircraft handling.
The difference in engine response disappears in flight when the slats are extended.
Note: Depending on the FADEC standard, the flight crew may observe a different deceleration
between the two engines (CFM56–5B/P engine is faster to decelerate) when the aircraft
is above FL 100 and in unsymmetrical bleed configuration or with the APU BLEED ON.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-45 P 3/4
FCOM ←B 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ENGINE INTERMIX OPERATIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-45 P 4/4
FCOM 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
OPERATING MANUAL
GENERAL
Reduced Vertical Separation Minimum (RVSM) airspace is any airspace or route between FL 290
and FL 410 (inclusive), where aircraft are vertically separated by 1 000 ft, instead of 2 000 ft. The
aircraft system design complies with the design criteria of the JAA Information Leaflet N° 6, and the
FAA 91-RVSM Interim Guidance Material for RVSM operations.
The statement of RVSM capability is also indicated in the AFM.
OPERATIONAL APPROVAL
The above capability statement does not constitute an approval to fly RVSM. Operational approval
is to be granted by the Operator's national authorities, after assessment of the airline's capability to
meet RVSM requirements. The above-mentioned JAA and FAA documents also cover requirements
for obtaining operational approval.
REQUIRED EQUIPMENT/FUNCTIONS FOR RVSM
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 functions (for altitude indication)
‐ 1 FWC (for altitude alert function)
PROCEDURES
GENERAL
The SOPs (Refer to PRO-NOR-SOP-01 Foreword) and the ABN and EMER (Refer to
PRO-ABN-01 Operational Recommendations) procedures apply. In addition, flights in RVSM
airspace must be completed by the following:
FLIGHT PREPARATION
The crew must pay particular attention to conditions that may affect operation in RVSM airspace.
These include, but may not be limited to :
Verifying that the airframe is approved for RVSM operations.
Reported and forecast weather on the flight route.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-50 P 1/4
FCOM A to D → 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
OPERATING MANUAL
Review of maintenance logs and forms to determine the condition of equipment required for flight
in RVSM airspace. Ensure that maintenance action has been taken to correct any defects of
required equipment.
Check each PFD altitude indication (QNH reference) does not differ from the airport elevation by
more than 75 ft.
Check, on ground, that the difference between the two primary altitude indications is less than the
tolerance specified in paragraph Refer to PRO-SUP-34 Flight Instrument Tolerances - General
“Maximum Differences Between Altitude Indications”.
IN FLIGHT PROCEDURES
PRIOR TO RVSM AIRSPACE ENTRY
The above-listed equipment, for RVSM, must be operating normally. Should any of this
equipment fail prior entering the RVSM airspace, the crew must request new clearance, to avoid
flight in this airspace. The two primary altitude indications (PFD indications from the onside
ADR, or ADR 3) should be in accordance with the instrument tolerance (Refer to PRO-SUP-34
Flight Instrument Tolerances - General). If only two ADRs are operative, the altimeter indications
on the PFD and standby altimeters should be recorded. This information may be useful in case
of subsequent PFD altitude discrepancies, or the loss of both remaining ADRs.
WITHIN RVSM AIRSPACE
‐ Autopilot should be engaged within RVSM airspace for cruise and flight level changes
‐ During cleared transitions between flight levels, the aircraft should not overshoot or
undershoot the cleared flight levels by more than 150 ft
‐ At intervals of approximately one hour, check that PFD altimeter indications agree in
accordance with the instrument tolerance (Refer to PRO-SUP-34 Flight Instrument
Tolerances - General). The usual scan of flight deck instruments should be sufficient
‐ Use the transponder and the autopilot, associated with one of the ADRs which is within
tolerance.
POST FLIGHT
The crew must report any malfunction of the height-keeping systems, including the:
‐ Malfunction or loss of any required equipment
‐ Altimeter readings outside the tolerances of Refer to PRO-SUP-34 Flight Instrument Tolerances
- General, and provide sufficient details to enable maintenance to troubleshoot and repair the
system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-50 P 2/4
FCOM ←D→ 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
OPERATING MANUAL
ABN AND EMER PROCEDURES
When in RVSM airspace, the following contingencies which affect the ability to maintain the
cleared flight level will be notified to ATC.
‐ failure of both autopilots,
‐ loss of altimeter system redundancy (only one PFD indication remaining), or excessive altimeter
discrepancy (200 ft).
‐ failure of any other equipment affecting the ability to maintain the cleared flight level, or
‐ encountering greater than moderate turbulence.
‐ Loss of RVSM capability.
Note: The flight crew can obtain the contingency procedures for flying in Minimum Navigation
Performance Specification (MNPS) airspace by referring to specific manuals, such as, for
example, the North Atlantic (NAT) MNPS Manual.
If unable to notify ATC and obtain ATC clearance prior to deviating from the assigned cleared flight
level, the crew should follow the established contingency procedure and obtain ATC clearance as
soon as possible.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-50 P 3/4
FCOM ←D 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-50 P 4/4
FCOM 15 FEB 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
GENERAL
GENERAL
The aircraft navigation system, required by regulation to fly within a Required Navigation
Performance (RNP) airspace, shall comply with RNAV functionality criteria and with navigation
position accuracy and integrity criteria.
When referring to RNP-X, the value of X is the navigation accuracy expressed in NM, which has to
be met with a probability of 95 %.
An RNP value can be associated with an airspace, a route, a SID, a STAR, a RNAV approach, or
an RNAV missed approach procedure.
Depending on the RNP value, and on the airspace environment (ground radio navaid), different
navigation equipment may be necessary.
An operational approval from the airline's national authorities may be necessary.
NAVIGATION SYSTEM CAPABILITY (FOR REFERENCE ONLY)
European BRNAV (RNP-5) and P-RNAV (RNP-1) capability meets the certification requirements
of JAA TGL 2 and TGL 10. Terminal and en-route RNAV operations comply with the certification
requirements of the FAA Advisory Circular 90-100.
RNP-4 capability in oceanic or remote areas complies with FAA Notice 8400.33.
RNP-10 capability in oceanic or remote areas complies with paragraph 12.b (1) of FAA Notice
8400.12a., or with paragraph 12.a. or 12.b (5), if GPS is installed and is operative.
Navigation system with the GPS PRIMARY function (if GPS installed) meets the certification
requirements of FAA AC 20-130A and TSO C 129A in class C1 (for navigation system with
multiple sensor inputs including GPS).
RNP CAPABILITY
In order to match a given RNP value, the FMS-estimated position accuracy (also called Estimated
Position Error) must be better than the RNP value. Obviously, this is dependent on the FMS
navigation-updating mode (GPS/DME/DME, VORDME, or IRS).
On the MCDU PROG page, the required and the estimated position accuracy are displayed, and
determine the HIGH/LOW accuracy indication (Refer to DSC-22_20-20-20 Estimated Position
Uncertainty).
The required accuracy can be a default value, which is either a function of the flight phase, or a
navigation database procedure value, or a value manually-entered by the crew.
When flying in an RNP environment, the crew can insert the appropriate RNP value in the
REQUIRED ACCUR field of the PROG page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 1/8
FCOM A→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
When HIGH is displayed
The RNP requirement is estimated to be fulfilled.
When LOW is displayed
The RNP requirement is estimated not to be fulfilled. In this case :
• The crew crosschecks navigation with raw data, if available,
• If the crosscheck is negative, or if raw data is unavailable, the crew informs the ATC.
When leaving the RNP environment, the crew will clear the manually-entered required
accuracy.
WITHOUT GPS PRIMARY FUNCTION
RNP accuracy criteria are met, provided radio navaid coverage supports it for :
‐ RNP-1 en route and in the terminal area, provided a required accuracy of 1 nm See (1) is
checked, or manually entered in the MCDU.
‐ RNP-0.3 in approach, provided a required accuracy of 0.3 nm See (1) is checked, or
manually entered in the MCDU.
Note: (1) It is possible to enter the radial equivalent to the specified Crosstrack (XTK)
accuracy, that is the RNP multiplied by 1.2, the EPE being an estimated radial position
error.
WITH THE GPS PRIMARY FUNCTION
RNP requirements are met, provided GPS PRIMARY is available, for :
‐ RNP-1 en route
‐ RNP-0.5 in the terminal areas, provided the AP or FD in NAV mode is used.
‐ RNP-0.3 in approach, provided the AP or FD in NAV mode is used.
BRNAV IN EUROPEAN AIRSPACE
In this airspace, radio navaid coverage is assumed to support RNP-5 accuracy.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 2/8
FCOM ← A to B → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
The minimum required equipment to enter BRNAV 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
‐ In addition:
• On the PF side : PFD and ND must be operative.
• On the PNF side : at least one of the two EFIS must be operative (to enable temporary display
of ND information through the PFD/ND switch).
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 5 nm or use the radial equivalent to
5 nm XTK accuracy, that is 6.1 nm.
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 navaid raw data, or with the GPS MONITOR page (if GPS
installed) :
• NAV ACCUR DOWNGRAD
• FMS1/FMS2 POS DIFF
• CHECK IRS 1(2)(3)/FM POSITION
• 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, BRNAV capability is maintained for 2 h, independently of the estimated
accuracy displayed on the MCDU.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 3/8
FCOM ←B 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
RNP-4 OR RNP-10 IN OCEANIC OR REMOTE AREAS
In this kind of airspace, the aircraft is expected to fly for a long period of time outside radio navaid
coverage.
The minimum required equipment to enter a RNP-4/RNP-10 airspace is:
‐ Two long range navigation systems, which means:
• Two FMGC (or 1 FMGC + 1 BACK UP NAV )
• Two MCDU
• For RNP-10, one GPS if required by flight time outside radio navaid coverage. For aircraft
without GPS the flight time outside radio navaid coverage is limited. According to FAA Notice
8400.12A, this limitation is:
▪ 6.2 h since IRS ground alignment, or
▪ 5.7 h since last FM radio update.
There is no limitation for aircraft fitted with the GPS.
For RNP-4, one GPS is required.
• Two IRS
• Two NDs to display Flight Plan Data.
Refer also to Regional Supplementary Procedures of ICAO Doc 7030 for specific requirements in a
particular airspace.
PROCEDURES
Manual selection of a required accuracy on the MCDU is optional.
If manual entry of a required accuracy is desired, the flight crew must manually enter:
For RNP-10, enter 10 nm or use the radial equivalent to 10 nm XTK accuracy that is 12.2 nm.
For RNP- 4, enter 4 nm or use the radial equivalent to 4 nm XTK accuracy that is 4.9 nm.
When leaving RNP airspace revert to the default required accuracy or enter the appropriate
value.
If one of the following MCDU or ECAM messages is displayed,
check navigation with POSITION MONITOR page, ISDU or IRS 1(2)(3) pages, and GPS
MONITOR page (if GPS installed) :
• FMS1/FMS2 POS DIFF
• CHECK IRS 1(2)(3)/FM POSITION
• ECAM : FM/GPS POS DISAGREE (if GPS installed)
Use the AP, with the navigation system checked correct.
If unable to determine which system is correct, inform the ATC, and look for navaid
raw data confirmation as soon as possible.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 4/8
FCOM C→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
In inertial navigation, the RNP -10 capability is maintained for 5.7 h, since the last radio update
(according to FAA Notice 8400.12A), independently of the estimated accuracy displayed on the
MCDU.
For RNP-4 with GPS PRIMARY LOST, the RNP-4 capability is maintained until NAV ACCUR
DOWNGRAD appears.
P-RNAV/RNP-1 TERMINAL PROCEDURES
For terminal procedures requiring P-RNAV or RNP-1 capability, the flight crew can assume that the
radio navaid coverage supports the RNP-1 accuracy. Otherwise, the procedure may specify that
GPS equipment is required (refer to the published procedure chart).
The minimum equipment required to fly a P-RNAV or RNP-1 procedure is:
‐ One RNAV system, which includes:
• One FMGC
• One MCDU
• One GPS receiver, or one VOR and one DME, for FM navigation update See *
• Two IRS, and
• One FD in NAV mode.
‐ In addition:
• On the PF side : PFD and ND must be operative.
• On the PNF side : at least one of the two EFIS must be operative (to enable temporary display
of ND information through the PFD/ND switch).
*GPS may be required for RNP-1 terminal procedures.
For terminal procedures with legs below the MSA, or with legs that may not have sufficient radar
coverage, two RNAV systems may be mandated by the procedure chart.
PROCEDURES
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be loaded from
the FM navigation database and checked for reasonableness, by comparing the waypoints, tracks,
distances and altitude constraints (displayed on the F-PLN page), with the procedure chart.
The flight crew must not modify the procedure, that is loaded from the navigation database, unless
instructed to do so by the ATC (DIR TO, radar vectoring, insertion of waypoints loaded from the
navigation database).
If GPS is required for the P-RNAV/RNP-1 procedure :
Before starting the departure/approach procedure, check that GPS PRIMARY is available
(GPS PRIMARY displayed on the MCDU PROG page).
If GPS PRIMARY is not available before starting the procedure inform the ATC, and
request another departure/arrival procedure that does not require GPS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 5/8
FCOM ← C to D → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
If GPS PRIMARY is lost while flying the procedure inform the ATC of this loss of
capability, and follow ATC instructions.
If GPS is NOT required for the P-RNAV/RNP-1 procedure :
Check that GPS PRIMARY is available (GPS PRIMARY displayed on the MCDU PROG
page).
IF GPS PRIMARY is not available:
Crosscheck the FM position with the navaid raw data, before starting the procedure.
Check or enter RNP-1 in the REQUIRED field of the MCDU PROG page, and check that
HIGH accuracy is available. When completing the terminal procedure, revert to the default
value or enter the appropriate value on the MCDU PROG page.
If one of the following messages appears,
while flying the procedure:
‐ ”NAV ACCUR DOWNGRAD” (on MCDU and ND) on both sides, or
‐ “FMS1/FMS2 POS DIFF” (on MCDU), or
‐ ”CHECK IRS 1(2)(3)/FM POSITION” (on MCDU), or
‐ ”NAV FM/GPS POS DISAGREE” (on ECAM, if GPS installed)
Then:
Inform the ATC of the loss of P-RNAV/RNP-1 capability, and follow ATC instructions.
Note: If the “NAV ACCUR DOWNGRAD” message is displayed on one side only,
navigation may be continued using the other FMGC.
RNP AR OPERATIONS
GENERAL
For RNP AR (SAAAR or equivalent) operations, the flight crew should refer to the specific
procedures published by the airline.
The airline must obtain an operational approval and the flight crew must be qualified for this type
of operations. To obtain this operational approval the airline should refer to the AFM and the
associated Airworthiness Compliance Document (ACD). The approved RNP values are given in
the AFM and the ACD.
The main procedure steps for RNP AR have been introduced in the Procedures of this FCOM and
in the paragraph below. This does not relieve the airline from the need to provide the flight crew
with tailored procedures when required.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 6/8
FCOM ← D to E → 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
REQUIRED EQUIPMENT
‐ 2 FMGC
‐ 2 MCDU
‐ 2 FD
‐ 2 AP
‐ 2 FAC
‐ 2 ELAC
‐ 2 SFCC
‐ 2 RA
‐ 2 PFD with L/DEV and V/DEV displays
‐ 2 ND
‐ 2 GPS (MMR)
‐ 3 ADIRS in NAV mode
‐ TAWS with display of terrain
‐ FCU with both channels
PROCEDURES
The availability of GPS PRIMARY for the estimated time of operation must be verified with an
appropriate GPS prediction tool prior to dispatch.
Prior starting an RNP AR instrument procedures, check that:
‐ OAT and wind, as applicable, are within limits
‐ All the NAVAIDS are deselected to avoid VOR/DME radio update if GPS PRIMARY is lost
‐ The FMS lateral and vertical F-PLN extracted from the navigation database is in agreement with
the instrument procedure chart
‐ Two GPS sensors are in NAV on GPS MONITOR page
‐ The correct RNP value is displayed on MCDU with HIGH accuracy
‐ GPS PRIMARY is available.
For operations with RNP < 0.3 nm, one AP must be engaged.
If obstacles, EGPWS TERRAIN display must be selected on both ND unless weather radar
monitoring is required on one side.
Airspeed and configuration must be adapted for the radius of turns in the procedure.
DEPARTURE
Before takeoff check that NAV is armed.
When NAV is indicated active on FMA and at 100 ft select AP ON.
Monitor lateral deviation using the L/DEV on PFD.
Callout must be performed when L/DEV ½ RNP or 1 dot is reached (whichever is lower).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 7/8
FCOM ←E→ 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW REQUIRED NAVIGATION PERFORMANCE (RNP)
OPERATING MANUAL
If L/DEV increases towards 1 RNP or 2 dots (whichever is lower), take over manually using FD
and the L/DEV indication to fly back on the intended flight plan and reengage AP as applicable.
APPROACH
Refer to FCOM-PRO-NOR-SOP-APPROACH-AIRCAFT GUIDANCE MANAGEMENT-APPR
using FINAL APP for RNAV(RNP)
GO AROUND
Refer to FCOM-PRO-NOR-SOP-GO AROUND
ABNORMAL OPERATIONS
Detailed information is given in the ACD for the airline to develop contingency procedures
adapted to each operation.
The flight crew must be trained to conduct departure or missed approach procedures with
systems failures to ensure a safe extraction.
ENGINE FAILURE
In case of engine failure during departure or a missed approach procedure, the flight crew
must take into consideration the bank angle limitation when flying at a speed lower than the
maneuvering speed. Turns in the procedure may require bank angle higher than 15 °. Flying
with one engine inoperative affects the aircraft lateral performance. The crew should be trained
and instructed to disconnect AP should the aircraft deviate from the intended track. This training
must consider turning and straight legs as appropriate.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-51 P 8/8
FCOM ←E 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW OPERATIONS ON NARROW RUNWAYS
OPERATING MANUAL
GENERAL
This chapter gives the limitations, procedures and performance for operations from/to runways with a
width below 45 m .
This chapter does not constitute an operational approval to operate on narrow runways.
Such authorization must be obtained by the operator from the appropriate authorities.
LIMITATIONS
Minimum runway width...................................................................................................................30 m
The dispatch from/to narrow runways is not allowed in case of :
‐ Nose wheel steering inoperative
‐ One brake or more inoperative
Autoland is not allowed.
PROCEDURES
Diversion to a 45 m wide runway is recommended in case of :
‐ Rudder jam
‐ Rudder pedal jam
‐ Yaw damper system fault
‐ Rudder Travel Limit system fault
‐ All failures leading to the loss of the nose wheel steering (HYD Yellow system loss, double
hydraulic failure, double BSCU fault, double LGCIU fault)
Maximum demonstrated crosswind for takeoff and landing:
Dry runway........................................................................38 kt (gust included) for takeoff and landing
Wet runway.......................................................................33 kt (gust included) for takeoff and landing
Contaminated runway....................................................... 10 kt (gust included) for takeoff and landing
Note: These maximum demonstrated crosswind values are based on the assumption that the
crew have been trained accordingly.
Operations on icy runways have not been demonstrated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-60 P 1/2
FCOM A to C 18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW OPERATIONS ON NARROW RUNWAYS
OPERATING MANUAL
PERFORMANCE
For runways with a width above or equal to 40 m ., the basic takeoff performance remains
unchanged.
For runways with a width below 40 m , the VMCG must be increased by the values indicated in the
following table :
Runway Width 30 m 35 m 40 m
▵ VMCG (kt) + 2.5 + 1.5 +0
No correction is required, when takeoff performance is determined by using the applicable approved
data.
The minimum V1 values, published in the Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY
VMC, must be increased by 3 kt .
When using the takeoff performance for contaminated runways Refer to PER-TOF-CTA-10
GENERAL, or the quick reference tables (Refer to PER-TOF-TOD-40-10 INTRODUCTION), the
resulting V1 must be crosschecked with the corrected minimum V1.
Further decrease the takeoff weight by 3 t per knot increase in V1.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-60 P 2/2
FCOM D 18 SEP 12
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW OPERATIONS AT QNH ABOVE 1050 HPA
OPERATING MANUAL
GENERAL
Some airlines may occasionally experience high barometric correction settings above 1 050 hPa,
or 31.0 inHg on some airfields, due to polar anticyclonic air mass conditions occuring near the polar
area during winter.
The FMS, FCU, ISIS instrument, PFD, and CPCS are capable of operating at QNH/QFE up to
1 100 hPa, or 32.48 inHg.
However, the ATC/TCAS operates only up to 1050 hPa (i.e. as long as the aircraft altitude remains
above –1000 feet standard pressure altitude).
Therefore, when using QNH, or QFE for QFE pin-programmed aircraft, for departure and arrival, the
crew should be aware of the following consequences, and should apply the following procedures.
It is necessary for the airline to obtain operational approval from its national airworthiness authorities.
CONSEQUENCES
ON THE ATC-TCAS:
For takeoff, approach and landing, the ATC altitude reporting and the TCAS TA/RA function may
generate erroneous altitude information and nuisance TCAS alerts for other aircraft, if the aircraft
standard altitude is below -1 000 ft standard pressure altitude.
To avoid this, it is recommended to set ALT RPTG to OFF when the QNH exceeds 1 050 hPa, and
to inform the ATC. As a consequence the TCAS reverts to STBY mode.
PROCEDURES
FOR DEPARTURE
Before takeoff:
SET the ATC “ALT RPTG” to OFF (the TCAS reverts to STBY mode).
INFORM the ATC.
After takeoff:
SET the ATC “ALT RPTG” to ON above 1 000 ft QNH, when time permits.
FOR APPROACH/LANDING
Before the final approach:
SET the ATC “ALT RPTG” to OFF (the TCAS reverts to STBY mode).
INFORM the ATC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-65 P 1/2
FCOM A to C 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW OPERATIONS AT QNH ABOVE 1050 HPA
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-65 P 2/2
FCOM 11 DEC 13
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ILS PRM APPROACH
OPERATING MANUAL
GENERAL
ILS Precision Runway Monitoring (PRM) approaches can be performed when the airport is equipped
with the PRM system. This system enables the ATC to control simultaneous close parallel ILS
approaches. The air traffic controllers use the PRM system to monitor the flight path of aircraft that
fly parallel approaches. They can check that aircraft do not penetrate the Non Transgression Zone
(NTZ) located between the two localizers. If an aircraft penetrates this NTZ, the ATC orders the other
parallel aircraft to breakout.
REQUIREMENTS
‐ 2 VHF must be operative
‐ The flight crew must be trained
‐ Before the approach, the flight crew has to review the ILS PRM approach chart and procedures,
and in particular the “Attention All Users” pages for the flight safety.
‐ The flight crew must know specific breakout phraseology and be ready to apply specific breakout
procedures.
BREAKOUT PROCEDURE
‐ When the ATC orders so, the breakout is mandatory for the flight safety, considering adjacent
aircraft position and trajectory. It requires an immediate response.
‐ Breakout must be hand-flown
‐ Breakout orders always include a turn order, and a “climb” or “descent” order depending on what is
the most suitable.
BREAKOUT TURN AND CLIMB PROCEDURE
Simultaneously
AP.................................................................................................................................................OFF
BREAKOUT LEFT (RIGHT), HDGxxx, ALTyyy..............................................................ANNOUNCE
THR LEVERS................................................................................................. TOGA and back to CL
The SRS GA and GA TRK modes engage. The THR CLB mode engages. The speed is managed.
The speed target is the aircraft speed at SRS GA engagement. The FMS GO-AROUND phase
becomes active. Thus, the FMS reinserts the approach.
TURN LEFT (RIGHT) AND CLIMB
As the situation is urgent, the flight crew should temporarily not follow the FD orders.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-85 P 1/4
FCOM A to C → 29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ILS PRM APPROACH
OPERATING MANUAL
Then
HDGxxx....................................................................................................................... TURN & PULL
The GA TRK mode disengages, and the HDG mode engages.
ALTyyy........................................................................................................................ TURN & PULL
The SRS GA mode disengages, and the OP CLB mode engages. The speed target becomes the
FMS speed target of the CLIMB phase.
SPEED............................................................................................................... PULL AND ADJUST
For the initial breakout procedure, adjust the speed (e.g. 160 kt), in order to avoid an important
acceleration, and an increase of workload.
When established on the breakout path:
AP............................................................................................................................................ON
Before engaging the AP, ensure that the FD bar orders approximately correspond to the
aircraft current path.
SPEED..........................................................................................................SELECT AS RQRD
FLAPS..........................................................................................................................AS RQRD
GEAR........................................................................................................................... AS RQRD
TCAS MODE SEL..............................................................................................................TA/RA
BREAKOUT TURN AND DESCENT PROCEDURE
Simultaneously
AP.................................................................................................................................................OFF
TURN LEFT (RIGHT) AND MAINTAIN RATE OF DESCENT
BREAKOUT LEFT (RIGHT), HDGxxx, ALTyyy..............................................................ANNOUNCE
As the situation is urgent, the flight crew should temporarily not follow the FD orders.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-85 P 2/4
FCOM ←C→ 29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ILS PRM APPROACH
OPERATING MANUAL
Then
HDGxxx....................................................................................................................... TURN & PULL
The HDG mode engages. The vertical mode reverts to V/S. The vertical speed target is the aircraft
vertical speed at V/S engagement.
ALTyyy........................................................................................................................ TURN & PULL
This action defines an altitude target. The OP DES mode and the THR IDLE mode engage. The
speed target does not change.
V/S......................................................................................................................................MONITOR
CAUTION Depending on the speed target, the vertical speed may become excessive. If the
rate of descent exceeds 1 000 ft/min, engage the V/S mode and limit the rate of
descent to 1 000 ft/min.
When established on the breakout path:
AP............................................................................................................................................ON
Before engaging the AP, ensure that the FD bar orders approximately correspond to the
aircraft current path.
When cleared by ATC:
ALTyyy................................................................................................................................ TURN
Select an altitude target for go-around, in accordance with the ATC clearance.
THR LEVERS...........................................................................................TOGA and back to CL
The SRS GA and GA TRK modes engage. The THR CLB mode engages. The speed
is managed. The speed target is the aircraft speed at SRS GA engagement. The FMS
GO-AROUND phase becomes active.
HDGxxx .............................................................................................................................. PULL
The GA TRK mode disengages, and the HDG mode engages. The SRS GA mode remains
engaged, until ALT* engagement.
SPEED..........................................................................................................SELECT AS RQRD
FLAPS..........................................................................................................................AS RQRD
GEAR........................................................................................................................... AS RQRD
TCAS MODE SEL..............................................................................................................TA/RA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-85 P 3/4
FCOM ←C 29 JUL 11
PROCEDURES
SPECIAL OPERATIONS
A318/A319/A320/A321
FLIGHT CREW ILS PRM APPROACH
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SPO-85 P 4/4
FCOM 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
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PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-SUP-10 Operating Speeds Definition
GENERAL................................................................................................................................................................ A
Characteristic Speeds..............................................................................................................................................B
PROTECTION SPEEDS..........................................................................................................................................C
LIMIT SPEEDS........................................................................................................................................................ D
OTHER SPEEDS.....................................................................................................................................................E
PRO-SUP-21 Air Conditioning / Pressurization / Ventilation
AIR CONDITIONING............................................................................................................................................... A
PRO-SUP-22 Auto Flight
PRO-SUP-22-10 FMGS Reset and Other Abnormal Procedures
Automatic FMGS Reset and Resynchronization.....................................................................................................A
Manual FMGS Reset............................................................................................................................................... B
Other Abnormal Procedures....................................................................................................................................C
PRO-SUP-22-20 FMGS Specificities
PRO-SUP-22-20-15 FMS2 Honeywell Specificities
Misalignment Of FMS F-PLN Legs For ILS Approaches........................................................................................ A
Incorrect Management Of ETA Entry On Predictive GPS Page............................................................................. B
Flight Number Erased Upon AOC Flight Plan Uplink............................................................................................. C
Loss Of FMS Position Further To IRS Loss........................................................................................................... D
Erroneous Fuel Prediction In The Case Of Descent With Two Altitude Constraints...............................................E
Unexpected Switch Of Speed Target When RTA Is Used......................................................................................F
Undue AP Disconnection or Reversion to V/S during Climb and Descent.............................................................G
VOR/DME and VOR/TACAN Not Automatically Tuned.......................................................................................... H
Optimum Target Speeds not Updated following the Automatic Deletion of a Step Climb........................................ I
Erroneous Lateral Guidance in NAV Mode with LOC Mode Armed during Approach.............................................J
PRO-SUP-22-20-20 FG Specificities
Left Turn Not Expected while in HDG or TRK Mode..............................................................................................A
PRO-SUP-22-30 Navigation Database
Navigation Database Validation...............................................................................................................................A
PRO-SUP-23 Communications
VHF, HF Utilization.................................................................................................................................................. A
CAPT- ATT CALL.................................................................................................................................................... B
FROZEN RMP......................................................................................................................................................... C
SATCOM..................................................................................................................................................................D
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-PLP-TOC P 1/6
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-SUP-24 Electrical
Tripped C/B Reengagement ...................................................................................................................................A
Computer Reset.......................................................................................................................................................B
Computer Reset Table............................................................................................................................................ C
PRO-SUP-25 Equipment
General.....................................................................................................................................................................A
Cockpit Door Operation........................................................................................................................................... B
Opening the Cockpit Door from the Cabin - Cabin Crew Routine Access............................................................. C
PRO-SUP-27 Flight Controls (Flying Conditions)
PRO-SUP-27-10 General
GENERAL................................................................................................................................................................ A
PRO-SUP-27-20 Normal Operations
GENERAL................................................................................................................................................................ A
AIRCRAFT ON THE GROUND...............................................................................................................................B
In Flight....................................................................................................................................................................C
PRO-SUP-27-30 Abnormal Operations
ENGINE FAILURE AT TAKEOFF........................................................................................................................... A
Engine-Out Landing................................................................................................................................................. B
Bounce at Landing.................................................................................................................................................. C
TRAINING TOUCH-AND-GO.................................................................................................................................. D
Stall Warning............................................................................................................................................................E
ABNORMAL CONTROL LAWS - GENERAL.......................................................................................................... F
Abnormal Control Laws - In Detail..........................................................................................................................G
PRO-SUP-27-40 The Protection Systems
GENERAL................................................................................................................................................................ A
PITCH ATTITUDE PROTECTION...........................................................................................................................B
LOAD FACTOR LIMITATION..................................................................................................................................C
High Speed Protection............................................................................................................................................ D
HIGH ANGLE OF ATTACK PROTECTION............................................................................................................ E
WINDSHEAR............................................................................................................................................................F
ABNORMAL CONFIGURATIONS...........................................................................................................................G
PRO-SUP-27-50 Aircraft Trimming
AIRCRAFT TRIMMING............................................................................................................................................A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-PLP-TOC P 2/6
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-SUP-28 Fuel
FQI IN DEGRADED MODE.....................................................................................................................................A
PRO-SUP-30 Ice and Rain Protection
ICING CONDITIONS............................................................................................................................................... A
Operations in Icing Conditions................................................................................................................................ B
Severe Ice Accretion ..............................................................................................................................................C
RAIN REPELLENT (if installed).............................................................................................................................. D
GROUND OPERATIONS IN HEAVY RAIN............................................................................................................ E
PRO-SUP-31 Indicating / Recording Systems
USE OF FLIGHT PATH VECTOR.......................................................................................................................... A
PRO-SUP-32 Landing Gear
Braking in Alternate Mode.......................................................................................................................................A
Thrust Application on Brakes ................................................................................................................................. B
Brake Temperature Limitations Requiring Maintenance Actions............................................................................ C
Operation With Nosewheel Steering Offset............................................................................................................ D
TIRE PRESSURE.................................................................................................................................................... E
PRO-SUP-34 Navigation
Procedures for Tuning Standby Navigation Radios................................................................................................ A
Automatic Identification of ADF/VOR/ILS................................................................................................................B
Weather Radar........................................................................................................................................................ C
Flight Instrument Tolerances...................................................................................................................................D
ADIRS Operation..................................................................................................................................................... E
TCAS........................................................................................................................................................................ F
Approach on PAPI or TVASI.................................................................................................................................. G
Insertion of Approach Minima................................................................................................................................. H
Enhanced Ground Proximity Warning System (EGPWS)........................................................................................ I
PRO-SUP-46 Information Systems
ATSU Initialization....................................................................................................................................................A
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-PLP-TOC P 3/6
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-SUP-70 Power Plant
Thrust Control.......................................................................................................................................................... A
Manual Engine Start................................................................................................................................................ B
Engine Start with External Pneumatic Power......................................................................................................... C
CROSSBLEED ENGINE START............................................................................................................................ D
Start Valve Manual Operation................................................................................................................................. E
On Ground - Non ENG Shutdown After Setting ENG MASTER sw to Off ............................................................ F
PRO-SUP-80 Miscellaneous
Pushback with Power Push Unit Via the Main Landing Gear.................................................................................A
PRO-SUP-91 Adverse Weather
PRO-SUP-91-10 Severe Turbulence
GENERAL................................................................................................................................................................ A
SIGNS...................................................................................................................................................................... B
AUTOPILOT/AUTOTHRUST................................................................................................................................... C
Thrust and Airspeed................................................................................................................................................ D
Thrust Setting (N1) for Recommended Speed........................................................................................................E
ALTITUDE................................................................................................................................................................ F
LANDING................................................................................................................................................................. G
PRO-SUP-91-20 Operations in Windshear or Downburst
Precautions for Suspected Windshear.................................................................................................................... A
Recovery Technique at Takeoff.............................................................................................................................. B
RECOVERY TECHNIQUE AT LANDING............................................................................................................... C
PRO-SUP-91-30 Cold Weather
GENERAL................................................................................................................................................................ A
Exterior Inspection................................................................................................................................................... B
Deicing/Anti-icing Procedure On Ground................................................................................................................ C
SECURING THE AIRCRAFT FOR COLD SOAK................................................................................................... D
WATER SYSTEM DRAINING................................................................................................................................. E
for Draining Water Procedure..................................................................................................................................F
PRO-SUP-91-40 Operations On Airports Covered With Ash, Sand or Dust
General.....................................................................................................................................................................A
Ground Operations On Airports Covered With Ash, Sand or Dust.........................................................................B
Flight Operations with Volcanic Ash....................................................................................................................... C
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-PLP-TOC P 4/6
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PRO-SUP-91-50 Fluid Contaminated Runway
SPRAY PATTERN................................................................................................................................................... A
Taxiing......................................................................................................................................................................B
TAKEOFF.................................................................................................................................................................C
LANDING................................................................................................................................................................. D
PRO-SUP-92 FlySmart with Airbus
PRO-SUP-92-10 Windows
Introduction...............................................................................................................................................................A
General.....................................................................................................................................................................B
Tasksharing..............................................................................................................................................................C
PRO-SUP-92-20 iPad
Introduction...............................................................................................................................................................A
General.....................................................................................................................................................................B
Tasksharing..............................................................................................................................................................C
PRO-SUP-93 Green Operating Procedures
PRO-SUP-93-10 Flight Phases
General.....................................................................................................................................................................A
Preliminary Cockpit Preparation.............................................................................................................................. B
Cockpit Preparation................................................................................................................................................. C
Before Pushback or Start........................................................................................................................................D
After Start.................................................................................................................................................................E
Taxi...........................................................................................................................................................................F
Before Takeoff......................................................................................................................................................... G
Takeoff..................................................................................................................................................................... H
Climb..........................................................................................................................................................................I
Cruise........................................................................................................................................................................J
Descent Preparation................................................................................................................................................ K
Descent.....................................................................................................................................................................L
Holding.....................................................................................................................................................................M
Approach..................................................................................................................................................................N
After Landing........................................................................................................................................................... O
PRO-SUP-93-20 One Engine Taxi
General.....................................................................................................................................................................A
Departure................................................................................................................................................................. B
Arrival....................................................................................................................................................................... C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-PLP-TOC P 5/6
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-PLP-TOC P 6/6
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PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING SPEEDS DEFINITION
OPERATING MANUAL
GENERAL
This chapter shows the speed symbols and definitions.
The source of the computation is also given, when applicable.
CHARACTERISTIC SPEEDS
The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer
(FAC), according to aerodynamic data.
VLS (of normal landing configuration: CONF 3 or FULL), F, S and Green Dot speeds are also
displayed on the MCDU TAKEOFF and/or APPR pages.
These values are computed by the FMGC, based on the aircraft gross weight (which is computed
according to the entered ZFW and the FOB), or the predicted gross weight (for approach or
go-around).
VS : Stalling speed.
Not displayed.
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor
that is less than 1 g. This gives a stall speed that is lower than the stall speed at 1 g. All
operating speeds are expressed as functions of this speed (for example, VREF = 1.3
VSmin).
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that
the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of
stall speed for these aircraft.
All the operating speeds must be referenced to a speed that can be demonstrated by flight
tests. This speed is designated VS1g.
Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship
between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. As a
result, Authorities allow aircraft of the A320 family to use the following factors :
V2 = 1.2 × 0.94 VS1g = 1.13 VS1g
VREF = 1.3 × 0.94 VS1g = 1.23 VS1g
These speeds are identical to those that the conventional 94 % rule would have defined for
these aircraft. The A318, A319, A320 and A321 have exactly the same maneuver margin
that a conventional aircraft would have at its reference speeds.
The FCOM uses VS for VS1g.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-10 P 1/4
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING SPEEDS DEFINITION
OPERATING MANUAL
VLS : Lowest Selectable Speed.
Represented by the top of an amber strip along the airspeed scale on the PFD.
Computed by the FAC, based on aerodynamic data, and corresponds to 1.13 VS during
takeoff, or following a touch and go.
Becomes 1.23 VS, after retraction of one step of flaps.
Becomes 1.28 VS, when in clean configuration.
Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip
would hit the VLS strip on the PFD.
Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.
In addition, VLS increases when the speedbrakes are extended.
The VMC is taken into account for VLS computation, as follows:
‐ At takeoff, until retraction of one step of flaps, VLS is equal to, or greater than, the lowest
of:
• V2/1.05
• 1.05 VMCA maximum certified.
‐ In all the other phases, it is equal to, or greater than, VMCL.
F : Minimum speed at which the flaps may be retracted at takeoff.
In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.
Represented by “F” on the PFD speed scale. Equal to about 1.18 VS to 1.22 VS of CONF 1
+ F.
S : Minimum speed at which the slats may be retracted at takeoff.
In approach, used as a target speed when the aircraft is in CONF 1.
Represented by “S” on the PFD airspeed scale.
Equal to about 1.22 VS to 1.25 VS of clean configuration.
O : Green dot speed.
Engine-out operating speed in clean configuration.
(Best lift-to-drag ratio speed).
Also corresponds to the final takeoff speed.
Represented by a green dot on the PFD scale.
Below 20 000 ft equal to 2 × weight (tons) +85
Above 20 000 ft, add 1 kt per 1 000 ft
PROTECTION SPEEDS
Vα PROT, Vα MAX and VSW are computed by the FAC, based on aerodynamic data. They are only
used for display on the PFD, and not for flight control protection (the activation of the protections is
computed by the ELAC).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-10 P 2/4
FCOM ← B to C → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING SPEEDS DEFINITION
OPERATING MANUAL
Vα PROT : Angle of attack protection speed.
Corresponds to the angle of attack at which the angle of attack protection becomes
active.
Represented by the top of a black and amber strip along the PFD speed scale, in
normal law.
Vα MAX : Maximum angle of attack speed.
Corresponds to the maximum angle of attack that may be reached in pitch normal
law.
Represented by the top of a red strip along the PFD speed scale, in normal law.
VSW : Stall warning speed.
Represented by a red and black strip along the speed scale when the flight control
normal law is inoperative.
VMAX : Represented by the bottom of a red and black strip along the speed scale.
Determined by the FAC according to the aircraft configuration.
Is equal to VMO (or speed corresponding to MMO), VLE or VFE.
LIMIT SPEEDS
VA : Maximum design maneuvering speed. This corresponds to the maximum structural
speed permitted for full control deflection, if alternate or direct law is active.
VMCG : Minimum speed, on the ground during takeoff, at which the aircraft can be controlled
by only using the primary flight controls, after a sudden failure of the critical engine,
the other engine remaining at takeoff power.
VMCA : Minimum control speed in flight at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff
power (takeoff flap setting, gear retracted).
VMCL : Minimum control speed in flight, at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff
power (approach flap setting).
VFE : Maximum speed for each flap configuration.
VLE : Maximum speed with landing gear extended.
VLO : Maximum speed for landing gear operation.
VMO : Maximum speed.
VFE NEXT : Maximum speed for the next (further extended) flap lever position.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-10 P 3/4
FCOM ← C to D 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW OPERATING SPEEDS DEFINITION
OPERATING MANUAL
OTHER SPEEDS
V1 : The highest speed, during takeoff, at which the flight crew has a choice
between continuing the takeoff or stopping the aircraft.
Represented by “1” on the airspeed scale (or the V1 value when it is off the
airspeed scale).
Inserted manually through the MCDU by the flight crew at the latest.
Displayed on the MCDU TAKEOFF page.
VR : The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at
the latest after an engine failure.
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.
V2 : Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft
with one engine failed, and maintains during the second segment of the takeoff.
Represented by the SPEED SELECT symbol on the speed scale.
Minimum value equal to 1.13 VS for the corresponding configuration.
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.
VREF : Reference speed used for normal final approach.
Equal to 1.23 × VS of CONF FULL.
Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS
CONF FULL).
VAPP : Final approach speed.
Displayed on MCDU APPR page.
Calculated by the FMGCs.
Represents : VAPP = VLS + wind correction
The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt.
The flight crew may modify VAPP through the MCDU.
‐ During autoland or when A/THR is on or in case of ice accretion or gusty
crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt.
VAPP TARGET : Represented by a magenta triangle.
Calculated by the FMGCs
Gives efficient speed guidance in approach during various windy conditions.
Represents :
VAPP TARGET = GS mini + actual headwind (measured by ADIRS)
GS mini = VAPP – TOWER WIND (headwind component along runway axis
calculated by FMGC from tower wind entered on MCDU).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-10 P 4/4
FCOM E 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
AIR CONDITIONING
An external HP source may be used for air conditioning, provided the air supply is confirmed to be
free from oil contamination.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-21 P 1/2
FCOM A 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING / PRESSURIZATION / VENTILATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-21 P 2/2
FCOM 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
AUTOMATIC FMGS RESET AND RESYNCHRONIZATION
FM RESET
When the FM software cannot work properly or receives instructions to perform impossible
operations, it automatically resets itself. A resynchronization with the other FM always follows.
When the reset is a minor one, the system will recover by itself. One single reset lasts 2 to 3 s
maximum followed by 25 s of resynchronization.
When the reset is a major one:
‐ Resets recur at short intervals (several in 2 or 3 min)
‐ The memories are cleared, leading to the loss of F-PLN, GW, CI, CRZ FL, MCDU-entered
speeds and NAVAIDs and to database switching.
Note: If three dual FM resets occur in 2 min, pilot-entered data is lost. If a dual reset is
identified, it is recommended that the flight crew does not perform again the last MCDU
actions for 1 min (in order to avoid a potential second dual reset, leading to the loss of
pilot-entered data).
FM RESYNCHRONIZATION
An FM resynchronization automatically occurs after an FM reset but it may occur independently
each time self comparisons between FM1 and FM2 reveal discrepancies.
One single resynchronization lasts approximately 25 s.
If 5 several resynchronizations occur within 5 min, independent mode commences.
FMGC STATUS DURING A RESET/RESYNCHRONIZATION
While a RESET/RESYNCH occurs:
‐ The ND shows “MAP NOT AVAIL”
‐ The MCDU reverts to the A/C STATUS page, with “PLEASE WAIT” displayed in the scratchpad
‐ Autotuning of Navaids (VOR, DME, ADF) are lost on the failed side
‐ AP and managed modes may be transiently lost (reversion to HDG/V/S or TRK/FPA)
‐ If the pilot presses a key while the scratchpad is showing “PLEASE WAIT”, there is no change
at MCDU level. This is normal, and the crew should no respond by pulling the MCDU circuit
breaker.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 1/12
FCOM A→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
SINGLE RESET OR DUAL RESET WITH AUTORECOVERY
If the RESET/RESYNCH succeeds, all functions are recovered.
Note: When an FMGC is recovered, its FD if previously engaged, is also recovered and its
status is displayed on the FMA.
PROCEDURE
RESELECT the convenient MCDU page.
REENGAGE managed modes and the AP.
WAIT 1 min after the “PLEASE-WAIT” message has disappeared, before engaging the AP/FD
of the failed FMGC.
If both “MAP NOT AVAIL” and “SET OFFSIDE RNG/MODE” remain displayed on one ND, or if
“OFFSIDE FM CONTROL” remains displayed, temporarily SELECT a different mode or range
on the corresponding EIS control panel.
SINGLE LATCH
If five successive resets occur, the failing FMGC will latch, and single mode operation will start.
While failed, the following occurs:
‐ On the ND usually associated with the failed FMGC:
If the NDs are not both in the same mode or range, the associated ND displays “MAP NOT
AVAIL” and “SET OFFSIDE RNG/MODE”. If the NDs are in the same mode and range, the
associated ND displays the “OFFSIDE FM CONTROL” amber message
‐ The MCDU reverts to the MENU PAGE and shows an “FMGC TIME OUT” prompt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 2/12
FCOM ←A→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
‐ If the AP and FD were previously engaged on the failed side, the AP and FD disengage and
the right-hand column of the FMA shows that the operating FD is offside. The ECAM displays
the “AP OFF” warning, and the master warning light and audio remind the pilot of the AP
disengagement.
‐ All functions are restored on the operative side.
PROCEDURE
Select the same range and mode on both NDs to give the failed ND side something to display.
Select any function key on the affected FMGC MCDU. (The page will display “OPP FMGC IN
PROGRESS”).
Both MCDUs are now driven by the other FMGC, and only one AP/FD is available. The system
works in SINGLE Mode.
Perform a manual reset of the failed FMGC, when convenient.
DUAL RESET WITH LOSS OF DATA AND AUTORECOVERY
Three successive dual resets without result erases all pilot-entered data (F-PLN, GW, CRZ FL,
CI...).
When FMGS recovery is obtained:
‐ Database cycle may have switched
‐ The FM position bias is lost. The FM position returns to the MIX IRS position
‐ Autotuning the VOR/DME is restored, based on the aircraft’s IRS position
‐ FMGS tuning of the ILS and ADF is not possible
‐ Lateral and vertical managed mode cannot reengage
‐ The “CAB PR LDG ELEV FAULT” ECAM message is displayed
‐ A map display may be lost on one ND.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 3/12
FCOM ←A→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
PROCEDURE
When the system has recovered:
SELECT the initial database.
SELECT DIR TO the required downpath waypoint.
SELECT LAT REV at the downpath waypoint, and redefine the DESTINATION.
SELECT the FUEL PRED page, and enter GW.
SELECT the PROG page, and enter CRZ FL.
SELECT the PERF page, and enter CI.
CHECK or reengage (as appropriate) the relevant speed/Mach target and vertical mode.
Redefine the flight plan for the remainder of the flight, as the opportunity presents itself.
If both “MAP NOT AVAIL” and “SET OFFSIDE RNG/MODE” remain displayed on one ND, or if
“OFFSIDE FM CONTROL” remains displayed, temporarily SELECT a different mode or range
on the corresponding EFIS control panel.
PERFORM a NAV accuracy check, when possible.
A manual FM position update should be considered, if MIX IRS and actual positions differ by
more than 20 nm.
DUAL LATCH
‐ Both FMGCs are inoperative. FM and FG capability are lost
‐ Both NDs display “MAP NOT AVAILABLE”. NAVAID tuning is not performed
‐ AP/FD, A/THR are lost
‐ FMGC (TIME OUT) subsystem page is displayed on both MCDUs
‐ The following messages are displayed on the ECAM:
“CAB PR LDG ELEV FAULT”
“AUTO FLT AP OFF”, if AP was engaged
“AUTO FLT A/THR OFF”, if A/THR was engaged.
PROCEDURE
FLY raw data.
TUNE necessary NAVAIDs using the RMPs.
PERFORM a manual reset of both FMGCs.
If successful, refer to dual reset with loss of data and auto recovery:
Note: A recovery will result in the loss of all pilot-entered data.
If unsuccessful:
FLY raw data.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 4/12
FCOM ←A→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
Select the NAV B/UP prompt on both MCDU DATA pages.
(Refer to DSC-22_20-60-130 General HOW TO USE, concerning navigation backup
operation).
SET the landing elevation of the destination on the overhead panel.
Note for all FMGS automatic resets
‐ A single or double FM auto-reset does not affect an ILS approach below 700 ft AGL. ILS
frequency is locked and AP/FDs remain engaged
‐ Above 700 ft , the loss of ILS tuning due to a dual reset will cause a loss of LOC and G/S, and
the disengagement of APs and FDs
‐ During a non ILS approach, if the master FMGC fails, AP/FD and managed modes are lost
and FDs engage in basic modes.
MANUAL FMGS RESET
On rare occasions, the FMGC may require manual resetting.
If this occurs in flight, reset one FMGC at a time.
MANUAL RESET OF ONE FMGC
‐ Before resetting FMGC 1 (or 2), SWITCH OFF FD 1 (or 2)
After applying external power or APU generator power, wait 2 min before resetting the FMGC
circuit breakers
‐ Pull the CB of the affected FMGC and reset it after 5 s. The FMGC circuit breakers are:
• AUTO FLT/FMGC 1 B2 ON 49 VU
• AUTO FLT/FMGC 2 M17 ON 121 VU.
CAUTION Always wait 1 min after the “PLEASE WAIT” message disappears from the
MCDU, before engaging or reengaging the FDs and the AP of the reset FMGC.
MANUAL RESET OF BOTH FMGCS
When the aircraft is on ground with the engines stopped, the flight crew may attempt a double and
simultaneous CB reset when a single CB reset has failed.
Apply the above-mentioned procedure to both FMGCs.
OTHER ABNORMAL PROCEDURES
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 5/12
FCOM ← A to C → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
ERRONEOUS PREDICTIONS
The FMGS may display temporary erroneous predictions that can affect such data as ECON
speed/Mach, optimum flight level, fuel or time predictions.
If erroneous predictions are observed:
ON GROUND, OR IN FLIGHT
Check the cruise temperature (sign and value), the gross weight, and the cruise flight level.
REENTER the same cost index to restart a computation (In descent or approach, a cost index
change does not restart a computation), or
MAKE a COPY ACTIVE, then activate the secondary, or
MAKE a DIR TO the “TO” waypoint.
SPURIOUS ENGINE OUT INDICATION
If a spurious engine-out is detected:
PROCEDURE
PRESS the EO CLR prompt of the MCDU PERF page
RE-ENGAGE previous vertical mode
RE-ENTER preselected speeds (if any). No other consequences are to be expected.
"FM/GPS POS DISAGREE" MESSAGE
This ECAM message is triggered when either one of the FM positions differs from either of the
GPS positions by more than 0.5 min of latitude or longitude. This may occur when an update of the
FM positions is performed automatically by the FM (Takeoff update or LOC update in approach
with unprecise airfield or NAVAID position within the database), or manually by the pilot (manual
update). For procedure, Refer to FCOM ABN 34 / NAV FM/GPS POS DISGREE and Refer to
QRH/ABN-34 NAV FM / GPS POS DISAGREE.
"CHECK WEIGHT" MESSAGE
The “CHECK WEIGHT” message appears on the MCDU when the Gross Weight (GW) computed
by the FMGC and the GW computed by the FAC disagree by more than 7 t (16 055 lb).
When this message appears:
FMS FOB................................................................................................................................CHECK
CALL UP the MCDU FUEL PRED page and compare the FOB to the FOB from the Computerized
F-PLN. Correct it if necessary.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 6/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
FMS ZFW value..................................................................................................................... CHECK
CALL UP the MCDU FUEL PRED page and compare the ZFW to the ZFW on the loadsheet.
If the FMS ZFW on the MCDU is not correct:
FMS ZFW............................................................................................... CORRECT/RE-INSERT
The entry of a correct ZFW will clear the MCDU message.
If the FMS ZFW on the MCDU is correct:
VLS, F, S, GREEN DOT (PFD).............................................................................. DISREGARD
If the FMS GW is correct, the characteristic speeds computed by the FAC (displayed on PFD)
are not correct.
QRH OPERATING SPEEDS................................................................................................ USE
Refer to QRH/PER-A Speeds
"AUTO FLT A/THR OFF" MESSAGE
“AUTO FLT A/THR OFF message” may be displayed on the ECAM during cockpit preparation
when the FCU A/THR pb has been used on ground to arm and disarm the A/THR. (It is sometimes
performed for maintenance purpose).
PROCEDURE BEFORE ENGINE START
ARM the A/THR with the FCU pushbutton to clear the message.
DISARM the A/THR with the instinctive disconnect pushbutton on the thrust levers.
If one engine is started, the FCU pushbutton is inhibited until takeoff and the crew cannot clear
the message.
PROCEDURE AFTER ENGINE START
WAIT until takeoff initiation, the warning will automatically disappear when the thrust levers are
set to FLX or TOGA.
Note: If the warning comes up after engine start, envisage an A/THR failure.
MCDU LOCKED OR BLANK
When an MCDU locks up, or becomes blank, all functions of the FMGS remain available. But, the
pilot cannot enter information into the MCDU, and cannot call up any MCDU pages for display.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 7/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
PROCEDURE
PULL the CB for the locked or blank MCDU, and PUSH it back in after 10 s.
Note: During a RESET/RESYNC, if the crew presses a key while the scratchpad is showing
“PLEASE WAIT”, there is no change at the MCDU level. This is normal, and the pilot
should not respond by pulling the MCDU CB.
CROSSLOAD OF NAV DATABASE
Both FMGCs are sometimes loaded with 2 different NAV databases. The DUAL mode of operation
is not possible until both FMGCs receive the same database. The MCDU displays “FMS 1/FMS 2
A/C STS DIFF”.
This may occur when a spare FMGC is loaded on an aircraft very lately before the flight.
The crossload procedure will be applied to restore the DUAL mode of operations.
CROSSLOAD can be initiated during preflight or done phase only.
CAUTION The MCDU to be used is the MCDU of the FMGC loaded with the correct NAV
database.
PROCEDURE
PRESS the “SOFTWARE STATUS/XLOAD” key, on the field [6R].
The P/N STATUS page appears.
SELECT “P/N STATUS” page 3.
The navigation database part numbers are displayed.
PRESS “START XLOAD” key, on the field [4L].
PRESS “CONFIRM” key on the field [6R].
Crossloading is initiated and “XLOAD IN PROCESS” is displayed on both MCDUs.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 8/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
Note: If flight phase transitions from PREFLIGHT or DONE while crossload is in process,
the crossload is aborted. If crossload is unsuccessful “CROSSLOAD ABORTED” is
displayed on both MCDU’s scratchpad. This message is also displayed following a
failed or incomplete data base loader operation.
Upon successful completion of the crossload, “CROSSLOAD COMPLETE” message is
displayed on each MCDUs scratchpad. A RESYNCH occurs and both MCDUs return to the
AIRCRAFT STATUS page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 9/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
FMGC RESPONSE TO FAILURES CASES
This table shows how the FMGC responds to failures in other parts of the system.
FAILURE CASE AP/FD A/THR LANDING CAPACITIES
FIRST IRS FAILURE NO EFFECT NO EFFECT CAT 3 SINGLE
SECOND IRS FAILURE TOTAL LOSS TOTAL LOSS RAW DATA
FIRST ADC FAILURE NO EFFECT NO EFFECT CAT 3 SINGLE
SECOND ADC
TOTAL LOSS TOTAL LOSS RAW DATA ONLY
FAILURE
FIRST LGCIU FAILURE NO EFFECT NO EFFECT NO EFFECT
RAW DATA ONLY
SECOND LGCIU TOTAL LOSS EXCEPT
TOTAL LOSS EXCEPT IN LAND
FAILURE IN LAND MODE
MODE (CAT 2 MAX)
LOSS OF ONE FMS LOSS OF ONE AP/FD/ATS EXCEPT IN APPR
NO EFFECT BELOW 700 ft
COMPUTATION mode BELOW 700 ft AND GO-AROUND MODES
FIRST SFCC FAILURE NO EFFECT NO EFFECT NO EFFECT
SECOND SFCC TOTAL LOSS EXCEPT Raw data EXCEPT IN
TOTAL LOSS
FAILURE IN LAND MODE LAND MODE (CAT 2 MAX)
FIRST
RADIOALTIMETER NO EFFECT NO EFFECT CAT 2
FAILURE
SECOND
TOTAL LOSS OF
RADIOALTIMETER ILS APPR MODE
NO EFFECT ILS APPR (1)MODE INOP
FAILURE
TOTAL LOSS OF THE TOTAL LOSS EXCEPT IN RAW DATA EXCEPT IN
TOTAL LOSS
FCU LAND AND GO AROUND LAND MODE (CAT 2 MAX)
FIRST ILS RECEIVER
NO EFFECT NO EFFECT CAT 1
FAILURE
SECOND ILS TOTAL LOSS IN
NO EFFECT (ILS) APPR MODE INOP
RECEIVER FAILURE APPR mode (ILS)
FIRST ELAC FAILURE NO EFFECT NO EFFECT CAT 3 single
SECOND ELAC
TOTAL LOSS OF AP NO EFFECT CAT 1
FAILURE
FIRST FAC FAILURE NO EFFECT NO EFFECT CAT 3 SINGLE
TOTAL LOSS, EXCEPT IN
SECOND FAC CAT 1 NO EFFECT BELOW
LAND MODE BELOW 100 ft TOTAL LOSS
FAILURE AND BEFORE ROLLOUT
100 ft , if previously CAT 2/3
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 10/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
Continued from the previous page
FAILURE CASE AP/FD A/THR LANDING CAPACITIES
FIRST YAW DAMPER
OR RUDDER TRIM NO EFFECT NO EFFECT CAT 3 SINGLE
FAILURE
SECOND YAW TOTAL LOSS OF AP,
EXCEPT IN LAND MODE CAT 1 NO EFFECT BELOW
DAMPER OR RUDDER BELOW 100 ft AND
NO EFFECT
100 ft , if previously CAT 2/3
TRIM FAILURE BEFORE ROLLOUT
FIRST BSCU FAILURE NO EFFECT NO EFFECT NO EFFECT
SECOND BSCU
NO EFFECT NO EFFECT CAT 3 SINGLE
FAILURE
TOTAL LOSS OF ONE
NO EFFECT TOTAL LOSS CAT 2
FADEC
LOSS OF EPR (IAE
NO EFFECT LOSS OF A/THR CAT 2
ONLY)
FIRST FWC FAILURE NO EFFECT NO EFFECT CAT 3 SINGLE
SECOND FWC
NO EFFECT NO EFFECT CAT 1
FAILURE
LOSS OF PFD DATA
NO EFFECT NO EFFECT CAT 1
ON ONE SIDE
TOTAL LOSS OF ONE
LOSS OF ONE AP/FD LOSS OF ONE ATS CAT 3 SINGLE
FMGC
DOUBLE HYDRAULIC
TOTAL LOSS OF AP NO EFFECT CAT 1
FAILURE
(1) LOC mode can be armed through the LOC pb.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 11/12
FCOM ←C 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS RESET AND OTHER ABNORMAL PROCEDURES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-10 P 12/12
FCOM 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
FMS2 Honeywell Specificities
MISALIGNMENT OF FMS F-PLN LEGS FOR ILS APPROACHES
For the F-PLN legs belonging to an ILS approach, the FMS incorrectly uses its own Magnetic
Variation table instead of the Magnetic Variation of the ILS associated to the approach (coded in the
Navigation Data Base). This misbehaviour occurs when the Navaid used for the ILS approach is a
DME.
In some cases, it may happen that magnetic variation of the airport differs by a few degrees from the
ILS navaid. Thus, the FMS F-PLN does not match with the actual beam of the ILS beam.
When the ILS approach is coded with successive legs, these legs may also appear as not matching
with intermediate approach waypoint.
For all approaches affected by this behaviour, the FMS will display an incorrect trajectory on ND for
the LS approach. The guidance would also be wrong if the approach legs are flown in NAV instead of
LOC mode.
INCORRECT MANAGEMENT OF ETA ENTRY ON PREDICTIVE GPS PAGE
During pre-flight, when a destination airport exists but the FMS does not compute predictions,
amber boxes are displayed in the MCDU field ETA of the predicitve GPS page. When the flight crew
manually enters an ETA, the value should be displayed in large cyan font.
With the current H2 standard, the FMS does not take into account the manual entry of an ETA (field
1R) for the destination (DEST, field 1L).
The FMS validates the manual entry only when an ETA is already computed by the FMS, when
predictions are available (necessary conditions to have some predictions are : entry of a GW, CRZ
FL, CI and F-PLN).
This anomaly does not impact the ETA of the WPT field (3L and 3R). An ETA can be entered in the
field 3L even if no predictions are computed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-20-15 P 1/8
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
FLIGHT NUMBER ERASED UPON AOC FLIGHT PLAN UPLINK
When a Flight Plan (F-PLN) uplink is performed, if the uplinked F-PLN is inserted as the active
F-PLN but does not contain a Flight Number, the previously entered Flight Number is erased. In such
a case, the flight crew needs to re-enter the correct Flight Number on the INIT A page.
LOSS OF FMS POSITION FURTHER TO IRS LOSS
The loss or the failure of an Inertial Reference System (IRS) could result in the loss of the FMS
position with the following cockpit effects :
‐ MAP NOT AVAIL GPS, PRIMARY LOST displayed on ND
‐ The DIR TO page is unavailable on both MCDU
‐ During approach, transient ATHR thrust variations at autopilot disconnection (Only applicable in
case of IR 1 FAULT).
Technical explanation :
The FMS needs valid data from the IRS in order to compute a position.
The FMS checks the IRS data with a specific parameter coming from the Flight Guidance (FG)
part of the FMGC. When an IRS is lost or off (dispatched inoperative), the onside FG erroneously
indicates to the FMS that the IRS DATA is still valid.
As a result, the FMS position is lost on the same side than the IRS inoperative (IRS1 for FMS1 and
IRS for FMS2). The manual switching on IRS 3 (ATT HDG on CAPT 3 or F/O 3) does not enable to
recover the data.
PROCEDURE:
In case of an IR x FAULT ECAM warning in flight with the above mentioned cockpit effects, apply
the following procedure :
De-activate (do not perform a reset) the FMS on the same side than the IRS inoperative :
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-20-15 P 2/8
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SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
‐ For IR 1 FAULT : pull FMGC 1 CB B2 (VU 49)
‐ For IR 2 FAULT : pull FMGC 2 CB M17 (VU 121)
ERRONEOUS FUEL PREDICTION IN THE CASE OF
DESCENT WITH TWO ALTITUDE CONSTRAINTS
DESCRIPTION:
If the flight plan has two altitude constraints for the descent, the flight crew may notice erroneous
FMS fuel predictions.
EXPLANATION
If the flight plan has two altitude constraints for the descent, the FMS may define a geometric
segment between both altitude constraints. If there is a deceleration required within the
geometric segment, the FMS may consider that the geometric segment is too steep to fly without
speedbrakes. In this case, the FMS tags the entire geometric segment as a speedbrake segment :
The FMS assumes that during the entire segment half of the speedbrakes are extended, even for
the parts where no deceleration is planned. As a consequence, the FMS will predict an increased
thrust for the entire geometric segment. This may lead to erroneous fuel predictions. (a long
geometric segment (e.g. above 100 nm) may lead to an error of 1.5 t for the fuel prediction at
destination).
Note: When flying the geometric segment, the predictions become better as the aircraft
approaches the end of the geometric segment, and turn back to normal when the aircraft
has sequenced the second altitude constraint.
PROCEDURE:
If the flight crew suspects this behavior in preflight, or during the flight, they can delete and enter
again one altitude constraint in descent and compare the fuel predictions of the flight plan with and
without the geometric segment. This allows the flight crew to evaluate the impact of the geometric
segment on the fuel predictions.
It is not recommended to permanently delete altitude constraints that are stored in the navigation
database.
UNEXPECTED SWITCH OF SPEED TARGET WHEN RTA IS USED
An anomaly could be experienced when the RTA (Requested Time of Arrival) function is used.
The MCDU and the PFD could suddenly display an erroneous speed target at the transition altitude
when a RTA is entered and if the flight crew performs an action (Vapp entry or altitude constraint
modification) that causes a F-PLN profile recomputation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-22-20-15 P 3/8
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SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
This scenario could also occur if the flight crew has inserted a RTA and then deleted this RTA (the
FMS may erroneously retain the RTA target).
Some cases could happen while the aircraft is in descent (DES mode) in managed speed. This
speed target change is significant at high altitude if the RTA speed target is lower than the speed
target used before the beginning of the descent.
PROCEDURE
If an erroneous speed target is displayed at high altitude, the flight crew can manually select a
speed to continue the descent.
UNDUE AP DISCONNECTION OR REVERSION TO V/S DURING CLIMB AND DESCENT
An AP disconnection or a reversion to the V/S mode may occur when the aircraft reaches an altitude
constraint in the CLB or DES mode. The following are two situations in which this behavior may
occur.
Situation 1: The aircraft is above the vertical profile.
When the aircraft is not on the vertical profile, the FMS makes assumptions in order to compute the
FMS predictions. For example, if the aircraft flies in selected speed, the FMS considers an immediate
return to managed speed.
These assumptions can result in FMS predictions that are not consistent with the real trajectory of
the aircraft. Therefore, the FMS may not anticipate the need to level off, when the FCU selected
altitude is above the altitude constraint in climb or below the altitude constraint in descent.
However, the FMS requests the ALT CST* mode, when the aircraft reaches the altitude constraint, in
order to level off and comply with the altitude constraint.
Due to problem of communication between the FMS and the FG, the FMGC may unduly revert to
the V/S mode. The FWC triggers a triple-click aural warning , and the aircraft goes beyond the
altitude constraint.
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PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
Situation 2: The aircraft levels off at an altitude constraint in descent.
When the aircraft reaches an altitude constraint with the DES mode engaged and the FCU selected
altitude below the altitude constraint, the FG engages the ALT CST* mode. The FG also arms the
DES mode, in order to resume the descent beyond the waypoint with the altitude constraint.
In very rare cases, the FMS does not see that the FG arms the DES mode:
‐ If the FINAL APP mode is armed, the FMGC may unduly:
‐ Disconnect the AP, or
‐ Disconnect the AP and revert to the V/S mode, or
‐ Revert to the V/S mode.
‐ If the FINAL APP mode is not armed, the FMGC may unduly revert to the V/S mode.
In both of the above-mentioned cases, the FWC triggers a triple-click aural warning , and the
aircraft goes beyond the altitude constraint.
If the AP disconnects, the FWC triggers a cavalry-charge aural warning.
OPERATIONAL RECOMMENDATIONS
Understand your FMA at all times.
If the AP disconnects, or if the FMGC reverts to the V/S mode:
Adjust the vertical speed or level off in order to comply with the altitude constraint.
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FCOM ←G 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
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FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
VOR/DME AND VOR/TACAN NOT AUTOMATICALLY TUNED
In case there is no NAVAID in the flight plan, nor any recommended NAVAID coded in the inserted
procedure, the FMS may not automatically tune the expected Terminal or Low Altitude VOR/DME or
VOR/TACAN.
The FMS may not automatically tune the expected NAVAID, if the aircraft is above 12 000 ft for a
Terminal VOR/DME or VOR/TACAN, and above 18 000 ft for a Low Altitude NAVAID.
As a consequence, the ND and the MCDU RAD NAV page may not display the NAVAID information.
OPERATIONAL RECOMMENDATIONS
If the flight crew encounters the misbehavior during the flight, the flight crew can manually tune the
expected VOR/DME or VOR/TACAN to recover the display on the ND.
As a manual tuning overrides any automatic tuning, the flight crew must clear the manual tuning,
when the NAVAID is no longer required, in order to revert to the automatic NAVAID tuning.
OPTIMUM TARGET SPEEDS NOT UPDATED FOLLOWING
THE AUTOMATIC DELETION OF A STEP CLIMB
During the FMS climb phase, if the flight crew selects an altitude on the FCU that is above the Cruise
Flight Level (CRZ FL) displayed on the PROG page, the altitude selected on the FCU becomes the
new CRZ FL.
If this new CRZ FL is at or above the altitude of a Step Climb of the flight plan, the FMS automatically
deletes the Step Climb. The FMS displays the "STEP DELETED" message.
As the optimum target speeds (ECON CLIMB speed/Mach and ECON CRUISE speed/Mach) depend
on the CRZ FL, the FMS should immediately update the ECON CLIMB speed/Mach and the ECON
CRUISE speed/Mach.
Due to a FMS misbehavior, the FMS may not correctly manage the automatic deletion of the Step
Climb when the CRZ FL is automatically set to the altitude selected on the FCU. The FMS may not
update the ECON CLIMB speed/Mach and the ECON CRUISE speed/Mach accordingly.
If the ECON CRUISE speed/Mach was not correctly updated, the FMS updates the ECON CRUISE
speed/Mach when the aircraft reaches the new CRZ FL. However the FMS updates the ECON
CRUISE speed/Mach with a rate of 0.01 Mach/min, in order to avoid a sudden increase of the
speed target. Therefore the aircraft may take several minutes to reach the new ECON CRUISE
speed/Mach.
OPERATIONAL RECOMMENDATIONS
If the flight crew suspects this misbehavior during the flight:
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FCOM H to I → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
REENTER the Cruise Flight Level (CRZ FL) on the PROG page, or the Cost Index (CI) on the
PERF page, in order to activate an immediate update of the optimum target speeds (ECON CLIMB
speed/Mach and ECON CRUISE speed/Mach).
ERRONEOUS LATERAL GUIDANCE IN NAV MODE
WITH LOC MODE ARMED DURING APPROACH
During approach, the FMS may guide the aircraft along a specific track instead of along the
F-PLN with NAV mode green on the FMA, because of the LOC Convergence function (Refer to
DSC-22_30-80-30-10 Precision Approach Modes - APPR Mode ).
The logics of the LOC Convergence function is as follows:
If NAV mode is engaged, and LOC mode is armed,
and
The aircraft is within 20 nm of the destination runway,
and
The difference between the aircraft track and the QFU is less than 20 °.
The aircraft is guided with a converging track of 20 ° from the LOC axis.
The NAV mode remains engaged. However the aircraft no longer follows the F-PLN, but
converges towards the LOC axis.
If the difference between the aircraft track and the QFU becomes more than 20 ° when the
LOC Convergence function is active:
The FMS deactivates the LOC Convergence function, and the aircraft follows back the F-PLN.
It may lead to slight oscillations, since the FMS may successively activate and deactivate the
LOC Convergence function.
OPERATIONAL RECOMMENDATIONS
If the flight crew considers that the LOC Convergence function may affect the guidance
along the F-PLN trajectory in NAV mode:
On the intercept trajectory for the LOC axis, the flight crew should push the APPR pb (or the
LOC pb-sw) when appropriate.
If the flight crew detects that the aircraft does not follow the intended trajectory:
The flight crew should revert to HDG/TRK mode, and intercept the LOC axis with the
HDG/TRK mode engaged and the LOC mode armed.
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FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
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FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
FG Specificities
LEFT TURN NOT EXPECTED WHILE IN HDG OR TRK MODE
The AP/FD may erroneously order a left turn if the following conditions are fulfilled:
‐ The aircraft is in a right turn in HDG or TRK mode
‐ Within 180 ms, the difference between the target selected on the FCU and the current aircraft
heading/track, initially above 85 °:
1. First goes below 85 °
2. Then goes above 95 °.
The flight crew may encounter this misbehavior in two different situations:
‐ The flight crew requests a right turn, then rapidly reduces and increases again the target selected
on the FCU
‐ The flight crew increases the target selected on the FCU according to the above conditions, while
the aircraft is already in a right turn.
The misbehavior may affect either one AP/FD or both AP/FD.
OPERATIONAL RECOMMENDATIONS:
The flight crew must immediately take appropriate actions:
‐ The flight crew must disconnect the AP and the FD, and manually turn.
‐ When established on the intended trajectory, the flight crew can reengage the FD first, and then
the AP.
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FLIGHT CREW AUTO FLIGHT - FMGS SPECIFICITIES
OPERATING MANUAL
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FLIGHT CREW AUTO FLIGHT - NAVIGATION DATABASE
OPERATING MANUAL
NAVIGATION DATABASE VALIDATION
RNAV(GNSS) APPROACHES AND APPROACHES BASED ON VOR/NDB
To fly an approach in lateral managed mode or lateral and vertical managed mode, the approach
stored in the Navigation database must be either:
‐ produced by an approved supplier compliant with ED76/DO200A requirements, or
‐ validated and approved by the Operator.
RNAV(RNP) APPROACHES
To fly an RNAV(RNP) procedure (departure, approach, missed approach), the procedure stored in
the Navigation Database must be both:
‐ produced by an approved supplier compliant with ED76/DO200A requirements, and
‐ validated and approved by the Operator.
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FLIGHT CREW AUTO FLIGHT - NAVIGATION DATABASE
OPERATING MANUAL
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FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
VHF, HF UTILIZATION
Note: 1. Reception of some frequencies could be noisy, on one or more VHFs. In such cases, try
selecting an unaffected one.
2. If two frequencies are closer than 2 MHz (between VHF1 and 2, or between VHF3 and
2), or closer than 6 MHz (between VHF1 and 3), some interference may occur.
TUNING
The pilot should normally use his onside RMP to tune any one of the VHF or HF radios. If the SEL
lights come on, when tuning the radio, the pilot should turn them off by selecting the appropriate
radio system dedicated to his RMP.
ON/OFF switch................................................................................................................ CHECK ON
VHF or HF key....................................................................................................................... PRESS
The green light comes on.
ACTIVE and STBY/CRS windows display active and preset frequencies, respectively.
Note: When an RMP tunes a transceiver that is normally associated with another RMP, the
SEL lights on both RMPs come on.
TO CHANGE FREQUENCY
Rotating knob........................................................................................................................ TURN
Make the STBY/CRS window display the new frequency.
Outer knob is for units, inner knob for decimals.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-23 P 1/8
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FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
Transfer key........................................................................................................................ PRESS
This interchanges the ACTIVE and STBY frequencies.
The receiver is now tuned to the new ACTIVE frequency.
AM key (if necessary).........................................................................................................PRESS
Green light comes on.
SEL lt......................................................................................................................... CHECK OFF
If SEL light is on, select the appropriate radio systems dedicated to the on side RMP.
FAILURE CASES
When an RMP fails :
‐ The affected RMP no longer controls the selected receiver.
‐ The frequency displays disappear and the green VHF or HF lights go out.
Affected RMP........................................................................................................... SWITCH OFF
One RMP can control all receivers.
• if RMP 1 fails tune VHF 1 through RMP 3
• if RMP 2 fails tune VHF 2 through RMP 3
• if RMP 3 fails tune, HF 1 through RMP 1, HF 2 through RMP 2
• if two RMP’s fail, tune all receivers through the remaining RMP.
TRANSMISSION AND RECEPTION
Note: If the VHF3 VOICE DIRECTORY page is customized with user frequencies:
‐ Use it as a pure directory
‐ Do not press the key adjacent to the desired frequency for direct turning
‐ VHF3 in VOICE mode should either be tuned using the MANUAL FREQ field, or using
the RMP.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-23 P 2/8
FCOM ←A→ 15 FEB 13
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SUPPLEMENTARY PROCEDURES
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FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
VHF or HF transmission key.................................................................................................. PRESS
Green bars on the selected system key light up.
Microphones and PTT command are connected to the selected system.
VHF or HF reception key....................................................................................................... PRESS
The integrated white light comes on.
The receiver brings in the selected system.
To adjust the volume, turn the key.
Note: Do not use VHF 3 for communications with ATC, if ACARS is installed, unless VHF 1 and
VHF 2 are inoperative.
CAPT- ATT CALL
PROCEDURE FOR CALLING ATT STATION WHEN PREVIOUS CALL HAS NOT BEEN RESET
If, after a call from cockpit to the attendant’s station, the attendant does not press the RESET key
on the attendant’s panel, the pilot must use the following procedure to call the station :
CAB transmission key (on audio control panel)..................................................................... PRESS
Green lines light up.
INT/RAD (on ACP)................................................................ MAINTAIN IN RAD POSITION for 2 s.
Wait 60 s for automatic cancellation of previous CAPT-ATT calls, then :
CAB transmission key............................................................................................................ PRESS
Note: This procedure will no longer be necessary after the introduction of CIDS Mark II
standard, which includes a function to reset the system automatically after 60 s if no one
has pressed the RESET key.
FROZEN RMP
A frozen RMP can be evidenced by the impossibility to interchange the ACTIVE and STBY radio
navigation or communication frequencies.
In order to recover the normal operation of the RMP, all the RMP’s have to be reset, as the problem
on one RMP can be due to an other RMP.
PROCEDURE
All the RMP’s have to be resetted, one after the other.
On the RMP control panel :
ON/OFF switch......................................................................................................................OFF
Wait 5 s then.
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OPERATING MANUAL
ON/OFF switch........................................................................................................................ON
SATCOM
This chapter explains how to use the different Satellite Communication (SATCOM) functions for
Cockpit air to ground or ground to air communications.
Due to highly customized programming, the SATCOM functions may vary for different airlines. This
description is, therefore, given only as an example.
COCKPIT AIR TO GROUND COMMUNICATION
The crew selects the phone number via the MCDU then, initiates and terminates the call via the
ACPs.
PHONE NUMBER SELECTION
PRESS the SAT key on the MCDU main page to access the SATCOM MAIN MENU page.
PRESS the MANUAL DIAL or DIRECTORY key.
For air to ground communication, the crew can use the SATCOM manual dialing function or the
prerecorded phone numbers.
Manual dialing
On the SATCOM MANUAL DIAL page :
PRESS the slew up or down keys on the MCDU keyboard to select the priority (The default
priority is NON-SAFETY).
PRESS 4L to modify the SATCOM channel (after having entered the desired SATCOM
channel in the scratchpad).
ENTER the phone number in the scratchpad and PRESS 2L.
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FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
PRESS 6R to preselect the phone number.
The MCDU then switches to the SATCOM MAIN MENU page automatically.
Prerecorded phone number
On the SATCOM DIRECTORY page :
PRESS 1L, 2L, 3L or 4L
The MCDU switches to the CATEGORY NUMBER page, where phone numbers have been
stored according to their priority. (Example : SATCOM SAFETY) :
PRESS 1 R (after having entered the desired SATCOM channel in the scratchpad) to modify
the SATCOM channel.
PRESS the key (1L, 2L, 3L, 4L or 5L) facing the required phone number.
The MCDU then automatically switches to the SATCOM MAIN MENU page where the title (of
the selected phone number) is displayed. READY TO CONNECT is displayed in front of the
selected SATCOM channel.
CALL INITIATION
Once all information, regarding the phone number, is entered in the MCDU, the crew uses the
ACP to initiate the SATCOM call.
On the SATCOM MAIN MENU page :
CHECK 2L or 4L field displays the phone number.
CHECK the availability of the relevant SATCOM channel.
Note: The SATCOM channel, used to initiate the call, is displayed above the phone number.
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FLIGHT CREW COMMUNICATIONS
OPERATING MANUAL
On the ACP, PRESS the SAT 1(2) transmission key, corresponding to the selected SATCOM
channel.
On the ACP, the green lines on the SAT1 (2) transmission key flash. On the MCDU SATCOM
MAIN MENU page, the DIALING indication replaces the READY TO CONNECT indication in
front of SAT1 (2). When the call is established on the ACP, the green lines on the SAT1 (2)
transmission key become steady. On the MCDU SATCOM MAIN MENU page, CONNECTED
indication replaces the DIALING indication in front of SAT1 (2).
PROCEED as with a VHF or HF call.
COCKPIT GROUND TO AIR TRANSMISSION
The amber lines of the ACP SAT1 (2) transmission key will flash when there is incoming call.
When the incoming call has Priority 1, 2, or 3, an aural alert will sound and the ECAM will
simultaneously display a SATCOM ALERT memo in green.
PRESS the SAT1 (2) transmission key to establish the communication.
On the ACP, the green lines on the SAT1 (2) transmission key become steady. On the MCDU
SATCOM MAIN MENU page, the CONNECTED indication replaces the DIALING indication in
front of SAT1 (2).
PROCEED as for a VHF or HF call.
HOLD FUNCTION
If the crew selects another radio communication (HF or VHF) when a SATCOM call is established,
the SATCOM audio transmission is temporarily interrupted.
On the ACP :
‐ The green lines on the SAT1 (2) transmission key flash.
‐ The green lines on the selected radio (HF or VHF) transmission key come on.
To recover the SATCOM call : On the ACP, the crew reselects the same radio (HF or VHF) or the
SAT1 (2) transmission key. This terminates the radio call.
CALL TERMINATION
AIR TO GROUND CALL
PRESS the corresponding SAT1 (2) transmission key on the ACP.
The green lines on the selected SAT1 (2) transmission key go out.
After 3 s , the call is terminated.
If the SATCOM call is on HOLD, the crew has to cancel the HOLD before terminating the call.
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OPERATING MANUAL
GROUND TO AIR CALL
The ground initiates the call termination.
The green lines of the corresponding SAT1 (2) transmission key go out.
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FLIGHT CREW ELECTRICAL
OPERATING MANUAL
TRIPPED C/B REENGAGEMENT
In flight, do not reengage a circuit breaker (C/B) that has tripped by itself, unless the Captain judges it
necessary to do so for the safe continuation of the flight. This procedure should be adopted only as a
last resort, and only one reengagement should be attempted.
On ground, do not reengage the C/B of the fuel pump(s) of any tank. For all other C/Bs, if the flight
crew coordinates the action with maintenance, the flight crew may reengage a tripped C/B, provided
that the cause of the tripped C/B is identified.
COMPUTER RESET
The normal purpose of a circuit breaker (C/B) is to protect wiring against short circuits, and to isolate
equipment for maintenance.
Another C/B function involves digital computers : The reset function. When a digital computer
behaves abnormally due to an electrical transient, for example, the abnormal behavior can be
stopped by briefly interrupting the power supply to its processor.
The flight crew can reset most of this aircraft’s computers with a normal cockpit control (selector
or pushbutton). However, for some systems, the only way to cut off electrical power is to pull the
associated C/B.
PROCEDURE
To perform a computer reset:
‐ Set the related normal cockpit control to OFF, or pull the corresponding circuit breaker
‐ Wait 3 s if a normal cockpit control is used, or 5 s if a circuit breaker is used (unless a different
time is indicated)
‐ Set the related normal cockpit control to ON, or push the corresponding circuit breaker
‐ Wait 3 s for the end of the reset.
WARNING Do not reset more than one computer at the same time, unless instructed to do
so.
Note: In flight, before taking any action on the cockpit C/Bs, both the PF and PNF must:
‐ Consider and fully understand the consequences of taking action
‐ Crosscheck and ensure that the C/B label corresponds to the affected system.
COMPUTER RESET TABLE
The computers that are most prone to reset are listed in the table of the next pages with the
associated reset procedure, or FCOM reference when applicable.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 1/18
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Specific reset procedures, included in OEB or Temporary revisions, are normally not referenced in
this table and, when issued, superseed this table.
Note: Repetitive resets have to be reported to maintenance.
‐ On ground, almost all computers can be reset, and are not limited to the ones indicated in the
table.
Following computers are not allowed to be reset in all circumstances:
• ECU (Engine Control Unit on CFM engines) or EEC (Electronic Engine Control on IAE
engines) and EIU (Engine Interface Unit) while the engine is running.
• BSCU (Brake Steering Control Unit) if the aircraft is not stopped. (Refer to PRO-SUP-24
Computer Reset Table - 32 - Landing Gear ).
‐ In flight, as a general rule, the crew must restrict computer resets to those listed in the table, or
to those in applicable TRs or OEBs. Before taking any action on other computer the flight crew
must consider and fully understand the consequences.
CAUTION Do not pull the following circuit breakers:
‐ SFCC (could lead to SLATS/FLAPS locked)
‐ ECU or EEC, EIU.
Note: In the table’s “reset” column, the “if applicable” note signifies that, depending on the
computer standard, the reset procedure may no longer be necessary. If this is the case,
the reset procedure is removed from the applicable FCOM section.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 2/18
FCOM ←B 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
COMPUTER RESET TABLE
System malfunction or
ATA Affected system Reset
ECAM warning/caution
VENT AVNCS SYS FAULT AEVC
On ground only:
21 ‐ Pull C/B Y 17 on 122VU.
‐ Wait 1 s before pushing the C/B.
VENT AVNCS SYS FAULT AEVC
On ground only:
‐ Pull C/B Y 17 on 122VU.
‐ Wait 1 s before pushing the C/B.
AIR PACK 1(2) REGUL FAULT ACSC
On ground only:
21 ‐ Pull C/B W21 and W22 on 122VU.
‐ Pull C/B X21 and X22 on 122VU.
‐ Pull C/B Y18, Y20 and Y21 on 122VU.
‐ Pull C/B D8 on 49VU.
‐ Wait 5 s before pushing all the C/Bs.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 3/18
FCOM C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
AUTO FLT FCU 1(2) FAULT FCU
In flight:
‐ Pull the C/B B05 on 49VU for FCU1, or M21 on
121VU for FCU2
‐ Push it after 5 s
‐ CHECK the displayed targets and the barometer
reference, and correct them if necessary.
On ground:
‐ Pull the C/B B05 on 49VU for FCU1, or M21 on
121VU for FCU2
‐ Push it after 5 s
‐ If FCU1(2) FAULT disappears, CHECK the
displayed targets and barometer reference, and
correct them if necessary (RESET successful)
‐ If FCU1(2) FAULT remains, pull both C/B B05 on
49VU and M21 on 121VU
‐ Push them after 7 min , with a delay of less than
5 s between side 1 and 2
‐ Wait at least 30 s for FCU1 and FCU2 safety
tests completion
22 ‐ CHECK the displayed targets and barometer
reference, and correct them if necessary (RESET
successful).
AUTO FLT FCU 1 + 2 FAULT FCU
In flight:
‐ Pull the C/B B05 on 49VU for FCU1, and then
pull M21 on 121VU for FCU2
‐ Push them after 5 s
‐ CHECK the displayed targets and the barometer
reference, and correct them if necessary.
On ground:
‐ Pull the C/B B05 on 49VU for FCU1, and then
pull M21 on 121VU for FCU2
‐ Push the C/Bs after 5 s
‐ If FCU 1+2 FAULT disappears, CHECK the
displayed targets and barometer reference, and
correct them if necessary (RESET successful)
‐ If FCU 1+2 FAULT remains, pull again both C/B
B05 on 49VU and M21 on 121VU
‐ Push them after 7 min , with a delay of less than
5 s between side 1 and 2
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 4/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
‐ Wait at least 30 seconds for FCU1 and FCU2
safety tests completion
‐ CHECK the displayed targets and barometer
reference, and correct them if necessary (RESET
successful)
FCU targets are synchronized on current aircraft
values and displayed as selected targets.
‐ RE–ENTER the barometer altimeter setting
value, if necessary.
AUTO FLT YAW DAMPER 1(2) FAC 1(2) Refer to PRO-ABN-22 AUTO FLT YAW DAMPER
FAULT 1(2), if applicable.
WINDSHEAR DET FAULT or FAC 1 + 2
AUTO FLT REAC W/S DET
FAULT
One MCDU locked or blank MCDU Refer to PRO-SUP-22-10 Other Abnormal
Both MCDU locked or blank Procedures - MCDU Locked or Blank.
FMGC malfunction FMGC Refer to PRO-SUP-22-10-A Automatic FMGS Reset
and Resynchronization.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 5/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
COM CIDS 1+2 FAULT CIDS
On ground, or in flight:
and/or Loss of Passenger Adress
and/or Loss of Cabin Interphone ‐ Pull the C/Bs in the following order:
P13 and P14 on 121VU,
G01 and G02 on 49VU,
M05 and M06 on 121VU.
‐ Wait 10 s, then:
‐ Push the C/Bs in the following order: M05, M06,
G01, G02, P13 , P14 .
‐ After CIDS reset, wait approximately 4 min,
before recovering normal operation.
Uncommanded EVAC horn CIDS
On ground, or in flight:
actuation
Press the EVAC HORN SHUT OFF pb. Set the
EVAC CAPT & PURS/CAPT sw to the CAPT only
position. Wait for 3 s
‐ IF UNSUCCESSFUL:
23 • Pull the C/Bs for DIR2 in the following order:
G02 on 49VU, M06 on 121VU.
‐ IF UNSUCCESSFUL:
• Pull the C/Bs for DIR1 in the following order:
G01 on 49VU, M05 on 121VU.
• Wait for 1 min, then:
• Push the C/Bs for DIR2 in the following order:
M06 , G02 .
• After CIDS reset, wait approximately 4 min,
before recovering normal operation.
Frozen RMP RMP Refer to PRO-SUP-23 Frozen RMP
FAP freezing FAP
On ground, or in flight:
‐ Pull FAP C/Bs in the following order: H01 C/B on
49VU, Q14 on 121VU.
‐ Wait 10 s, then:
‐ Push the C/Bs in the following order: Q14, H01
C/B.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 6/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
COM CIDS 1+2 FAULT CIDS
Confirm if spurious:
and/or Loss of Passenger Adress
and/or Loss of Cabin Interphone ‐ Check PA function
‐ Check cabin Interphone function
‐ Check cabin Lighting function
If spurious, reset the CIDS when aircraft is self
powered (APU or engine).
On ground or in flight:
‐ Pull the C/Bs in the following order:
P13 and P14 on 121VU,
G01 and G02 on 49VU,
M05 and M06 on 121VU.
‐ Wait 10 s, then
‐ Push the C/Bs in the following order:
M05, M06, G01, G02, P13 ,P14 .
‐ After CIDS reset, wait approximately 4 min before
recovering normal operation.
Uncommanded EVAC horn CIDS
On ground, or in flight:
actuation
Press the EVAC HORN SHUT OFF pb. Set the
23 EVAC CAPT & PURS/CAPT sw to the CAPT only
position. Wait for 3 s
‐ IF UNSUCCESSFUL:
• Pull the C/Bs for DIR2 in the following order:
G02 on 49VU, M06 on 121VU.
‐ IF UNSUCCESSFUL:
• Pull the C/Bs for DIR1 in the following order:
G01 on 49VU, M05 on 121VU.
• Wait for 1 min, then:
• Push the C/Bs for DIR2 in the following order:
M06 , G02 .
• After CIDS reset, wait approximately 4 min,
before recovering normal operation.
Frozen RMP RMP Refer to PRO-SUP-23 Frozen RMP
FAP freezing FAP
On ground, or in flight:
‐ Pull FAP C/Bs in the following order: H01 C/B on
49VU, Q14 on 121VU.
‐ Wait 10 s, then:
‐ Push the C/Bs in the following order: Q14, H01
C/B.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 7/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
GPU cannot be connected to the GAPCU
On ground only:
aircraft
The GPU cannot be connected to the electrical
network of the aircraft (AVAIL light is OFF)
‐ If at least one power source (IDG 1 or 2, APU
GEN or batteries) is connected to the electrical
network of the aircraft.
24 • Reset the EXT PWR pb switch on 35VU
(Press and release)
‐ If no power source is connected to the electrical
network of the aircraft.
• Set the BAT 1 pb-sw and BAT 2 pb-sw to
AUTO.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 8/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
SMOKE DET FAULT CIDS-SDF
On ground, or in flight:
Apply the following actions in the presented order:
‐ Pull the C/Bs C05 and C06 on 49VU, T17 and
T18 on 122VU.
‐ Wait 10 s, then
‐ Push simultaneously the C/Bs C05 and C06 on
49VU.
‐ Within 2 s push simultaneously the C/Bs T17 and
T18 on 122VU.
‐ After CIDS reset, wait approximately 4 min before
recovering normal operation.
SMOKE LAVATORY DET FAULT CIDS or CIDS-SDF
On ground, or in flight:
with all lavatories declared
inoperative on the FAP Apply the following actions in the presented order:
‐ Pull the C/Bs P13 and P14 on 121VU, G01
and G02 on 49VU, M05 or M06 and M06 or M07
on 121VU.
‐ Wait 10 s, then
‐ Push the C/Bs in the following order: M05 or M06
and M06 or M07 on 121VU, G01 and G02 on
26
49VU, P13 and P14 on 121VU.
‐ After CIDS reset, wait approximately 4 min before
recovering normal operation.
If unsuccessful, on ground only:
Apply the following actions in the presented order:
‐ Pull the C/Bs C06 and C05 on 49VU, T17 and
T18 on 122VU.
‐ Wait 10 s, then
‐ Push simultaneously the C/Bs C06 and C05 on
49VU.
‐ Within 2 s push simultaneously the C/Bs T17 and
T18 on 122VU.
‐ After CIDS reset, wait approximately 4 min before
recovering normal operation.
SMOKE FWD (AFT) CARGO DET CIDS-SDF
On ground:
FAULT
SMOKE FWD (AFT) CRG 1/2 BTL Apply the following actions in the presented order:
FAULT ‐ Pull the C/Bs C06 and C05 on 49VU, T17 and
T18 on 122VU.
‐ Wait 10 s, then
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 9/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
‐ Push simultaneously the C/Bs C06 and C05 on
49VU.
‐ Within 2 s push simultaneously the C/Bs T17 and
T18 on 122VU.
‐ After CIDS reset, wait approximately 4 min before
recovering normal operation.
F/CTL ELAC 1(2) FAULT ELAC Refer to PRO-ABN-27 section for associated
F/CTL ALTN LAW procedure, if applicable.
F/CTL ELAC 1(2) PITCH FAULT
ELAC or SEC malfunction ELAC or SEC ELAC or SEC may be reset.
WARNING Do not reset more than one
computer at a time.
It is possible to reset flight
control computers in flight,
event if not requested by the
ECAM, provided only one
reset is performed at a time:
27 For the ELAC only, in case
of uncommanded maneuvers
during the flight, it is not
recommended to reset the
ELAC.
Note: When an ELAC reset is performed on
ground the crew must check the pitch
trim position. If a reset is performed
on ground, the flight crew must then
perform a flight control check, Refer to
PRO-NOR-SOP-10-TAXI.
F/CTL SPLR FAULT, triggered SEC
On ground
on ground after the flight control
check. ‐ All the three SEC may be reset
‐ A flight control check must be performed after the
reset
27 ‐ If the ECAM triggers again the F/CTL SPLR
FAULT, maintenance action is due.
WARNING Do not reset more than one
computer at a time.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 10/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
Loss of fuel quantity indication or FQIC
On ground, or in flight:
Simultaneous triggering of FUEL L
XFR VALVE CLOSED and FUEL ‐ Pull the 3 C/B:
R XFR VALVE CLOSED, although • Channel 1 (A13 on 49VU)
FUEL SD indicates no anomaly. • Channel 2 (M27 on 121VU)
28 • Channel 1 and 2 (L26 on 121VU)
‐ Wait 5 s, before pushing the 3 C/B.
Note: The fuel quantity indication will be
re-established within 1 min.
FWS FWC 1(2) FAULT FWC
On ground:
Pull, then push, the C/B of the affected FWC:
‐ FWC 1 (F01 on 49VU)
‐ FWC 2 (Q7 on 121VU)
31 Wait 50 s after pushing the C/Bs.
In flight:
Pull, then push, the C/B of the affected FWC:
‐ FWC 1 (F01 on 49VU)
‐ FWC 2 (Q7 on 121VU)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 11/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
BRAKES SYS 1(2) FAULT BSCU
On ground:
or
BRAKES BSCU CH 1(2) FAULT ‐ STOP aircraft,
‐ Set PARK BRK handle to ON,
‐ Confirm that towing bar is disconnected,
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON,
‐ If unsuccessful:
‐ Pull C/Bs M33 and M34 on 121VU for BSCU
channel 1,
‐ Pull C/Bs M36 and M35 on 121VU for BSCU
channel 2,
‐ Push C/Bs.
After a successful reset, resume to normal
operation.
Note: After any BSCU reset:
1. Check brake efficiency,
2. Record BSCU reset in the logbook.
In Flight:
When landing gear is up only:
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON,
‐ If required, rearm the autobrake.
When landing gear is down: reset not authorized.
Note: After any BSCU reset:
‐ Record BSCU reset in the logbook.
WHEEL N.W STEER FAULT BSCU
On ground only:
or
WHEEL N/W STRG FAULT ‐ STOP aircraft,
‐ Set PARK BRK handle to ON,
‐ Confirm that towing bar is disconnected,
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON.
In the case of a WHEEL N/W STRG FAULT, the
flight crew may attempt a BSCU reset. However,
even if the BSCU reset is successful, the flight crew
must return to the gate for troubleshooting. The taxi
speed must not exceed 10 kt.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 12/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
Note: After any BSCU reset:
1. Check brake efficiency,
2. Record the BSCU reset in the
logbook.
L/G LGCIU 1(2) FAULT LGCIU 1(2)
On ground only:
The flight crew must depressurize the green
hydraulic system before resetting the LGCIU.
‐ ENG 1 PUMP OFF
‐ PTU OFF
When there is no green hydraulic pressure:
‐ To reset LGCIU 1:
• Pull C/B Q34 on 121VU, then C09 on 49VU
• Wait for 15 s , then push the C/Bs
‐ To reset LGCIU 2:
• Pull C/B Q35 on 121VU
• Wait for 15 s , then push the C/B
After the LGCIU reset, restore green hydraulic
pressure (ENG 1 PUMP ON, PTU AUTO).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 13/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
BRAKES SYS 1(2) FAULT BSCU
On ground:
or
BRAKES BSCU CH 1(2) FAULT ‐ STOP aircraft,
‐ Set PARK BRK handle to ON,
‐ Confirm that towing bar is disconnected,
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON,
‐ If unsuccessful:
‐ Pull C/Bs M33 and M34 on 121VU for BSCU
channel 1,
‐ Pull C/Bs M36 and M35 on 121VU for BSCU
channel 2,
‐ Push C/Bs.
After a successful reset, resume to normal
operation.
Note: After any BSCU reset:
1. Check brake efficiency,
2. Record BSCU reset in the logbook.
In Flight:
When landing gear is up only:
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON,
‐ If required, rearm the autobrake.
When landing gear is down: reset not authorized.
Note: After any BSCU reset:
‐ Record BSCU reset in the logbook.
WHEEL N.W STEER FAULT BSCU On ground only:
or
Case A
WHEEL N/W STRG FAULT
If the three conditions below are fulfilled:
‐ the WHEEL N/W. STRG FAULT alert was
triggered just after engine start
‐ the NW STRG DISC memo was displayed before
the start of the pushback (before the aircraft
starts moving)
‐ the NW STRG DISC memo remained displayed
even after the pushback is finished (nosewheel
steering selector bypass pin is in the steering
position).
Apply the below reset procedure.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 14/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
If the ECAM alert disappears after the reset,
the flight crew may continue the flight without
troubleshooting.
Case B
In all other cases, including in case of doubt on
the above conditions, troubleshooting must be
performed before continuing the flight, even if the
ECAM alert disappears after the reset. For a return
to the gate :
‐ Apply the below reset procedure
‐ The taxi speed must not exceed 10 kt.
Reset Procedure:
‐ STOP aircraft,
‐ Set PARK BRK handle to ON,
‐ Confirm that towing bar is disconnected,
‐ Set A/SKID & N/W STRG sw to OFF,
‐ Set A/SKID & N/W STRG sw to ON.
Note: After any BSCU reset:
1. Check brake efficiency,
2. Check absence of aircraft veering,
3. Record the BSCU reset in the
logbook.
L/G LGCIU 1(2) FAULT LGCIU 1(2)
On ground only:
The flight crew must depressurize the green
hydraulic system before resetting the LGCIU.
‐ ENG 1 PUMP OFF
‐ PTU OFF
When there is no green hydraulic pressure:
‐ To reset LGCIU 1:
• Pull C/B Q34 on 121VU, then C09 on 49VU
• Wait for 15 s , then push the C/Bs
‐ To reset LGCIU 2:
• Pull C/B Q35 on 121VU
• Wait for 15 s , then push the C/B
After the LGCIU reset, restore green hydraulic
pressure (ENG 1 PUMP ON, PTU AUTO).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 15/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
NAV TCAS FAULT TCAS
On ground only:
‐ Pull C/B K10 on 121VU.
‐ Wait 5 s, then push the C/B.
ISIS malfunction ISIS
On ground only:
With aircraft not moving:
‐ Pull C/B F12 on 49VU,
‐ Wait 5 s, then push the C/B,
34
‐ Normal operation is expected after approximately
2 min.
Note: In the case of small aircraft motion during
the C/B reset (refueling, cargo loading
conditions, etc.), the ATT red flag may
appear on the ISIS. In this case, press
the RST P/B for 2 s wait 2 min additional
to recover normal operation.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 16/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
AIR ENG 1(2) BLEED FAULT or Engine Bleed Supply
Note: Do not attempt more than one reset.
AIR ENG 1(2) BLEED ABNORM System
PR On ground or in flight
• If the PACK (non-affected side) is operative,
and
If the Wing Anti-Ice is OFF:
‐ ENG BLEED (affected
side)...............................OFF
▪ If the ENG BLEED (affected side) pb-sw
FAULT light is on:
‐ Delay application of the reset until FAULT
light extinguishes.
▪ If the ENG BLEED (affected side) pb-sw
FAULT light is off:
‐ X
BLEED................................................AUTO
36 ‐ PACK (affected
side)..................................ON
‐ ENG BLEED (affected
side).......................ON
‐ Check that the affected Engine Bleed Valve
is open on the BLEED SD page.
• If AIR ENG (AFFECTED) BLEED
FAULT alert or AIR ENG (AFFECTED)
BLEED ABNORM PR alert reoccurs, or
If Engine Bleed Valve (affected side)
not open on the BLEED SD page:
- ENG BLEED (affected
side)...............OFF
-X
BLEED.........................................OPEN
Note: Record the ENG BLEED reset in the
logbook (successful or unsuccessful).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 17/18
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ELECTRICAL
OPERATING MANUAL
Continued from the previous page
System malfunction or
ATA Affected system Reset
ECAM warning/caution
ATSU Malfunction ATSU An ATSU reset should be attempted, if: key
selection has no effect on any of the MCDU ATSU
DATALINK submenus.
On ground, or in flight:
46
‐ Pull the C/Bs in the following order: L16, L15 on
121VU
‐ Wait 5 s , then:.
‐ Push the C/Bs in the following order: L15, L16.
ENG IGN A+B FAULT FADEC and EIU Refer to PRO ABN 70 ENG 1(2) IGN FAULT (IGN A
+B FAULT), if applicable.
70
ENG 1(2) FADEC A(B) FAULT FADEC Refer to PRO-ABN-70 ENG 1(2) FADEC A(B)
FAULT, if applicable.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-24 P 18/18
FCOM ←C 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
GENERAL
The secured cockpit door operation is controlled by a toggle sw, located on the COCKPIT DOOR
central pedestal.
DOOR OPENING FROM THE COCKPIT
To allow access the cockpit, the COCKPIT DOOR has to be pulled and maintained in the
UNLOCK position until the door is fully opened (once the door is fully opened it can be released to
the NORM position).
DOOR CLOSING
Close the door and check that the OPEN indicator goes off. If the toggle sw is in the NORM
position the door is locked and emergency access is possible for the cabin crew. If the toggle sw is
in the LOCK position the door is locked and the emergency access, the buzzer and the keypad are
inhibited for a preselected time (5 to 20 min).
Note: If the OPEN indicator is on with the door closed, the door may be unlocked. Repeat the
above opening/closing sequence.
COCKPIT DOOR OPERATION
This procedure should be applied, if local Airworthiness Authorities require that the cockpit door
remain closed throughout the entire flight.
BEFORE PUSHBACK OR ENGINE START
COCKPIT DOOR.................................................................................................................... CLOSE
With the cockpit door selector at NORM, the cockpit door is closed and locked.
AFTER ENGINE START
If ROUTINE ACCESS is requested from the cabin:
The buzzer sounds in the cockpit for 1 to 9 s (3 s by default).
Prior to unlocking the door, the flight crew should identify the person requesting entry.
If entry is NOT authorized by the flight crew:
COCKPIT DOOR sw....................................................................................................LOCK
If entry is authorized by the flight crew:
COCKPIT DOOR sw...............................................................................................UNLOCK
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-25 P 1/4
FCOM A to B → 03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
Note: If the flight crew does not take any action after a routine cabin request, the cabin
crew will be able to open the door by using the emergency access procedure.
If EMERGENCY ACCESS is initiated from the cabin:
The buzzer will sound continuously in the cockpit, and the OPEN light flashes on the center
pedestal’s cockpit door panel.
Note: If the flight crew does not take any action, the door will unlock after a preselected
time between 15 and 120 s.
COCKPIT DOOR sw.......................................................................................................... LOCK
When the situation in the cockpit permits, the flight crew should identify the person requesting
entry, prior to unlocking the door.
If entry is authorized by the flight crew:
COCKPIT DOOR sw...............................................................................................UNLOCK
OPENING THE COCKPIT DOOR FROM THE CABIN - CABIN CREW ROUTINE ACCESS
CABIN CREW ROUTINE ACCESS................................................................ REQUEST ON KEYPAD
CABIN CREW............................................................................................................ PRESS #, or N+#
“N” represents an Operator-defined figure between 0 and 7 digits.
CABIN CREW................................................................................. STAND IN COCKPIT DOOR AXIS
The cabin crew should stand in the axis of the CKPT door. A buzzer sounds in the CKPT.
If entry is NOT authorized by the flight crew:
‐ The flight crew locks the door via the COCKPIT DOOR sw (LOCK position).
‐ The keypad’s red light comes on steady, and indicates that the door is locked.
If entry is authorized by the flight crew:
‐ The flight crew unlocks the door via the COCKPIT DOOR sw (UNLOCK position).
‐ The keypad’s green light comes on steady, and indicates that the door is unlocked.
CABIN CREW...........................................................................................PUSH DOOR TO OPEN
If there is no reaction from the flight crew:
CABIN CREW SECOND ACCESS.......................................................... REQUEST ON KEYPAD
Repeat the above procedure.
If there is no reaction from the flight crew, after a second request:
CABIN CREW................................................................................................CALL THE COCKPIT
To establish contact with the flight crew and request access to the cockpit.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-25 P 2/4
FCOM ← B to C → 03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
If there is no reaction from the flight crew, after a cabin crew interphone call:
CABIN CREW........................ APPLY THE FOLLOWING EMERGENCY ACCESS PROCEDURE
EMERGENCY ENTRY CODE......................................................................ENTER and PRESS #
The emergency entry code is an Operator-defined figure between 2 and 7 digits. A buzzer will
sound continuously in the cockpit and the keypad’s green light flashes. After a preselected time
between 15 s and 120 s, the keypad’s green light comes on steady, and the cabin crew can then
push the door open.
CABIN CREW...........................................................................................PUSH DOOR TO OPEN
The cockpit door unlocks for 5 s.
The buzzer stops and indicates that the door is unlocked.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-25 P 3/4
FCOM ←C 03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW EQUIPMENT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-25 P 4/4
FCOM 03 APR 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - GENERAL
OPERATING MANUAL
GENERAL
The fly-by-wire system has been designed and certificated to make the new generation of aircraft
more cost effective and safer and smoother to fly or ride in than a conventional aircraft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-10 P 1/2
FCOM A 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-10 P 2/2
FCOM 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
OPERATING MANUAL
GENERAL
The pilot uses the sidestick to fly the aircraft in pitch and roll (and indirectly, through turn
coordination, in yaw).
The computers interpret the pilot’s inputs and move the control surfaces as necessary.
However, regardless of the pilot’s inputs the computers will prevent :
‐ excessive load factor
‐ loss of control leading to excursions outside the safe flight envelope.
AIRCRAFT ON THE GROUND
At ground speeds below 70 kt, the sidesticks have full authority over the controls in pitch and roll to
permit control checks.
At ground speeds above 70 kt, the authority in pitch is reduced from 30 ° up to 20 ° up.
In this ground mode, movements of the control surfaces in pitch and roll correspond directly to the
stick inputs.
With the aircraft in the normal configuration and engines running on the ground :
‐ when the wheel brakes are released, the aircraft usually rolls with no added thrust.
‐ nose wheel steering is “fly.by.wire”, with no mechanical connection between the nose wheel and
the steering tiller. The control forces are light : the flight crew should be careful to move the tiller
gently to avoid unnecessarily high-rate turns.
The aircraft can make very tight turns, but the flight crew should resist any tendency to overcontrol.
When making tight turns at low ground speed, the crew should hold the selected tiller position, even
if the turn radius is shorter than intended, so as to maintain a smooth turn.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-20 P 1/4
FCOM A to B → 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
OPERATING MANUAL
(1) The PFD includes this symbol that is the sum of sidestick positions given to the computers. It
permits the PNF to check that the PF is making an appropriate control input during takeoff roll.
(2) Small limit marks indicate the limits of stick travel (±16 ° in pitch, ±20 ° in roll).
They are only displayed with the aircraft on ground. The flight crew must not use this display
for control checks, because it does not necessarily indicate the control position in failure cases.
The flight crew must use the ECAM flight controls page for making that check.
IN FLIGHT
TAKEOFF MODE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-20 P 2/4
FCOM ← B to C → 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
OPERATING MANUAL
Thrust management is very easy. The pilot selects a FLX thrust by stopping the thrust levers in
the FLX/MCT detent, and by checking that the resulting N1 (or EPR) (1) is compatible with N1 (or
EPR) target (2). For maximum takeoff thrust, the pilot moves the thrust levers fully forward and
performs the same thrust check (N1 or EPR).
To counter the nose-up effect of setting engine takeoff thrust, the pilot should apply half forward
stick, until the airspeed reaches 80 kt. Then, he should release the stick gradually to reach neutral
at 100 kt (Refer to PRO-NOR-SOP-12 Takeoff - Takeoff Initiation for additional information).
Rotation is conventional. It takes about 1/3 to 1/2 back stick. The Pilot Flying (PF) continues the
rotation in order to bring the all–engine attitude value towards approximately 15 °. During rotation,
the PF must not attempt to reach the FD pitch bar, because it does not provide a pitch rate order,
and may lead to overreaction. As soon as the aircraft becomes airborne only, the PF must adjust
the pitch attitude using the FD bar, which is then representative of the SRS order. As the attitude
changes and stabilizes, the control laws change to those for the flight mode in pitch, allowing the
sidestick to return to the neutral position to maintain 1 g at the chosen attitude. Pitch trim can
begin to work at 50 ft.
For crosswind takeoffs, routine use of into wind aileron is not recommended. In strong crosswind
conditions, some lateral control may be used, but care should be taken to avoid using large
deflections, resulting in excessive spoiler deployment which increases the tendency to turn into
wind, reduces lift and increases drag. Spoiler deflection starts to become significant with more
than one third sidestick deflection. As the aircraft lifts off, any lateral control applied will result in a
roll rate demand.
FLIGHT MODE
Normally the sidestick is in the neutral position, with the aircraft stable in pitch and roll at the
chosen altitude in straight or turning flight within certain limits. As a result, even in turbulence, the
aircraft is flown best with little or no stick input.
Hands off, the system maintains 1 g in pitch, corrected for pitch and roll attitude, and zero roll rate,
within certain limits (+30 °, –15 ° in pitch and ± 33 ° roll). Hands off, within these limits the aircraft
resists disturbance from the atmosphere and rides well even in heavy turbulence.
The system compensates almost 100 % for changes of trim due to changes in speed and
configuration. Changes of trim due to changes in thrust can be too large for the system to
compensate, and the aircraft may respond to them in pitch in the conventional sense and then
hold the new attitude at which it has stabilized after the trim change.
The pitch trim wheel moves as the control law compensates for these changes.
The control laws also make turning easier. They protect against overbanking, and at the chosen
bank attitude (less than 33 ° of bank) the system maintains zero roll rate, stick free.
Steep turns can be made at up to 67 ° of bank. This is the steepest bank at which it is possible to
maintain level flight at 2.5 g.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-20 P 3/4
FCOM ←C→ 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - NORMAL OPERATIONS
OPERATING MANUAL
Beyond 33 ° of bank, the pitch trim stops working and a lateral stability term is introduced. This
term becomes progressively stronger as bank angle increases, so that it equals a full sidestick
demand at 67 ° of bank, hence forming the limiting system.
The lack of pitch trim makes it necessary for the pilot to hold the nose up in a steep turn. If he
releases the stick, the nose drops and the aircraft eases its roll angle to less than 33 ° of bank and
stabilizes at the pitch and bank angles it achieves at less than 33 ° of bank.
During a normal entry into a turn, the pilot must make an intentional initial change to the pitch
attitude in order to maintain level flight. Once he has done this, he can release the stick. The
system then maintains a level turn.
In climb, cruise, descent, and approach all these basic rules remain in effect.
LANDING MODE
The system’s landing mode gives the aircraft a stabilized flight path and makes a conventional
flare and touchdown. It carries out the initial approach as this manual described earlier. At 50 ft,
the system memorizes the attitude, usually 3 ° or 4 ° nose up. From 30 ft down, this value washes
out over eight seconds to –2 °. The result is that the pilot has to exert a progressive pull to
increase pitch gently in the flare. He should pull the thrust levers back at or above 20 ft, and the
landing should occur without a long flare. Touchdown quality is better and more repeatable at fairly
flat attitudes. An audible “RETARD” callout reminds the pilot if he has not pulled back the thrust
levers when the aircraft has reached 20 ft.
Crosswind landings are conventional. The preferred technique is to use the rudder to align the
aircraft with the runway heading, during the flare, while using lateral control to maintain the aircraft
on the runway centerline (Refer to PRO-NOR-SOP-21-LANDING-FLARE). The lateral control
mode does not change until the wheels are on the ground, so there is no discontinuity in the
control laws. The aircraft tends to roll gently in the conventional sense as drift decreases, and the
pilot may have to use some normal cross control to maintain roll attitude.
Even during an approach in considerable turbulence, the control system resists the disturbances
quite well without pilot inputs. In fact, the pilot should try to limit his control inputs to those
necessary to correct the flight path trajectory and leave the task of countering air disturbances to
the flight control system.
Derotation is conventional. The pilot releases the back pressure he was holding for the flare and
the nose wheel comes down nicely.
Pitch trim then resets to zero.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-20 P 4/4
FCOM ←C 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
OPERATING MANUAL
ENGINE FAILURE AT TAKEOFF
On the ground the aircraft is conventional. The pilot uses rudder to maintain direction. He should
rotate to about 12.5 ° of pitch and adjust as required. The sideslip indication (1) changes to the
engine-out mode (blue). When it is centered, the aircraft is close to the zero aileron position (best
drag condition). It is therefore important to zero the slip indication accurately.
Trim the rudder conventionally.
When time permits, the pilot should check the ECAM’s FLT CTL page, and refine the rudder trim
to give neutral lateral control, and also trim the rudder toward the spoilers that are up or toward the
aileron that is farthest up to bring the lateral controls back to neutral.
ENGINE-OUT LANDING
The engine-out landing is basically a conventional landing. The pilot should trim to maintain the slip
indication centered. It is yellow, as long as N1 is less than 80 %. Between 100 and 50 ft, the pilot can
reset rudder trim to make the landing run easier, and to recover full rudder travel in both directions.
BOUNCE AT LANDING
In case of a light bounce, maintain the current pitch attitude and complete the landing, while
maintaining the thrust at idle. In case of a high bounce, initiate a go-around, initially maintaining the
pitch attitude. Retract the flaps one step, and then the landing gear, once the aircraft is properly
established on the go-around segment. In all cases, do not attempt to soften the (potential) second
touchdown by increasing the pitch attitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-30 P 1/4
FCOM A to C 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
OPERATING MANUAL
TRAINING TOUCH-AND-GO
With the nosewheel on ground, pitch trim automatically resets to zero. The pilot should select CONF
2 and add thrust. He must always move the thrust levers to TOGA to bring up the speed reference
system (SRS), and then reduce to a lower thrust (not less than CL), if he chooses. Takeoff may be
a little out of trim, which may affect the rotation slightly, but once the aircraft is off the ground, the
control law holds the “out of trim”, then retrims at 50 ft.
STALL WARNING
The applicable procedures have been moved in FCOM PRO-ABN-10 (Operating Techniques)
section and in the QRH ABN 80.07.
STALL WARNING AT LIFT-OFF
Refer to PRO-ABN-10 Stall Warning At Lift-Off
STALL RECOVERY PROCEDURE
Refer to PRO-ABN-10 Stall Recovery
ABNORMAL CONTROL LAWS - GENERAL
ALTERNATE LAW
Pitch alternate and roll direct is the first level of degraded control law, resulting from some double
failures.
The autopilot may be available, depending on the cause and type of failure(s).
DIRECT LAW
The sidestick is directly coupled to the controls via the computers, but without any of the
stabilization feedbacks. In effect, this law turns the aircraft into a conventional aircraft, but is
compensated for configuration and CG. The pilot must use manual pitch trim, as is signaled on the
PFD. The autopilot is not available.
MECHANICAL BACKUP
The pilot can use the pitch trim and rudder to control the aircraft for short periods of total loss of
fly-by-wire.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-30 P 2/4
FCOM D to F 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
OPERATING MANUAL
ABNORMAL CONTROL LAWS - IN DETAIL
ALTERNATE LAW
PITCH
Alternate law in pitch is almost the same (for the pilot) as the normal control laws.
However, alternate law does not maintain any of the protections, except for the load factor
limitation. As a result, the pilot must fly the aircraft more attentively to avoid inadvertently
exceeding the normal limits.
Alternate law reduces VMO to 320 kt to restore a normal aircraft speed margin in case of
upset. This is not necessary in the Mach range, because the margin there is, in any case,
conventional.
At low speed the change in the speed scale is very noticeable. VLS remains, but Vα PROT and
Vα MAX disappear, replaced by a single black and red strip the top of which is stall warning
speed. Unlike VLS which is stable, VSW is g sensitive so as to give additional margin in turns.
As mentioned above, ALTERNATE reverts to DIRECT law for landing when the flight crew
lowers the landing gear.
ROLL
Roll control is direct. The rate of roll is generally higher than with normal law and at first the
aircraft appears to be very sensitive.
Bank stability and protections are no longer active and the flight crew should take care to stay
within normal limits.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-30 P 3/4
FCOM G→ 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - ABNORMAL OPERATIONS
OPERATING MANUAL
DIRECT LAW
Normally direct law in pitch is transitory, due to undetected failures of, for example, a second IRS.
Once the flight crew has isolated the failed system, it can reset the ELACs to acquire alternate law
in pitch.
When the system goes into direct law, “USE MAN PITCH TRIM” appears on the PFDs. This
message flashes for 5 s, then becomes steady.
The pilot should use small control inputs when the aircraft is in direct law at high speed, because
the controls are powerful. Good trimming in pitch is required.
The pilot should avoid using large thrust changes or sudden speedbrake movements, particularly if
the center of gravity is aft. If the speedbrakes are out and the aircraft has been retrimmed, the pilot
should retract the speedbrakes gently, giving time to retrim so as to avoid a large nose-down trim
change.
The flight crew must fly the aircraft carefully at all times. Control is precise, but there are no
protections.
The aural stall warning for alternate law also serves direct law, and the technique for recovery is
the same.
Any tendency to roll stick free can be corrected by conventional use of rudder. Residual rudder
forces can be trimmed out by using rudder trim in the direction of the applied force.
After trimming, the sideslip index will be slightly displaced from center. With some failure
conditions the asymmetric rolling tendency may be increased. It will always be possible to trim the
aircraft to fly straight, hands off. There may then be an asymmetry in roll response, but the roll rate
achieved is always adequate.
Landing in direct law is like landing a conventional aircraft. Trim changes to compensate for
configuration changes are small, as is the trim change with speed change. Trim change with a
large thrust change is quite large, so the pilot should make smooth thrust changes. The flare
height for landing is the same (Refer to PRO-NOR-SOP-19 Landing - Flare) , and the pilot uses
conventional techniques. (The controls remain light and powerful).
Pilots have landed this aircraft in direct law in moderate to heavy turbulence with gusting winds
without undue difficulty.
Direct law works with or without the yaw damper. The aircraft is always convergent in dutch roll, so
if an oscillation begins it will stop itself if not excited. To stop dutch roll the pilot should use lateral
inputs, not rudder.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-30 P 4/4
FCOM ←G 25 NOV 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 FLIGHT CONTROLS (FLYING CONDITIONS)
FLIGHT CREW
OPERATING MANUAL - THE PROTECTION SYSTEMS
GENERAL
The aircraft has a comprehensive flight envelope protection system.
This system increases safety if the pilot has to make an extreme maneuver or the aircraft enters a
very violent meteorological situation.
In either of these situations, the pilot can make full sidestick inputs in normal laws at any speed. The
rudder is not protected in this way, but is not normally used during symmetrical flight.
The pilot will never see any aspect of this envelope protection take effect as long as he flies the
aircraft normally.
Note: The normal flight envelope is not different from that of a conventional aircraft, and is defined
as VLS to VMO. Pilots should not deliberately fly at a speed that is lower than VLS except
for properly authorized training or testing.
PITCH ATTITUDE PROTECTION
The system limits the aircraft to 67 ° of bank, which corresponds approximately to the bank angle
needed for a level 2.5 g turn.
The system limits pitch attitude to +30 ° and –15 °. The +30 ° limit decreases to 25 ° at low speed. If
the aircraft attitude approaches these limits, the pitch and roll rates start to decrease 5 ° before the
limit so that it will stop at the limit without overshooting.
LOAD FACTOR LIMITATION
The aircraft is structurally designed to the same limits as any other large aircraft. The 2.5 g limit (2 g
with flaps extended) allows the aircraft to make an abrupt maneuver without structural risk if such a
maneuver becomes necessary.
When this occurs (after a ground proximity warning, for example), the pilot should quickly apply
full control and hold it until the flight path is safe. Response time is a vital factor in avoidance : the
system allows maneuvers that the pilot would not normally be able to perform safely at any altitude,
low or high.
HIGH SPEED PROTECTION
The aircraft automatically recovers following a high speed upset. Depending on the flight conditions
(high acceleration, low pitch attitude), the High Speed Protection is activated at, or above,
VMO/MMO.
When it is activated, spiral static stability is introduced to 0 ° bank angle (instead of 33 ° in normal
law), and the bank angle limit is reduced from 67 ° to 40 °.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-40 P 1/4
FCOM A to D → 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 FLIGHT CONTROLS (FLYING CONDITIONS)
FLIGHT CREW
OPERATING MANUAL - THE PROTECTION SYSTEMS
As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively
reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
The High Speed Protection is deactivated when the aircraft speed decreases below VMO/MMO,
where the usual normal control laws are recovered.
The flight crew should never deliberately fly the aircraft beyond VMO/MMO, unless absolutely
necessary for operational reasons, such as avoiding another aircraft.
The pilot should, as soon as possible, reduce resistance to the High Speed Protection and allow the
aircraft to return to a speed below VMO/MMO, by smoothly relaxing the forward stick force to attain a
comfortable nose-up pitch rate. It is not usually necessary to apply a pull force to recover. If a quicker
recovery is required for operational reasons, the pilot should pull back smoothly and progressively,
monitoring the g indication on the ECAM.
HIGH ANGLE OF ATTACK PROTECTION
The aircraft resists attempts by either a pilot or the atmosphere to stall it. If a pilot attempts a stall, he
feels the aircraft trying to pitch down as speed approaches the amber and black strip. The pilot can
resist this tendency until speed reaches the red band (alpha maximum), and then further nose-up
control is not available. Between these two points, αfloor automatically sets go around thrust. The
pilot can hold full back stick, if it is needed (see windshear), and the aircraft stabilizes at an angle of
attack close to but short of the 1 g stall.
WHEN FLYING AT αmax, THE PILOT CAN MAKE GENTLE TURNS, IF NECESSARY.
As the aircraft enters protection at the amber and black strip. (αprot), the system inhibits further
nose-up trim beyond the point already reached. Nose-down trim remains available if the pilot pushes
the stick forward.
The pilot should not deliberately fly the aircraft in αprot except for brief periods when maximum
maneuvering is required. If the pilot enters αprot inadvertently, he should get out of it as quickly as
possible by easing forward on the sidestick to reduce the angle of attack while simultaneously adding
power (if αfloor has not already been activated or has been cancelled). The system will regain the
normal load factor law if the stick is pushed forward of neutral, but it will re-enter αprot if the stick is
released with the angle of attack still greater than the value set for αprot. Thus to exit αprot properly,
the pilot should reduce angle attack to a value less than the value set for αprot.
The PFD shows this clearly, because the indicated speed is above the black and amber strip.
The pilot should now increase speed above VLS (clear of the amber strip) as soon as other
considerations (ground clearance, for example) allow him to do so.
αfloor will usually be triggered just after αprot is entered, and go around thrust will automatically be
applied. Thus, if the sidestick is held aft, either inadvertently or deliberately, the aircraft will start to
climb at a relatively constant low airspeed. To recover to a normal flight condition, αprot should be
exited by easing forward on the sidestick, as described above, and the αfloor should be cancelled by
using the disconnect pushbutton on either thrust lever as soon as a safe speed is regained.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-40 P 2/4
FCOM ← D to E → 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 FLIGHT CONTROLS (FLYING CONDITIONS)
FLIGHT CREW
OPERATING MANUAL - THE PROTECTION SYSTEMS
The aircraft can also enter αprot at a high level, where it protects the aircraft from the buffet
boundary. As at low speed or low level, if the sidestick is merely released to neutral, the aircraft
maintains the alpha for αprot. (However, this value of alpha is not the same as the value used
at low speed : Alpha for αprot is reduced as a function of Mach, so that a typical cruise value is
about 3.5 ° for the A318 and A321 aircraft, or 4.5 ° for the A319 and A320 aircraft). Therefore, the
aircraft may climb, with the sidestick free, when leaving a turn after entering αprot. If the pilot has
flown into αprot, he should leave it as soon as other considerations allow, by easing forward on the
sidestick to reduce alpha below the value of αprot, while simultaneously increasing thrust or speed
as appropriate.
WINDSHEAR
Most of the recommended techniques for flight in windshear also apply to the A320 aircraft family.
But for these aircraft, the techniques are somewhat simpler.
The aircraft can only survive windshear, if it has enough energy to carry it through the
loss-of-performance field. The aircraft can sustain this energy level in the following three ways :
‐ Carry extra speed. The aircraft does this automatically in some cases.
‐ Add maximum thrust. The aircraft does this automatically.
‐ Trade height energy for speed. Any aircraft can do this.
Proper pilot technique helps in this survival process. The pilot must follow orders from the Speed
Reference System (SRS) or, if the FD is not available or is switched OFF for a visual approach,
maintain 17.5 ° of pitch, even if he has to use full backstick in order to do so. At this stage, maintain
full backstick until the shear is passed. The aircraft will automatically hold close to the maximum
Angle-Of-Attack. The speed should stay near to the beginning of the red strip. However, in
turbulence, the speed can be temporarily below the red strip without significant effect. As speed
begins to recover, the pilot can reduce backstick, while still following SRS orders until well clear of
the shear.
ABNORMAL CONFIGURATIONS
In some flight control failure cases, such as loss of control of both elevators, or loss of flaps or slats,
the landing configuration is Configuration 3.
With the horizontal stabilizer jammed, control is much easier than it is on a conventional aircraft,
because the integrator holds the elevator required to maintain the 1 g flight path.
The control laws remain normal to touchdown.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-40 P 3/4
FCOM ← E to G 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 FLIGHT CONTROLS (FLYING CONDITIONS)
FLIGHT CREW
OPERATING MANUAL - THE PROTECTION SYSTEMS
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-40 P 4/4
FCOM 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - AIRCRAFT TRIMMING
OPERATING MANUAL
AIRCRAFT TRIMMING
When the aircraft is :
‐ In normal cruise range (around M .77),
‐ In straight flight,
‐ With the autopilot engaged,
‐ With symmetrical engine thrust, and
‐ With fuel in the wing tanks distributed symmetrically,
the rudder trim should stay between 1 ° right and 2.3 ° left.
Note: This indication corresponds to a true rudder deflection within ± 1.5 °, taking into account the
permanent offset of rudder trim indication, when the aircraft is in cruise conditions. (average
0.5 ° right, 0.8 ° left).
An indicated, rudder trim above 1 ° right or 2.3 ° left is acceptable, if maintenance personnel
establishes that the corresponding real rudder position is within 1.5 ° left, and 1.5 ° right.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-50 P 1/2
FCOM A 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLIGHT CONTROLS (FLYING CONDITIONS) - AIRCRAFT TRIMMING
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-27-50 P 2/2
FCOM 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
FQI IN DEGRADED MODE
If, on upper ECAM display the FOB indication is displayed with two dashes across the two least
significant digits, the FQI is in degraded mode.
In this case, the ECAM FUEL page must be called on ECAM lower display to determine which tank is
affected.
The loss of accuracy resulting from the loss of FQI normal mode is as follows :
wing outer cell affected : +20 kg (+44 lb), –200 kg (–440 lb).
wing inner cell affected : ± 110 kg (240 lb).
center tank affected : ± 130 kg (290 lb).
all tanks affected : +390 kg (+860 lb), –750 kg (–1660 lb).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-28 P 1/2
FCOM A 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-28 P 2/2
FCOM 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
ICING CONDITIONS
Icing conditions exist when the OAT (on ground and for takeoff), or when the TAT (in flight) is at or
below 10 °C, and visible moisture in any form is present (such as clouds, fog with visibility of one mile
or less, rain, snow, sleet or ice crystals).
Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C when
operating on ramps, taxiways, or runways where surface snow, standing water or slush may be
ingested by the engines or freeze on engines, nacelles or engine sensor probes.
WARNING Pilots must turn on the engine anti-ice system, when temperature and visible
moisture meet these criteria, and should not wait until they see ice building up.
OPERATIONS IN ICING CONDITIONS
FLIGHT IN ICING CONDITIONS
Engine anti-ice
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.
Wing anti-ice
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.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-30 P 1/4
FCOM A to B → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
CAUTION 1. Extended flight, in icing conditions with the slats extended, should be
avoided.
2. If there is evidence of significant ice accretion and to take into account ice
formation on non heated structure, the minimum speed should be :
‐ In configuration full, VLS +5 kt.
‐ In configuration lower than FULL, VLS +10 kt.
For Landing Performance assessment, refer to QRH PER-C.
3. If there is evidence of ice accretion on de-iced parts (WING ANTI ICE
inoperative) of the airframe, the minimum speeds should be :
‐ In clean configuration, VLS + 15 kt.
‐ In CONF 1, 2, 3, FULL, VLS + 10 kt. For Landing Performance
assessment, refer to QRH PER-C.
SEVERE ICE ACCRETION
Icing conditions are severe when there is approximately 5 mm of ice accretion on the airframe.
RAIN REPELLENT (IF INSTALLED)
If the rain repellent is operative, the flight crew should only use the rain repellent in moderate to
heavy rain.
GROUND OPERATIONS IN HEAVY RAIN
When the aircraft is parked on the ground during heavy rain, it can take rainwater into the avionics
ventilation system via the open skin air inlet valve.
To prevent this, the following procedure must be applied :
After landing :
EXTRACT...............................................................................................................................OVRD
This closes the avionics ventilation system, preventing rainwater from entering.
PACKS 1 and 2............................................................................................................ CHECK ON
This adds air from the air conditioning system to ventilation air. If bleed air is not available, the
arrangement can function for a limited time, as follows :
• OAT ≤ 39 °C : no limit
• 39 °C ≤ OAT ≤ 45 °C : 3 h
• OAT ≥ 45 °C : 30 min
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-30 P 2/4
FCOM ← B to E → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
After takeoff :
EXTRACT............................................................................................................................... AUTO
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-30 P 3/4
FCOM ←E 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ICE AND RAIN PROTECTION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-30 P 4/4
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
USE OF FLIGHT PATH VECTOR
The flight path vector (FPV) indicates performance and does not direct or command. Because there
is always a slight lag between an attitude change and the change in flight path that results from it,
when the pilot uses the FPV he should make an attitude change first, then use the FPV to check the
resulting flight path.
Vertically the FPV indicates the aircraft’s flight path angle.
The FPV is particularly useful when the aircraft is doing visual circuits. For example, when the aircraft
is flying downwind the pilot simply adjusts the aircraft attitude to put the FPV symbol on the horizon.
This establishes the aircraft in level flight. On the final approach, the pilot puts the FPV three degrees
below the horizon to establish the aircraft at a normal angle of descent. If this results in the aircraft
going below the chosen approach path (undershooting the touchdown point), the pilot can reduce
the angle of descent by raising the FPV. As soon as the aircraft regains the correct descent path, he
should bring the FPV back to -3 °.
Laterally, the FPV indicates the aircraft’s track and its drift angle. It has the same displacement as
the drift diamond on the heading scale and thus appears directly above it. It shows on the PFD the
drift the aircraft is experiencing.
The pilot must take care when making a go-around with the FPV selected. There is inevitably some
lag between the pilot’s raising the nose to commence the go-around and the aircraft’s responding by
changing its trajectory. For the same reason the pilot does not use the FPV on takeoff: the primary
parameter for rotation, either on takeoff or on go-around, is attitude.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-31 P 1/2
FCOM A→ 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INDICATING / RECORDING SYSTEMS
OPERATING MANUAL
The TRK-FPA Flight Director is particularly useful for guiding the aircraft during non-precision
approaches, although it can also be used at other times. When using this mode of the FD, the pilot
places the FPV symbol in the center of the flight path director (FPD) symbol. This is similar to using
the FD in HDG-V/S, when the pilot puts the center of the fixed aircraft symbol at the center of the
crossed bars of the FD. If the FCU is set on the correct track and flight path angle, and if the FPV
and the FPD are aligned, they will guide the aircraft along a trajectory that is stabilized with respect
to the ground, whereas when the pilot is using HDG-V/S the trajectory is stabilized with respect to
the air. However, if the aircraft is disturbed from this ideal trajectory, merely following the FPD will
result in its following a trajectory that is parallel to the intended trajectory. Thus, when the aircraft is
disturbed from the original trajectory, the pilot must adjust either its track or its flight path angle or
both in order to obtain guidance back to the original trajectory. Likewise, when the pilot uses the FPA
to create a synthetic glide path, it will be positioned correctly only if it commences at the right point in
space.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-31 P 2/2
FCOM ←A 29 JUL 11
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
BRAKING IN ALTERNATE MODE
Apply brakes with care, because initial pedal force or displacement produces more braking action
in alternate mode than in normal mode. If antiskid is lost, modulate brake pressure at, or below,
1 000 PSI.
THRUST APPLICATION ON BRAKES
The braking system is not designed to hold the aircraft in a stationary position when a high thrust
level is applied on at least one engine.
The thrust level from which the aircraft starts to move (with parking brake ON, or with manual braking
applied) depends on several factors such as:
‐ Ground surface conditions
‐ Environment
‐ The aircraft weight
‐ Etc...
During ground procedures that require a thrust increase with braking, the flight crew must ensure that
the aircraft remains stationary, and one flight crew must keep his hands on the thrust levers to be
ready to immediately retard the thrust levers to IDLE if the aircraft starts to move.
BRAKE TEMPERATURE LIMITATIONS REQUIRING MAINTENANCE ACTIONS
Maintenance action is required in the following cases:
‐ The temperature difference between the 2 brakes on the same gear is greater than 150 °C, and
the temperature of either one of the brakes is higher than, or equal to 600 °C, or
‐ The temperature difference between the 2 brakes on the same gear is greater than 150 °C, and
the temperature of one brake is lower than, or equal to 60 °C, or
‐ The difference between the average temperature of the left gear brakes and the average
temperature of the right gear brakes is 200 °C or more, or
‐ A fuse plug has melted, or
‐ One brake’s temperature exceeds 900 °C.
OPERATION WITH NOSEWHEEL STEERING OFFSET
GENERAL
During taxi, the crew may notice an aircraft veering tendency. This can be due to some external
conditions (crosswind, slope....), or it can be due to the nosewheel steering system itself. The latter
case is identifiable due to flight crews’ consecutive reports of permanent aircraft veering tendency.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-32 P 1/4
FCOM A to D → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
Such reports enable maintenance to determine when corrective action or troubleshooting is
required.
A veering aircraft may still be operated before corrective action is taken, provided nosewheel
steering deviation is within the values specified in the following table.
NWS OFFSET OPERATIONAL LIMITATION
NWS Offset Offset ≤ 0.5 ° 0.5 ° < Offset ≤ 1.5 ° Offset > 1.5 °
Rudder trim to
Trim ≤ 3 ° 3 ° < Trim ≤ 8.8 ° Trim > 8.8 °
taxi straight
Apply the following procedure: Apply the following procedure:
Before takeoff: Before takeoff: Immediate
Procedures RUD TRIM..............ZERO RUD TRIM..............ZERO maintenance
Autoland: action is due
MAX X WIND..............10 kt
CAUTION The tolerance required by maintenance guidelines (± 0.5 ° NWS offset,
corresponding to the ± 3 ° rudder trim necessary to taxi straight) remains valid.
Operating the aircraft outside the maintenance tolerance is possible by using the
applicable procedure. However, in such cases, the flight crew must accurately
and systematically make logbook entries (indicating the rudder trim input value
to taxi straight) to ensure that maintenance can take corrective action within the
applicable timeframe.
When using rudder trim to taxi straight for NWS offset identification, takeoff must
only be performed after a rudder trim reset.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-32 P 2/4
FCOM ←D 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
TIRE PRESSURE
These charts present the various nominal tire pressures, depending on maximum taxi weight, tire
type, and landing gear configuration (shock absorbers extended, or compressed).
PRESSURE PRESSURE
Unloaded Loaded Unloaded Loaded
bar psi bar psi bar psi bar psi
DIMENSIONS
30 × 8.8 R 15 46 × 17 R 20
MAXIMUM TAKEOFF WEIGHT
30 × 8.8 - 15 46 × 16 - 20
67 000 kg / 147 708 lb
68 000 kg / 149 913 lb 11.0 160 11.4 165 12.3 178 12.8 186
70 000 kg / 154 322 lb
73 500 kg / 162 038 lb
11.8 171 12.3 178 13.3 193 13.8 200
75 500 kg / 166 447 lb
77 000 kg / 169 754 lb 11.8 171 12.3 178 13.8 200 14.4 209
PRESSURE PRESSURE
Unloaded Loaded Unloaded Loaded
bar psi bar psi bar psi bar psi
DIMENSIONS
MAXIMUM TAKEOFF WEIGHT 49 × 17 - 20 49 × 19 - 20
67 000 kg / 147 708 lb
68 000 kg / 149 913 lb 10.2 148 10.6 154 9.2 133 9.6 139
70 000 kg / 154 322 lb
73 500 kg / 162 038 lb
11.0 160 11.4 165 9.9 144 10.3 149
75 500 kg / 166 447 lb
77 000 kg / 169 754 lb 11.5 167 12.0 174 10.3 149 10.7 155
PRESSURE PRESSURE
Unloaded Loaded Unloaded Loaded
bar psi bar psi bar psi bar psi
DIMENSIONS
915 × 300 R 16
MAXIMUM TAKEOFF WEIGHT 1270 × 455 R 22
36 × 11 - 16
67 000 kg / 147 708 lb
68 000 kg / 149 913 lb 10.5 152 10.9 158 - - - -
70 000 kg / 154 322 lb
73 500 kg / 162 038 lb 11.3 164 11.8 171 11.7 170 12.2 177
75 500 kg / 166 447 lb 11.3 164 11.8 171 - - - -
77 000 kg / 169 754 lb 11.8 171 12.3 178 - - - -
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-32 P 3/4
FCOM E 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW LANDING GEAR
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-32 P 4/4
FCOM 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
PROCEDURES FOR TUNING STANDBY NAVIGATION RADIOS
GENERAL
CAUTION Pilots should use these procedures only when both FMGCs or both MCDUs are
inoperative.
In this case they must press both RMP NAV keys (lighting the green lights).
FOR BOTH RMPS
ON/OFF Switch................................................................................................................CHECK ON
NAV key (guarded)................................................................................................................. PRESS
Green light comes on.
A lighted STBY NAV key shows which system had been selected earlier in the radio-nav standby
mode, and the windows show which frequencies had been used.
ON THE RMP ASSOCIATED WITH THE RECEIVER TO BE TUNED
Select a STBY NAV system :
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 1/14
FCOM A→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
ADF tuning :
ADF key............................................................................................................................PRESS
The green light comes on.
The windows show the previously selected frequencies.
Rotating knob..................................................................................................................... TURN
Watch the STBY/CRS window to set a frequency.
The outer knob changes units, inner knob decimals.
Transfer key..................................................................................................................... PRESS
This interchanges the ACTIVE and STBY frequencies. The ADF receiver is now tuned to the
new ACTIVE frequency.
BFO key (if necessary).................................................................................................... PRESS
Green light comes on.
VOR (or ILS) tuning :
VOR (or ILS) key............................................................................................................. PRESS
Green light comes on.
Both windows display previously selected frequencies.
Rotating knob..................................................................................................................... TURN
Set the frequency in the STBY/CRS window.
Transfer key..................................................................................................................... PRESS
The ACTIVE window displays the selected frequency.
The STBY/CRS window displays the frequency that had been displayed in the ACTIVE
window.
Rotating knob..................................................................................................................... TURN
Set the course on the STBY/CRS window.
The receiver is now tuned to the frequency of the new station, and the course is selected.
To select another station, press the transfer (making both windows display the previously
selected frequency) before retuning the VOR (or ILS).
Note: When the radio-nav standby mode is active (NAV ON) and VHF or HF tuning
is required, select the VHF key or the HF key on the RMP (normal radio
communications use). The NAV key, which has no effect on the selection of a radio
communication frequency, must remain in the ON position in order to prevent radio
navigation aid tuning from changing NAV receiver frequencies.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 2/14
FCOM ←A 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
AUTOMATIC IDENTIFICATION OF ADF/VOR/ILS
Although the navigation display automatically identifies the tuned ADF, VOR, or ILS station (auto
ident decoded), the flight crew must, in the following cases, confirm the correct tuning of the desired
station via the audio system :
‐ A station has either been autotuned or tuned manually by a crew member's entering the
associated ident on the MCDU RAD NAV page, and the decoded ident appearing on the ND is the
wrong one.
‐ A crew member has tuned the station manually on an RMP or by entering the frequency on the
MCDU RAD NAV page.
WEATHER RADAR
Refer to FCTM/SI-70 USE OF RADAR
FLIGHT INSTRUMENT TOLERANCES
GENERAL
The values below apply to aircraft in symmetrical flight (no sideslip), in the clean configuration, and
in straight and level flight.
ALTITUDE TOLERANCES
PFD 1 or 2 at ground check : plus or minus 25 ft (8 m)
MAXIMUM DIFFERENCES BETWEEN ALTITUDE INDICATIONS
ALTITUDE (ft) COMPARISON BETWEEN
FL/SPEED ADR 3 and ADR 1, or ADR
ADR 1 and ADR 2 (on PFD) ISIS and any ADR 1, or 2, or 3
3 and ADR 2 (on PFD)
GND CHECK 20 (6 m) 20 (6 m) 100 (30 m)
FL 50/250 kt 50 (15 m) 65 (20 m) 130 (40 m)
FL 100/250 kt 55 (17 m) 80 (24 m) 185 (56 m)
FL 200/300 kt 90 (27 m) 135 (41 m) 295 (90 m)
FL 300/.78 130 (40 m) 195 (59 m) 390 (119 m)
FL 390/.78 130 (40 m) 195 (59 m) 445 (136 m)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 3/14
FCOM B to D → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
AIRSPEED/MACH TOLERANCES
Maximum differences between Speed/Mach indications:
SPEED (kt) MACH COMPARISON BETWEEN
ADR 3 and ADR 1,
FL/SPEED ADR 1 and ADR 2 (on PFD) ISIS and any ADR 1, or 2, or 3
or ADR 3 and ADR 2
SPEED MACH SPEED MACH SPEED MACH
GND CHECK 6 0.008 6 0.008 6 -
FL 50/250 kt 4 0.005 4 0.007 7 -
FL 100/250 kt 4 0.005 5 0.008 8 0.032
FL 200/300 kt 3 0.007 5 0.011 9 0.033
FL 300/0.78 3 0.010 5 0.014 9 0.025
FL 390/0.78 3 0.010 4 0.014 8 0.025
Mach values lower than M 0.50 in climb, and M 0.45 in descent, are not displayed on ISIS.
HEADING TOLERANCES
Maximum differences between magnetic heading indications on the NDs : 4 °.
ADIRS OPERATION
IRS ALIGNMENT AND REALIGNMENT CONDITIONS
A complete IRS alignment must be performed in the following cases:
‐ Before the first flight of the day, or
‐ When there is a crew change, or
‐ When the GPS is not available and the NAVAIDS coverage is poor on the expected route,
or
‐ When the GPS is not available and the expected flight time is more than 3 h.
A fast IRS alignment must be performed when the deviation of the IRS position from the
FMGC position is at or above 5 nm.
To perform an alignment, the aircraft must be stopped on ground. Any aircraft movement will
automatically restart the IRS alignment.
Do not align IRS during engine start, or while the engines are running.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 4/14
FCOM ← D to E → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
IRS ALIGNMENT OR REALIGNMENT PROCEDURE
Complete IRS alignment:
ADIRS selector......................................................................OFF for more than 5 s, then NAV.
Note: The ON BAT light comes on during 5 s.
Fast IRS alignment:
ADIRS selector...................................................................... OFF then back to NAV within 5 s.
AUTOMATIC POSITION INITIALIZATION OF THE IRS
GPS available:
The position initialization is automatic. The position for the initialization of the IRS is the
GPS position.
GPS not available:
Apply the manual position initialization procedure.
MANUAL POSITION INITIALIZATION OF THE IRS
MCDU coordinates for IRS position initialization...................................................... Check/Modify
ALIGN IRS prompt.................................................................................................................Press
The most appropriate coordinates for IRS position initialization are the gate coordinates.
Note: When the flight crew enters or modifies the origin airport (FROM) or the CO RTE, the
MCDU INIT coordinates are reset to the Airport Reference Point (ARP). The pilot may
manually modify these coordinates.
ALIGNMENT OR INITIALIZATION ERROR
The prompt REALIGN IRS is displayed on the MCDU INIT page:
Check and confirm the position initialization coordinates on the MCDU, then valid the
REALIGN IRS prompt.
The IRS record the last position it had the last time it was in NAV mode. The IRS are also able
to estimate the present latitude during a complete alignment. They use both information to
detect a significant position initialization error.
REF/GPS POS DIFF or REF/LAST IRS POS DIFF are displayed on the MCDU:
If the flight crew has previously entered a REF position, the flight crew must enter a second
time the REF position. As soon as the REF position is entered the second time, the prompt
ALIGN ON REF is displayed on the INIT page associated to the IRS.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 5/14
FCOM ←E→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
The IR FAULT light flashes:
The associated ADIRU can only be used in ATT mode.
RESET IRS TO NAV is displayed on the MCDU:
The MCDU INIT coordinates have been changed after the end of the IRS alignment.
Crosscheck the MCDU INIT coordinates against the IRS position on the MCDU POSITION
MONITOR page.
TCAS
GENERAL
For System Description, Refer to DSC-34-80-10 General.
For Operational Procedures, Refer to PRO-ABN-34 TCAS WARNINGS.
CONFLICT RESOLUTION PRINCIPLES
‐ Traffic Advisory (TA)
If an intruder represents a potential collision threat, a visual and aural Traffic Advisory will be
given. This advisory helps the crew to visually situate the intruder. It also prepares the crew for
a possible Resolution Advisory. However, not every RA is preceded by a TA.
‐ Resolution Advisory (RA)
If the intruder is considered to be a real collision threat, an aural and visual Resolution Advisory
is given.
TCAS determines the optimum vertical maneuver that ensures effective separation, with a
minimum change in vertical speed.
Depending on each situation, TCAS generates a :
• Preventive Advisory (i.e. the actual vertical speed may be maintained). It displays the vertical
speed range to be avoided.
• Corrective Advisory i.e. the actual vertical speed is within the range to be avoided and a
recommended vertical speed (fly to) range is displayed.
• Modified Corrective Advisory, which changes already displayed RA (i.e if the intruder changes
their vertical speed).
OPERATIONAL RECOMMENDATIONS
Avoidance generalities:
Always follow the RAs orders, even if they lead to cross the altitude of the intruders, as they
ensure the best global separation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 6/14
FCOM ← E to F → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
CAUTION If a pilot does not follow a RA, he should be aware that the intruder may be
TCAS equipped and may be maneuvering toward his aircraft in response to a
coordinated RA. This could compromise safe separation.
Pilots should comply with the vertical speed limitations during the last 2 000 ft of climb or
descent. In particular, pilots should limit vertical speeds to 1 500 ft/min during the last 2 000 ft
of a climb or descent, especially when they are aware of traffic that is converging in altitude
and intending to level off 1 000 ft above or below the pilot’s assigned altitude.
Select TA only mode in the following cases:
‐ Engine failure.
‐ Flight with landing gear down (if applicable).
‐ In case of known nearby traffic, which is in visual contact.
‐ At particular airports and during particular procedures identified by an operator as having
a significant potential for unwanted a inappropriate RAs (closely-spaced parallel runways,
converging runways, low terrain along the final approach...)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 7/14
FCOM ←F→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 8/14
FCOM ←F→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 9/14
FCOM ←F→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 10/14
FCOM ←F→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 11/14
FCOM ←F→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
APPROACH ON PAPI OR TVASI
Eye to wheel height on approach is 25 ft and minimum recommended wheel clearance over the
threshold is 20 ft. Do not follow Precision Approach Path Indicator (PAPI) or "T"-Visual Approach
Slope Indicator (TVASI) guidance below 200 ft when PAPI or TVASI Minimum Eye Height over
Threshold (MEHT) is less than 45 ft.
INSERTION OF APPROACH MINIMA
QNH USE FOR AIRCRAFT EQUIPPED WITH QFE OPTION
This table explains how the flight crew must insert the approach minimum on the MCDU PERF
APPR page.
Guidance Modes
NAV FPA
LOC G/S
LOC G/S LOC FPA
CAT II & CAT III FINAL APP
CAT I approaches LOC B/C FPA
approaches
TRK FPA
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 12/14
FCOM ← F to H → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
Continued from the previous page
MCDU PERF BARO field --- DA DA or MDA MDA
APPR page RADIO field DH or RA ---
FMA display “RADIO XXX” “BARO XXXX”
QFE USE FOR AIRCRAFT EQUIPPED WITH QFE OPTION
This table explains how the flight crew must insert the approach minimum on the MCDU PERF
APPR page.
Guidance Modes
NAV FPA
LOC G/S
LOC G/S LOC FPA
CAT II & CAT III FINAL APP
CAT I approaches LOC B/C FPA
approaches
TRK FPA
MCDU PERF BARO field --- DH DH or MDH MDH
APPR page RADIO field DH or RA ---
FMA display “RADIO XXX” “BARO XXXX”
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
The Global Positioning System (GPS) provides aircraft position inputs to the EGPWS for enhanced
function processing purpose. The Flight Management System (FMS) provides aircraft position inputs
as backup.
The TERR pb-sw located on the overhead panel enables the activation or deactivation of the
enhanced functions of the EGPWS.
If the TERR ON ND is not selected, and a terrain alert is generated, the terrain is automatically
displayed on the ND.
The brightness of the terrain indication on the ND is controlled via the weather radar brightness
control knob. If the weather radar brightness was set to low (due to bad weather) and a terrain alert
occurs, then the terrain display brightness will also be low.
Therefore, when a terrain alert occurs, the ND weather/terrain image brightness may need to be
adjusted.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 13/14
FCOM ← H to I 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW NAVIGATION
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-34 P 14/14
FCOM 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
ATSU INITIALIZATION
ATSU is automatically initialized, provided a list of Service Providers has been scanned, and
provided the following three parameters have been received and validated by the ATSU:
‐ Aircraft Registration Number (ARN)
‐ ACARS Airline Identity code (ACARS A/L ID).
‐ Standard Airline Identity code (STANDARD A/L ID)
If one of the above four conditions is not fulfilled, then ATSU is not available:
‐ The ECAM displays ATSU FAULT,
and
‐ The MCDU scratchpad displays a message to request flight crew action.
A manual entry of the missing parameter followed by its activation, reinitializes the ATSU, and clears
the ECAM and MCDU message.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-46 P 1/6
FCOM A→ 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
If ARN is not valid:
The MCDU scratchpad displays the “ENTER A/C REGISTER” message. After clearing the
scratchpad, the crew writes the ARN on the scratchpad. Pressing the 2L key on the COMM
CONFIG SD page enters the ARN in the 2L field. The flight crew has to press the 1R key to
activate it.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-46 P 2/6
FCOM ←A→ 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
If the A/L ID is not valid:
The MCDU scratchpad displays the “ENTER A/L IDENT” message. After clearing the
scratchpad, enter the two-letter A/L ID code on the scratchpad. Press the 3L key to enter the A/L
ID code in the 3L field. Repeat the same operation for the three-letter A/L ID code, by using the
4L key instead of the 3L key. The flight crew has to press the 1R key to activate it.
If the VHF3 SCAN SELECT menu can be accessed, and if no VHF Service Providers have
been selected:
The MCDU scratchpad displays the “ENTER VHF3 SCAN SELECT” message.
On the VHF3 SCAN SELECT SD page, select a Service Providers' list, in the airline priority
order, and activate the VHF SCAN SELECT function.
Example: To select Service Providers SITA 725 and ARINC:
1. Press the 5L key: The star next to SELECT indication disappears, then reappears.
2. Press the 1L key to select SITA 725: The SELECT indication goes off, and the priority number
of selection # 1 appears.
3. Press the 1R key to select ARINC: The SELECT indication goes off, and the priority number of
selection # 2 appears.
4. Press the 5R key to activate the VHF SCAN SELECT function: The star next to the SCAN
SELECT ACTIVATE indication disappears, then reappears.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-46 P 3/6
FCOM ←A→ 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-46 P 4/6
FCOM ←A→ 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
Note: Modification of the SCAN SELECT setting may result in the loss of air-ground VHF datalink
communication and also in the increase of Datalink Service Providers charges. Therefore,
the SCAN SELECT setting should not be modified by the flight crew, unless they have been
instructed to do so.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-46 P 5/6
FCOM ←A 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW INFORMATION SYSTEMS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-46 P 6/6
FCOM 15 FEB 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
THRUST CONTROL
GENERAL
The flight crew uses console-mounted levers to control engine thrust. Each lever sends electrical
signals to the FADEC of the engine it controls. The FADEC responds to the thrust lever position or
an autothrust command by setting the engine thrust.
The thrust lever quadrant is the equivalent of a thrust rating panel. For each lever it has five
detents. Moving the thrust lever to the forward stop of the quadrant always gives maximum takeoff
or go-around thrust, as appropriate, and signals the AP/FD to go to takeoff or go-around, as
appropriate. The FMA (Flight Mode Annunciator) in the left window of each PFD displays the
status of the thrust system to the pilot.
The engine instrument display gives a read-out of the engine thrust mode (CL, MCT, etc.) and the
appropriate engine limit. It displays the actual limit set, thrust lever position, FADEC command,
and maximum engine rating limit continually.
MANUAL THRUST CONTROL
With A/THR disconnected, thrust control between full reverse (on the ground only) and maximum
takeoff or go-around thrust is entirely conventional.
TLA (Thrust Lever Angle) determines the thrust demanded.
The rating limit selected by the pilot and the actual engine limit appear on the engine instrument
display.
With the thrust lever short of the CL position on the quadrant, the engine instrument display shows
CL continually. If one or both thrust levers are above CL, it shows MCT/FLEX. If one or both thrust
levers are beyond the MCT detent, it shows TOGA. With the thrust levers positioned in a detent,
the detent setting controls the engines to that limiting parameter.
AUTOTHRUST
When active A/THR controls either speed, thrust or retard as appropriate. The engine limit
corresponds to the thrust lever position. If the thrust lever is below the CL detent then the TLA
determines the engine power limit.
With the thrust lever above the CL detent, autothrust reverts to arm (A/THR blue on FMA) except if
alpha-floor is active. CLB (or LVR CLB) flashes on the FMA.
If the thrust levers are not aligned, an asymmetric message (ASYM or LVR ASYM) appears on the
FMA. If so, each engine is limited to its appropriate TLA.
This allows the use of autothrust to continue if one engine has to have its maximum RPM limited
for some operational reasons such as excessive vibration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 1/8
FCOM A→ 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
AUTOTHRUST DISCONNECTION
Autothrust disconnection occurs when :
‐ The A/THR fails, or
‐ The FCU’s A/THR pb is pressed, or
‐ The thrust lever(s)’ instinctive disconnect button is pressed, or
‐ Both thrust levers are set to IDLE.
1. Disconnection, due to a failure or to the use of the FCU A/THR pb. If the thrust levers are in
the CL detent (both engines operative), or one thrust lever in the MCT detent (one engine
operative), the thrust is locked at its actual value. The FMA displays a “THR LK” pulsing
memo. A single chime sounds, and an amber ECAM caution appears, as long as thrust
is locked. (For more details: Refer to Autothrust section). Movement of the thrust lever(s)
unlocks the thrust, and the engine(s) then respond(s) to TLA position.
2. Disconnection, due to the use of instinctive disconnect button.
When a pilot presses the instinctive disconnect button, the engines immediately develop
thrust corresponding to the position of their thrust levers, whatever that might be.
INSTINCTIVE DISCONNECTION PROCEDURE
To avoid any confusion for those pilots flying the A318/A319/A320/A321 with different
modifications (with, and without, energy management), Airbus recommends that pilots use one
procedure for disconnecting with the instinctive disconnect button.
‐ Set the thrust levers to the current thrust setting by adjusting the levers until the N1 (or EPR)
TLA white (blue with EIS2 screens) circle is adjacent to the N1 (or EPR) needle.
‐ Use the instinctive button to disconnect the A/THR.
‐ Check that “A/THR” memo is displayed on the ECAM, and that the autothrust mode on the
first column of the FMA disappears.
‐ Set the thrust manually.
USE OF AUTOTHRUST IN APPROACH
The pilot should use autothrust for approaches. On final approach, it usually gives more
accurate speed control, although in turbulent conditions the actual airspeed may vary from the
target speed, by as much as five knots. Although the changeover between auto and manual
thrust is easy to make with a little practice, the pilot should, when using autothrust for the final
approach, keep it engaged until he retards the thrust levers to idle for touchdown. If the pilot is
going to make the landing using manual thrust, he should disconnect the A/THR by the time he
has reached 1 000 ft on the final approach.
If he makes a shallow flare, with A/THR engaged, it will increase thrust to maintain the approach
speed until he pulls the thrust levers back to idle. Therefore he should avoid making a shallow
flare, or should retard the thrust levers as soon as it is no longer necessary to carry thrust, and if
necessary before he receives the “retard” reminder.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 2/8
FCOM ←A→ 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
Although use of the autothrust is recommended for the entire approach, this does not absolve
the pilot from his responsibility to monitor its performance, and to disconnect it if it fails to
maintain speed at the selected value. Such monitoring should include checking on whether or
not the managed speed, calculated by the FMGC, is reasonable.
For more information concerning aircraft handling during final approach, refer to the FCOM
Bulletin ”Aircraft handling in final approach”.
ENGINE FAILURE
The pilot can continue to use autothrust after an engine failure, but some pilots feel that
directional control is more difficult, when autothrust changes the thrust instead of the pilot
making the thrust changes manually. The choice between using, or not using, autothrust after
engine failure is a personal one. As far as speed control is concerned, autothrust is usually
more accurate than a pilot.
MANUAL ENGINE START
Pilots normally use automatic starting to start an engine.
However, manual starting is recommended in the following cases:
‐ After aborting a start, because of:
• Engine stall
• Engine EGT overlimit
• Low start air pressure
‐ When expecting a start abort, because of:
• Degraded bleed performance, due to hot conditions, or at a high-altitude airfields.
• An engine with a reduced EGT margin, in hot conditions, or at a high-altitude airfields.
• Marginal performance of the external pneumatic power group.
MANUAL ENGINE START PROCEDURE
THR LEVERS..............................................................................................................................IDLE
CAUTION The engine will start, regardless of the thrust lever position, and will rapidly
accelerate to generate the thrust demanded by the TLA, causing a hazardous
situation, if the thrust levers are not at idle.
ENG MODE selector............................................................................................. NORM THEN IGN
The lower ECAM displays the engine page.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 3/8
FCOM ← A to B → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
ENG MAN START.........................................................................................................................ON
• Do not set the MAN START pb-sw to ON, before all amber crosses have disappeared on engine
parameters (upper ECAM display).
• On the ECAM lower display, check that the START VALVE is inline
• On the ECAM displays, check that the OIL PRESS increases, and N2 increases.
If N2 does not reach 20 % , check that the pack valves have correctly closed.
During engine start, if the APU bleed is used and pack valves are closed, shed APU electrical
loads to increase bleed air pressure, as follows:
GALY & CAB.........................................................................................................................OFF
If needed, shed also:
BLUE ELEC PUMP (ground only)..................................................................................OFF
FUEL X FEED.................................................................................................................. ON
FUEL PUMPS except R TK PUMP 2.............................................................................OFF
BLOWER..................................................................................................................... OVRD
CAB FANS......................................................................................................................OFF
When N2 reaches 22 % or the maximum motoring speed (minimum 20 %):
The maximum motoring speed is defined as the speed at which N2 acceleration is less than
1 % in approximately 5 s.
MASTER switch...................................................................................................................... ON
The PNF starts the timing for monitoring the light-up delay.
ECAM displays.................................................................................................................CHECK
Check : ‐ Indication of igniters A and B
‐ Fuel flow increase
‐ EGT and N1 increase 15 s (maximum) after fuel is on.
If the electrical power supply is interrupted during the start sequence (indicated by loss of
ECAM displays), abort the start by setting the MASTER switch to OFF. Then perform a 30 s
dry crank.
When N2 reaches 50 %
ECAM displays.................................................................................................................CHECK
Check : ‐ START VALVE crossline (between 50 and 56 % N2)
‐ Igniter indication off
‐ Main and secondary engine idle parameters normal.
Gray background on N2 indication disappears.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 4/8
FCOM ←B→ 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
Note: CFM ENG. 56-5-B1/B2 engines accelerate slowly from 50 % N2 to idle. Start abort is
not required as long as N2 is increasing.
MAN START..........................................................................................................................OFF
ENG MODE selector......................................................................................................... NORM
ENGINE START WITH EXTERNAL PNEUMATIC POWER
Before connecting external pneumatic power :
PACKS 1 and 2........................................................................................................................ OFF
(To prevent pack contamination).
Before start :
APU BLEED.............................................................................................................................. OFF
ENG BLEED (both engines)..................................................................................................... OFF
X BLEED................................................................................................................................ OPEN
Cleared to start :
Start Engine 2 first.
Note: As necessary, Engine 1 can also be started by using the external pneumatic power. If
Engine 1 is started first, check the brake ACCU pressure prior to engine start.
Use the normal engine start procedure.
The minimum recommended starter air supply pressure is 30 PSI, when the start valve is open.
Two external pneumatic power units may be used in parallel, if the pressure/flow relation is
expected to be marginal.
After Engine 2 is started :
If external pneumatic power is used to start Engine 1 :
Start Engine 1
Request the removal of external pneumatic power unit.
X BLEED..........................................................................................................................AUTO
ENG BLEED (Both engines)................................................................................................ ON
PACKS 1 and 2....................................................................................................................ON
If the crossbleed engine start procedure is used for Engine 1 :
Request the removal of external pneumatic power unit
PACKS 1 and 2....................................................................................................................ON
ENG 2 BLEED......................................................................................................................ON
CROSSBLEED ENGINE START PROC for Engine 1...................................................APPLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 5/8
FCOM ← B to C 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
CROSSBLEED ENGINE START
CAUTION The use of engine bleed supply and external pneumatic power supply
simultaneously is prohibited.
Before start :
APU BLEED.............................................................................................................................. OFF
The BLEED valve of the running engine reopens and the cross bleed valve closes.
ENG BLEED (running engine)......................................................................................... check ON
ENG BLEED (receiving engine)................................................................................................OFF
The bleed valve of engine to be started is closed to eliminate reverse flow leakage.
X BLEED................................................................................................................................ OPEN
Cleared to start :
Confirm area is clear of obstacles.
Ensure increased power jet wake does not constitute any hazard to people or installation behind
the aircraft.
Adjust thrust of supplying engine to obtain 30 PSI at start air valve before start initiation and at
least 25 PSI during start.
Do not exceed 80 % N2 to limit jet wake.
Apply the normal engine start procedure.
Note: If the supplying engine is a DAC engine, preset a 30 % N1 before launching the start
sequence.
After start :
THRUST LEVER (supplying engine)....................................................................................... IDLE
X BLEED................................................................................................................................ AUTO
ENG BLEED (receiving engine)................................................................................................. ON
PACKS.............................................................................................................................Check ON
START VALVE MANUAL OPERATION
Advise ground crew to prepare for manual start valve operation.
CAUTION To ensure safety of the ground crew when starting an engine with manual operation
of the start valve, the flight crew should start the affected engine first.
The start valve of the affected engine may be in the danger area of the other running
engine.
AUDIO CONTROL PANEL..............................................................................................................CAB
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 6/8
FCOM D to E → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
When ground crew member is ready, order “START 1 or 2”
ENG MODE selector..................................................................................................................IGN
ENG MASTER sw.......................................................................................................................ON
START VALVE....................................................................... “ORDER OPEN AND KEEP OPEN”
If not maintained in OPEN position by the ground crew member, the start valve closes.
When N2 at 50 %
START VALVE.................................................................................................... “ORDER CLOSE”
Continue with normal procedure.
ON GROUND - NON ENG SHUTDOWN AFTER SETTING ENG MASTER SW TO OFF
The normal procedure to shut down an engine is to set the ENG MASTER sw to OFF. In the case
where the engine does not shut down as expected, use the following procedure:
ECAM FUEL PAGE.................................................................................................................... PRESS
LP FUEL VALVE POSITION (affected)..................................................................................... CHECK
If LP fuel valve is closed – cross line in amber
No crew action. The engine will shut down after a time delay.
If LP fuel valve is not closed
ENG FIRE pb sw(affected).................................................................................................. PRESS
Using the engine fire pushbutton will force the LP fuel valve to close. The engine will shut down
after a time delay.
TIME DELAY
The affected engine will shut down when all the fuel between the LP fuel valve and the engine
nozzles is burned by the engine. The shutdown of the engine can take up to 2 min and 30 s ,
depending on airport altitude and fuel recirculation system operation.
Keep ground staff informed.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 7/8
FCOM ← E to F 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW POWER PLANT
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-70 P 8/8
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
PUSHBACK WITH POWER PUSH UNIT VIA THE MAIN LANDING GEAR
GENERAL
At several airports, the pushback is performed using a Power Push Unit (PPU), which pushes the
aircraft via the main landing gear, while the flight crew provides steering via the yellow hydraulic
system. Steering guidance will be given by ground personnel via interphone communication.
This section provides the flight crew with Airbus operational recommendations in performing such
a pushback, and replaces the “BEFORE PUSHBACK or START” standard operating procedure.
LOADSHEET.............................................................................................................................. CHECK
Both crew members carefully check the Load and Trim Sheet (LTS), particularly for gross errors.
Make sure that the load sheet data is correct (e.g correct flight, correct aircraft, dry operating index,
configuration, Fuel on Board,etc.).
* ZFW/ZFWCG............................................................................................................CHECK/REVISE
The PF compares the ZFW and the ZFWCG with the previously-entered data, and adjust if
necessary.
* ZFW/ZFWCG............................................................................................................. CROSSCHECK
The PNF crosschecks the ZFW and the ZFWCG entered in the FMS.
* Check that the takeoff CG is within LTS operational limits.
TAKEOFF DATA...........................................................................................................ENTER/REVISE
The PF enters or revises the takeoff data in the INIT B and PERF pages of the MCDU.
TAKEOFF DATA........................................................................................................................ CHECK
The PNF checks the takeoff speeds and the flexible temperature, using the RTOW charts.
The PNF crosschecks the FMS entries of the PF.
The flight crew should pay particular attention in determining the takeoff configuration Refer to
PER-THR-FLX DEFINITION.
Confirm any takeoff weight limitation.
SEATS, SEAT BELTS, HARNESSES, RUDDER PEDALS, ARMRESTS................................ADJUST
The seat is correctly adjusted when the pilot’s eyes are in line with the red and white balls.
MCDU.................................................................................................IN TAKEOFF CONFIGURATION
It is recommended that the crew display F-PLN on the PNF side, and PERF TAKEOFF on the PF
side.
EXT PWR........................................................................................................................CHECK AVAIL
EXT PWR DISCONNECTION...............................................................................................REQUEST
BEFORE START CHECKLIST down to the line.................................................................COMPLETE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-80 P 1/4
FCOM A→ 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
TOWING LEVER...................................................................................................NORMAL POSITION
To be confirmed by the ground personnel and no NW STRG DISC indication on the ECAM.
PUSHBACK/START UP CLEARANCE..................................................................................... OBTAIN
Obtain ATC pushback/start up clearance.
Obtain clearance from ground personnel. Due to the face-to-face position of the flight crew and
ground personnel, it is necessary that the flight crew ensure they have clearly and correctly
understood the ground personnel's directional phraseology.
WINDOWS and DOORS............................................................................................CHECK CLOSED
‐ To ensure that the sliding window is correctly closed and locked, push the handle of the sliding
window fully forward to the closed position, and check that the red indicator is visible
‐ Check, on the ECAM lower display, that all the aircraft doors are closed
‐ When required by local airworthiness authorities, check that the cockpit door is closed and locked
(no cockpit door open/fault indication).
If entry is requested, identify the person requesting entry before unlocking the door. With the
cockpit door sw on NORM, the cockpit door is closed and locked. If entry is requested from the
cabin, and if no further action is performed by the pilot, the cabin crew will be able to unlock the
door by using the emergency access procedure. Except for crew entry/exit, the cockpit door
should remain closed until engine shutdown.
BEACON............................................................................................................................................ON
THR LEVERS................................................................................................................................. IDLE
CAUTION Engine will start regardless of thrust lever position; thrust will rapidly increase to the
corresponding thrust lever position, causing a hazardous situation, if thrust levers
are not in idle.
ENG 2......................................................................................................................................... START
Engine 2 is usually started first, to pressurize the yellow hydraulic system to power the nosewheel
steering and maintain the parking brake pressure. Engine 1 must be started after the pushback is
completed to ensure that the power push unit is able to push the aircraft.
PUSHBACK
PARKING BRK............................................................................................................................ OFF
Advise the ground personnel that the parking brake is OFF and that pushback can be started.
CAUTION Do not use brakes during pushback unless required, due to an emergency.
In case of an emergency, advise the ground personnel that the PPU should be removed and
moved out of the evacuation area.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-80 P 2/4
FCOM ←A→ 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
NW STRG.......................................................................................................................... AS RQRD
Steer the aircraft following guidance from the ground personnel.
PARKING BRK.............................................................................................................................. ON
After pushback is completed, set the PARKING BRK to ON and inform the ground personnel that
the power-push unit can be removed.
ENG 1......................................................................................................................................START
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-80 P 3/4
FCOM ←A 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW MISCELLANEOUS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-80 P 4/4
FCOM 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - SEVERE TURBULENCE
OPERATING MANUAL
GENERAL
Whenever possible, avoid areas with known or forecasted severe turbulence. 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.
Sufficient buffet margin exists at optimum altitude. In order to further increase the margin to buffet
onset, consider descending to a lower altitude.
Severe turbulence is defined as turbulence that causes large, abrupt changes in altitude and/or
attitude. It usually causes large variations in airspeed. Occupants are forced violently against their
seat belts and loose objects will move around the aircraft.
If severe turbulence occurs during a flight, the flight crew must make a logbook entry in order to
initiate maintenance action.
Note: Recommendations for severe turbulence are also applicable to extreme turbulence.
SIGNS
Before entering an area of known turbulence, the flight crew and the cabin crew must secure all
loose equipment and switch the cabin SIGNS to ON.
AUTOPILOT/AUTOTHRUST
Keep the autopilot ON.
When thrust changes become excessive : Disconnect Autothrust.
For approach : Use A/THR for managed speed.
THRUST AND AIRSPEED
Set the thrust to give the recommended speed (Refer to PRO-SUP-91-10 Thrust Setting (N1) for
Recommended Speed). 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.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-10 P 1/4
FCOM A to D → 30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - SEVERE TURBULENCE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-10 P 2/4
FCOM ←D 30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - SEVERE TURBULENCE
OPERATING MANUAL
THRUST SETTING (N1) FOR RECOMMENDED SPEED
ALTITUDE
If the crew flies the aircraft manually :
‐ Expect large variations in altitude, but do not chase altitude.
‐ Maintain attitude and allow altitude to vary.
LANDING
Configuration FULL, or 3, can be used.
However, Configuration 3 provides more energy and less drag.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-10 P 3/4
FCOM E to G 30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - SEVERE TURBULENCE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-10 P 4/4
FCOM 30 MAY 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - OPERATIONS IN WINDSHEAR OR DOWNBURST
OPERATING MANUAL
PRECAUTIONS FOR SUSPECTED WINDSHEAR
BEFORE TAKEOFF
Delay takeoff until conditions improve.
Evaluate takeoff conditions :
• Using observations and experience.
• 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.
DURING APPROACH
Delay landing or divert to another airport until conditions are more favorable.
Evaluate condition for a safe landing by:
• Using observations and experience,
• 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 using the GS mini-function, associated with managed speed, the system will
carry extra speed in strong wind conditions;
‐ In case of strong or gusty crosswind greater than 20 kt, Refer to QRH/PER-C1 VAPP
Determination.
RECOVERY TECHNIQUE AT TAKEOFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-20 P 1/2
FCOM A to B → 18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - OPERATIONS IN WINDSHEAR OR DOWNBURST
OPERATING MANUAL
BEFORE V1
The takeoff should only be rejected if unacceptable airspeed variations occur below the indicated
V1, and the pilot decides that there is sufficient runway remaining to stop the aircraft.
AFTER V1
Set thrust levers to TOGA
Rotate normally.
Follow SRS orders.
DURING INITIAL CLIMB
Set or maintain TOGA.
If the autopilot is engaged, use it ; but, be aware that automatic disengagement may occur, if α >
α prot.
Follow SRS orders (including use of full backstick, if demanded).
Note: If FD bars are unavailable, use an initial pitch attitude up to 17.5 ° with full backstick, if
necessary. If needed, to minimize the loss of height, increase this pitch attitude.
Do not change configuration (gear, flaps), until out of shear.
Closely monitor the flight path and speed.
Recover smoothly to a normal climb, when out of shear.
RECOVERY TECHNIQUE AT LANDING
Set thrust levers to TOGA.
If the autopilot is engaged, use it ; but, be aware that automatic disengagement may occur, if α > α
prot.
Follow SRS orders.
Note: If FD bars are unavailable, use an initial pitch attitude up to 17.5 ° with full backstick, if
necessary. If needed, to minimize the loss of height, increase this pitch attitude.
Do not change configuration.
Closely monitor the flight path and speed.
Recover smoothly to a normal climb, when out of shear.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-20 P 2/2
FCOM ← B to C 18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - COLD WEATHER
OPERATING MANUAL
GENERAL
For flight operations in icing conditions, Refer to PRO-SUP-30 Operations in Icing Conditions.
For ground operations on contaminated runways, Refer to PER-TOF-CTA-10 GENERAL.
The preparation and ground operation of the aircraft, after it has been sitting idle in very low
temperatures, may present particular problems. In such cases, the flight crew should use the
following procedures, which complement the normal operating procedures.
Ice accumulates on the aircraft when the air temperature approaches, or falls below, freezing (0 °C)
and there is precipitation or condensation. Ice may also build up when the aircraft is exposed to
any form of moisture, after the surfaces have been cold-soaked during previous cruise flight at
high altitudes, after the aircraft has been refueled with cold fuel, or after it has been exposed to low
overnight air temperatures.
EXTERIOR INSPECTION
PRELIMINARY COCKPIT PREPARATION (normal procedures).................................... COMPLETED
APU is started and air conditioning is on.
ICE/SNOW........................................ REMOVE FROM WINDSHIELD/UPPER COCKPIT FUSELAGE
CAUTION With ice or snow accumulated on the windshield/upper cockpit fuselage, and if
the PROBE/WINDOW HEAT pb is turned on, melted snow running down from the
cockpit windows could re-freeze on the fuselage area below, when the temperature
is very low. This could create ice build up on the forward fuselage that could possibly
disturb the airflow around the static/pitot/angle-of-attack probes.
PROBE/WINDOW HEAT...................................................................................................................ON
Note: Ensure that the probe covers are removed in order to prevent the probe covers from
melting.
SURFACES................................................................CHECKED FREE OF FROST, ICE AND SNOW
All surfaces of the aircraft (critical surfaces: leading edges and upper surfaces of wings, vertical and
horizontal stabilizers, all control surfaces, slats and flaps) must be clear of snow, frost and ice for
takeoff.
Thin hoarfrost is acceptable on the upper surface of the fuselage.
Note: Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on
exposed surfaces on cold and cloudless nights; it is so thin that a person can distinguish
surface features (lines or markings) beneath it.
On the underside of the wing tank area, a maximum layer of 3 mm (1/8 in) of frost will not penalize
takeoff performance.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-30 P 1/6
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - COLD WEATHER
OPERATING MANUAL
FOLLOWING EQUIPMENT........................................CHECKED FREE OF FROST, ICE AND SNOW
‐ Landing gear assemblies (lever locks) and tires, landing gear doors.
‐ Engine inlets, inlet lips, fans (check for rotation), spinners, fan exhaust ducts, reverser assemblies.
‐ Drains, bleeds, probes (pitots, static ports, TAT sensors, angle of attack sensors).
‐ Fuel tank ventilation.
‐ Radome.
‐ Verify that the commercial water supplies are not frozen and have been refilled (these should have
been emptied prior to the cold soak).
After first engine start
PROBE/WINDOW HEAT........................................................................................................AUTO
Heating will continue to operate but under automatic control.
DEICING/ANTI-ICING PROCEDURE ON GROUND
GENERAL
In all situations, it is the Captain’s responsibility to decide if the ground crew must deice/anti-ice
the aircraft, and/or if additional deicing/anti-icing treatment is required.
Before starting the deicing/anti-icing procedure, the flight crew must establish communication with
the ground crew that will be applying the procedure.
CAUTION ‐ Make sure that the low or high-pressure ground connectors do not supply any
external air to the aircraft.
‐ If it is necessary for the ground crew to repeatedly anti-ice the aircraft, they
must deice the surfaces with a hot fluid mixture before applying a new layer of
anti-icing fluid.
Make sure that the ground crew uses the correct de-icing/anti-icing fluids, in accordance with the
applicable operator requirements and Aircraft Maintenance Manual (AMM) instructions.
The aircraft can be deiced or anti-iced when the APU and engines are either stopped or running.
However, do not start the engines when the ground crew is spraying fluid on the aircraft.
CAUTION ‐ The ground crew should take care when spraying deicing fluid, and make sure
that the engine and APU do not ingest any fluid.
‐ Do not move flaps, slats, ailerons, spoilers, or elevators, if they are not free of
ice.
‐ Always ensure that both the left and right sides of the aircraft receive the same,
complete, and symmetrical deicing/anti-icing treatment.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-30 P 2/6
FCOM ← B to C → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - COLD WEATHER
OPERATING MANUAL
Note: In the case of frost formation on one or several areas of the wing surface, the captain
can request a local de-icing application only on the affected areas. The captain shall take
care that both wings must receive the same symmetrical treatment even if frost formation
does not affect symmetrically both wings. For more information, refer to AMM.
BEFORE SPRAYING FLUID
CAB PRESS MODE SEL............................................................................................CHECK AUTO
ENG BLEED 1 + 2...................................................................................................................... OFF
APU BLEED.................................................................................................................................OFF
DITCHING pb................................................................................................................................ 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 a closed circuit with
both fans running. In view of the low OAT, there is no time limit for this configuration.
However, in order not to affect passengers comfort, it is recommended to avoid packs inoperative
for longer than 20 min.
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”........................................... INFORM GROUND CREW
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
PITOTS and STATICS (ground crew)....................................................................................CHECK
CAUTION When the OAT is low (below -5 °C) during snow/freezing rain precipitations
and with crosswind conditions, melted snow or raindrops may drip from the
cockpit windshields and freeze on the fuselage below. Ice may then build up
and possibly disturb the airflow around the static/pitot/angle-of-attack probes,
and result in unreliable air data measurements during takeoff. Therefore during
taxi out before takeoff beware of this possible build up of ice. The area around
static/pitot/angle-of-attack probes must be free of ice/snow before starting takeoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-30 P 3/6
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - COLD WEATHER
OPERATING MANUAL
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):
• Type of fluid used
• The mix ratio of fluid to water (for example 75/25)
• When the holdover time began.
A few minutes after completion of spraying operation:
APU BLEED............................................................................................................................ ON
Note: If the fuselage has been sprayed, there is a risk of de-icing fluid ingestion by the APU
air intake, resulting in specific odors, or smoke warnings. Therefore:
‐ Keep the APU running with the APU BLEED OFF for about 5 min after spraying
completion before setting the APU BLEED to ON,
‐ Consider APU BLEED OFF for takeoff.
NORMAL PROCEDURE..................................................................................................... RESUME
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.
SECURING THE AIRCRAFT FOR COLD SOAK
After switching off all bleeds, and before switching off AC power :
DITCHING pushbutton................................................................................................................ ON
This closes the outflow valve, the pack valves, and the avionic ventilation inlet and extract
valves.
PARKING BRAKE..................................................................................................................... OFF
Check chocks in place, and release the parking brake to prevent brakes from freezing.
After switching off the batteries :
DITCHING pushbutton.............................................................................................................. OFF
PROTECTIVE COVERS....................................................................................................INSTALL
Install protective covers and plugs to protect the aircraft and engines from snow and ice.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-30 P 4/6
FCOM ← C to D 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - COLD WEATHER
OPERATING MANUAL
WATER SYSTEM DRAINING
Drain the water system, if the OAT requires it, as shown below :
Configuration
Cabin Exposure time Water tank drain
Air Conditioning Outside Air Temperature
temperature
ON Above Between 0 °C and -15 °C (32 °F and None
Not required
10 °C 5 °F)
(50 °F) Below -15 °C (5 °F) 1 h 15 min
OFF Between 0 °C and -7 °C (32 °F and 1 h 30 min
19.4 °F)
Required
Between -7 °C and -15 °C (19.4 °F and 0 h 30 min
5 °F)
Below -15 °C (5 °F) Any
FOR DRAINING WATER PROCEDURE
INTRODUCTION
This procedure uses electrical power.
ACCESS PLATFORM(S)......................................................................................PUT IN POSITION
SHUTOFF VALVE IN GALLEYS/TOILETS................................................................ CHECK OPEN
FWD/AFT ACCESS PANEL DOORS.......................................................................................OPEN
DRAIN PORT CAPS........................................................................................................... REMOVE
Remove drain port caps on forward drain and aft service panels.
DRAIN HOSES..................................................................................................................CONNECT
Connect drain hoses to :
• the drain port on the forward drain panel.
• the full/drain port on the aft service panel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-30 P 5/6
FCOM E to F → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - COLD WEATHER
OPERATING MANUAL
ON THE FORWARD DRAIN PANEL
DRAIN CONTROL HANDLE...........................................................................................TURN LEFT
Turn the control handle to drain.
ON THE AFT SERVICE PANEL
FILL/DRAIN CONTROL HANDLE.....................................................TURN TO “DRAIN” AND PULL
Turn the handle to the “DRAIN” position and pull it out to its mechanical stop to drain.
The indicator light comes on.
WHEN THE WATER SYSTEM IS DRAINED
In freezing conditions, the drain valves must stay open to prevent damage to the system. Do not
put on the caps and leave the access door open.
DRAIN HOSES............................................................................................................DISCONNECT
PANELS................................................................................................................ CLEAN AND DRY
ACCESS PLATFORM(S).................................................................................................... REMOVE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-30 P 6/6
FCOM ←F 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 ADVERSE WEATHER - OPERATIONS ON
FLIGHT CREW
OPERATING MANUAL AIRPORTS COVERED WITH ASH, SAND OR DUST
GENERAL
The following procedures are recommended for operators who fly routes that could take their aircraft
through the material emerging from active volcanoes.
Because volcanic ash is composed of very abrasive particles it can do serious damage to aircraft
parts and impair the operation of aircraft systems significantly.
Operators should avoid airports with volcanic ash deposits if possible. If operations at such airports
are unavoidable, operators should heed the following recommendations.
When operation on airport contaminated by sand or dust is expected, based on their experience
and the amount of contaminant, operators can consider applying most of the on-ground
recommendations in order to help preventing contamination of aircraft systems.
GROUND OPERATIONS ON AIRPORTS COVERED WITH ASH, SAND OR DUST
PREPARATION OF THE COCKPIT
APU.............................................................................................................................. DO NOT USE
Use the APU only to start the engines, and then only if ground power is not available, particularly
in case of volcanic ash.
Request ground supply for air conditioning and for electricity.
WINDSHIELD WIPERS............................................................................................... DO NOT USE
Do not use windshield wipers to remove ash, or for anything else.
BRAKE PERFORMANCE...............................................................................CONSIDER PENALTY
A layer of volcanic ash on the runway may degrade braking efficiency. Treat takeoff performance
as if it is similar to that on a wet runway (dry ash) or on slush (wet ash).
EXTERIOR INSPECTION
SURFACES AND EQUIPMENT.........................................................CHECK FREE OF DEPOSITS
Ground maintenance should remove ash, sand or dust that has settled on exposed lubricated
surfaces and could penetrate seals or enter the engine gas path, air conditioning system, air data
probes, access doors and panels and other orifices on the aircraft.
ENGINE/APU INLETS....................................................................... CHECK FREE OF DEPOSITS
Inspect the inlets and order them cleaned of deposit. Have the area within 25 ft of the engine inlet
cleaned of volcanic ash (as much as practical).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-40 P 1/4
FCOM A to B → 18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 ADVERSE WEATHER - OPERATIONS ON
FLIGHT CREW
OPERATING MANUAL AIRPORTS COVERED WITH ASH, SAND OR DUST
ENGINE START
Use external pneumatic supply for starting the engines, if it is available. (Refer to PRO-SUP-70
Engine Start with External Pneumatic Power).
ENGINE.................................................................................................................................. CRANK
Before starting the engines, ventilate them by dry cranking at maximum motoring speed for two
minutes. This will blow out any contaminant ash that may have entered the booster area.
TAXI
After releasing the brakes:
THRUST LEVERS..................... ADVANCE SMOOTHLY THEN MOVE TO IDLE WHEN ROLLING
Advance the levers smoothly to the minimum required for breakaway.
Avoid making sharp or high-speed turns.
ENG 1, ENG 2 BLEED................................................................................................................OFF
Keep bleed valves closed for taxiing, particularly in volcanic ash.
In case of crosswind when performing a 180 ° turn on the runway, initiate this turn with the nose
down wind in order to prevent ash, sand or dust ingestion.
TAKEOFF
Allow ash, sand and dust (if present) to settle on runway before starting the takeoff roll.
Use the rolling takeoff technique if possible.
Adjust progressively engine power as for normal takeoff procedures.
To prevent contamination of air conditioning system, consider a takeoff with packs OFF.
LANDING
REVERSERS................................................................................ USE AS LIGHTLY AS FEASIBLE
If it appears that maximum reverse thrust will be needed, apply reverse thrust when the main
landing gear touches down. Limit the use of reverse thrust as much as possible, because reverse
flow may throw up ash, sand, dust and impair visibility.
Note: The abrasive effect of volcanic ash on windshields and landing lights may reduce the
pilot’s visibility for approach and landing significantly. Consider diverting to an airfield
where it is possible to use AUTOLAND.
BRAKE PERFORMANCE...............................................................................CONSIDER PENALTY
A layer of volcanic ash on the runway may degrade braking efficiency. Treat landing performance
as if it is similar to that on a wet runway (dry ash) or on slush (wet ash).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-40 P 2/4
FCOM ←B→ 18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 ADVERSE WEATHER - OPERATIONS ON
FLIGHT CREW
OPERATING MANUAL AIRPORTS COVERED WITH ASH, SAND OR DUST
SECURING THE AIRCRAFT
If the aircraft is to be parked at an airport contaminated with volcanic ash, sand or dust, install
engine inlet covers and other protective covers and plugs.
In addition:
After switching off all bleeds and before switching off AC power:
DITCHING pb ........................................................................................................................ ON
This closes the outflow valve, pack valves and avionic ventilation inlet and extract valves.
After switching off the batteries :
DITCHING pb .......................................................................................................................OFF
PROTECTIVE COVERS................................................................................................INSTALL
Install protective covers/plugs, to protect the aircraft/engines from volcanic ash.
FLIGHT OPERATIONS WITH VOLCANIC ASH
Avoid flight into areas of known volcanic activity.
If a volcanic eruption is reported while the aircraft is in flight, reroute the flight to remain well clear
of the affected area (volcanic dust may spread over several hundred miles). If possible, stay on the
upwind side of the volcano (at least 20 nm upwind of it if it is erupting).
In hours of darkness or in meteorological conditions that obscure volcanic dust, one or several of the
following phenomena indicate that the aircraft may be flying into ash cloud:
• smoke or dust in the cockpit,
• acrid odor similar to that of electrical smoke,
• at night, the appearance of St. Elmo’s fire and static discharges around the windshield,
• bright white or orange glow appearing in the engine inlets,
• sharp, distinct beams from the landing lights,
• multiple engine malfunctions, such as rising EGT, decreasing power, stall, or flame out.
For the in-flight procedure, Refer to VOLCANIC ASH ENCOUNTER procedure.
REPORTING
• Whenever operating in areas affected by volcanic activity, flight crews should be aware of
volcanic reporting procedures and be familiar with the use of the ICAO Special Air Report of
Volcanic Activity (Model VAR).
• If the aircraft encounters a volcanic ash cloud, the flight crew should report the location, altitude,
and direction of drift for the ash cloud to ATC, flight conditions and crew duties permitting.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-40 P 3/4
FCOM ← B to C 18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321 ADVERSE WEATHER - OPERATIONS ON
FLIGHT CREW
OPERATING MANUAL AIRPORTS COVERED WITH ASH, SAND OR DUST
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-40 P 4/4
FCOM 18 SEP 12
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - FLUID CONTAMINATED RUNWAY
OPERATING MANUAL
SPRAY PATTERN
There is a little chance of the engines ingesting fluid, which in any case should not jeopardize safety.
The risk of ingestion is independent of the depth of the contaminant.
TAXIING
TAXI SOP..............................................................................................................................PERFORM
For the Taxi SOP, Refer to PRO-NOR-SOP-10 Taxi - Taxi Clearance.
In addition, apply the following procedures:
Taxi at low speed.
Note: The antiskid does not operate at low taxi speed.
Avoid high thrust settings.
On slippery surfaces:
‐ Maintain the aircraft far behind the aircraft ahead,
‐ During turns with high nosewheel steering angles, the wheels may slip sideways. This may
cause noise and vibrations. Keep the speed as low as possible to turn smoothly in order to
turn with a minimum radius. The flight crew can also use the differential power.
Icing conditions with rain, slush, or snow may contaminate the runways and taxiways
Before takeoff:
To avoid the contamination of the slats/flaps mechanism, keep slats/flaps retracted until
the aircraft reaches the holding point on the takeoff runway.
Hold the BEFORE TO checklist at FLAP SETTING and finish it after the extension of the
slats/flaps.
After landing:
To avoid damage on the slats/flaps mechanism, do not retract the slats/flaps.
After engine shutdown:
Make a visual inspection to determine that the slats/flaps mechanism is free of
contamination.
When the slats/flaps mechanism is clean and before the flight crew shuts
down the aircraft electrical network:
YELLOW ELEC PUMP pb...................................................................................... ON
BLUE ELEC PUMP pb-sw..................................................................................AUTO
BLUE PUMP OVRD pb...........................................................................................ON
SLATS/FLAPS.......................................... RETRACT and MONITOR on ECAM page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-50 P 1/4
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - FLUID CONTAMINATED RUNWAY
OPERATING MANUAL
YELLOW ELEC PUMP pb.................................................................................... OFF
BLUE PUMP OVRD pb.........................................................................................OFF
NORMAL PROCEDURE............................................................................... RESUME
Note: ‐ On contaminated aprons, taxiways or runways, the radio altimeter indications may
fluctuate. As a result, auto callouts or GPWS warnings may be triggered. Disregard them.
‐ The radio altimeter may not compute valid data:
• On aprons, taxiways, or runways that are covered with snow, ice, or deicing fluid, or
• Due to deicing fluid on antennas.
As a result, the “RA 1(2)(1+2) fault” ECAM alert may be triggered. This alert may
disappear when the radio altimeters will restart to provide valid data:
• If the aircraft moves on a surface that is not contaminated, or
• If the antenna is cleaned, or
• If the flight crew waits a short period of time between the deicing procedure and
takeoff.
Note: The necessary time to taxi the aircraft to the holding point after the deicing
procedure may be sufficient to dry the deicing fluid on the antenna.
TAKEOFF
FOLLOWING TAKEOFF PROCEDURES........................................................................... CONSIDER
‐ For contaminated runways, select MAX TO.
‐ 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 to regain the center line when stopping distance
permits.
‐ Do not lift the nose wheel before VR in an attempt to avoid splashing slush on the aircraft,
because this produces additional aerodynamic drag.
‐ Rotate, lift off and retract gear and high lift devices in the normal manner.
LANDING
FOLLOWING LANDING PROCEDURES............................................................................ CONSIDER
‐ Avoid landing on contaminated runways if the antiskid is not functioning. The use of autobrake
LOW or MED is recommended provided that the contamination is evenly distributed.
‐ Approach at the normal speed.
‐ Make a positive touchdown after a brief flare.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-50 P 2/4
FCOM ← B to D → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - FLUID CONTAMINATED RUNWAY
OPERATING MANUAL
‐ As soon as the aircraft has touched down, lower the nose wheel onto the runway and select
maximum reverse thrust.
Do not hold the nose wheel off the ground.
‐ If necessary, the maximum reverse thrust can be used until the aircraft is fully stopped.
‐ If the runway length is limiting, apply the brakes before lowering the nose gear onto the runway,
but be prepared to apply back stick to counter the nose down pitch produced by the brakes
application. (The strength of this pitching moment will depend on the brake torque attainable on
the slippery runway).
‐ Maintain directional control with the rudder as long as possible, use nose wheel steering with care.
‐ When the aircraft is at taxi speed, follow the recommendations for taxiing.
Note: If there is snow, visibility may be reduced by snow blowing forward at low speeds if
reversers are not cancelled.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-50 P 3/4
FCOM ←D 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW ADVERSE WEATHER - FLUID CONTAMINATED RUNWAY
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-91-50 P 4/4
FCOM 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - WINDOWS
OPERATING MANUAL
INTRODUCTION
The FlySmart with Airbus applications for Windows are :
‐ TAKEOFF application (TAKEOFF module or T.O PERF)
‐ LANDING application (LANDING module or LDG PERF)
‐ LOADSHEET or WEIGHT AND BALANCE (W&B) application
‐ IN–FLIGHT application (available on the latest FlySmart with Airbus applications for Windows
version)
‐ Operational Documentation applications : FCOM or MEL consultation.
L2 The FlySmart with Airbus application suite for Windows is designed to :
‐ Improve access to flight crew’s operational information
‐ Reduce the quantity of paper documents in the cockpit by replacing them with electronic
documents
‐ Enable reduced revision and distribution cycles to ensure better technical data accuracy
‐ Ease and improve the operational data updating process
‐ Provide an accurate and optimized computation of performance.
The FlySmart with Airbus applications for Windows can host additional airline applications.
L1 Note: The FlySmart with Airbus applications for Windows indicated in the SOPs have the basic
format and may not reflect the Operator’s customization (label of the different applications,
menu names, etc ...). Therefore the general philosophy of the SOPs that is described in this
section remains applicable for Operators that use the FlySmart with Airbus applications for
Windows.
GENERAL
If required, each flight crewmember compares the FlySmart with Airbus applications for Windows
version (FOVE or EFB) with the valid version information that is given as reference by the Airline.
This enables to ensure that the applications and data installed on his laptop correspond to the latest
updated version provided by the Airline’s flight operations department.
Check that each available laptop is electrically supplied.
The TAKEOFF application aims at computing the takeoff performance data (maximum takeoff
weight, takeoff speeds, flexible temperature) according to the aircraft configuration and external
conditions (runway, surrounding obstacles, weather).
The TAKEOFF application allows straightforward computations and provides the optimized takeoff
performance for the given conditions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-10 P 1/6
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - WINDOWS
OPERATING MANUAL
The LOADSHEET (W & B) application allows the flight crew users to prepare the aircraft loading
and to check that all weights and CG remain within the loading operational envelope. This eases
the computation of the ZFWCG, ZFW, TOW and TOCG, and enables last–minute changes to the
passenger/cargo/fuel distribution.
Depending on airline’s authority requirements, the LOADSHEET (W & B) application can also
generate a load and trim sheet.
The MEL provides an electronic access to ECAM Warning messages, Dispatch conditions,
Operational procedures, Maintenance tasks as well as airline documents.
The MEL application allows the selection of inoperative items on the aircraft and sends the list of
inoperative items to the TAKEOFF and LANDING applications. The performance limitations are then
computed taking into account the penalties due to these inoperative items.
TASKSHARING
The following tasksharing is based on the use of two laptops in order to reduce the risk of erroneous
inputs.
Airbus recommends operating with two laptops.
EFB PREPARATION
LAPTOPS.........................................................................................................................ON (BOTH)
Set the laptops to ON sufficiently early to give enough time for laptop power up.
STATUS/VERSION.......................................................................INIT and CROSSCHECK (BOTH)
The PF checks that the FlySmart with Airbus applications for Windows version, available on the
laptop, is the applicable one.
Each flight crewmember enters the following data :
• Aircraft type
• Aircraft registration
• Flight number
• The departure and arrival airports.
Then, both flight crewmembers crosscheck all the data.
REQUIRED APPLICATIONS.....................................................................................START (BOTH)
MEL/CDL ITEMS CHECK (IF REQUIRED)
Each flight crewmember should check in the MEL and CDL, the dispatch conditions corresponding
to the applicable MEL/CDL items.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-10 P 2/6
FCOM ← B to C → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - WINDOWS
OPERATING MANUAL
Then the flight crew should select the MEL/CDL items, if any.
MEL / CDL ITEMS......................................................... CHECK DISPATCH CONDITIONS (BOTH)
MEL ITEMS............................................................................................................. SELECT (BOTH)
The selected MEL items are sent to the applicable performance applications.
PRELIMINARY PERFORMANCE DETERMINATION
Both flight crewmembers independently compute the preliminary takeoff performance data in
accordance with the technical condition of the aircraft and/or any other criteria that may impact the
performance data (e.g. NOTAM, runway condition, aircraft configuration).
AIRFIELD DATA...................................................................................................... OBTAIN (BOTH)
Obtain airfiel data that will be used for preliminary takeoff performance computation.
If the LOADSHEET (W & B) application is used :
PRELIMINARY LOADING..........................................COMPUTE AND CROSSCHECK (BOTH)
In the LOADSHEET (W & B) application, enter the selection in accordance with the estimated
loading :
• In the CONFIGURATION panel, enter the data related to the dry operating weight (e.g.
crew, catering, cabin configuration)
• In the LOADING panel, enter the data related to the loading of the aircraft (payload and fuel)
• In the panel of payload distribution, enter the passenger and cargo distribution data
• In the MEL panel, check or select MEL items if any.
Launch the computation, verify that the loading is inside the operational envelope and
crosscheck the results.
PRELIMINARY TAKEOFF PERF..................................... COMPUTE AND CROSSCHECK (BOTH)
In the TAKEOFF application, enter the parameters in accordance with the estimated departure
conditions :
• In the panel of the runway computation, enter the runway characteristics. Any NOTAM affecting
the airport data should be considered.
Note: In anticipation of a possible runway change, select multiple runways, as applicable in
the MULTIPLE RWY panel (available on the latest FlySmart with Airbus applications
for Windows version)
• In the CONDITIONS panel, enter the weather conditions (WIND, OAT, QNH, etc ...), check or
enter the aircraft TOW (and TOCG for A320 aircraft), and the aircraft configuration (e.g. CONF,
anti–ice, air conditioning, etc ...)
• For the aircraft status, check or select the MEL/CDL items, if any.
Launch the computation and crosscheck the results.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-10 P 3/6
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - WINDOWS
OPERATING MANUAL
FMGS DATA INSERTION
The PF enters into the MCDU, the data computed on his laptop :
‐ Gross weight (ZFWCG and ZFW) from the LOADSHEET (W & B) application, if used.
‐ Takeoff data from the TAKEOFF application.
GROSS WEIGHT INSERTION (INIT B PAGE)
ZFWCG/ZFW (or ZFW/ZFWCG)................................................................................... INSERT (PF)
If the LOADSHEET (W & B) application is used, the PF enters the ZFWCG and ZFW as computed
on his laptop.
BLOCK FUEL................................................................................................................ INSERT (PF)
TAKEOFF DATA INSERTION (PERF TAKEOFF PAGE)
TAKEOFF DATA............................................................................................................INSERT (PF)
The PF inserts in the PERF TAKEOFF page of the MCDU, the takeoff data as computed on his
laptop.
The PF enters V1, VR, V2, FLEX TO TEMP/DERATE data, as computed on his laptop.
The PF enters the FLAPS and THS. The PF checks and updates if needed, the takeoff shift and
the EO ACC ALT.
FMGS DATA CONFIRMATION
The PNF crosschecks the data that the PF has entered in the FMGS with the data computed on
PNF's laptop.
GROSS WEIGHT INSERTION......................................................... CHECK/CROSSCHECK (PNF)
The PNF checks the ZFWCG and ZFW that the PF has entered in the FMGS with the loadsheet
data computed on PNF's laptop.
TAKEOFF DATA INSERTION (PERF TAKEOFF page).................................CROSSCHECK (PNF)
The PNF crosschecks the takeoff data that the PF has entered in the FMGS, with the takeoff data
computed on PNF's laptop using the TAKEOFF application.
LPC/MCDU GREEN DOT......................................................................................COMPARE (PNF)
The PNF compares Green Dot speed computed by the FMGS and the Green Dot speed computed
using the TAKEOFF application. A discrepancy indicates a difference in the TOW used in both
systems (LPC/FMGS).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-10 P 4/6
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - WINDOWS
OPERATING MANUAL
BEFORE PUSHBACK OR START
LOADSHEET............................................................................................................ CHECK (BOTH)
Carefully check the final loadsheet, particularly for significant errors. Make sure that the loadsheet
data are correct (correct flight, aircraft dry operating weight/CG, configuration, fuel on board,
etc ...).
If the LOADSHEET (W & B) application is used, the PF enters the final loading into the
LOADSHEET (W & B) application. Launch the computation ; check that the loading is inside the
operational envelopes.
The PF revises data on the INIT B page of the MCDU.
TAKEOFF DATA.....................................................................PREPARE and CHECK/REVISE (PF)
If the final conditions have not changed, verify and confirm the preliminary takeoff data are still
valid.
If the takeoff conditions have changed :
‐ The PF recomputes the takeoff data, using the TAKEOFF application on his laptop
‐ The PF revises the takeoff data in the INIT B and PERF pages of the MCDU
‐ The PNF independently recomputes the takeoff data using the TAKEOFF application on his
laptop.
TAKEOFF DATA.............................................................................................CROSSCHECK (PNF)
The PNF crosschecks the takeoff data entered by the PF on the MCDU INIT B and PERF
TAKEOFF pages, with the data on PNF's laptop.
LPC/MCDU GREEN DOT......................................................................................COMPARE (PNF)
The PNF compares Green Dot speed computed by the FMGS and the Green Dot speed computed
using the TAKEOFF application. A discrepancy indicates a difference in the TOW used in both
systems (LPC/FMGS).
BEFORE TAKE OFF
Before line up :
LAPTOPS................................................................................................................... STOW (BOTH)
Laptops must be stowed. They can be stowed in the documentation stowage.
Laptops that are not compliant with applicable EMI aeronautical standards must be switched off.
IN FLIGHT
Both flight crewmembers should not use the FlySmart with Airbus applications in the same time.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-10 P 5/6
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - WINDOWS
OPERATING MANUAL
The use of the FlySmart with Airbus applications is restricted to the PNF. If required, the
tasksharing will be temporarily redistributed, in order to crosscheck FlySmart with Airbus
applications results.
DURING APPROACH
Before final approach :
LAPTOPS................................................................................................................... STOW (BOTH)
Laptops must be stowed. They can be stowed in the documentation stowage.
Laptops that are not compliant with applicable EMI aeronautical standards must be switched off.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-10 P 6/6
FCOM ←C 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
INTRODUCTION
The FlySmart with Airbus applications for iPad are:
‐ Performance applications:
• Takeoff performance application (Takeoff)
• Landing performance application (Landing)
• Loadsheet application (Loadsheet)
‐ Operational Documentation application (OLB)
‐ Manager application (Manager).
L2 The FlySmart with Airbus application suite for iPad is designed to:
‐ Improve access to flight crew's operational information
‐ Reduce the quantity of paper documents in the cockpit by replacing them with electronic
documents
‐ Enable reduced revision and distribution cycles to ensure better technical data accuracy
‐ Ease and improve the operational data updating process
‐ Provide an accurate and optimized computation of performance.
GENERAL
MY FLIGHT PAGE
The My Flight page enables:
‐ To check that FlySmart with Airbus applications are up to date. The My Flight page provides the
version of the installed applications and data (EFB version)
‐ To start the Manager application, that enables to update the operational data (performance,
manuals)
‐ To initialize the applications with the applicable aircraft tail number, flight number and citypair.
This avoids multiple entries of the same data in the different applications.
There is one My Flight page per application. All the inputs that the user has entered on one My
Flight page are retrieved by the other applications.
Note: On the My Flight page of OLB application, the user can only enter the a/c type and a/c
registration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 1/12
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
(1) Manager Application
(2) Loadsheet Application
(3) Takeoff Application
(4) Landing Application
(5) OLB Application
EFB VERSION
If required, each crewmember compares the EFB version with the valid version information that is
given as reference by the Airline. This enables to ensure that the applications and data installed on
their iPad correspond to the latest updated version provided by their airline's flight operations.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 2/12
FCOM ←B→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
TAKEOFF APPLICATION
The Takeoff application aims at computing the takeoff performance data (maximum takeoff weight,
takeoff speeds, flexible temperature) according to the aircraft configuration and external conditions
(runway, surrounding obstacles, weather).
The Takeoff application allows straightforward computations and provides the optimized takeoff
performance for the given conditions.
LANDING APPLICATION
The Landing application aims at computing the landing performance data (maximum landing
weight, approach speed) according to the aircraft configuration and external conditions (runway,
surrounding obstacles, weather).
The Landing application allows straightforward computations and provides the optimized landing
performance for the given conditions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 3/12
FCOM ←B→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
LOADSHEET APPLICATION
The Loadsheet application aims at computing the weight and balance data (weight and centers of
gravity).
This application ensures that the centers of gravity and weights are within the operational
envelopes (zero fuel, takeoff, and landing).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 4/12
FCOM ←B→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
OPS LIBRARY (OLB) APPLICATION
The OLB application enables the onboard consultation of any flight operations document published
in the relevant format (e.g. airline's manuals), including the ones delivered by Airbus (FCOM, MEL,
AFM, CDL, FCTM).
MEL and CDL items (including missing items) selected on OLB application are automatically
transferred to Takeoff and Landing applications.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 5/12
FCOM ←B→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
(1) PREVIOUS / NEXT HISTORY
(2) Rotation locker
(3) Brightness
(4) Search
(5) Bookmarks
(6) INFO Menu
(7) Selected MEL/CDL Items
(8) Associated FCOM Procedures
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 6/12
FCOM ←B→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
(9) Notes
(10) Associated ECAM
MANAGER APPLICATION
The Manager application aims at updating on the iPad the operational data used by FlySmart with
Airbus applications for iPad: performance data and operational manuals.
TASKSHARING
GENERAL
The following task sharing is based on the use of two iPads in order to reduce the risk of
erroneous inputs.
Airbus recommends operating with two iPads.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 7/12
FCOM ← B to C → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
FLIGHT PREPARATION
IPAD UPDATE DATABASE
To update data used by FlySmart with Airbus applications for iPad, or when EFB version is out
of date:
iPad.............................................................................................................................. ON (BOTH)
MANAGER..........................................................................................................DISPLAY (BOTH)
ADDRESS OF THE GROUND DATA SERVER................................................... ENTER (BOTH)
USERNAME.......................................................................................................... ENTER (BOTH)
PASSWORD..........................................................................................................ENTER (BOTH)
The address of the ground data server, the login and the password are retrieved from previous
connection, if any.
UPDATE ALL.......................................................................................................SELECT (BOTH)
The Manager starts to upload new data (performance and manuals).
When the Manager has finished uploading all the data, the FlySmart with Airbus applications
install the new data in sequence. When invited, the user has to tap the icon of the next
application to continue the installation.
At the end of the installation, the new EFB version appears.
PRELIMINARY COCKPIT PREPARATION
EFB PREPARATION
iPad.............................................................................................................................. ON (BOTH)
TAKEOFF........................................................................................................... DISPLAY (BOTH)
MY FLIGHT page........................................................................ CHECK EFB VERSION (BOTH)
Each crewmember checks that the EFB version, available on the iPad, is the applicable one.
MY FLIGHT page......................................................................INIT and CROSSCHECK (BOTH)
Each crewmember enters the following data:
‐ ACFT TYPE
‐ ACFT REGISTRATION
‐ WEIGHT VARIANT (if any)
‐ FLT NUMBER
‐ FROM and TO airports.
Then, both crewmembers crosscheck all the data.
OLB.................................................................................................................... DISPLAY (BOTH)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 8/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
MEL/CDL ITEMS CHECK (IF REQUIRED)
Each crewmember should check in the MEL and CDL, the dispatch conditions corresponding to
the applicable MEL/CDL items.
MEL/CDL ITEMS........................................................CHECK DISPATCH CONDITIONS (BOTH)
MEL ITEMS......................................................................................................... SELECT (BOTH)
The selected MEL items are sent to the applicable performance applications.
CDL ITEMS............................................................................. SELECT and COMPLETE (BOTH)
Complete the missing items.
The selected CDL items are sent to the applicable performance applications.
PRELIMINARY PERFORMANCE DETERMINATION
Both crewmembers compute the preliminary takeoff performance data in accordance with the
technical condition of the aircraft and/or any other criteria that may impact the performance data
(e.g. NOTAM, runway condition, aircraft configuration).
AIRFIELD DATA.................................................................................................. OBTAIN (BOTH)
Obtain airfield data that will be used for preliminary takeoff performance computation.
If the Loadsheet application is used:
PRELIMINARY LOADING....................................... COMPUTE and CROSSCHECK (BOTH)
In the Loadsheet application, enter the selection in accordance with the estimated loading:
‐ Enter the data related to the dry operating weight (e.g.crew, catering, cabin configuration)
‐ Enter the data related to the loading of the aircraft (payload and fuel)
‐ Enter the passenger and cargo distribution data
‐ In the MEL panel, select MEL items if any.
Launch the computation, verify that the loading is inside the operational envelope and
crosscheck the results.
PRELIMINARY TAKEOFF PERF...................................COMPUTE and CROSSCHECK (BOTH)
In the Takeoff application, enter the selections in accordance with the estimated departure
conditions:
‐ Select the runway. Modify the runway, as appropriate. Any NOTAM affecting the airport data
should be considered
‐ Enter the weather conditions (WIND, OAT, QNH, RWY COND), check or enter the aircraft
TOW, the aircraft T.O CG and the aircraft configuration (e.g. CONF, anti-ice, air conditioning,
etc.)
‐ For the aircraft status:
If the flight has selected MEL/CDL items in the OLB, check the MEL/CDL items
If the flight has not selected MEL/CDL items in the OLB, select MEL/CDL items, if any.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 9/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
Launch the computation and crosscheck the results.
FMGS DATA CONFIRMATION
EFB/MCDU GREEN DOT......................................................................................COMPARE (PNF)
The PNF compares Green Dot speed computed by the FMGS and the Green Dot speed computed
using the Takeoff application. A discrepancy indicates a difference in the TOW used by both
systems.
BEFORE START CLEARANCE
LOADSHEET
If the Loadsheet application is used:
FINAL LOADING..................................................... COMPUTE and CROSSCHECK (BOTH)
LOADSHEET........................................................... GENERATE, SIGN and EXPORT (CM1)
TAKEOFF DATA
FINAL TAKEOFF DATA....................................................... CONFIRM or RECOMPUTE (BOTH)
If takeoff conditions did not change, verify and confirm that the preliminary takeoff data are still
valid.
If takeoff conditions have changed, calculate the final takeoff performance, using the TakeOff
application on the iPad.
IPAD TRANSMITTING CAPABILITY
iPad Settings/Airplane Mode........................................................................................ON (BOTH)
The transmitting capability of the iPad should be switched off for the flight.
BEFORE TAKEOFF
Before line up:
iPad.............................................................................................................................STOW (BOTH)
IN FLIGHT
Both flight crewmembers should not use the FlySmart with Airbus applications at the same time.
The use of the FlySmart with Airbus applications is restricted to the PNF. If required, the
tasksharing will be temporarily redistributed, in order to crosscheck FlySmart with Airbus
applications results.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 10/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
DESCENT PREPARATION
Perform an in-flight landing performance assessment if:
‐ Landing conditions have changed, e.g. due to runway or weather conditions or in-flight failure
affecting the performance, or
‐ No preliminary landing performance was established before departure, e.g. in the case of a
diversion, if the Landing application was initialized with the destination airport only.
Note: If meteorological conditions can change, or under active precipitations, consider
performing a backup in-flight landing performance assessment associated with the worst
likely runway condition.
If landing conditions changed:
LANDING PERFORMANCE............................................................................ COMPUTE (PNF)
In the Landing application, modify the selections in accordance with the estimated arrival
conditions:
‐ Select the runway. Modify the runway, as appropriate. Any NOTAM affecting the airport
data should be considered
‐ Enter the weather conditions (WIND, OAT, QNH, RWY COND), check or enter the aircraft
LW, the aircraft LDG CG and the aircraft configuration (e.g. CONF, anti-ice, air conditioning,
etc.)
‐ For the aircraft status, check or select the MEL/CDL items, if any
‐ Launch the computation and check the results versus Airline policy or applicable
regulations.
LANDING PERFORMANCE....................................................................... CROSSCHECK (PF)
DURING APPROACH
Before final approach:
iPad.............................................................................................................................STOW (BOTH)
PARKING
iPad Settings/Airplane Mode..........................................................................................OFF (BOTH)
The transmitting capability of the iPad can be switched on.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 11/12
FCOM ←C→ 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW FLYSMART WITH AIRBUS - IPAD
OPERATING MANUAL
SECURING THE AIRCRAFT
MY FLIGHT page...................................................................................................DISPLAY (BOTH)
CLEAR button..........................................................................................................SELECT (BOTH)
Each flight crewmember should clear the My Flight page before leaving the aircraft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-92-20 P 12/12
FCOM ←C 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
GENERAL
INTRODUCTION TO GREEN OPERATING PROCEDURES
This section describes the available fuel-reduction procedures during the different flight phases.
Operators can evaluate these procedures to define their own fuel-reduction policy as part of a
general cost-reduction policy.
Each operator is responsible for the decision of which costs to reduce, for example
(non-exhaustive list):
‐ Maintenance costs
‐ Fuel consumption
‐ Operating costs
‐ Passengers comfort.
For example, Cost Index (CI) and Flexible Takeoff aim to reduce general costs not fuel
consumption.
The information in this chapter provides is not applicable to all operators to the same extent, and
depends on their specific operations (geographical location, airport conditions, local regulations,
etc).
The flight crew decides the procedures to apply, in accordance with operator guidelines and
current flight conditions.
PRELIMINARY COCKPIT PREPARATION
APU
APU START............................................................................................................................ DELAY
Use the ground electrical unit and ground pneumatic unit when available.
AIR CONDITIONING
If one PACK is sufficient to supply air during preliminary cockpit preparation:
One PACK.............................................................................................................................OFF
Change between the packs on each flight, in order to prevent excessive wear of one pack.
COCKPIT PREPARATION
AIR CONDITIONING
If one PACK is sufficient to supply air during cockpit preparation:
One PACK.............................................................................................................................OFF
Change between the packs on each flight, in order to prevent excessive wear of one pack.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-10 P 1/8
FCOM A to C → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
FMGS INITIALIZATION
INIT PAGE
Cost Index (CI)
Cost Index.....................................................................................Check consistency with CFP
The CI is the ratio of time costs versus fuel costs. the CI does not aim to reduce fuel
consumption.
Tropopause
Tropopause value.......................................................................................................AS RQRD
Check that the tropopause value is correct, in order to ensure the accuracy of FMS
predictions.
TAKEOFF PERF PAGE
Thrust Reduction Altitude (THR RED ALT)/Acceleration Altitude (ACCEL ALT)
If conditions and regulations permit:
THR RED ALT...............................................................................AS LOW AS POSSIBLE
Depending on the regulations, the lowest authorized altitude for thrust reduction may be
400 ft.
ACCEL ALT...................................................................................AS LOW AS POSSIBLE
Depending on the regulations, the lowest authorized altitude for acceleration may be
400 ft.
In order to save fuel, the flight crew should reduce altitude for both thrust reduction and
acceleration.
ATC CLEARANCE
If conditions and performance permit:
TAKEOFF RUNWAY................................................................................................... OPTIMIZE
At airport with reduced traffic, request takeoff from the runway which reduces taxi time and/or
flight time.
Refer to:Refer to LIM-12 Airport Operations for tailwind limitations.
BEFORE PUSHBACK OR START
APU
APU START............................................................................................................................ DELAY
Delay APU start as long as possible.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-10 P 2/8
FCOM ← C to D → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
PUSCHBACK/START-UP CLEARANCE
ENGINES START................................................................................................................... DELAY
Ask for a start clearance as late as possible.
AFTER START
APU
If the APU is necessary during or after taxi:
APU BLEED................................................................................................................. KEEP ON
When the engines are running, exhaust gas ingestion may occur during use of the APU bleed.
AIR CONDITIONING
If one PACK is sufficient to supply air during taxi:
ONE PACK............................................................................................................................OFF
Change between the packs on each flight, in order to prevent excessive wear of one pack.
PACK FLOW SELECTION
PACK FLOW................................................................................................................ LO (ECON)
The SOP provide the pack flow settings.
When passenger numbers permit, LO (ECON) mode saves up to 0.5 % of fuel.
When the APU bleed supplies air, the pack flow-setting has no effect on fuel consumption.
ANTI-ICE
The selection of anti-ice increases engine thrust and fuel consumption.
Therefore, the flight crew should only select the anti-ice when necessary.
TAXI
THRUST MANAGEMENT
THRUST...................................................................................................... AS LOW AS POSSIBLE
Avoid excessive thrust application
BEFORE TAKEOFF
AIR CONDITIONING
PACK 1+2.................................................................................................................................... OFF
Select packs to OFF, in order to reduce fuel consumption.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-10 P 3/8
FCOM ← D to G → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
During flexible takeoff, the selection of packs to OFF reduces takeoff EGT and therefore
maintenance costs.
TAKEOFF
AIR CONDITIONING
If PACKS have been set to OFF for takeoff:
At thrust reduction altitude:
ONE PACK....................................................................................................................... ON
The selection of one pack to ON before the thrust levers are in the CLB detent results in
an EGT increase.
At least 10 s after selection of the first pack to ON:
SECOND PACK...................................................................................................................... ON
CLIMB
ECON SPEED
SPEED.............................................................................................................................. MANAGED
Unless resticted by the ATC, use managed speed during climb, in order to fly at the optimum
ECON speed.
ACCELERATION BELOW 10 000 FT
By default, the FMS flight plan takes into account the 250 kt speed limitation below 10 000 ft.
If the ATC permits, remove this limitation, in order to accelerate and save fuel.
CRUISE
OPTIMUM FLIGHT LEVEL (OPTI FL)
TARGET FL.......................................................................................................................... OPTI FL
During cruise, the OPTI FL increases while the aircraft weight decreases.
Monitor the OPTI FL, and fly at the most appropriate flight level for optimum aircraft performance
and fuel consumption.
WIND UPDATE
WIND INFO............................................................................................................................ CHECK
Accurate and up-to-date wind information enables the FMS to optimize:
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-10 P 4/8
FCOM ← G to J → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
‐ Fuel predictions
‐ Determination of OPTI FL.
Update wind information when the change is more than:
‐ 30 ° in direction, or
‐ 30 kt in speed.
MANAGED SPEED
SPEED.............................................................................................................................. MANAGED
Fly in managed speed mode, in order to:
‐ Fly at ECON speed
‐ Optimize speed in accordance with the CI and current flight conditions.
The flight crew should not modify the CI in flight.
DESCENT PREPARATION
LANDING PREPARATION
When landing performance permits, the best combination to reduce fuel costs and brake wear is:
CONF 3 + REV IDLE + Autobrake LO.
If the flight crew needs to reduce the landing distance, they should use the deceleration devices in
the following order :
1. Consider flaps full
2. Consider REV MAX
3. Consider Autobrake MED.
The use of Autobrake MED in combination with CONF 3 and REV IDLE increases the brake
oxidation, which may be severe.
When the flight crew rides the brakes (and overrides the Autobrake) at landing, the same oxidation
phenomenon may occur.
DESCENT
MANAGED SPEED
SPEED.............................................................................................................................. MANAGED
Fly in managed speed mode, in order to:
‐ Fly at ECON speed
‐ Optimize speed in accordance with the CI and weather conditions.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-10 P 5/8
FCOM ← J to L → 06 MAR 14
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
ANTI-ICE
The selection of anti-ice increases engine thrust and fuel consumption. Therefore, the flight crew
should only select anti-ice when necessary.
HOLDING
FLAPS CONFIGURATION
FLAPS................................................................................................................................ AS RQRD
Clean configuration is the optimum configuration for a holding circuit.
When required (holding pattern or speed limitation), the flight crew may consider the selection of
CONF 1.
OPTIMUM SPEED
In CONF CLEAN:
OPTIMUM SPEED.......................................................................................................Green Dot
In clean configuration, fly at Green Dot speed, in order to optimize the lift-to-drag ratio.
APPROACH
DECELERATION
When conditions and ATC permit:
APPROACH....................................................................................................... DECELERATED
A decelerated approach reduces the fuel consumption.
When the approach type does not enable to fly a decelerated approach, the flight crew should
fly a stabilized approach.
FLAPS CONFIGURATION
FLAPS................................................................................................................................ AS RQRD
When landing performance permits, the selection of CONF 3 reduces both the approach time and
fuel consumption.
AFTER LANDING
APU
If both engines are running:
APU START......................................................................................................................DELAY
Delay the start of the APU as long as possible after landing.
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PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
AIR CONDITIONING
If one PACK is sufficient to supply air after the landing:
ONE PACK............................................................................................................................OFF
Change between the packs on each flight, in order to prevent excessive wear of one pack.
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SUPPLEMENTARY PROCEDURES
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FLIGHT CREW GREEN OPERATING PROCEDURES - FLIGHT PHASES
OPERATING MANUAL
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PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - ONE ENGINE TAXI
OPERATING MANUAL
GENERAL
Except in some operational conditions, such as uphill slopes, slippery taxiways, or high gross weight,
it may be advisable to taxi on one engine. The flight crew must exercise caution when taxiing on one
engine to avoid generating excessive jet blast.
DEPARTURE
The flight crew should use the following procedures for taxiing out, if company policy and regulations
permit.
BRAKE ACCU PRESS...............................................................................................................CHECK
If necessary, use the Y ELEC PUMP to pressurize the brake accumulator.
ENGINE 1................................................................................................................................... START
Use Engine 1 for taxiing because it pressurizes the green hydraulic system (normal braking).
X BLEED.......................................................................................................................................OPEN
This supplies both packs from Engine 1.
Apply the normal “AFTER START” procedures, but:
‐ Keep the APU running to supply engine fire extinguishing, avoid electrical transients and allow the
galley operation.
APU BLEED should be switched off to avoid ingestion of engine exhaust gases in the air
conditioning system.
‐ After both engines have been started, perform the ECAM STATUS check, and then select and set
the engine anti-icing and/or wing anti-icing as required.
BEFORE RELEASING THE PARKING BRAKE
Y ELEC PUMP.............................................................................................................................. ON
This pressurizes the yellow hydraulic system (nosewheel steering) without using the PTU.
Apply the normal “TAXI” procedures, but:
‐ Perform the Flight Controls checks after both engines have been started.
‐ Do not arm the Auto Brake system before the Flight Controls checks have been completed.
BEFORE ENG 2 START
Y ELEC PUMP............................................................................................................................ OFF
Correct operation of the PTU will be checked during Engine 2 start.
APU BLEED...................................................................................................................................ON
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-20 P 1/2
FCOM A to B → 11 DEC 13
PROCEDURES
SUPPLEMENTARY PROCEDURES
A318/A319/A320/A321
FLIGHT CREW GREEN OPERATING PROCEDURES - ONE ENGINE TAXI
OPERATING MANUAL
No less than 3 min before takeoff:
The last engine must be started no less than 3 min before takeoff:
‐ To avoid engine thermal shock
‐ To ensure that takeoff is not initiated before the center tank pumps test is finished, since
takeoff on center tank is prohibited.
ENGINE 2............................................................................................................................. START
Note: During engine start, a slight jerk forward may occur, if brakes are applied while the
aircraft is moving.
APU..................................................................................................................................AS RQRD
X BLEED................................................................................................................................ AUTO
Continue with the “AFTER START” procedures:
After both engines have been started, perform the ECAM STATUS check, and then select and
set the engine anti-icing and/or wing anti-icing as required.
Proceed with the “AFTER START” checklist.
FLIGHT CONTROLS........................................................................................................... CHECK
AUTO BRK............................................................................................................................... MAX
ARRIVAL
The flight crew may use the following procedure to taxi in:
APU............................................................................................................................................. START
Start the APU before shutting down the engine, in order to supply the engine fire extinguishing and
avoid additional electrical transients.
No less than 3 min after high thrust operations, and when taxiing in a straight line:
ENG 2........................................................................................................................ SHUT DOWN
Note: During engine shutdown, a slight jerk forward may occur, if brakes are applied while the
aircraft is moving.
Y ELEC PUMP............................................................................................................................ON
This avoids running the PTU.
Y ELEC PUMP................................................................................................................................ OFF
ENG 1...............................................................................................................................SHUT DOWN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PRO-SUP-93-20 P 2/2
FCOM ← B to C 11 DEC 13
LIMITATIONS
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LIMITATIONS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
LIM-10 General Limitations
LIM-11 Weight and Center of Gravity Limits
LIM-12 Environmental Envelope and Airport Operations
LIM-13 Speed Limitations
LIM-21 Air Conditioning / Pressurization / Ventilation
LIM-22 Auto Flight
LIM-24 Electrical
LIM-27 Flight Controls
LIM-28 Fuel
LIM-29 Hydraulic
LIM-32 Landing Gear
LIM-34 Navigation
LIM-35 Oxygen
LIM-49 APU
LIM-70 Power Plant
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FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
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LIMITATIONS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
(1)
M Localization DU Title DU identification DU date
LIM-22-20 Automatic Landing in Johannesburg 00013685.0001001 25 APR 13
Criteria: A320
Applicable to: ALL
Impacted DU: NONE
(1) Evolution code : N=New, R=Revised, E=Effectivity
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PRELIMINARY PAGES
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
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GENERAL LIMITATIONS
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GENERAL LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
General.....................................................................................................................................................................A
KIND OF OPERATIONS......................................................................................................................................... B
MINIMUM FLIGHT CREW...................................................................................................................................... C
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS................................................................................... D
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OPERATING MANUAL
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GENERAL LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL
This section includes the limitations required by the regulations and contained in the Flight Manual.
All references to airspeed, Mach and altitude relate to indicated airspeed, indicated Mach, and
pressure altitude, unless otherwise noted.
KIND OF OPERATIONS
This airplane is certified in the public transport category (passengers and freight) for day and night
operations, in the following conditions when the appropriate equipment and instruments required by
the airworthiness and operating regulations are approved, installed, and in an operable condition :
‐ VFR and IFR
‐ Extended overwater flight
‐ Flight in icing conditions
‐ Maximum number of passenger seats : 180.
MINIMUM FLIGHT CREW
The minimum flight crew consists of 2 pilots.
FLIGHT MANEUVERING LOAD ACCELERATION LIMITS
Clean configuration........................................................................................................ –1 g to +2.5 g
Slats and flaps extended......................................................................................................0 g to +2 g
Slats extended and flaps retracted.......................................................................................0 g to +2 g
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GENERAL LIMITATIONS
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FLIGHT CREW
OPERATING MANUAL
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WEIGHT AND CENTER OF GRAVITY
LIMITS
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WEIGHT AND CENTER OF GRAVITY LIMITS
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OPERATING MANUAL
Center of Gravity Limits...........................................................................................................................................A
Weight Limitations....................................................................................................................................................B
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WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CENTER OF GRAVITY LIMITS
‐ CG limits are given in percentage of the reference chord length aft of the leading edge.
‐ The reference chord length is 4.193 m (13.76 ft). It is 16.31 m (53.51 ft) aft of the aircraft nose.
‐ The CG must always be within these limits, regardless of fuel load.
WEIGHT LIMITATIONS
Maximum taxi weight......................................................................................... 73 900 kg (162 921 lb)
Maximum takeoff weight (brake release)........................................................... 73 500 kg (162 039 lb)
Maximum landing weight................................................................................... 64 500 kg (142 198 lb)
Maximum zero fuel weight.................................................................................61 000 kg (134 481 lb)
Minimum weight...................................................................................................37 230 kg (82 079 lb)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-11 P 1/2
FCOM A to B → 11 DEC 13
LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
In exceptional cases (in flight turn back or diversion), an immediate landing at weight above
maximum landing weight is permitted, provided the pilot follows the overweight landing procedure.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-11 P 2/2
FCOM ←B 11 DEC 13
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND
AIRPORT OPERATIONS
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ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
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OPERATING MANUAL
Environmental Envelope.......................................................................................................................................... A
Airport Operations and Wind Limitations.................................................................................................................B
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ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ENVIRONMENTAL ENVELOPE
AIRPORT OPERATIONS AND WIND LIMITATIONS
Runway slope (mean).................................................................................................................... ±2 %
Runway altitude..........................................................................................................................9 200 ft
Nominal runway width.................................................................................................................... 45 m
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-12 P 1/4
FCOM A to B → 06 MAR 14
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Wind for takeoff and landing:
Maximum demonstrated crosswind....................................................................38 kt (gust included)
Note: The maximum demonstrated crosswind value is not an Airplane Flight Manual (AFM)
limitation: It is the maximum crosswind condition experienced during the aircraft
certification campaign. Airbus recommends that operators should not intentionally
operate in crosswinds that exceed this value.
Maximum tailwind for takeoff .....................................................................................................15 kt
Maximum tailwind for landing..................................................................................................... 15 kt
Note: ‐ The maximum tailwind for automatic landing and rollout remains 10 kt.
‐ For landing with 15 kt tailwind, only FLAPS FULL is permitted.
Wind for passenger/cargo door operation:
Maximum wind for passenger door operation:........................................................................... 65 kt
Maximum wind for cargo door operation: 40 kt (or 50 kt, if the aircraft nose is oriented into the
wind, or the cargo door is on the leeward side).
The cargo door must be closed, before the wind speed exceeds 65 kt.
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FCOM ←B→ 06 MAR 14
LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Maximum Crosswind on Wet and Contaminated Runways
Note: The maximum crosswind values given in the above table are recommended values based
on computations.
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LIMITATIONS
ENVIRONMENTAL ENVELOPE AND AIRPORT OPERATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
TAKEOFF LIMITATIONS ON CONTAMINATED RUNWAYS
Takeoff is not recommended on the following runway conditions:
‐ Wet ice
‐ Water on top of Compacted Snow
‐ Dry Snow or Wet Snow over Ice
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SPEED LIMITATIONS
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OPERATING MANUAL
MAXIMUM OPERATING SPEED VMO/MMO.........................................................................................................A
Maximum Design Manoeuvering Speed VA........................................................................................................... B
Buffet Onset.............................................................................................................................................................C
Minimum Control Speeds........................................................................................................................................ D
Maximum Flaps/Slats Speeds................................................................................................................................. E
GEAR DOWN SPEEDS...........................................................................................................................................F
MAXIMUM TIRE SPEED........................................................................................................................................ G
WINDSHIELD WIPERS IN USE............................................................................................................................. H
COCKPIT WINDOW OPEN...................................................................................................................................... I
TAXI SPEED............................................................................................................................................................ J
STALLING SPEEDS................................................................................................................................................ K
Stalling Speeds (Basic Forward C.G.).....................................................................................................................L
Stalling Speeds (Alternate Forward C.G.).............................................................................................................. M
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FLIGHT CREW
OPERATING MANUAL
MAXIMUM OPERATING SPEED VMO/MMO
The maximum operating limit speed VMO/MMO may not be deliberately exceeded in any regime of
flight.
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SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
MAXIMUM DESIGN MANOEUVERING SPEED VA
(Applies in alternate or direct flight control laws only).
If alternate or direct law is active, full ailerons and rudder application should be confined to speeds
below VA.
If alternate or direct law is active manoeuvres involving angle of attack near stall should be confined
to speeds below VA.
CAUTION Rapid and large alternating control inputs, especially in combination with large
changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in structural
failures at any speed, even below VA.
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LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BUFFET ONSET
Examples:
1. Determine Maximum Bank Angle limited by buffet:
DATA : M = 0.55, FL = 350, CG = 31 %, WEIGHT = 50 000 kg
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FCOM C→ 15 FEB 13
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RESULT: load factor = 1.25 g or 35 ° bank
2. Determine low and high speed limited by buffet:
DATA : 52 ° bank or 1.7 g, WEIGHT = 60 000 kg, CG = 31 %, FL = 350
RESULT: M = 0.73 (low speed buffet) and M = 0.81 (high speed buffet).
MINIMUM CONTROL SPEEDS
Altitude VMCA VMCG (KT IAS)
(ft) (KT CAS) CONF 1 + F CONF 2 CONF 3
-2 000 112 111.5 109.5 109
0 110 109.5 107.5 107
2 000 108 107.5 105.5 105
4 000 107.5 107 105 104.5
6 000 105.5 105 103 103
8 000 103 103 101 100.5
9 200 101.2 101 99 98.5
10 000 100 100 98 97.5
12 000 96.5 96.5 94.5 94
14 100 93.5 93 91 91
MAXIMUM FLAPS/SLATS SPEEDS
LEVER
SLATS FLAPS Ind. on ECAM MAX SPD FLIGHT PHASE
POSITION
1 18 0 1 230 HOLDING
1 18 10 1+F 215 TAKEOFF
2 22 15 2 200 TAKEOFF/APPROACH
3 22 20 3 185 TAKEOFF/APPROACH/LANDING
FULL 27 35 FULL 177 LANDING
GEAR DOWN SPEEDS
Maximum speed with landing gear extended (VLE)..........................................................280 kt /M .67
Maximum speed at which the landing gear may be extended (VLO extension) ..........................250 kt
Maximum speed at which the landing gear may be retracted (VLO retraction) ...........................220 kt
Maximum altitude at which the landing gear may be extended............................................... 25 000 ft
MAXIMUM TIRE SPEED
Ground speed............................................................................................................................... 195 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-13 P 4/8
FCOM ← C to G 15 FEB 13
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WINDSHIELD WIPERS IN USE
Maximum speed............................................................................................................................230 kt
COCKPIT WINDOW OPEN
Maximum speed............................................................................................................................200 kt
TAXI SPEED
When the taxi weight is higher than 76 000 kg (167 550 lb), do not exceed a taxi speed of 20 kt
during a turn.
STALLING SPEEDS
The following graphs serve to determine the VS according to the configuration.
These graphs have been established for
• Basic forward CG
‐ 23 % CG location in clean configuration
‐ 25 % CG location in takeoff, approach and landing configuration
• Alternate forward CG
‐ forward CG limit. Refer to LIM-11 Center of Gravity Limits.
In most cases the CG location remains within the CG envelope below. Consequently the basic
forward CG must be retained for any performance determination.
In some rare cases, if more forward CG is anticipated during any part of the flight, the alternate
forward CG must be retained for any performance determination.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-13 P 5/8
FCOM H to K 15 FEB 13
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STALLING SPEEDS (BASIC FORWARD C.G.)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-13 P 6/8
FCOM L→ 15 FEB 13
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-13 P 7/8
FCOM ←L 15 FEB 13
LIMITATIONS
SPEED LIMITATIONS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
STALLING SPEEDS (ALTERNATE FORWARD C.G.)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-13 P 8/8
FCOM M 15 FEB 13
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION /
VENTILATION
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LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
LIM-21-21_10 Air Conditioning
RAM AIR INLET...................................................................................................................................................... A
AIR CONDITIONING WITH LP GROUND UNIT.................................................................................................... B
AIR CONDITIONING WITH HP GROUND UNIT....................................................................................................C
LIM-21-21_20 Pressurization
Cabin Pressure........................................................................................................................................................ A
LIM-21-21_30 Ventilation
AVIONICS VENTILATION....................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-PLP-TOC P 1/2
FCOM 11 DEC 13
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-PLP-TOC P 2/2
FCOM 11 DEC 13
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING
OPERATING MANUAL
RAM AIR INLET
Only open if differential pressure is lower than 1 PSI.
AIR CONDITIONING WITH LP GROUND UNIT
‐ Do not use conditioned air simultaneously from packs and LP ground unit (to avoid chattering of
the non return valves).
‐ Airflow supplied by the ground cart shall not exceed 1.2 kg/s (2.60 lb/s).
AIR CONDITIONING WITH HP GROUND UNIT
Do not use HP ground unit when APU supplies bleed air to avoid bleed system damage.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-21_10 P 1/2
FCOM A to C 29 JUL 11
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW AIR CONDITIONING
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-21_10 P 2/2
FCOM 29 JUL 11
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION
OPERATING MANUAL
CABIN PRESSURE
Maximum positive differential pressure...................................................................................... 9.0 PSI
Maximum negative differential pressure.......................................................................................-1 PSI
Safety relief valve setting........................................................................................................... 8.6 PSI
Note: Max Δp and safety valve setting tolerance = ± 7 hPa (0.1 PSI)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-21_20 P 1/2
FCOM A 11 DEC 13
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW PRESSURIZATION
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-21_20 P 2/2
FCOM 11 DEC 13
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION
OPERATING MANUAL
AVIONICS VENTILATION
During ground operations, limit the aircraft electric power supply with avionics ventilation system in
normal configuration as follows :
OAT = 49 °C no limitation
OAT = 55 °C time limit 2 h
OAT = 60 °C time limit 1 h
OAT = 64 °C time limit 1/2 h
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-21-21_30 P 1/2
FCOM A 29 JUL 11
LIMITATIONS
AIR CONDITIONING / PRESSURIZATION / VENTILATION
A318/A319/A320/A321
FLIGHT CREW VENTILATION
OPERATING MANUAL
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FCOM 29 JUL 11
LIMITATIONS
AUTO FLIGHT
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LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
LIM-22-10 General
Auto Pilot Function.................................................................................................................................................. A
AUTOTHRUST FUNCTION.....................................................................................................................................B
Flight Management Function...................................................................................................................................C
Takeoff in GPS Primary.......................................................................................................................................... D
Use of NAV and Final APP Modes for Non-Precision Approach............................................................................E
Non-Precision Approaches with Engine-Out........................................................................................................... F
LIM-22-20 Automatic Approach, Landing and Roll Out
ILS Category II.........................................................................................................................................................A
ILS Category III Fail Passive (Single)..................................................................................................................... B
ILS Category III Fail Operational (Dual)................................................................................................................. C
ENGINE OUT.......................................................................................................................................................... D
MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III AUTOMATIC APPROACH LANDING AND ROLL OUT.. E
Automatic Landing................................................................................................................................................... F
ILS Automatic Landing in CAT I or Better Weather Conditions..............................................................................G
Automatic Landing in Johannesburg.......................................................................................................................H
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-PLP-TOC P 1/2
FCOM 11 DEC 13
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-PLP-TOC P 2/2
FCOM 11 DEC 13
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
AUTO PILOT FUNCTION
Minimum height for use of autopilot on takeoff with SRS mode........................................... 100 ft AGL
(An internal FMGS logic prevents the autopilot from engaging during the 5 s after liftoff).
Minimum height for use of the autopilot in:
‐ Straight-in non precision approach..................................................................... applicable minimum
‐ Circling approach.......................................................................applicable circling minimums -100 ft
‐ ILS approach when CAT2 or CAT3 is not displayed on the FMA .................................... 160 ft AGL
‐ PAR approach (Precision Approach Radar) .................................................................... 250 ft AGL
Use of the AP and/or FD is authorized in PAR approach, with HDG V/S or TRK FPA.
‐ Go-around (AP or FD engagement) ................................................................................ 100 ft AGL
‐ All other phases................................................................................................................ 500 ft AGL
Use of the AP or FD in OPEN DES or DES mode is not permitted in approach, unless the FCU
altitude is set to, or above, MDA (MDH) or 500 ft, whichever is the highest.
AUTOTHRUST FUNCTION
Use of the autothrust is approved with, or without, AP/FD in selected or managed mode.
FLIGHT MANAGEMENT FUNCTION
FMGS lateral and vertical navigation has been certified for after takeoff, en route, and terminal area
operations, for instrument approach procedures (except ILS, LOC, LOC-BC, LDA, SDF and MLS),
and for missed approach procedures.
RNP accuracy with GPS PRIMARY, or radio updating, has been demonstrated to be:
With AP OFF and
With AP ON in NAV With AP OFF and FD OFF
FD ON in NAV
En route 1 nm 1 nm 1.1 nm
In terminal area 0.5 nm 0.51 nm 0.51 nm
In approach 0.3 nm 0.3 nm Not authorized
Without GPS PRIMARY (or GPS deselected or inoperative), the accuracy has been demonstrated,
provided the appropriate RNP value is checked or entered on the MCDU, and HIGH accuracy is
displayed.
Without GPS PRIMARY (or GPS deselected or inoperative), navigation accuracy is a function of
ground radio NAVAID infrastructure, or elapsed time since the last radio update.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-10 P 1/4
FCOM A to C → 06 MAR 14
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
For RNP AR with GPS PRIMARY, the following RNP is approved, provided that the operational
assumptions of the Airworthiness Compliance Document (ACD) reference SA 34D09009731 rev 1 or
higher are observed.
RNP AR (normal conditions)(1) With AP ON With AP OFF and FD ON(2)
Departure NAV mode 0.1 nm 0.3 nm
Approach in FINAL
0.1 nm 0.3 nm
APP or APP NAV
Missed approach in NAV 0.1 nm 0.3 nm
(1) Use of RNP AR (normal conditions) assumes that there is no impact if RNP degrades upon engine or systems failure.
Aircraft performance under worst case failure conditions may degrade up to RNP 0.2 with AP ON (see ACD).
(2) Use of AP for all RNP AR operations is recommended (see ACD).
The FMGS is also certified for navigation within BRNAV, PRNAV, RNP-4 and RNP-10 airspace. RNP
10 oceanic/remote area operations are approved with GPS PRIMARY, or without GPS PRIMARY
(or GPS deselected or inoperative), provided time limitations in IRS only navigation (acceptable to
operational authorities), are established.
FMGS approval is based on the assumption that the navigation database has been validated for
intended use.
Obstacle clearance and adherence to airspace constraints remains the flight crew's responsibility.
Fuel, time predictions/performance information is provided for advisory purposes only.
NAV mode may be used after takeoff, provided FMGS runway updating has been checked.
TAKEOFF IN GPS PRIMARY
For certain airports, where the difference between the local coordinate system and WGS 84
(geodesic standard used by GPS, FMS) is not negligible, an incorrect NAV guidance may occur after
takeoff.
GPS must be deselected for takeoff from these airports, until a safe altitude is reached.
USE OF NAV AND FINAL APP MODES FOR NON-PRECISION APPROACH
NAV, or NAV and FINAL APP mode may be used for VOR, VOR/DME, NDB, NDB/DME or RNAV
(including GPS) approach, but not for ILS, LOC, LOC-BC, LDA, SDF, or MLS final approach.
For instrument procedures not coded in the WGS 84 coordinate system, the GPS must be
deselected, unless the shift between the local coordinate system and the WGS 84 is found
acceptable for the intended operation.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-10 P 2/4
FCOM ← C to E → 06 MAR 14
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
Note: 1. The assesment of this shift can be done:
‐ In flight, monitoring the NAVAID raw data in non RNAV procedures,
‐ On ground performing a GPS survey of the procedure waypoints.
2. RNAV (GPS) and RNP RNAV approach procedures require WGS 84 coordinates and
GPS.
FINAL APP mode guidance capability with GPS PRIMARY has been demonstrated down to
MDH/DH (barometric) 250 ft.
VOR, VOR/DME, NDB or NDB/DME approach procedures may be performed, in NAV, or NAV and
FINAL APP mode, provided AP or FD is used, and:
‐ GPS PRIMARY is available. In this case, the reference NAVAID may be unserviceable, or the
airborne radio equipment may be inoperative, or not installed, provided operational approval is
obtained.
‐ Without GPS PRIMARY:
• The reference NAVAID and the corresponding airborne equipment is serviceable, tuned, and
monitored during the approach, or
• The radio NAVAID coverage supports the RNP value, specified for the approach procedure, and
an operational approval is obtained.
For GPS approach, GPS PRIMARY must be available.
RNAV approach without GPS PRIMARY may be performed only if the radio NAVAID coverage
supports the RNP value and HIGH accuracy is displayed on the MCDU with the specified RNP, and
operational approval is obtained.
NAV mode may be used in the terminal area, provided:
‐ GPS PRIMARY is available, or
‐ HIGH accuracy is displayed, and the appropriate RNP is checked or entered on the MCDU, or
‐ NAVAID raw data is monitored.
NON-PRECISION APPROACHES WITH ENGINE-OUT
No longer applicable
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-10 P 3/4
FCOM ← E to F 06 MAR 14
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-10 P 4/4
FCOM 06 MAR 14
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW AUTOMATIC APPROACH, LANDING AND ROLL OUT
OPERATING MANUAL
ILS CATEGORY II
Minimum decision height...................................................................................................... 100 ft AGL
At least one autopilot must be engaged in APPR mode, and CAT 2, CAT 3 SINGLE or CAT 3 DUAL
must be displayed on the FMA.
If the flight crew performs an automatic approach without autoland, the autopilot must be disengaged
no later than at 80 ft AGL.
ILS CATEGORY III FAIL PASSIVE (SINGLE)
Minimum decision height.................................................................................................................50 ft
At least one autopilot must be engaged in APPR mode, and CAT 3 SINGLE or CAT 3 DUAL must be
displayed on the FMA.
A/THR must be used in selected or managed speed.
ILS CATEGORY III FAIL OPERATIONAL (DUAL)
A/THR must be used in selected or managed speed.
Alert height.................................................................................................................................... 100 ft
‐ CAT III with DH:
Minimum decision height............................................................................................................. 20 ft
2 autopilots must be engaged in APPR mode and CAT 3 DUAL must be displayed on the FMA.
‐ CAT III without DH:
2 autopilots must be engaged in APPR mode and CAT 3 DUAL must be displayed on the FMA.
Minimum Runway Visual Range................................................................................................ 75 m
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 1 000 ft in approach.
MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III
AUTOMATIC APPROACH LANDING AND ROLL OUT
Headwind : 30 kt
Tailwind : 10 kt
Crosswind : 20 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-20 P 1/4
FCOM A to E → 11 DEC 13
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW AUTOMATIC APPROACH, LANDING AND ROLL OUT
OPERATING MANUAL
Note: Wind limitation is based on the surface wind reported by ATC. If the wind displayed on ND
exceeds the above-noted 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.
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.
‐ At or below the maximum landing weight.
‐ For airport elevation at or below 9 200 ft (8 000 ft for A320-111).
‐ At approach speed (VAPP) = VLS + wind correction.
Minimum wind correction 5 kt, maximum wind correction 15 kt.
Automatic landing is not allowed below-1 000 ft pressure altitude.
Automatic rollout performance has been approved on dry and wet runways, but performance on
snow-covered or icy runways has not been demonstrated.
ILS 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 m before 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/III procedures are used.
‐ Visual references are obtained at an altitude appropriate to the performed CAT I approach,
otherwise go–around is initiated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-20 P 2/4
FCOM ← E to G 11 DEC 13
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW AUTOMATIC APPROACH, LANDING AND ROLL OUT
OPERATING MANUAL
AUTOMATIC LANDING IN JOHANNESBURG
Impacted DU: NONE
Automatic landing is not permitted on Johannesburg 03R/21L runways.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-22-20 P 3/4
FCOM H 11 DEC 13
LIMITATIONS
AUTO FLIGHT
A318/A319/A320/A321
FLIGHT CREW AUTOMATIC APPROACH, LANDING AND ROLL OUT
OPERATING MANUAL
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FCOM 11 DEC 13
LIMITATIONS
ELECTRICAL
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ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
ELECTRICAL........................................................................................................................................................... A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-24-PLP-TOC P 1/2
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ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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LIMITATIONS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ELECTRICAL
MAX continuous load per generator.............................................................................100 % (90 KVA)
MAX continuous load per TR (continuous)...................................................................................200 A
IN-SEAT POWER SUPPLY SYSTEM (ISPSS)
The In-Seat Power Supply System (ISPSS) for Portable Electronic Devices (PED carried by the
passengers) must be switched off during takeoff and landing. The airworthiness approval of the
ISPSS for PED does not constitute an operational approval to connect a PED to the system.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-24 P 1/2
FCOM A 30 MAY 12
LIMITATIONS
ELECTRICAL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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FCOM 30 MAY 12
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FLIGHT CONTROLS
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FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Flaps and Slats........................................................................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-27-PLP-TOC P 1/2
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FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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LIMITATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FLAPS AND SLATS
Maximum operating altitude with flaps and/or slats extended is 20 000 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-27 P 1/2
FCOM A 11 DEC 13
LIMITATIONS
FLIGHT CONTROLS
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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FCOM 11 DEC 13
LIMITATIONS
FUEL
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FUEL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Fuel and Additive Specifications............................................................................................................................. A
Maximum Allowed Wing Fuel Imbalance................................................................................................................ B
Fuel Temperature.................................................................................................................................................... C
MINIMUM FUEL QUANTITY FOR TAKEOFF : 1 500 Kg/3 307 lb........................................................................ D
When Using JP 4 and JET B..................................................................................................................................E
Fuel Management.................................................................................................................................................... F
Fuel Mixability..........................................................................................................................................................G
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-28-PLP-TOC P 1/2
FCOM 15 FEB 13
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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FCOM 15 FEB 13
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
FUEL AND ADDITIVE SPECIFICATIONS
The fuel system has been certified with JET A1, JP 8, JET A, JP 5, RT, TS-1, JET B, JP 4 and N°3
JET, in accordance with engine manufacturers and fuel specifications.
MAXIMUM ALLOWED WING FUEL IMBALANCE
INNER TANKS (OUTER TANKS BALANCED)
Tank Fuel Quantity
Maximum allowed imbalance
(Heavier tank)
Full 1 500 kg (3 306 lb)
4 300 kg (9 479 lb) 1 600 kg (3 527 lb)
2 250 kg (4 960 lb) 2 250 kg (4 960 lb)
The variation is linear between these values (No limitation below 2 250 kg /4 960 lb)
OUTER TANKS
Maximum allowed imbalance 690 kg (1 521 lb)(1)
(1)
Maximum outer wing tank imbalance (one full/one empty) is allowed provided:
• Fuel content of one side (outer + inner) is equal to the fuel content of the other side (outer + inner), or
• On the side of the lighter outer tank, the inner tank fuel quantity is higher than the opposite inner tank quantity, up
to a maximum of 3 000 kg/6 614 lb higher.
Note: In exceptional conditions (i.e., fuel system failures) the above-mentioned maximum fuel
imbalance values may be exceeded without significantly affecting the aircraft handling
qualities. The aircraft remains fully controllable in all phases of the flight.
FUEL TEMPERATURE
JET A1/JP
JET A JP 5 RT TS-1 JET B JP 4
8/N°3 JET
MINI -43 °C -36 °C (1) -42 °C -45 °C -45 °C -46 °C -54 °C
MAXI 54 °C 49 °C
(1) For JET A only, if TAT reaches -34 °C, monitor on FUEL SD page that fuel temperature remains higher than -36 °C.
MINIMUM FUEL QUANTITY FOR TAKEOFF : 1 500 KG/3 307 LB
WING TK LO LVL warning must not be displayed on ECAM for takeoff.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-28 P 1/2
FCOM A to D 15 FEB 13
LIMITATIONS
FUEL
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
WHEN USING JP 4 AND JET B
Fuel in center tank is to be regarded as unusable if the wing fuel temperature exceeds the following
values before engine start and if the given flight level is exceeded before the center tank fuel has
been used:
‐ +30 °C not above FL 350
‐ +40 °C not above FL 300
‐ +49 °C not above FL 250
Reason: At high altitude with high fuel temperature, the pressure delivered by the center tank
pumps becomes lower than the pressure delivered by the wing tank pumps.
FUEL MANAGEMENT
‐ Tanks must be emptied in the following order:
• center tank then wing tanks
‐ Takeoff on center tank is prohibited
FUEL MIXABILITY
The various types of fuel can be mixed in all proportions.
The freezing point of a fuel mixture varies, based on non-linear laws. If required, determine the fuel
freezing point of the fuel mixture.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-28 P 2/2
FCOM E to G 15 FEB 13
LIMITATIONS
HYDRAULIC
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HYDRAULIC
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OPERATING MANUAL
HYDRAULIC.............................................................................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-29-PLP-TOC P 1/2
FCOM 29 JUL 11
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HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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FCOM 29 JUL 11
LIMITATIONS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
HYDRAULIC
Normal operating pressure 3 000 PSI ± 200
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-29 P 1/2
FCOM A 29 JUL 11
LIMITATIONS
HYDRAULIC
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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FCOM 29 JUL 11
LIMITATIONS
LANDING GEAR
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LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Brakes...................................................................................................................................................................... A
AUTOBRAKE........................................................................................................................................................... B
TAXI WITH DEFLATED TIRES...............................................................................................................................C
Nosewheel Steering (NWS).................................................................................................................................... D
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-32-PLP-TOC P 1/2
FCOM 25 NOV 11
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-32-PLP-TOC P 2/2
FCOM 25 NOV 11
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
BRAKES
Maximum brake temperature for takeoff (brake fans off).....................................................300 °C
The braking system is not designed to hold the aircraft in a stationary position when a high thrust
level is applied on at least one engine. During ground procedures that require a thrust increase with
braking, the flight crew must ensure that the aircraft remains stationary.
AUTOBRAKE
Use of the autobrake does not relieve the pilot of his responsibility to safely stop within the available
runway length, by taking over brake control with brake pedals, if necessary.
The flight crew can disengage the automatic braking system by:
‐ Pressing the pushbutton of the armed mode, or
‐ Applying sufficient pressure to the brake pedals.
TAXI WITH DEFLATED TIRES
If tire damage is suspected after landing or after a rejected takeoff, an inspection of the tires is
required before taxi. If the tire is deflated but not damaged, the aircraft can be taxied at low speed
with the following limitations :
1. If one tire is deflated on one or more gears (ie. a maximum of three tires), the speed should be
limited to 7 kt when turning.
2. If two tires are deflated on the same main gear (the other main gear tires not being deflated),
speed should be limited to 3 kt and the nose wheel steering angle limited to 30 °.
NOSEWHEEL STEERING (NWS)
The nosewheel steering angle is limited to 75 ° when using the handwheels.
For towing and pushback, the nosewheel steering angle is limited to 95 °.
Towbarless towing and pushback on the nose landing gear is approved for the "accepted towbarless
towing vehicles" that are listed in the Airbus SIL 09-002, but the nosewheel steering angle must be
limited to 85 °.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-32 P 1/2
FCOM A to D 25 NOV 11
LIMITATIONS
LANDING GEAR
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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FCOM 25 NOV 11
LIMITATIONS
NAVIGATION
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LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Inertial Reference System....................................................................................................................................... A
Enhanced Ground Proximity Warning System (EGPWS) .............................................................................. B
ISIS.......................................................................................................................................................................... C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-34-PLP-TOC P 1/2
FCOM 11 DEC 13
LIMITATIONS
NAVIGATION
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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FCOM 11 DEC 13
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
INERTIAL REFERENCE SYSTEM
The ground alignment of the IRS has been demonstrated to be acceptable between 73 ° North and
73 ° South.
If all ADIRUs have the same magnetic variation table:
Flights using the NAV mode are prohibited:
‐ North of 73 ° North, and
‐ South of 60 ° South.
If one ADIRU has a different magnetic variation table:
Flights using the NAV mode are prohibited:
‐ North of 60 ° North, between 30 ° West and 160 ° West, and
‐ North of 73 ° North, and
‐ South of 55 ° South.
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
• Aircraft navigation is not to be predicated on the use of the terrain display.
The terrain display is only intended as a situational awareness tool, and may not provide the
accuracy on which to solely base terrain avoidance maneuvers.
• The EGPWS enhanced function should be inhibited (TERR pushbutton to OFF, on the GPWS
panel) when the aircraft position is less than 15 nm from the airfield :
‐ For operations to/from runways not incorporated in the EGPWS database.
‐ For specific approach procedures, which have previously been identified as potentially
producing false terrain alerts.
ISIS
When both PFDs are lost, the ISIS bugs function must not be used.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-34 P 1/2
FCOM A to C 11 DEC 13
LIMITATIONS
NAVIGATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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FCOM 11 DEC 13
LIMITATIONS
OXYGEN
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LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Cockpit Fixed Oxygen System................................................................................................................................ A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-35-PLP-TOC P 1/2
FCOM 25 NOV 11
LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
COCKPIT FIXED OXYGEN SYSTEM
MINIMUM FLIGHT CREW OXYGEN PRESSURE
Deg.C -10 0 10 20 30 40 50
REF TEMPERATURE (1)
Deg.F 14 32 50 68 86 104 122
MIN (2) 2 CREWMEMBERS 468 486 504 522 540 558 576
BOTTLE 2 CREWMEMBERS +1 OBS 606 629 652 675 698 721 744
PRESSURE 2 CREWMEMBERS +2 OBS 759 788 817 846 875 904 933
(PSI)
(1)
REF TEMPERATURE :
‐ On ground : REF TEMPERATURE = (OAT + COCKPIT TEMP) / 2
‐ In flight : REF TEMPERATURE (deg. C) = CAB TEMP (deg. C) -10 °C
or
REF TEMPERATURE (deg. F) = CAB TEMP(deg.F)-18 °F
(2)
MINIMUM BOTTLE PRESSURE TO TAKE INTO ACCOUNT :
‐ Preflight checks
‐ The use of oxygen, when only one flight crewmember is in the cockpit
‐ Unusable quantity (to ensure that the regulator functions with minimum pressure)
‐ Normal system leakage
‐ and
Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):
‐ During an emergency descent : For all cockpit members for 13 min
‐ During cruise at FL 100 : For 2 flight crewmembers for 107 min.
or
Protection in case of smoke, with 100 % oxygen : For all cockpit members for 15 min at a cabin altitude of
8 000 ft.
Note: The above times are based on the use of a sealed mask, but may be shorter if the flight crewmember
has a beard.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-35 P 1/2
FCOM A 25 NOV 11
LIMITATIONS
OXYGEN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-35 P 2/2
FCOM 25 NOV 11
LIMITATIONS
APU
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LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
LIM-49-10 General
General.....................................................................................................................................................................A
LIM-49-20 Envelope
Envelope.................................................................................................................................................................. A
Generator Load........................................................................................................................................................B
Electrical Power/Air Bleed Extraction......................................................................................................................C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-49-PLP-TOC P 1/2
FCOM 11 DEC 13
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-49-PLP-TOC P 2/2
FCOM 11 DEC 13
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
OIL QUANTITY
The APU may be started and operated even if the LOW OIL LEVEL ECAM advisory is displayed.
Maintenance action is required within next 10 h of APU operation.
APU STARTER
After 3 starter motor duty cycles, wait 60 min before attempting 3 more cycles.
ROTOR SPEED
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 %.
EGT
Maximum EGT.........................................................................................................................675 °C
Maximum for start (below 35 000 ft).................................................................................... 1 090 °C
Maximum for start (above 35 000 ft)....................................................................................1 120 °C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-49-10 P 1/2
FCOM A 29 JUL 11
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-49-10 P 2/2
FCOM 29 JUL 11
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW ENVELOPE
OPERATING MANUAL
ENVELOPE
Note: In the APU start envelope, the APU start is guaranteed within 3 consecutive start attempts.
GENERATOR LOAD
GENERATOR LOAD IN FLIGHT
Altitude (ft) ISA ISA + 10 ISA + 20 ISA + 30 ISA + 35
25 000 100 % (90 KVA) 100 % (90 KVA) 100 % (90 KVA) 100 % (90 KVA) 100 % (90 KVA)
30 000 100 % (90 KVA) 100 % (90 KVA) 100 % (90 KVA) 100 % (90 KVA) 98 % (88 KVA)
35 000 93 % (84 KVA) 91 % (82 KVA) 88 % (79 KVA) 84 % (76 KVA) 79 % (71 KVA)
39 000 71 % (64 KVA) 69 % (62 KVA) 68 % (61 KVA) 63 % (57 KVA) 61 % (55 KVA)
41 000(1) 57 % (51 KVA) 55 % (50 KVA) 55 % (50 KVA) 54 % (49 KVA) 53 % (48 KVA)
(1) Only for aircraft certified up to that flight level.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-49-20 P 1/2
FCOM A to B → 11 DEC 13
LIMITATIONS
APU
A318/A319/A320/A321
FLIGHT CREW ENVELOPE
OPERATING MANUAL
GENERATOR LOAD ON THE GROUND
Altitude (ft) MODE ISA ISA + 10 ISA + 20 ISA + 30 ISA + 35 ISA + 40
ENG 100 % 100 % 98 % 85 % 79 % 68 %
START (90 KVA) (90 KVA) (88 KVA) (77 KVA)(1) (71 KVA)(1) (61 KVA) (1)
14 500
100 % 100 % 91 % 78 % 70 %
PACKS 58 % (52 KVA)
(90 KVA) (90 KVA) (82 KVA) (70 KVA) (63 KVA)
ENG 100 % 100 % 100 % 91 % 83 %
72 % (65 KVA)
START (90 KVA) (90 KVA) (90 KVA) (82 KVA) (75 KVA)
9 200
100 % 100 % 100 % 87 % 78 %
PACKS 67 % (60 KVA)
(90 KVA) (90 KVA) (90 KVA) (78 KVA) (70 KVA)
ENG 100 % 100 % 100 % 92 % 84 %
74 % (67 KVA)
START (90 KVA) (90 KVA) (90 KVA) (83 KVA) (76 KVA)
8 000
100 % 100 % 100 % 89 % 79 %
PACKS 70 % (63 KVA)
(90 KVA) (90 KVA) (90 KVA) (80 KVA) (71 KVA)
ENG 100 % 100 % 100 % 100 % 90 %
81 % (73 KVA)
START (90 KVA) (90 KVA) (90 KVA) (90 KVA) (81 KVA)
0
100 % 100 % 100 % 91 % 83 %
PACKS 75 % (68 KVA)
(90 KVA) (90 KVA) (90 KVA) (82 KVA) (75 KVA)
(1) Generator load with maximum bleed performance.
ELECTRICAL POWER/AIR BLEED EXTRACTION
‐ Electric power extraction:
At or below 25 000 ft:
ISA + 35 °C and below...................................................................................................... 90 KVA
‐ Air bleed and generator load in flight:
MAXIMUM ALTITUDE FOR BLEED AIR AND GENERATOR LOAD IN FLIGHT
TEMP ▸ ISA ISA + 20 ISA + 35
MAX ALT (FT) ▾
ENG START
92 % (83 KVA) 64 % (58 KVA) 45 % (41 KVA)
UP TO 20 000 ft
ONE PACK UP
78 % (70 KVA) 67 % (60 KVA) 63 % (57 KVA)
TO 22 500 ft
TWO PACKS
100 % (90 KVA) 79 % (71 KVA) 64 % (58 KVA)
UP TO 15 000 ft
‐ Air bleed extraction for wing anti-icing is not permitted.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-49-20 P 2/2
FCOM ← B to C 11 DEC 13
LIMITATIONS
POWER PLANT
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LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Thrust Setting/EGT Limits....................................................................................................................................... A
Oil............................................................................................................................................................................. B
RPM......................................................................................................................................................................... C
Starter...................................................................................................................................................................... D
Reverse Thrust........................................................................................................................................................ E
Reduced Thrust Takeoff.......................................................................................................................................... F
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-70-PLP-TOC P 1/2
FCOM 03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-70-PLP-TOC P 2/2
FCOM 03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
THRUST SETTING/EGT LIMITS
OPERATING CONDITION TIME LIMIT EGT LIMIT NOTE
5 min
TAKEOFF and GO-AROUND 950 °C
10 min Only In Case Of Engine Failure
MCT Unlimited 915 °C
STARTING 725 °C
OIL
Max continuous temperature....................................................................................................... 140 °C
Max transient temperature (15 min)............................................................................................155 °C
Minimum starting temperature......................................................................................................-40 °C
Minimum temperature for takeoff................................................................................................. -10 °C
Minimum oil quantity.................................. (Refer to PRO-NOR-SOP-04-Before Walk Around-ECAM.)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-70 P 1/4
FCOM A to B → 03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RPM
N1 max......................................................................................................................................... 104 %
Note: The N1 limit depends upon ambient conditions, and engine airbleed configuration. These
may limit N1 to a value lower than the one noted above (For additional information, refer to
Performance/Thrust Ratings).
N2 max......................................................................................................................................... 105 %
STARTER
‐ 4 consecutive cycles: Each lasts a maximum of 2 min
‐ Pause between start attempts: 20 s
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-70 P 2/4
FCOM ← B to D → 03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
‐ Cooling period, after 4 start attempts: 15 min
‐ No running engagement of the starter, when N2 is above 20 %.
REVERSE THRUST
‐ It is not permitted to select reverse thrust in flight
‐ It is not permitted to back up the aircraft with reverse thrust
‐ Maximum reverse should not be used below 70 kt. (Idle reverse is permitted down to aircraft stop).
REDUCED THRUST TAKEOFF
‐ 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.
‐ Thrust reduction must not exceed 25 % of the full rated takeoff thrust. To meet this requirement,
the flexible temperature must not be higher than ISA + 53 °C(T MAX FLEX).
‐ The assumed temperature must not be lower than the flat rating temperature, or the current 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.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-70 P 3/4
FCOM ← D to F 03 APR 12
LIMITATIONS
POWER PLANT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE LIM-70 P 4/4
FCOM 03 APR 12
OPERATIONS
ENGINEERING BULLETINS
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OPERATIONS ENGINEERING BULLETINS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
OEB-GEN General Description
OEB-38 Erroneous Radio Altimeter Height Indication
OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT
OEB-41 Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the
Alternate Flight Plan
OEB-43 F/CTL SPOILER FAULT
OEB-44 L/G GEAR NOT DOWNLOCKED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-PLP-TOC P 1/2
FCOM 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-PLP-TOC P 2/2
FCOM 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
M Localization DU Title DU identification DU date
No Temporary Documentary Unit
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-PLP-LETDU P 1/2
FCOM 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-PLP-LETDU P 2/2
FCOM 31 OCT 12
OPERATIONS
ENGINEERING BULLETINS
GENERAL DESCRIPTION
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OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
General Description................................................................................................................................................. A
Cross Reference Between the Former and New OEB Identifications.....................................................................B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN-PLP-TOC P 1/2
FCOM 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN-PLP-TOC P 2/2
FCOM 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
GENERAL DESCRIPTION
An Operations Engineering Bulletin (OEB) is issued to rapidly inform operators of any deviations from
initial design objectives that have a significant operational impact. An OEB provides the operators
with technical information and temporary operational procedures that address these deviations.
TYPE OF OEB
OEBs can either be red or white, depending on their level of priority.
‐ RED OEBs are issued to indicate that non-compliance with the recommended procedures may
have a significant impact on the safe operation of the aircraft.
‐ WHITE OEBs are issued to indicate that non-compliance with the recommended procedures
may have a significant impact on aircraft operation.
Airbus strongly recommends that all Operators rapidly apply the OEB corrective actions as soon
as they become available, particularly for red OEBs.
OEB CONTENT AND MANAGEMENT
An OEB:
‐ Is temporary and usually focuses on one operational subject only,
‐ Is included in the OEB section of both the FCOM and QRH. The procedural part of each white
or red OEB (OEB PROC) is provided in the OEB section of the QRH, so that the flight crew can
easily access the procedures,
‐ Remains applicable until the appropriate corrective actions are completed.
Note: After installation of the OEB corrective modification/Service Bulletins (SB): if an
Operator reinstalls any spare equipment for which there was an associated OEB, it is
Operator’s responsibility to ensure that this OEB be applied again for the applicable
aircraft.
OEB IN THE FCOM
The content of each OEB includes:
‐ The reason for issue,
‐ Technical explanations of the deviation from the initial design objectives,
‐ The operational impact if the flight crew does not apply the OEB procedure,
‐ The conditions for applying the OEB procedures :
• ECAM warning/caution affected by the OEB,
• Cockpit effects,
• Flight phases,
• Specific event.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 1/8
FCOM A→ 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
‐ The OEB operational procedure(s) to be applied,
‐ The corrective actions that cancel the OEB (if available),
‐ The OEB REMINDER codes, (if applicable).
OEB IN THE QRH
Each FCOM OEB has an associated “OEB PROC” in the OEB section of the QRH, that
includes:
‐ The title of the OEB PROC,
‐ The “ECAM ENTRY" field:
This section identifies whether or not one of the possible conditions for applying the OEB
PROC is an ECAM warning/caution.
The flight crew must disregard the ECAM procedure and/or STATUS of the ECAM alerts
listed in the "ECAM ENTRY" field and must apply the QRH’s OEB procedure instead.
‐ The OEB operational procedure(s) that the flight crew must apply.
FCOM LIST OF EFFECTIVE OEB
The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all the
Operations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB is
issued or revised, the LEOEB is updated.
The FCOM LEOEB consists of:
The "M" field that may provide the following Evolution Code:
‐ The "N" letter indicates a new OEB, or
‐ The "R" letter indicates a revised OEB, or
‐ The "E" letter indicates an aircraft validity change on the OEB.
The "Identification" field which identifies the OEB with its identification number.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 2/8
FCOM ←A→ 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Note: The FCOM OEB and associated QRH OEB PROC have the same OEB number
in order to be consistent. However, the issue number of the QRH OEB PROC and
the FCOM OEB may be different, because a revision of an FCOM OEB does not
necessarily result in a revision of the corresponding QRH OEB PROC, that only
provides the procedure part.
The "T" field indicates the Type of OEB:
‐ The "W" letter indicates a white OEB, or
‐ The "R" letter indicates a red OEB.
Note: OEBs are listed by type of OEB (RED OEBs first, then WHITE OEBs), and in
numerical order for each type of OEB. This enables the flight crew to easily review the
OEBs before flight.
The "E" field indicates whether or not the OEB affects ECAM procedure(s). This enable the
flight crew to easily review the OEBs before flight particularly for Operators that use the OEB
REMINDER function:
‐ The "Y" letter indicates that the OEB affects only ECAM procedure(s),
‐ The "N" letter indicates that at least one of the procedures provided in the OEB does not
affect ECAM procedure(s).
CAUTION When Airbus provides the Operator with the LEOEB, the information
“AFFECTS ECAM : Y” ("E" field) does not necessarily mean that (for Operators
using the OEB REMINDER function) the Operator’s maintenance personnel
has activated the OEB REMINDER codes for this OEB onboard the aircraft.
It is the Operator’s responsibility to define a suitable process for providing the
flight crew with confirmation that the OEB REMINDER codes are activated for
the ECAM alerts affected by OEBs.
The "Rev Date" field indicates the date at which the OEB content was issued/changed
The "Title" field provides the OEB title.
QRH LIST OF EFFECTIVE OEB
The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all the
Operations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB is
issued or revised, the LEOEB is updated.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 3/8
FCOM ←A→ 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
The QRH LEOEB consists of:
The "Identification" field which identifies the OEB with its identification and issue number.
Note: The FCOM OEB and associated QRH OEB PROC have the same OEB number
in order to be consistent. However, the issue number of the QRH OEB PROC and
the FCOM OEB may be different, because a revision of an FCOM OEB does not
necessarily result in a revision of the corresponding QRH OEB PROC, that only
provides the procedure part.
Red OEB identification number and title are in bold font. White OEB identification number and
title are in regular font. This enables the flight crew to easily review the OEBs before flight.
Note: OEBs are listed in numerical order regardless of the type of OEB (red or white).
The "Title" field provides the OEB title and the "ECAM Entry" part of the OEB PROC. This
enable the flight crew to easily review the OEBs before flight particularly for Operators that use
the OEB REMINDER function.
CAUTION When Airbus provides the Operator with the LEOEB, the information “ECAM
Entry ” does not necessarily mean that (for Operators using the OEB
REMINDER function) the Operator’s maintenance personnel has activated the
OEB REMINDER codes for this OEB onboard the aircraft.
It is the Operator’s responsibility to define a suitable process for providing the
flight crew with confirmation that the OEB REMINDER codes are activated for
the ECAM alerts affected by OEBs.
A vertical bar in the margin of the QRH LEOEB identifies that the OEB is either new, revised or
has an aircraft validity change.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 4/8
FCOM ←A→ 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
REVIEW OF THE OEB
In accordance with the Standard Operating Procedures, and before each flight, the flight crew
must review all OEBs that are applicable to their aircraft. If the OEB conditions are applicable, the
flight crew must apply the operational procedure(s) that is in the QRH OEB section.
DISTRIBUTION
OEB are distributed to all affected Operators. The Operators shall provide flight crews with the
content of the OEB without delay.
OEB REMINDER FUNCTION
The OEB reminder function provides operational help to the flight crew by enabling them to clearly
identify on the ECAM all procedures and STATUS messages superseded by an OEB procedure.
When a situation causes an ECAM warning/caution to trigger, a message informs the flight
crew in real time that there is an OEB for the displayed ECAM warning/caution and/or STATUS,
and as a result, that the ECAM procedure and/or STATUS is changed. In this case, a specific
ECAM message informs the flight crew to refer to the QRH. For more information Refer to FCOM
DSC-31-OEB Reminder.
OEB REMINDER CODE
The maintenance personnel must enter specific OEB REMINDER code(s) in the FWC OEB
database in order to update the ECAM.
These OEB REMINDER codes are provided in the FCOM OEB chapter only, and are sent to the
Operator’s Flight Operations department along with the associated QRH OEB PROC. This is to
ensure that the OEB database is not updated before the OEB procedure is available in the QRH
and FCOM onboard documentation.
Good coordination between the Airline’s/Operator’s Flight Operations department and the
Airline’s/Operator’s Engineering department must be established, in order to:
‐ Ensure that the QRH OEB section is updated onboard the aircraft before the activation of the
OEB REMINDER function for a specific OEB.
‐ Rapidly send information about the OEB REMINDER codes to the Engineering department for a
rapid update of the ECAM.
‐ Provide the flight crew with confirmation that the OEB REMINDER codes are activated onboard
the aircraft for the ECAM alerts affected by OEBs.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 5/8
FCOM ←A→ 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
CAUTION As soon as the maintenance personnel has embodied the corrective action that
cancels the OEB on a specific aircraft, the Operator must ensure that:
1. Maintenance personnel has deactivated the OEB REMINDER function for
the specific OEB, before informing their Flight Operations department of the
installation of the OEB correction action.
2. The QRH OEB section onboard the aircraft is updated to remove the specific
OEB from the applicable aircraft.
CROSS REFERENCE BETWEEN THE FORMER AND NEW OEB IDENTIFICATIONS
Following the entry into service of the new digital FCOM/QRH, the OEB/OEBPROC identifications
were changed.
Note: The former OEB identification is also provided within each OEB.
The following table provides the cross reference between the former and the new OEB/OEBPROC
identifications:
Former OEB New OEB OEB
Aircraft Manual Issue OEB Title
Identification Identification Type
A318/319/320/321 FCOM 78 6
OEB 2 R Braking Misbehaviour
A318/319/320/321 QRH 78 1
A318/319/320/321 FCOM 101 2
OEB 3 W Nose Landing Gear
A318/319/320/321 QRH 101 1
A318/319/320/321 FCOM 124 4 VOR Bearing Fluctuations
OEB 4 W
A318/319/320/321 QRH 124 1 (Bendix VOR)
A318/319/320/321 FCOM 137 1
OEB 5 W Loss of Braking
A318/319/320/321 QRH 137 1
A318/319/320/321 FCOM 138 2 Partial Deployment of
OEB 6 W
A318/319/320/321 QRH 138 1 Passenger Oxygen Masks
A318/319/320/321 FCOM 140 2
OEB 7 W False ECAM Amber Cautions
A318/319/320/321 QRH 140 1
A318/319/320/321 FCOM 141 3
OEB 8 W Insufficient Bank Angle
A318/319/320/321 QRH 141 1
A318/319/320/321 FCOM 142 1 Dual FWC Failure following
OEB 9 W
A318/319/320/321 QRH 142 1 Status Page Display
A318/319/320/321 FCOM 144 3
OEB 10 W No Transition to Go-Around Phase
A318/319/320/321 QRH 144 1
A318/319/320/321 FCOM 152 3 "ENG 1(2) OIL FILTER CLOG"
OEB 11 W
A318/319/320/321 QRH 152 1 ECAM Caution During Flight
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 6/8
FCOM ← A to B → 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Former OEB New OEB OEB
Aircraft Manual Issue OEB Title
Identification Identification Type
A318/319/320/321 FCOM 154 5 Undue High Speed Target
OEB 12 W
A318/319/320/321 QRH 154 2 at GA with One Eng Inop
A318/319/320/321 FCOM 159 3
OEB 13 W IDG Connector Arcing (IAE)
A318/319/320/321 QRH 159 1
A318/319/320/321 FCOM 162 2 Incorrect Grid-MORA
OEB 14 W
A318/319/320/321 QRH 162 1 Value Display on ND
A318/319/320/321 FCOM 167 2
OEB 15 W LGCIU 1 Fault
A318/319/320/321 QRH 167 1
A318/319/320/321 FCOM 168 2
OEB 16 R FUEL L( R ) TK PUMP 1+2 LO PR
A318/319/320/321 QRH 168 1
A318/319/320/321 FCOM 169 2 Dual FM Reset upon
OEB 17 W
A318/319/320/321 QRH 169 1 Radial Fix Info Entry
A318/319/320/321 FCOM 171 2
OEB 18 W Excessive FMS Holding Pattern Size
A318/319/320/321 QRH 171 1
A318/319/320/321 FCOM 172 2 Erroneous Guidance to
OEB 19 W
A318/319/320/321 QRH 172 1 VAPP Target During Climb
A318/319/320/321 FCOM 175 5 WHEEL N/W STRG FAULT
OEB 20 R and L/G SHOCK ABSORBER
A318/319/320/321 QRH 175 1 FAULT ECAM Cautions
A318/319/320/321 FCOM 176 5 WHEEL N/W STEER FAULT
OEB 21 R and L/G SHOCK ABSORBER
A318/319/320/321 QRH 176 1 FAULT ECAM Cautions
A318/319/320/321 FCOM 177 3 High Engine Vibration Procedure
OEB 22 W in Case of Temporary Loss
A318/319/320/321 QRH 177 1 of N1 Vibration Indication
A318/319/320/321 FCOM 178 2
OEB 23 R Operation of Center Tank Pumps
A318/319/320/321 QRH 178 1
A318/319/320/321 FCOM 180 2
OEB 24 R Operation of Fuel Pumps
A318/319/320/321 QRH 180 1
A318/319/320/321 FCOM 181 1 Incorrect Sequencing of
OEB 25 W
A318/319/320/321 QRH 181 1 Altitude-Terminated (xA) Legs
A318/319/320/321 FCOM 182 2
OEB 26 W Avionics Smoke
A318/319/320/321 QRH 182 1
A318/319/320/321 FCOM 183 1
OEB 27 W Dual Engine Failure
A318/319/320/321 QRH 183 1
A318/319/320/321 FCOM 184 2 No Localizer or Glide
OEB 28 W
A318/319/320/321 QRH 184 1 Slope Capture in Approach
A318/319/320/321 FCOM 185 2 Use of Dome Light for Entire
OEB 29 W Flight to Ensure the Readability
A318/319/320/321 QRH 185 1 of Standby Instruments
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 7/8
FCOM ←B→ 15 FEB 13
OPERATIONS ENGINEERING BULLETINS
GENERAL DESCRIPTION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Continued from the previous page
Former OEB New OEB OEB
Aircraft Manual Issue OEB Title
Identification Identification Type
A318/319/320/321 FCOM 188 2 No SRS Engagement During
OEB 30 W
A318/319/320/321 QRH 188 1 Go Around Below MDA
A318/319/320/321 FCOM 189 1 Erroneous Vertical Profile
OEB 31 W During RNAV, LOC and
A318/319/320/321 QRH 189 1 LOC B/C Approaches
A318/319/320/321 FCOM 190 2 Smoke/Fumes in Cockpit/Cabin
OEB 32 W
A318/319/320/321 QRH 190 1 Due to Oil Leak at Engine Start
A318/319/320/321 FCOM 194 2
OEB 33 W BSCU L4.9 Reset in Flight
A318/319/320/321 QRH 194 1
A318/319/320/321 FCOM 195 3 FUEL L( R ) XFR VALVE FAULT or
OEB 34 W
A318/319/320/321 QRH 195 2 FUEL L( R ) WING TK OVERFLOW
A318/319/320/321 FCOM 197 1 Bleed Selection to Prevent
OEB 35 R
A318/319/320/321 QRH 197 1 Engine Stall on Both Engines
A318/319/320/321 FCOM 199 2 No SRS Engagement
OEB 36 W During Go Around in the
A318/319/320/321 QRH 199 1 Case of EPR Mode Fault
A318/319/320/321 FCOM 200 1 Erroneous Lateral Guidance in NAV
OEB 37 W
A318/319/320/321 QRH 200 1 Mode During Takeoff and Go Around
A318/319/320/321 FCOM 201 2 Erroneous Radio
OEB 38 R
A318/319/320/321 QRH 201 2 Altimeter Height Indication
A318/319/320/321 FCOM 202 1 Loss of MLS LOC
OEB 39 W
A318/319/320/321 QRH 202 1 and G/S Deviations
A318/319/320/321 FCOM 203 1 AIR ENG 1(2) BLEED ABNORMAL
OEB 40 W
A318/319/320/321 QRH 203 1 PR or AIR ENG 1(2) BLEED FAULT
A318/319/320/321 FCOM 204 1 Erroneous Alternate Fuel Predictions
OEB 41 W Upon Modification of a Company
A318/319/320/321 QRH 204 1 Route in the Alternate Flight Plan
A318/319/320/321 FCOM 205 1 Incorrect Vertical Profile During
OEB 42 W
A318/319/320/321 QRH 205 1 Non Precision Approaches
A318/319/320/321 FCOM 208 1
OEB 43 W F/CTL SPOILER FAULT
A318/319/320/321 QRH 208 1
A318/319/320/321 FCOM 209 1
OEB 44 W L/G GEAR NOT DOWNLOCKED
A318/319/320/321 QRH 209 1
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-GEN P 8/8
FCOM ←B 15 FEB 13
OPERATIONS
ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT
INDICATION
Intentionally left blank
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Erroneous Radio Altimeter Height indication.......................................................................................................... A
Erroneous Radio Altimeter Height Indication ........................................................................................ B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38-PLP-TOC P 1/2
FCOM 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38-PLP-TOC P 2/2
FCOM 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - SUMMARY OF HIGHLIGHTS
OPERATING MANUAL
Localization Toc ID Reason
Title Index
OEB-38 B 1 Documentation update: Deletion of information.
Erroneous Radio Altimeter Height
Indication
OEB-38 B 2 Documentation update: Deletion of text.
Erroneous Radio Altimeter Height
Indication
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38-PLP-SOH P 1/2
FCOM 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - SUMMARY OF HIGHLIGHTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38-PLP-SOH P 2/2
FCOM 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB
OEB38 Issue 2
Associated with QRH OEB Proc N°: OEB38/2.0
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
Approved by: Head of Airbus Flight Operations & Training Support
- This OEB covers a significant operational issue. Non-compliance with this OEB should have
a significant impact on the safe operations of the aircraft. The Operators shall distribute its
content to all flight crews without delay. An extract of this OEB is provided for insertion in the
QRH.
- In addition, it is recommended that all Operators rapidly incorporate applicable corrective
Service Bulletins as soon as they become available.
Reason for issue: Issue 2: Enhancement of the procedure in order to clarify flight
crew actions per phase of flight.
Issue 1: In follow-up to questions received from several Operators,
the objective of this OEB is to recall Operators of the possible
operational consequences of an erroneous Radio Altimeter (RA)
height indication.
In addition, this OEB is issued to:
‐ Highlight that during an ILS (or MLS, or GLS) approach with AP
engaged, in the event of an unexpected early FLARE and THR
IDLE modes engagement, the flight crew must immediately react
to prevent the increase of the angle-of-attack.
‐ Provide an explanation of erroneous RA height indication effects
on the Auto Flight System (AFS) and flight control laws.
Applicable to: All A318/A319/A320/A321 aircraft.
Cancelled by: ELAC L97 standard: Mod 154896 / MP P13619, or Mod 155746 /
MP P13977
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for
interchangeability of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any
equipment affected by this OEB, it is the Operator's responsibility to ensure that the recommendations given in this
OEB are applied again for the applicable aircraft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38 P 1/6
FCOM A→ 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB
Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit
technical and procedural information. They are distributed to all FCOM holders and to others
who need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by
Airworthiness Authorities. If the procedures contained in this OEB differ from the procedures in
the AFM, the AFM remains the reference.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38 P 2/6
FCOM ←A→ 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB
M Localization T DU Title DU identification DU date
R OEB-38 Erroneous Radio Altimeter Height 00013580.0001001 08 APR 14
indication
Criteria: SA
Applicable to: ALL
OEB-38 Erroneous Radio Altimeter Height 00013582.0001001 08 APR 14
Indication
Criteria: SA
Applicable to: ALL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38 P 3/6
FCOM ←A 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
EXPLANATION
If an RA transmits erroneous height indication, this may have any of the following effects on
aircraft systems depending on the flight phase. However, these effects may not necessarily
occur in every case of an erroneous RA height indication.
On the Primary Flight Display (PFD):
‐ The RA height indication (possibly negative) is frozen and appears in either amber or green
depending on the height
‐ Discrepancy between both PFDs (RA indications, FD orders, and if both AP engaged, PFD
FMAs)
On the System Display (SD):
‐ A pulsing Cabin Differential Pressure Advisory appears on CAB PRESS page (No
consequence on cabin pressure)
Warnings / Callouts:
‐ Untimely Terrain Awareness and Warning System (TAWS) alerts
‐ Untimely or absence of “RETARD” callout
‐ Untimely L/G GEAR NOT DOWN ECAM warning
‐ Absence or interruption of RA automatic callout (height announcement)
‐ Activation of AUTOLAND light warning light in ILS (or MLS, GLS) approach (Refer to FCOM
DSC 22_30 - Auto Flight - Flight Guidance) with AP engaged in LAND or FLARE mode
when:
• One RA height goes below 200 ft and
• The difference between both RA height indications is greater than 15 ft.
Note: There is no ECAM message or audio warning in association to the AUTOLAND
warning light. The AUTOLAND warning can be triggered even if AUTOLAND is
not planned.
Auto Flight System mode changes (indicated on FMA):
‐ NAV mode engagement not possible after take off
‐ During an ILS (or MLS, GLS) approach, and depending on the engaged Flight Guidance
(FG) modes, the consequences may be:
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38 P 4/6
FCOM B→ 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd)
• Untimely/early engagement of the LAND / FLARE / THR IDLE modes if the RA height
used by the FG is erroneous and lower than the real height.
Note: During ILS (or MLS, GLS) approach with AP and A/THR engaged, THR IDLE
(RETARD) mode untimely engagement will be associated with an initial pitch
attitude increase due to FLARE mode engagement.
• In AUTOLAND, the LAND / FLARE / THR IDLE modes will not engage, if the RA height
used by the FG is erroneous and higher than the real height.
• In case of Go-Around and if the RA is still frozen at a very low height indication:
▪ SRS and GA TRK modes engage
▪ NAV, HDG or TRK lateral modes cannot be selected
▪ LVR CLB will not be displayed on the FMA at THR RED ALT
▪ ALT* and ALT will not engage at FCU altitude.
Disconnecting AP and resetting both FDs enable to recover basic mode (HDG and V/S).
During an ILS (or MLS, GLS) approach with AP engaged, if an erroneous and very low RA
height indication occurs, THR IDLE and FLARE modes may engage early with the following
consequences:
‐ In CONF FULL, the AP disconnection associated to the High Angle of Attack protection is
not available. As a consequence the autopilot will not automatically disconnect at α prot
+1 °. If the flight crew does not immediately react, the angle-of-attack will increase and may
reach the stall value.
‐ In configurations other than CONF FULL, the AP disconnection associated to the High
Angle of Attack protection is available. The autopilot will automatically disconnect at α prot
+1 °.
‐ Loss of ALPHA FLOOR.
‐ The LOW ENERGY AUDIO WARNING – “SPEED SPEED SPEED” - remains available. In
case of activation of LOW ENERGY AUDIO WARNING, the flight crew must react as per
procedure (Refer to PRO-ABN-10 LOW ENERGY AURAL ALERT).
‐ In CONF FULL, the auto-trim function is inhibited.
‐ In manual flight or after AP disconnection, significant longitudinal sidestick input may be
required.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38 P 5/6
FCOM ←B→ 11 APR 14
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd)
1
PROCEDURE
During all phases of flight, the flight crew must monitor and crosscheck all primary flight
parameters and FMA indications.
During an ILS (or MLS, or GLS) approach with AP engaged:
In the event of an early/untimely FLARE and THR IDLE mode engagement
(possibly associated with AUTOLAND warning and/or RETARD callout), the
flight crew must:
‐ Immediately perform an automatic go-around (thrust levers set to TOGA),
OR
‐ Immediately disconnect AP and set both FDs to OFF. If external visual references
are sufficient, the approach may be continued manually.
Note: ‐ If the flight crew does not immediately react, the angle-of-attack will
increase and may reach the stall value,
‐ In CONF FULL, the auto-trim function is inhibited. In manual flight, a
significant longitudinal sidestick input may be required.
During go-around:
If SRS and GA TRK modes remain engaged and other guidance modes cannot
be selected or engaged as expected:
Note: ‐ At the thrust reduction altitude, LVR CLB will not be displayed on the FMA,
‐ ALT* and ALT will not engage at the FCU altitude.
Disconnect APs.
Set both FDs to OFF then ON. FDs revert to basic modes (HDG - V/S).
Re-engage guidance modes as appropriate.
For the approach that follows the go-around: Do not arm the G/S mode.
Flight crews must report, in the technical logbook, any of the above-listed consequences of
erroneous RA height.
2
CORRECTIVE ACTION
ELAC L97 standard.
END OF OEB38
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-38 P 6/6
FCOM ←B 11 APR 14
OPERATIONS
ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR
AIR ENG 1(2) BLEED FAULT
Intentionally left blank
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT............................................................. A
AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT............................................................. B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40-PLP-TOC P 1/2
FCOM 29 JUL 11
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40-PLP-TOC P 2/2
FCOM 29 JUL 11
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OEB40 Issue 1
Associated with QRH OEB Proc N°: OEB40/1.0
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
Approved by: Head of Flight Operations Support and Services
- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue: This OEB replaces the A320 OEB 203.
Subsequent to several dual bleed loss cases reported by Operators,
Airbus decided to develop different technical solutions to improve the
robustness of the bleed system. These technical solutions, although
significantly reducing the number of dual bleed loss occurrences, cannot
fully avoid such occurrences.
Therefore, this OEB is published in order to provide all SA Operators
with operational procedures aiming at further reducing the number
of dual bleed loss occurrences, whatever the bleed system solution
installed.
Applicable to: All A320 family aircraft.
Cancelled by: FWC Standard H2-F6 (MOD 151269)
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit
technical and procedural information. They are distributed to all FCOM holders and to others who
need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40 P 1/6
FCOM A→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
M Localization T DU Title DU identification DU date
OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or 00013607.0001001 18 MAR 11
AIR ENG 1(2) BLEED FAULT
Criteria: SA
Applicable to: ALL
OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or 00013608.0001001 18 MAR 11
AIR ENG 1(2) BLEED FAULT
Criteria: SA
Applicable to: ALL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40 P 2/6
FCOM ←A 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
EXPLANATION
In case of AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT ECAM
cautions, the current associated ECAM procedures, ask to open the crossbleed valve in order
to supply both Packs (or one Pack and the Wing Anti-Ice system) with the remaining engine
bleed. This leads to an increase in air demand on the remaining engine bleed. On ageing bleed
equipment or due to undetected failure, the remaining bleed may not succeed in sustaining this
increase in air demand. In that case, it can result in an overheat of the remaining engine bleed
and subsequent loss of the entire engine bleed system, leading to possible emergency descents.
The purpose of this OEB is, therefore, to prevent from the loss of the remaining engine bleed by
reducing the bleed air demand, when the first engine bleed has been already lost.
PROCEDURE
Apply the corresponding procedures if one of the following ECAM caution is triggered:
‐ AIR ENG 1(2) BLEED ABNORMAL PR
‐ AIR ENG 1(2) BLEED FAULT
AIR ENG 1(2) BLEED ABNORMAL PR
If Wing Anti-Ice is OFF
PACK FLOW....................................................................................................LO (A319/A320)
ECON FLOW............................................................................................................ ON (A321)
AFT CARGO HOT AIR (if installed)................................................................................... OFF
X BLEED..........................................................................................................................OPEN
BLEED page....................................................................................... SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 °C within
2 min after X BLEED valve opening:
PACK (on the first affected bleed side)....................................................................... OFF
Note: If Wing Anti-Ice is required (icing conditions) while operating with one PACK,
consider switching OFF the remaining pack, if aircraft's altitude permits.
If Wing Anti-Ice is ON
If both PACKS are ON
PACK (affected bleed side)..........................................................................................OFF
X BLEED..........................................................................................................................OPEN
BLEED Page.......................................................................................SELECT and MONITOR
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40 P 3/6
FCOM B→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)
If the precooler outlet temperature of the remaining bleed exceeds 240 °C within
2 min after X BLEED valve opening:
BLEED AIR DEMAND.......................................................................................... REDUCE
Consider reducing the bleed air demand, by, depending on the flight conditions:
‐ Switching OFF the remaining pack (if aircraft's altitude permits), or
‐ Switching OFF the Wing Anti-Ice system (if no longer icing conditions).
AIR ENG 1(2) BLEED FAULT
ENG BLEED affected................................................................................................................OFF
If Wing Anti-Ice is OFF
PACK FLOW....................................................................................................LO (A319/A320)
ECON FLOW............................................................................................................ ON (A321)
AFT CARGO HOT AIR (if installed)................................................................................... OFF
X BLEED..........................................................................................................................OPEN
BLEED Page.......................................................................................SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 °C within
2 min after X BLEED valve opening:
PACK (on the first affected bleed side)....................................................................... OFF
Note: If Wing Anti-Ice is required (icing conditions) while operating with one PACK,
consider switching OFF the remaining pack, if aircraft's altitude permits.
If Wing Anti-Ice is ON
If both PACKS are ON
PACK (affected bleed side)..........................................................................................OFF
X BLEED..........................................................................................................................OPEN
BLEED Page.......................................................................................SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 °C within
2 min after X BLEED valve opening:
BLEED AIR DEMAND.......................................................................................... REDUCE
Consider reducing the bleed air demand, by, depending on the flight conditions:
‐ Switching OFF the remaining pack (if aircraft's altitude permits), or
‐ Switching OFF the Wing Anti-Ice system (if no longer icing conditions).
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40 P 4/6
FCOM ←B→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)
OEB REMINDER
For aircraft that have the OEB reminder function activated, the AIR ENG 1(2) BLEED
ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions procedure and status may
be flagged.
If the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions
procedure are flagged, the ECAM will display the REFER TO QRH PROC line or REFER TO
QRH/OEB PROC line (depending on Flight Warning Computer (FWC) standard) instead of the
procedure itself.
To flag the procedure and the status that corresponds to the AIR ENG 1(2) BLEED ABNORMAL
PR and AIR ENG 1(2) BLEED FAULT ECAM cautions, the following code must be entered in the
FWC OEB database:
CODE WARN STS
AIR ENG 1 BLEED ABNORMAL PR Y N
36/11/150/081
AIR ENG 2 BLEED ABNORMAL PR Y N
36/11/160/083
AIR ENG 1 BLEED FAULT Y N
36/21/010/075
AIR ENG 2 BLEED FAULT Y N
36/21/020/077
CORRECTIVE ACTION
The embodiment of FWC Standard H2-F6 (MOD 151269) cancels the need for this OEB.
END OF OEB40
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40 P 5/6
FCOM ←B 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-40 P 6/6
FCOM 27 NOV 13
OPERATIONS
ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL
PREDICTIONS UPON MODIFICATION OF
A COMPANY ROUTE IN THE ALTERNATE
FLIGHT PLAN
Intentionally left blank
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... A
Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41-PLP-TOC P 1/2
FCOM 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41-PLP-TOC P 2/2
FCOM 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OEB41 Issue 2
Associated with QRH OEB Proc N°: OEB41/1.0
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
Approved by: Head of Flight Operations Support and Services
- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue: Issue 2:
This OEB is reissued to enhance the display of the MCDU FUEL PRED
page (without technical change).
The objective is to address format standardization and enhanced
readability.
Issue 1:
This OEB replaces the A320 OEB 204.
This OEB is issued to inform the operators of the following: Erroneous
alternate (ALTN) fuel predictions are experienced when the flight crew
modifies a company route (CO RTE) previously inserted in the alternate
Flight Plan (F-PLN).
This OEB provides an explanation and operational recommendations in
case of erroneous ALTN fuel predictions.
Applicable to: Aircraft with Honeywell FMGC Release 1A "H2" (MOD 38778, Airbus
SB A320 22-1269 and MOD 38779, Airbus SB A320 22-1270)
Cancelled by: Future Honeywell Standard MOD/Airbus SB to be determined later.
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41 P 1/6
FCOM A→ 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit
technical and procedural information. They are distributed to all FCOM holders and to others who
need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41 P 2/6
FCOM ←A→ 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
M Localization T DU Title DU identification DU date
OEB-41 Erroneous Alternate Fuel Predictions 00013609.0001001 08 OCT 12
Upon Modification of a Company Route
in the Alternate Flight Plan
Criteria: P10762, P10763
Applicable to: ALL
OEB-41 Erroneous Alternate Fuel Predictions 00013610.0001001 08 OCT 12
Upon Modification of a Company Route
in the Alternate Flight Plan
Criteria: P10762, P10763
Applicable to: ALL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41 P 3/6
FCOM ←A 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
EXPLANATION
When the flight crew modifies the CO RTE in the ALTN F-PLN, the FMS no longer computes the
ALTN fuel predictions (refer to the below illustration).
This CO RTE could be extracted from the Navigation database or stored by the flight crew.
The modification of the CO RTE by the flight crew could be for example an entry of a departure
or an arrival procedure.
The consequences of the CO RTE modification are:
‐ The fuel predictions are set to zero for the ALTN (solid circles) on FUEL PRED page (also on
INIT FUEL PRED if done on ground)
This condition is sufficient to apply the operational recommendations provided in the
"PROCEDURE" paragraph.
‐ The Estimated Fuel On Board (EFOB) and the predicted UTC (solid circles) at ALTN
destination becomes equal to the EFOB and the UTC at the Primary Destination
‐ If the ALTN fuel and the MIN DEST FOB values on FUEL PRED page are both at their default
value (i.e. have not been modified by the crew), the MIN DEST FOB (solid circle) becomes
erroneous (equal to FINAL instead of FINAL+ ALTN). Therefore, the MCDU scratchpad
message "DEST EFOB BELOW MIN", is no longer triggered on the expected threshold
‐ If the flight crew had entered a value for the ALTN fuel, the entry is correctly used (but no more
modifiable unless a new ALTN is entered)
‐ If the flight crew had manually entered the MIN DEST FOB value on FUEL PRED page (but
not the ALTN fuel value), then the message "CHECK MIN DEST FOB" is no longer triggered
at the correct threshold
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41 P 4/6
FCOM B→ 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN (Cont'd)
However, the new ALTN F-PLN is correctly displayed on the F-PLN page, the Navigation Display
(ND) and the INIT page correctly shows the ALTN identifier.
Note: The EFOB of the primary destination remains correctly computed (dashed circle).
The reason for the anomaly is that when the ALTN CO RTE is modified, the FMS erroneously
assumes there is no alternate F-PLN anymore for the fuel predictions. An additional modification
of the ALTN F-PLN enables to recover correct ALTN fuel predictions.
PROCEDURE
This procedure only applies when a CO RTE is used for ALTN F-PLN. In the case of ALTN fuel
predictions erroneously set to zero further to a modification of this ALTN F-PLN:
ENTER manually a waypoint in the en-route F-PLN (neither in the departure, nor in the arrival), to
start a new computation of ALTN fuel predictions
Maintain or delete the entered waypoint at convenience
Check the ALTN fuel predictions are correct
CORRECTIVE ACTION
A future Honeywell FMS standard, will cancel this OEB (MOD and Airbus SB to be determined
later).
END OF OEB41
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41 P 5/6
FCOM ←B 31 OCT 12
OPERATIONS ENGINEERING BULLETINS
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION
OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-41 P 6/6
FCOM 31 OCT 12
OPERATIONS
ENGINEERING BULLETINS
F/CTL SPOILER FAULT
Intentionally left blank
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
F/CTL SPOILER FAULT..........................................................................................................................................A
F/CTL SPOILER FAULT..........................................................................................................................................B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43-PLP-TOC P 1/2
FCOM 30 MAY 12
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43-PLP-TOC P 2/2
FCOM 30 MAY 12
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OEB43 Issue 3
Associated with QRH OEB Proc N°: OEB43/4.0
F/CTL SPOILER FAULT
- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue: This OEB replaces the A320 OEB 208.
‐ Several cases of spoiler runaway occurring in flight have been
reported. During these events, the failed spoiler remained in the full
deflected position for the remaining of the flight. The purpose of this
OEB is to inform operators about the operational impact of such a
failure and to provide the associated operational procedure.
‐ Following flight test, this OEB is revised to modify the procedure part
of this OEB and to give the corrective action that cancel the need for
this OEB.
‐ This OEB is revised to take into account the publication of In-Flight
Landing Distances (QRH FPE-IFL).
Applicable to: All A318/A319/A320/A321 Aircrafts.
Cancelled by: H2F7 FWC Standard
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit
technical and procedural information. They are distributed to all FCOM holders and to others who
need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43 P 1/6
FCOM A→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
M Localization T DU Title DU identification DU date
OEB-43 F/CTL SPOILER FAULT 00013694.0001001 21 MAY 12
Criteria: SA
Applicable to: ALL
OEB-43 F/CTL SPOILER FAULT 00013696.0001001 21 MAY 12
Criteria: SA
Applicable to: ALL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43 P 2/6
FCOM ←A 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT
EXPLANATION
Investigations have shown that the root cause of these events is the deterioration of an O-ring
seal in the spoiler's servo-valve. This deterioration allows high hydraulic pressure to go in the
extension piston chamber leading to an uncontrolled spoiler deflection in full position.
In most of cases, the autopilot has not enough authority to counteract the roll induced by spoiler
runaway. Therefore, the autopilot disconnects and the flight crew takes over to recover wing level
in normal law.
When this issue occurs, the F/CTL SPLR FAULT ECAM caution triggers and the F/CTL S/D
page shows an amber deflected arrow on the failed spoiler. This information does not, however,
enable the flight crew to determine whether the faulty spoiler is partially or fully deflected.
AIRBUS recommendations assume that if the F/CTL SPLR FAULT ECAM caution triggers,
along with at least one amber deflected spoiler arrow displayed on the F/CTL S/D page, the
spoiler is supposed to be fully deflected.
PROCEDURE
If F/CTL SPLR FAULT is triggered
F/CTL S/D page............................................................................................................ CHECK
The flight crew should check the spoiler position on the F/CTL System Display page.
If all amber spoilers are indicated retracted:
Loss of one or more spoilers in the retracted position. In such a case, the flight crew
must apply the following operational procedure that reflects the F/CTL SPLR FAULT
ECAM caution.
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43 P 3/6
FCOM B→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT (Cont'd)
If at least one spoiler is indicated deflected in amber, apply the following
procedure:
F/CTL SPLR FAULT
AP................................................................................................................................. OFF
Depending on the failed spoiler position, the AP may not have enough authority to
counteract the roll induced by spoiler runaway.
SPEED................................................................................................................ GDOT+10
Whenever possible, target green dot speed +10 kt to minimize fuel consumption.
However, if buffet is encountered at GDOT speed +10 kt, increase speed to fly out of
buffet condition.
CRUISE ALTITUDE....................................................................................AS REQUIRED
Current Flight Level (FL) may not be maintained due to increased drag. Maintain a cruise
FL as high as possible.
FUEL CONSUMPTION INCREASED
FMS FUEL PRED.......................................................................................... DISREGARD
FUEL CONSUMPTION...................................................................................DETERMINE
DIVERSION...................................................................................................... CONSIDER
APPR PROC
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43 P 4/6
FCOM ←B→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT (Cont'd)
In clean configuration, if VLS is above VFENEXT, the flight crew should deselect A/THR,
decelerate to VFENEXT, and select CONF 1 when below VFENEXT. When established at
CONF 1, the flight crew can reengage the A/THR and use managed speed again.
FOR LDG........................................................................................................USE FLAP 3
GPWS LDG FLAP 3...................................................................................................... ON
LANDING PERFORMANCE ASSESSMENT.................................................... PERFORM
For Landing Performance assessment refer to QRH FPE-IFL
OEB REMINDER
For aircraft that have the OEB Reminder Function activated, the F/CTL SPLR FAULT ECAM
caution procedure and status may be flagged.
If the F/CTL SPLR FAULT ECAM caution procedure is flagged, the ECAM will display the
"REFER TO QRH PROC" line or "REFER TO QRH/OEB PROC" line (depending on Flight
Warning Computer (FWC) standard) instead of the procedure itself.
To flag the procedure and the status that corresponds to the F/CTL SPLR FAULT ECAM
caution, the following code must be entered in the FWC OEB database:
Code WARN STS
F/CTL SPLR FAULT Y Y
27/00/300/068
CORRECTIVE ACTION
H2F7 FWC standard will cancel the need for this OEB and should be available end 2012 at the
earliest.
END OF OEB43
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43 P 5/6
FCOM ←B 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
F/CTL SPOILER FAULT
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-43 P 6/6
FCOM 27 NOV 13
OPERATIONS
ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
Intentionally left blank
OPERATIONS ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED............................................................................................................................A
L/G GEAR NOT DOWNLOCKED ..........................................................................................................B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-44-PLP-TOC P 1/2
FCOM 30 MAY 12
OPERATIONS ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-44-PLP-TOC P 2/2
FCOM 30 MAY 12
OPERATIONS ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
OEB44 Issue 2
Associated with QRH OEB Proc N°: OEB44/4.0
L/G GEAR NOT DOWNLOCKED
- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue: Issue 2:
This OEB is reissued to improve the display of the L/G GEAR NOT
DOWNLOCKED procedure.
Issue 1:
This OEB replaces the A320 OEB 209.
This OEB is issued to provide operational recommendations in the case
of L/G GEAR NOT DOWNLOCKED ECAM warning.
Applicable to: All A320 family aircraft
Cancelled by: H2F7 FWC STD
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit
technical and procedural information. They are distributed to all FCOM holders and to others who
need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-44 P 1/4
FCOM A→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
M Localization T DU Title DU identification DU date
OEB-44 L/G GEAR NOT DOWNLOCKED 00013697.0001001 21 MAY 12
Criteria: SA
Applicable to: ALL
OEB-44 L/G GEAR NOT DOWNLOCKED 00013698.0001001 21 MAY 12
Criteria: SA
Applicable to: ALL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-44 P 2/4
FCOM ←A 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED
EXPLANATION
The current L/G GEAR NOT DOWNLOCKED ECAM warning procedure requires the recycling of
the landing gear before initiating L/G gravity extension.
Recent study has shown that waiting for 2 min after the recycling of the landing gear may allow
gears to extend under normal powered extension. Waiting for 2 min before extending the landing
gear by gravity will allow hydraulic pressure to continue to act on doors and gears.
In the case the landing gear is not locked down within 30 s after the lever is selected down, this
waiting time may allow the normal landing gear extension to work successfully.
Therefore this OEB is issued to recommend that after the recycling of the landing gear, the flight
crew waits for 2 min before extending the landing gear by gravity.
PROCEDURE
Apply the following procedure if the ECAM triggers the L/G GEAR NOT DOWNLOCKED warning:
OEB REMINDER
For aircraft that have the OEB Reminder Function activated, the L/G GEAR NOT
DOWNLOCKED ECAM warning procedure and status may be flagged.
If the L/G GEAR NOT DOWNLOCKED ECAM warning procedure is flagged, the ECAM will
display the "REFER TO QRH PROCline or "REFER TO QRH/OEB PROC" line (depending on
Flight Warning Computer (FWC) standard) instead of the procedure itself.
To flag the procedure and the status that corresponds to the L/G GEAR NOT DOWNLOCKED
ECAM warning, the following code must be entered in the FWC OEB database:
CODE WARN STS
L/G GEAR NOT DOWNLOCKED Y N
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-44 P 3/4
FCOM B→ 27 NOV 13
OPERATIONS ENGINEERING BULLETINS
L/G GEAR NOT DOWNLOCKED
A318/A319/A320/A321
FLIGHT CREW
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED (Cont'd)
CODE WARN STS
32/00/140/046
CORRECTIVE ACTION
H2F7 FWC standard will introduce this recommendation in the L/G GEAR NOT DOWNLOCKED
ECAM warning. Therefore, H2F7 FWC standard will cancel the need for this OEB.
END OF OEB44
2T1 A318/A319/A320/A321 For A/C: 18-CMHE OEB-44 P 4/4
FCOM ←B 27 NOV 13
PERFORMANCE
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PERFORMANCE
PRELIMINARY PAGES
A318/A319/A320/A321
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
PER-LOD Loading
PER-OPD Operating Data
PER-THR Thrust Ratings
PER-TOF Takeoff
PER-FPL Flight Planning
PER-CLB Climb
PER-CRZ Cruise
PER-HLD Holding
PER-DES Descent
PER-GOA Go Around
PER-LDG Landing
PER-OEI One Engine Inoperative
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-PLP-TOC P 1/2
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FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL
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PRELIMINARY PAGES
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
M Localization DU Title DU identification DU date
No Temporary Documentary Unit
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FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL
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PERFORMANCE
LOADING
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-LOD-GEN GENERAL
DEFINITIONS...........................................................................................................................................................A
PER-LOD-CGO CARGO LOADING
GENERAL................................................................................................................................................................ A
DESCRIPTION.........................................................................................................................................................B
RESTRAINT SYSTEM.............................................................................................................................................C
CARGO LOADING SYSTEM (If installed).............................................................................................................. D
CARGO CAPACITY.................................................................................................................................................E
CARGO DOOR OPERATION..................................................................................................................................F
LOCATION OF SERVICE PANELS........................................................................................................................G
PER-LOD-FUL FUEL
GENERAL INFORMATION......................................................................................................................................A
REFUELING.............................................................................................................................................................B
GROUND FUEL TRANSFER..................................................................................................................................C
DEFUELING.............................................................................................................................................................D
OVERWING GRAVITY REFUELING...................................................................................................................... E
REFUELING WITH ONE ENGINE RUNNING........................................................................................................ F
APU START/SHUTDOWN DURING REFUELING/DEFUELING............................................................................G
USE OF MANUAL MAGNETIC INDICATORS (MMI)............................................................................................. H
PER-LOD-WBA WEIGHT AND BALANCE
PER-LOD-WBA-LTS LOAD AND TRIM SHEET
GENERAL................................................................................................................................................................ A
DATA........................................................................................................................................................................B
DESCRIPTION.........................................................................................................................................................C
LOAD AND TRIM SHEET.......................................................................................................................................D
PER-LOD-WBA-FIT FUEL INDEX TABLES
PER-LOD-WBA-FIT-10 FUEL INDEX TABLE
GENERAL................................................................................................................................................................ A
FUEL INDEX TABLE FOR INNER TANK...............................................................................................................B
FUEL INDEX TABLE FOR OUTER TANK............................................................................................................. C
FUEL INDEX TABLE FOR CENTER TANK........................................................................................................... D
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-PLP-TOC P 1/2
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
DEFINITIONS
MANUFACTURER’S EMPTY WEIGHT (MEW)
The weight of the structure, power plant, furnishings, systems and other items of equipment that
are considered as integral part of the aircraft. It is essentially a “dry” weight, including only those
fluids contained in closed systems (e.g. hydraulic fluid).
OPERATIONAL EMPTY WEIGHT (OEW)
The manufacturer’s weight empty plus the operator’s items i.e. the flight and cabin crew and their
baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galley
structure, catering equipment, seats, documents etc.
DRY OPERATING WEIGHT (DOW)
The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and
traffic load.
Operational Empty Weight plus items specific to the type of flight i.e. catering, newspapers, pantry
equipment etc.
TAKEOFF FUEL
The weight of the fuel onboard at takeoff.
OPERATING WEIGHT
The weight obtained by addition of the operational empty weight and the takeoff fuel.
TOTAL TRAFFIC LOAD
The weight of the payload including cargo loads, passengers and passengers bags.
ZERO FUEL WEIGHT (ZFW)
The weight obtained by addition of the total traffic load and the dry operating weight.
TAKEOFF WEIGHT (TOW)
The weight at takeoff. It is equal to the addition of the zero fuel weight and takeoff fuel.
TRIP FUEL
The weight of the fuel necessary to cover the normal leg without reserves.
LANDING WEIGHT
The weight at landing. It is equal to takeoff weight minus trip fuel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-GEN P 1/2
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PERFORMANCE
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FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-GEN P 2/2
FCOM 29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW CARGO LOADING
OPERATING MANUAL
GENERAL
The aircraft has two lower deck cargo compartments :
‐ Forward cargo compartment, compartment 1.
‐ Aft cargo compartment, subdivided into compartments 3, 4 and 5.
The main access doors to forward and aft compartments are hydraulically operated.
A bulk cargo door gives additional access to the aft cargo compartment. It is manually operated.
DESCRIPTION
Each compartment is divided into sections, and is designed to be category D (for A320 and A319) or
category C (A321, A319 and A320 ) as defined by FAR.
A placard in each compartment indicates the maximum authorized gross weight.
The compartments have separate lighting.
RESTRAINT SYSTEM
Divider nets subdivide the compartments to allow them to be partially loaded and to retain the bulk.
Door nets which protect the doors from shifting cargo, must be used whenever the compartment
contain cargo.
CARGO LOADING SYSTEM (IF INSTALLED)
A semi-automatic cargo loading system, which may be installed in forward and aft compartments,
loads pallets and containers.
CARGO CAPACITY
FULL BULK
The maximum load capacity for each cargo compartment is as follows :
‐ Forward
Compartment 1 : 3 402 kg (7 500 lb)
‐ Aft
Compartment 3 : 2 426 kg (5 349 lb)
Compartment 4 : 2 110 kg (4 652 lb)
Compartment 5 : 1 497 kg (3 300 lb)
CARGO DOOR OPERATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-CGO P 1/4
FCOM A to F → 29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW CARGO LOADING
OPERATING MANUAL
NORMAL OPERATION
OPENING
On door
ACCESS DOOR OPERATING HANDLE................................................................ RELEASE
Push handle flap inward.
DOOR........................................................................................................................ UNLOCK
Move door operating handle downward (105 °) from LOCKED to UNLOCK position.
On door service panel
SERVICE PANEL ACCESS DOOR...............................................................................OPEN
LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN
The yellow hydraulic system is pressurized (YELLOW ELEC PUMP energized). Operation
of the flight controls and PTU is inhibited.
When the door is fully open (green light on the service panel is on) :
LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE
When released, the lever returns to the neutral position and shuts down the electric pump.
CLOSING
On door service panel
LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE
At first the lever locks in an intermediate position, maintaining a pre-set pressurization to
prevent the door from dropping open. The operator can then move the lever to CLOSE and
the door closes. When it is fully closed, the lever returns to the neutral position and shuts
down the electric pump.
Ensure that green indicator light goes off.
On door
DOOR............................................................................................................................. LOCK
Immediately push the door operating handle upwards to the locked position. When the door
is locked, the cargo doors view ports appear green, the CARGO door indication on ECAM
extinguishes, and the handle flap mechanism locks the operating handle.
On door service panel
ACCESS DOOR...........................................................................................................CLOSE
AUXILIARY OPERATION
In case of an electrical failure or if the electric pump fails, the operator can open or close the doors
by working the hand pump.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-CGO P 2/4
FCOM ←F→ 29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW CARGO LOADING
OPERATING MANUAL
HAND PUMP OPENING
On door
DOOR........................................................................................................................ UNLOCK
Unlock the operating handle as if for normal operation.
On door service panel
SERVICE PANEL ACCESS DOOR...............................................................................OPEN
LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN
On ground service panel
HAND PUMP........................................................................................................... OPERATE
The door opens.
When the door is fully open (green light on the service panel is on) :
On door service panel
LEVER OF MANUAL SELECTOR VALVE....................................................... RELEASE
HAND PUMP CLOSING
On door service panel
LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE
On ground service panel
HAND PUMP........................................................................................................... OPERATE
The door closes.
On door service panel
LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE
Release when door is fully closed.
On door
DOOR............................................................................................................................. LOCK
Lock the operating handle as for normal operation.
On door service panel and ground service panel
ACCESS DOORS.........................................................................................................CLOSE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-CGO P 3/4
FCOM ←F 29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW CARGO LOADING
OPERATING MANUAL
LOCATION OF SERVICE PANELS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-CGO P 4/4
FCOM G 29 JUL 11
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
GENERAL INFORMATION
USABLE FUEL VOLUME
Refer to DSC-28-10-20 Tanks.
REFUELING
‐ During automatic refueling, fuel goes into the center tank and the outer cell of the wing tanks
simultaneously. When the outer cell of the wing tank is full, fuel overflows into the inner cell.
When the center tank is full, fuel overflows into the ACTs .
During manual refueling, fill the wing tanks first, then the center tank, then the ACTs .
‐ With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a
2 % thermal expansion of the fuel without its spilling through the vent system.
‐ Electrical transients (caused by switching among the APU, the external and the engine electrical
supply) during automatic refueling may stop the process. If the automatic refueling process is
stopped, it is necessary to re-enter the Preselected Fuel Quantity.
REFUELING CONTROL PANEL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 1/18
FCOM A 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
REFUELING
PREPARATION
ACCESS PLATFORM...................................................................................................IN POSITION
SAFETY PRECAUTIONS........................................................................................................APPLY
During refueling operations, ensure that:
‐ HF transmission (including HF transmission via the HF DATA LINK pb) is not performed
‐ The aircraft is properly bonded to the tanker
‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point
(or to the tanker) before connecting it to the aircraft
‐ The external lighting is not operated.
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient
pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place.
Do not refuel, if a fire or engine overheat warning is displayed.
Note: For APU start/shutdown during refueling, Refer to PER-LOD-FUL APU
START/SHUTDOWN DURING REFUELING/DEFUELING.
MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar)
On refueling control panel:
TEST...................................................................................................................................... LTS
Lights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displays
show 8’s.
TEST..................................................................................................................................HI.LVL
HI LVL lights change state if the high level sensors and their circuits are serviceable.
AUTOMATIC REFUELING
REFUEL VALVES............................................................................CHECK NORM and GUARDED
PRESELECTOR...........................................................................................................................SET
MODE SELECT.................................................................................................................... REFUEL
START REFUELING
When the refueling is finished the END light comes on.
ACTUAL QUANTITY.............................................................................................................. CHECK
The actual quantity must be within 100 kg (220 lb) of the preselected quantity.
MODE SELECT.................................................................................................OFF and GUARDED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 2/18
FCOM B→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
MANUAL REFUELING
REFUEL VALVES..................................................................................................................... SHUT
MODE SELECT.................................................................................................................... REFUEL
REFUEL VALVES (tanks to be filled)...................................................................................... OPEN
START REFUELING
FUEL QTY..........................................................................................................................MONITOR
When the contents of the tanks reach the required level :
Corresponding REFUEL VALVES......................................................................................SHUT
MODE SELECT.......................................................................................... OFF and GUARDED
REFUEL VALVES................................................................................... NORM and GUARDED
GROUND FUEL TRANSFER
On cockpit overhead FUEL panel
PUMPS (of the tanks not to be defueled)................................................................................ OFF
MODE SEL...............................................................................................................................MAN
PUMPS (of the tank to be defueled).......................................................................................... ON
if left wing and/or center tanks is (are) to be defueled :
X FEED....................................................................................................................................... ON
OPEN light comes on.
On refueling control panel :
REFUEL VALVES (of tanks not to be filled)..........................................................................SHUT
REFUEL VALVES (of tanks to be filled)................................................................................OPEN
MODE SELECT......................................................................................................... DEFUEL/XFR
OPEN light comes on.
FUEL QTY....................................................................................................................... MONITOR
When the tank contents reach the required level :
Corresponding REFUEL VALVES..........................................................................................SHUT
MODE SELECT.............................................................................................. OFF and GUARDED
OPEN light goes out.
REFUEL VALVES.......................................................................................NORM and GUARDED
Set cockpit FUEL panel to normal configuration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 3/18
FCOM ← B to C 06 MAR 14
PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
DEFUELING
Note: Defueling by suction is not possible
ACCESS PLATFORM.......................................................................................................IN POSITION
SAFETY PRECAUTIONS............................................................................................................APPLY
During defueling operations, ensure that:
‐ HF transmission (including HF transmission via the HF DATA LINK pb) is not performed
‐ The aircraft is properly bonded to the tanker
‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or
to the tanker) before connecting it to the aircraft
‐ The external lighting is not operated.
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If
the PARK BRK cannot be set to ON, check that the chocks are in place.
Do not defuel, if a fire or engine overheat warning is displayed.
Note: For APU start/shutdown during defueling, Refer to PER-LOD-FUL APU
START/SHUTDOWN DURING REFUELING/DEFUELING.
MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar)
On cockpit overhead FUEL panel:
PUMPS...................................................................................................................................... OFF
On refueling control panel:
REFUEL VALVES................................................................................................................. NORM
MODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR
On cockpit overhead FUEL panel :
MODE SEL...............................................................................................................................MAN
PUMPS (of the tank(s) to be defueled)......................................................................................ON
X FEED (OPEN light comes on)................................................................................................ ON
FUEL QTY....................................................................................................................... MONITOR
When tank contents reach required level
Corresponding PUMPS............................................................................................................. OFF
On refueling control panel:
MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDED
REFUEL VALVES.......................................................................................NORM and GUARDED
Set cockpit FUEL panel to normal configuration.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 4/18
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PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
OVERWING GRAVITY REFUELING
Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly
into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center
tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing
tank).
SAFETY PRECAUTIONS............................................................................................................APPLY
Disembark all passengers.
During refueling operations, ensure that:
‐ No HF transmission (including HF transmission via the HF DATA LINK pb) is performed
‐ The aircraft is properly bonded to the tanker
‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or
to the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12–
11–28 PB 301 for detailed safety procedures
Note: For APU start/shutdown during refueling, Refer to PER-LOD-FUL APU
START/SHUTDOWN DURING REFUELING/DEFUELING.
TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION
If transfer valves closed:
MODE SELECT (on the refuel control panel)............................................................... Check OFF
FUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on
121VU).............................................................................. PULL for a minimum of 5 s then PUSH
The refuel control panel door must be closed when the C/B’s are being pulled.
FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on
121VU).............................................................................. PULL for a minimum of 5 s then PUSH
Intercell transfer valves will stay open until the next refuel selection.
FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/L
and R C/B’s (M22 and M23 on 121 VU).......................................................................................PULL
The refuel control panel door must be closed when the C/B’s are being pulled. Then it could be
opened for subsequent procedures.
RH WING REFUELING PROCEDURE
OVERWING REFUEL CAP.................................................................................................REMOVE
REFUELING............................................................................................................................ START
If the center tank is to be refueled:
GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 5/18
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PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
When the wing tank reaches the required level:
* REFUELING....................................................................................................................STOP
* OVERWING REFUEL CAP....................................................................................... INSTALL
LH WING REFUELING PROCEDURE
Perform the steps for RH wing refueling procedure marked * then:
FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/L
and R C/B’s (M22 and M23 on 121VU)................................................................................... PUSH
MODE SELECT................................................................................................... REFUEL then OFF
Check on FUEL page that the intercell transfer valves close.
Note: The overwing refuel point is not at the highest point of the wing and therefore the wing
tanks cannot be filled to full.
REFUELING WITH ONE ENGINE RUNNING
‐ Refuel with one engine running only at airports where no external ground pneumatic power is
available and only when APU is unserviceable.
‐ Only the RH fuel couplings can be used.
‐ Overwing gravity filling is not permitted.
‐ Disembark all passengers.
‐ Obtain airport authorization.
The Airport Fire Department should standby at the aircraft during the entire refueling procedure.
‐ Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake and check its pressure.
Run engine n° 1 at ground idle with its generator connected.
‐ Do not start engine n° 2, do not shut down engine n° 1 or do not attempt to start the APU before all
fueling operations have been completed.
‐ Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.
‐ Follow manual refueling procedure.
OPERATION MONITORING
DURING THE ENTIRE REFUELING PROCEDURE :
‐ Monitor the fuel truck shut off valve.
‐ Be sure that the fueling company is keeping permanent control of the emergency fuel shut off
device.
‐ Have a flight crew member in the cockpit monitoring all systems and the running engine.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 6/18
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PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
‐ Have a qualified ground crew member at the fueling station to operate the refuel valve
switches.
‐ Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed
the following fuel quantities :
DENSITY (kg/l) 0.77 0.78 0.79 0.8 0.81 0.82 0.83
L(R) WING (kg) 5 710 5 780 5 860 5 930 6 005 6 080 6 160
CENTER (kg) 6 030 6 110 6 190 6 270 6 350 6 430 6 500
AFTER SECOND ENGINE START :
Reset the 3DMCs in order to reinitialize the fuel used values :
DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULL
DMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULL
DMC 3 SPLY C/B (Q9 on 121 VU).................................................................................PULL
DMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL
After 5 s :
All C/B’s....................................................................................................................PUSH
Note: The T.O MEMO does not appear automatically since one engine is kept
running.
APU START/SHUTDOWN DURING REFUELING/DEFUELING
APU starts or shutdowns are permitted during refuel/defuel procedures. If it is necessary to operate
the APU, the limits that follow apply :
a. An APU start is not permitted during a refuel/defuel procedure if the APU has failed to start or an
automatic shutdown has occured
b. A normal APU shutdown must be completed if a fuel spill has occured during the refuel defuel
procedure.
USE OF MANUAL MAGNETIC INDICATORS (MMI)
GENERAL
Indicators are installed as follows:
• Four in each wing tank: Three in the inner tank and one in the outer tank
• One in the center tank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 7/18
FCOM ← F to H → 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
TO DETERMINE AIRCRAFT ATTITUDE
Set ADIRS 1, 2, 3 to the NAV position.
On the LH or RH MCDU, press MCDU MENU pushbutton.
Select CFDS line key (LSK 4L).
Select SYSTEM REPORT/TEST line key (LSK 5L).
Select the line key adjacent to the FUEL indication.
On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu second
page.
Select the line key adjacent to the INPUT PARAMETERS VALUES indication.
Use the Table given on the next page to determine the equivalent number and letter from
PITCH and ROLL data.
Select RETURN line key (LSK 6L) until CFDS main menu appears.
Press MCDU MENU pushbutton.
PITCH REF ROLL REF
Minus 1.5 1 Minus 1.5 A
Minus 1.0 2 Minus 1.0 B
Minus 0.5 3 Minus 0.5 C
0.0 4 0.0 D
Plus 0.5 5 Plus 0.5 E
Plus 1.0 6 Plus 1.0 F
Plus 1.5 7 Plus 1.5 G
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 8/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
Note: 1. This procedure can only be used if:
‐ The PITCH and ROLL data is taken from the ADIRS (identified by an “A” after the
PITCH and ROLL title).
‐ The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than
0.1 of each other.
‐ The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than
0.1 of each other.
2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE
control on the MCDU to cycle the pages to update the screen.
ACCESS PLATFORM...............................................................................................IN POSITION
TO DETERMINE FUEL QUANTITY IN THE OUTER TANK
MMI number 5......................................................................................... UNLOCK and WITHDRAW
The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the
rod and float magnets.
Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod
magnet and bring the rod down onto the mechanical stop.
ROD GRADUATION (which aligns with bottom wing surface).................................................READ
MMI............................................................................................................. IN PLACE and LOCKED
Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number),
and the MMI stick number 5, to find the volume of fuel in the outer tank (See below).
Multiply the result by the specific gravity to find the fuel weight.
Note: The manual magnetic indication accuracy is around 5 %.
TO DETERMINE FUEL QUANTITY IN THE INNER TANK
MMI (from number 4 to number 2).......................................................... UNLOCK and WITHDRAW
The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the
rod and float magnets.
Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod
magnet and bring the rod down onto the mechanical stop.
ROD GRADUATION (which aligns with bottom wing surface).................................................READ
MMI............................................................................................................. IN PLACE and LOCKED
MMIs shall be withdrawn from number 4 to number 2 until one MMI measures fuel.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 9/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number),
and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM -
PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS).
Multiply the result by the specific gravity to find the fuel weight.
TO DETERMINE FUEL QUANTITY IN THE CENTER TANK
CENTER TANK MMI............................................................................... UNLOCK and WITHDRAW
The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the
rod and float magnets.
Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod
magnet and bring the rod down onto the mechanical stop.
ROD GRADUATION (which aligns with bottom wing surface).................................................READ
MMI............................................................................................................. IN PLACE and LOCKED
Use the table for the center tank, and for the applicable aircraft attitude (grid square letter and
number) to find the volume of fuel in the center tank (See below).
Multiply the result by the specific gravity to find the fuel weight.
Note: The manual magnetic indication accuracy is around 5 %.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 10/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
WING TANKS (LITERS)
* GRID SQUARE LETTER
** GRID SQUARE NUMBER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 11/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
* GRID SQUARE LETTER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 12/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
** GRID SQUARE NUMBER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 13/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
* GRID SQUARE LETTER
** GRID SQUARE NUMBER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 14/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
* GRID SQUARE LETTER
** GRID SQUARE NUMBER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 15/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
CENTER TANK (LITERS)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 16/18
FCOM ←H→ 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
* GRID SQUARE LETTER
** GRID SQUARE NUMBER
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 17/18
FCOM ←H 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW FUEL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-FUL P 18/18
FCOM 06 MAR 14
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - LOAD AND TRIM SHEET
OPERATING MANUAL
GENERAL
This chart allows the determination of Aircraft CG location (MAC) function of dry operating weight,
pantry adjustment, cargo loads, passengers and fuel on board.
The operational limits shown on the load and trim sheet are more restrictive than the certified limits
because error margins have been taken into account.
The load and trim sheet needs to be updated when :
‐ a modification which changes the aircraft certified limits is included or
‐ a modification (cabin layout, cargo arrangement ...) which influences the operational limits is
made.
It is the airline responsibility to define a load and trim sheet and to keep it up to date. Refer to
PER-LOD-WBA-LTS DESCRIPTION is a description of the Load and Trim Sheet utilization (Refer to
PER-LOD-WBA-LTS LOAD AND TRIM SHEET), for a typical passenger arrangement.
Refer to customized load and trim sheet for preparing a revenue flight.
DATA
Dry Operating Weight = 42 500 kg and CG = 27 % (H-arm = 18.93 m)
Deviation or adjustment = +100 kg in zone F
Cargo = 5 500 kg with the following distribution:
cargo 1 = 2 000 kg; cargo 3 = 1 500 kg; cargo 4 = 1 500 kg; cargo 5 = 500 kg
Passengers = 145 PAX with the following distribution:
cabin OA = 50; cabin OB = 55; cabin OC = 40
Ramp Fuel = 13 200 kg; Taxi Fuel = 200 kg; Fuel Density = 0.785 kg/l
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-LTS P 1/4
FCOM A to B 03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - LOAD AND TRIM SHEET
OPERATING MANUAL
DESCRIPTION
a. Enter Master data in (1).
b. Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3).
c. Dry Operating Index = 53.4.
d. Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.43.
e. Calculate corrected index and report in (6): 54.83.
f. Enter master data in table (7) and determine Zero Fuel Weight: 60 280 kg and Takeoff Weight:
73 280 kg.
g. Enter cargo weight and passenger number per compartment in (8).
h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10).
i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line
(11).
j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange
cargo loading.
k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (13 200 kg) and
Fuel Density (0.785 kg/l).
This example will be continued assuming the FUEL INDEX = –2 was found. Carry in fuel scale
(14).
l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15).
m. Check if the intersection point is within the Takeoff Weight operational limits.
n. Read zero fuel weight and CG position: 32.7 % and fill in table (17).
o. Read takeoff CG position: 30.5 % and fill in table (18).
CAUTION If there is no customized trim sheet for your airline in this section, do not use the
information enclosed herein for day to day operation as margins and load CG vary
with cabin and cargo layout.
Note: When referring to CG lower than 27 %, an operational margin is taken into account. It is the
reason why performance at forward CG (lower than 25 %) must be used for operational CG
lower than 27 %.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-LTS P 2/4
FCOM C 03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - LOAD AND TRIM SHEET
OPERATING MANUAL
LOAD AND TRIM SHEET
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-LTS P 3/4
FCOM D 03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - LOAD AND TRIM SHEET
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-LTS P 4/4
FCOM 03 APR 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - FUEL INDEX TABLES
OPERATING MANUAL
FUEL INDEX TABLE
GENERAL
The fuel index table has been established assuming a fuel distribution in accordance with refuel
distribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of this
volume.
If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet
CG will show a discrepancy. The following tables allow to determine the fuel index taking into
account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables
with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to
enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the
limits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load.
Note: These tables are valid only when used with the following formula for the index:
I = W × (H-arm – 18.85)/1 000 + K or I = [(CG – 25) × W × 0.000042] + K
(Weight in kg, H-arm in m)
DATA: Fuel in left inner fuel tank = 4 500 kg
Fuel in right inner fuel tank = 4 500 kg
Fuel in left outer fuel tank = 200 kg
Fuel in right outer fuel tank = FULL
Fuel in center tank = 0 kg
Weight Index
Left 4 500 - 3
Inner tank
Right 4 500 - 3
Left 200 0
Outer tank
Right 691 + 2
Center tank 0 0
TOTAL 9 891 - 4
Enter the trim sheet with a fuel index of –4
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-FIT-10 P 1/4
FCOM A 18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - FUEL INDEX TABLES
OPERATING MANUAL
FUEL INDEX TABLE FOR INNER TANK
Note: These tables are valid only when used with the following formulae for the index:
I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m)
Weight Index
500 -1
1 000 -1
1 500 -2
2 000 -2
2 500 -2
3 000 -3
3 500 -3
4 000 -3
4 500 -3
5 000 -3
FULL -2
FUEL INDEX TABLE FOR OUTER TANK
Note: These tables are valid only when used with the following formulae for the index:
I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m)
Weight Index
250 1
500 1
FULL 2
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-FIT-10 P 2/4
FCOM B to C 18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - FUEL INDEX TABLES
OPERATING MANUAL
FUEL INDEX TABLE FOR CENTER TANK
Note: These tables are valid only when used with the following formulae for the index:
I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m)
Weight Index
500 -1
1 000 -1
1 500 -2
2 000 -3
2 500 -3
3 000 -4
3 500 -5
4 000 -6
4 500 -7
5 000 -7
5 500 -8
6 000 -9
FULL -10
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-FIT-10 P 3/4
FCOM D 18 SEP 12
PERFORMANCE
LOADING
A318/A319/A320/A321
FLIGHT CREW WEIGHT AND BALANCE - FUEL INDEX TABLES
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-LOD-WBA-FIT-10 P 4/4
FCOM 18 SEP 12
PERFORMANCE
OPERATING DATA
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PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-OPD-GEN GENERAL
CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT..................................................................................A
INTERNATIONAL STANDARD ATMOSPHERE (ISA)............................................................................................B
CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE......................................................................................C
CONVERSIONS QFE HPA - IN. HG - FT..............................................................................................................D
WIND COMPONENTS (FOR TAKEOFF AND LANDING)......................................................................................E
ALTITUDE TEMPERATURE CORRECTION.......................................................................................................... F
PER-OPD-CON GROUND DISTANCE/AIR DISTANCE CONVERSION
PER-OPD-CON-AEO ALL ENGINES OPERATIVE
GENERAL................................................................................................................................................................ A
M.78......................................................................................................................................................................... B
LONG RANGE SPEED UP TO FL270................................................................................................................... C
LONG RANGE SPEED ABOVE FL270.................................................................................................................. D
PER-OPD-CON-OEI ONE ENGINE INOPERATIVE
GENERAL................................................................................................................................................................ A
LONG RANGE SPEED........................................................................................................................................... B
FIXED SPEEDS.......................................................................................................................................................C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-PLP-TOC P 1/2
FCOM 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-PLP-TOC P 2/2
FCOM 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 1/8
FCOM A 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
INTERNATIONAL STANDARD ATMOSPHERE (ISA)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 2/8
FCOM B 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 3/8
FCOM C 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
CONVERSIONS QFE HPA - IN. HG - FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 4/8
FCOM D 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
WIND COMPONENTS (FOR TAKEOFF AND LANDING)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 5/8
FCOM E 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
ALTITUDE TEMPERATURE CORRECTION
FOR HIGH ALTITUDE USE
FOR LOW ALTITUDE USE
Values to be added by the pilot to minimum promulgated heights/altitude (ft)
Height above the elevation of the altimeter setting source (feet)
Airport Temperature °C
200 300 400 500 1 000 2 000 3 000 4 000 5 000
0 20 20 30 30 60 120 170 230 280
-10 20 30 40 50 100 200 290 390 490
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 6/8
FCOM F→ 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
Continued from the previous page
Height above the elevation of the altimeter setting source (feet)
Airport Temperature °C
200 300 400 500 1 000 2 000 3 000 4 000 5 000
-20 30 50 60 70 140 280 420 570 710
-30 40 60 80 100 190 380 570 760 950
-40 50 80 100 120 240 480 720 970 1 210
-50 60 90 120 150 300 590 890 1 190 1 500
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 7/8
FCOM ←F 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-GEN P 8/8
FCOM 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ALL ENGINES OPERATIVE
GENERAL
The ground distance/air distance conversion tables show the air distance for a given ground distance
due to the influence of the wind.
The Tables are given for :
‐ M .78
‐ Long range speed.
M.78
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-AEO P 1/4
FCOM A to B 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ALL ENGINES OPERATIVE
LONG RANGE SPEED UP TO FL270
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-AEO P 2/4
FCOM C 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ALL ENGINES OPERATIVE
LONG RANGE SPEED ABOVE FL270
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-AEO P 3/4
FCOM D 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ALL ENGINES OPERATIVE
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-AEO P 4/4
FCOM 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ONE ENGINE INOPERATIVE
GENERAL
The ground distance/air distance conversion tables are used to calculate the air distance for a given
ground distance due to the influence of the wind.
Tables are given for :
‐ LONG RANGE SPEED
‐ FIXED SPEEDS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-OEI P 1/4
FCOM A 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ONE ENGINE INOPERATIVE
LONG RANGE SPEED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-OEI P 2/4
FCOM B 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ONE ENGINE INOPERATIVE
FIXED SPEEDS
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-OEI P 3/4
FCOM C 29 JUL 11
PERFORMANCE
OPERATING DATA
A318/A319/A320/A321 GROUND DISTANCE/AIR DISTANCE
FLIGHT CREW
OPERATING MANUAL CONVERSION - ONE ENGINE INOPERATIVE
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-OPD-CON-OEI P 4/4
FCOM 29 JUL 11
PERFORMANCE
THRUST RATINGS
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PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-THR-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-THR-MTO MAXIMUM TAKEOFF
DEFINITION............................................................................................................................................................. A
MAXIMUM TAKEOFF.............................................................................................................................................. B
PER-THR-MGA MAXIMUM GO AROUND
DEFINITION............................................................................................................................................................. A
MAXIMUM GO AROUND........................................................................................................................................ B
PER-THR-FLX FLEXIBLE TAKEOFF
DEFINITION............................................................................................................................................................. A
FLEXIBLE TAKEOFF...............................................................................................................................................B
PER-THR-MCT MAXIMUM CONTINUOUS
DEFINITION............................................................................................................................................................. A
MAXIMUM CONTINUOUS...................................................................................................................................... B
PER-THR-MCL MAXIMUM CLIMB
DEFINITION............................................................................................................................................................. A
MAXIMUM CLIMB....................................................................................................................................................B
PER-THR-MCR MAXIMUM CRUISE
DEFINITION............................................................................................................................................................. A
MAXIMUM CRUISE................................................................................................................................................. B
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-PLP-TOC P 1/2
FCOM 11 DEC 13
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-PLP-TOC P 2/2
FCOM 11 DEC 13
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
The thrust rating charts have been established for:
‐ Maximum takeoff
‐ Maximum go around
‐ Flexible takeoff
‐ Maximum continuous
‐ Maximum climb
‐ Maximum cruise
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-GEN P 1/2
FCOM A 29 JUL 11
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-GEN P 2/2
FCOM 29 JUL 11
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM TAKEOFF
OPERATING MANUAL
DEFINITION
It is the maximum thrust certified for takeoff and is normally limited to five minutes.
This time is extended to ten minutes for engine out contingency, as authorized by the approved AFM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MTO P 1/4
FCOM A 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM TAKEOFF
OPERATING MANUAL
MAXIMUM TAKEOFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MTO P 2/4
FCOM B→ 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM TAKEOFF
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MTO P 3/4
FCOM ←B 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM TAKEOFF
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MTO P 4/4
FCOM 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM GO AROUND
OPERATING MANUAL
DEFINITION
It is the maximum permissible thrust during go-around.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MGA P 1/4
FCOM A 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM GO AROUND
OPERATING MANUAL
MAXIMUM GO AROUND
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MGA P 2/4
FCOM B→ 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM GO AROUND
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MGA P 3/4
FCOM ←B 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW MAXIMUM GO AROUND
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-THR-MGA P 4/4
FCOM 03 APR 12
PERFORMANCE
THRUST RATINGS
A318/A319/A320/A321
FLIGHT CREW FLEXIBLE TAKEOFF
OPERATING MANUAL
DEFINITION
It is a reduced takeoff thrust as compared to the maximum permissible. The related N1 is calculated
as a function of the flexible temperature entered in the FMGS MCDU. The flexible temperature is a
function of the aircraft weight and environmental conditions.
It guarantees that the regular performance requirements are met.
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THRUST RATINGS
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FLIGHT CREW FLEXIBLE TAKEOFF
OPERATING MANUAL
FLEXIBLE TAKEOFF
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PERFORMANCE
THRUST RATINGS
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FLIGHT CREW MAXIMUM CONTINUOUS
OPERATING MANUAL
DEFINITION
It is the maximum thrust certified for continuous use. This rating should be used, at the pilot’s
discretion, only when required to ensure safe flight (engine failure).
MAXIMUM CONTINUOUS
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OPERATING MANUAL
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FLIGHT CREW MAXIMUM CLIMB
OPERATING MANUAL
DEFINITION
It is the maximum thrust approved for normal climb.
MAXIMUM CLIMB
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OPERATING MANUAL
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FLIGHT CREW MAXIMUM CRUISE
OPERATING MANUAL
DEFINITION
It is the maximum thrust approved for normal cruise.
There is no thrust lever position corresponding to this thrust rating.
It is not displayed to the pilot, and the N1 limit which is displayed in cruise is the maximum climb N1.
The FMGS uses the maximum cruise N1 to compute the aircraft maximum speed.
In manual thrust setting, in cruise, the pilot should limit N1 to the maximum cruise N1 that is equal to
the displayed maximum climb N1 minus 1.9 %.
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THRUST RATINGS
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FLIGHT CREW MAXIMUM CRUISE
OPERATING MANUAL
MAXIMUM CRUISE
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TAKEOFF
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TAKEOFF
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-TOF-THR THRUST OPTIONS
PER-TOF-THR-FLX FLEXIBLE TAKEOFF
PER-TOF-THR-FLX-10 DEFINITION OF FLEXIBLE TAKEOFF
DEFINITION OF FLEXIBLE TAKEOFF...................................................................................................................A
PER-TOF-THR-FLX-20 USE OF FLEXIBLE TAKEOFF
USE OF FLEXIBLE TAKEOFF................................................................................................................................A
PER-TOF-THR-FLX-30 REQUIREMENTS
REQUIREMENTS.................................................................................................................................................... A
PER-TOF-THR-FLX-40 RECOMMENDATION
GENERAL................................................................................................................................................................ A
TAKEOFF PROCEDURE........................................................................................................................................ B
PER-TOF-TOC TAKEOFF CHARTS
PER-TOF-TOC-05 INTRODUCTION
TAKEOFF CHARTS.................................................................................................................................................A
PER-TOF-TOC-10 GENERAL (TEMPERATURE ENTRY)
PER-TOF-TOC-10-10 TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE................................................................................................................................... A
PER-TOF-TOC-10-20 TAKEOFF CHART DESCRIPTION
GENERAL................................................................................................................................................................ A
Corrections due to Different Takeoff Conditions..................................................................................................... B
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ C
MINIMUM SPEEDS................................................................................................................................................. D
FLEX TEMPERATURE INDICATOR.......................................................................................................................E
PER-TOF-TOC-10-30 ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. A
TAKEOFF ON A WET RUNWAY............................................................................................................................B
DESCRIPTION OF TAKEOFF CHART...................................................................................................................C
EXAMPLE OF TAKEOFF CHART.......................................................................................................................... D
Continued on the following page
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TAKEOFF
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-TOF-TOC-12 MTOW CALCULATION (TEMPERATURE ENTRY)
PER-TOF-TOC-12-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS
DIRECT CHART READING.................................................................................................................................... A
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... C
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS............................................................................ D
CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E
COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F
PER-TOF-TOC-12-30 EXTRAPOLATION
EXTRAPOLATION................................................................................................................................................... A
PER-TOF-TOC-12-40 MAXIMUM STRUCTURAL TAKEOFF WEIGHT
MAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A
PER-TOF-TOC-12-50 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-14 FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
PER-TOF-TOC-14-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND
SPEEDS
GENERAL................................................................................................................................................................ A
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... C
CORRECTIONS FOR WET RUNWAY................................................................................................................... D
CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E
COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F
PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE
FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A
PER-TOF-TOC-14-25 FLEXIBLE TAKEOFF POSSIBLE BUT NOT USED
FLEXIBLE TAKEOFF POSSIBLE BUT NOT USED............................................................................................... A
PER-TOF-TOC-14-30 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-16 GENERAL (WEIGHT ENTRY)
PER-TOF-TOC-16-10 TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE................................................................................................................................... A
Continued on the following page
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-TOF-TOC-16-20 TAKEOFF CHART DESCRIPTION
GENERAL................................................................................................................................................................ A
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ C
MINIMUM SPEED................................................................................................................................................... D
PER-TOF-TOC-16-30 ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. A
TAKEOFF ON A WET RUNWAY............................................................................................................................B
RTOW CHARTS - COMPLEMENTARY INFORMATION....................................................................................... C
RTOW EXAMPLE....................................................................................................................................................D
PER-TOF-TOC-18 MTOW CALCULATION (WEIGHT ENTRY)
PER-TOF-TOC-18-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS
GENERAL................................................................................................................................................................ A
MTOW DETERMINATION.......................................................................................................................................B
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................C
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... D
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS.............................................................................E
CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ F
COMBINING CORRECTIONS FROM FCOM AND CHART.................................................................................. G
PER-TOF-TOC-18-20 EXTRAPOLATION
EXTRAPOLATION................................................................................................................................................... A
PER-TOF-TOC-18-30 MAXIMUM STRUCTURAL TAKEOFF WEIGHT
MAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A
PER-TOF-TOC-18-40 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-20 FLEXIBLE TAKEOFF (WEIGHT ENTRY)
PER-TOF-TOC-20-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND
SPEEDS
GENERAL................................................................................................................................................................ A
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS ..............................................................................C
CORRECTIONS FOR WET RUNWAY................................................................................................................... D
CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E
COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F
Continued on the following page
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TAKEOFF
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE
FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A
PER-TOF-TOC-20-30 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOD TAKEOFF DATA
PER-TOF-TOD-24 QNH/BLEEDS CORRECTION
EFFECT OF QNH AND BLEEDS (up to 9200 ft)................................................................................................... A
EXAMPLES.............................................................................................................................................................. B
PER-TOF-TOD-25 MINIMUM SPEEDS
PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC
SPEEDS LIMITED BY VMC....................................................................................................................................A
PER-TOF-TOD-25-20 V2 LIMITED BY VMU/VMCA
MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS).................................................................................................. A
PER-TOF-TOD-40 QUICK REFERENCE TABLES
PER-TOF-TOD-40-10 INTRODUCTION
INTRODUCTION......................................................................................................................................................A
PER-TOF-TOD-40-20 USE OF TABLES
USE OF TABLES.................................................................................................................................................... A
PER-TOF-TOD-40-30 HOW TO PROCEED
GENERAL................................................................................................................................................................ A
LIMITATION CODES ..............................................................................................................................................B
CORRECTIONS FOR WIND AND RUNWAY SLOPE............................................................................................C
EXAMPLE................................................................................................................................................................ D
PER-TOF-TOD-40-40 QUICK REFERENCE TABLES
CONFIGURATION 1+F / 0 FT................................................................................................................................ A
CONFIGURATION 1+F / 1000 FT.......................................................................................................................... B
CONFIGURATION 1+F / 2000 FT.......................................................................................................................... C
CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT..........................................................................................D
CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT.................................................................................... E
CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT.................................................................................... F
CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT......................................................................................... G
CONFIGURATION 3 / PRESSURE ALTITUDE = 1000 FT....................................................................................H
CONFIGURATION 3 / PRESSURE ALTITUDE = 2000 FT..................................................................................... I
Continued on the following page
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PERFORMANCE
TAKEOFF
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-TOF-TOD-50 NET TAKEOFF FLIGHT PATH
INTRODUCTION......................................................................................................................................................A
HOW TO PROCEED............................................................................................................................................... B
CLOSE OBSTACLE CLEARANCE CONF 1 + F....................................................................................................C
REMOTE OBSTACLE CLEARANCE CONF 1 + F.................................................................................................D
CLOSE OBSTACLE CLEARANCE CONF 2...........................................................................................................E
REMOTE OBSTACLE CLEARANCE CONF 2........................................................................................................F
CLOSE OBSTACLE CLEARANCE CONF 3.......................................................................................................... G
REMOTE OBSTACLE CLEARANCE CONF 3....................................................................................................... H
PER-TOF-CTA RUNWAY CONTAMINATION
PER-TOF-CTA-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-TOF-CTA-20 DEFINITIONS
DEFINITIONS...........................................................................................................................................................A
EQUIVALENCES..................................................................................................................................................... B
PER-TOF-CTA-30 OPERATIONAL CONDITIONS
OPERATIONAL CONDITIONS................................................................................................................................A
PER-TOF-CTA-40 TAKEOFF PERFORMANCE
PER-TOF-CTA-40-10 TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE................................................................................................................................... A
PER-TOF-CTA-40-20 TAKEOFF FROM A WET RUNWAY
HOW TO PROCEED............................................................................................................................................... A
NO THRUST REVERSERS OPERATIVE (NO CLEARWAY).................................................................................B
ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)............................................................................... C
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY).............................................................................D
ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)............................................................................E
PER-TOF-CTA-40-30 TAKEOFF FROM A CONTAMINATED RUNWAY
TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY............................................................... A
TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY............................................................. B
TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY................................................................ C
TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY.............................................................. D
TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY.........................................................................E
PER-TOF-CTA-40-40 EXAMPLE
TAKEOFF PERFORMANCE ON DRY RUNWAY...................................................................................................A
TAKEOFF PERFORMANCE ON WET RUNWAY.................................................................................................. B
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH..................................................C
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FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL
DEFINITION OF FLEXIBLE TAKEOFF
DEFINITION OF FLEXIBLE TAKEOFF
In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff
weight. When this happens, it can meet the required performance (runway, second segment,
obstacle,...) with a decreased thrust that is adapted to the weight : this is called FLEXIBLE TAKEOFF
and the thrust is called FLEXIBLE TAKEOFF THRUST.
The use of flexible takeoff thrust saves engine life.
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FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL
USE OF FLEXIBLE TAKEOFF
USE OF FLEXIBLE TAKEOFF
The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum
permissible takeoff weight for the actual temperature. The maximum permissible takeoff weight
decreases when temperature increases, so it is possible to assume a temperature at which
the actual takeoff weight would be the limiting one. This temperature is called FLEXIBLE
TEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TO
page in order to get the adapted thrust.
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FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL
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FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL
REQUIREMENTS
REQUIREMENTS
‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.
‐ The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions.
The FADEC takes the above two constraints into account to determine flexible N1.
The above two constraints also limit the maximum flexible temperature at ISA+ 53 (68 °C at sea
level).
‐ The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff
flight path computation (at ISA +40).
‐ The flexible temperature cannot be lower than the flat rating temperature, TREF ( ISA +29 up to
2 000 ft) (See Note), or the actual temperature (OAT).
Note: TREF being a function of pressure altitude, read it on the takeoff chart.
‐ Flexible takeoff is not permitted on contaminated runways.
‐ The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any
engine deterioration, or maintain an adequate engine performance monitoring program to follow up
the engine parameters.
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OPERATING MANUAL
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FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL
RECOMMENDATION
GENERAL
• In order to extend engine life and save maintenance costs, it is recommended to use flexible thrust
reduction.
• However, to improve the takeoff performance, the thrust can be increased by selecting a lower
flexible temperature.
Using the same takeoff chart, for a given weight it is possible to :
‐ Select a temperature lower than the maximum determined one and keep the speeds defined at
maximum temperature or,
‐ Move towards the left side (tailwind) of the takeoff chart while remaining within the same
configuration and looking for the same actual takeoff weight at lower temperature.
This produces a lower flexible temperature and, in general, lower takeoff speeds (V1/VR/V2).
Using one of the two above possibilities, check that the selected temperature is greater than the
actual temperature (OAT) and greater than the flat rating temperature (TREF).
TAKEOFF PROCEDURE
Depending on environmental takeoff conditions, the following procedure is recommended.
CONDITIONS PROCEDURE REASON
Dry or wet well paved runway Extend engine life and save
‐ Use the flap setting giving the highest
maintenance costs.
flexible temperature.
‐ When flexible temperature difference
between two flap settings is low, use the
highest flap setting.
High altitude takeoff Use CONF2/CONF3 Improve comfort
Badly paved runway Use CONF2/CONF3 Improve comfort
or or Improve stopping distance
Accelerate stop distance limited Move towards left side of the takeoff chart
runway
Windshear expected along takeoff Use maximum thrust Maintain acceleration capability
path
Contaminated runway Use maximum thrust Improve stopping distance
(flex forbidden) Decrease time on runway.
Required by regulations.
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FLIGHT CREW TAKEOFF CHARTS - INTRODUCTION
OPERATING MANUAL
TAKEOFF CHARTS
Takeoff charts are required to provide performance at takeoff. It is possible to present the charts in
two different ways, one of which is selected by the airline. The different presentations are :
‐ temperature entry (temperature provided in the left column)
‐ weight entry (weight provided in the left column).
Both presentations are described here after. Sections PER-TOF-TOC-10, 12 and 14 are relative to
temperature entry while PER-TOF-TOC-16, 18 and 20 are relative to weight entry.
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FLIGHT CREW TAKEOFF CHARTS - INTRODUCTION
OPERATING MANUAL
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FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of
flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff
weight (or a maximum takeoff temperature for an actual weight).
The takeoff thrust produced by the engine varies as follows :
The optimization process calculates the speeds which will produce the maximum takeoff weight.
To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second
segment..., as shown on the figure charts below.
On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine
out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.
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FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
TAKEOFF CHART DESCRIPTION
GENERAL
The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version
and for a particular runway specified at the top of the chart. The top of the chart also gives some
information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 5 wind values per configuration. This allows the
crew to select the configuration that gives either :
‐ the highest permissible takeoff weight, or, for a given weight,
‐ the highest flexible temperature.
If different configurations give equivalent performance, the crew should select the configuration
associated with the lowest takeoff speeds.
For each temperature value (and for a given configuration and wind), the chart provides the following
information :
The available limitation codes are :
‐ First segment : 1
‐ Second segment : 2
‐ Runway length : 3
‐ Obstacles : 4
‐ Tire speed : 5
‐ Brake energy : 6
‐ Maximum computation weight : 7
‐ Final takeoff : 8
‐ VMU : 9
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FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply
corrections. Two types of correction are available :
‐ Conservative corrections on Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS (to be
used when not provided on the chart).
‐ Corrections (less restrictive) listed on the chart, to be applied as explained below.
Note: ‐ If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff
performance at a more forward CG by decreasing the takeoff weight by 1 000 kg
(2 200 lb) and increasing V1, VR and V2 by 1 kt.
‐ 25 % CG is the basic certified limit, on which all takeoff computations are based. To
take into account the operational margins, the above penalties must be applied when
operational CG is forward 27 % CG.
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART
The corrections are presented on 4 lines:
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC limitation or are VMC limited.
Note: The lower two lines may be shaded on certain chart formats.
MINIMUM SPEEDS
Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.
They are only applicable in case of speed corrections.
These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff
chart.
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FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
FLEX TEMPERATURE INDICATOR
On the temperature entry chart, the temperature column may display asterisks or have a gray band
to indicate temperature values above TMAX and which are flex temperature.
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FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE
The performance given in the chart is consistent with the flight path specified for the aircraft with one
engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart describes a
specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn
should be performed with a maximum bank of 15 ° until the aircraft reaches 1 500 ft or until green
dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by
at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most
adverse conditions.
TAKEOFF ON A WET RUNWAY
Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that
obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the
lower of the two weights (or flexible temperature) and the associated speeds determined for a wet
runway.
Note: The crew need not compare the charts if the top of the wet runway chart specifies “DRY
CHECK”. (The comparison has already been inserted in the WET runway calculation).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-10-30 P 1/6
FCOM A to B 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
DESCRIPTION OF TAKEOFF CHART
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-10-30 P 2/6
FCOM C→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-10-30 P 3/6
FCOM ←C→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-10-30 P 4/6
FCOM ←C 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
EXAMPLE OF TAKEOFF CHART
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-10-30 P 5/6
FCOM D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-10-30 P 6/6
FCOM 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS
DIRECT CHART READING
The takeoff chart is computed for a given runway under a set of conditions, which are:
‐ OAT
‐ Wind
‐ Configuration
‐ QNH, air conditioning, anti ice...
Two configurations are produced on the chart. This enables the crew to select that giving the highest
permissible takeoff weight. In case of equivalent performance, retain the configuration giving the
lower takeoff speeds.
For a given configuration, enter the chart with the OAT and wind value to determine the maximum
permissible weight. For an OAT or wind value not presented on the chart, interpolate between two
consecutive temperature rows and/or two consecutive wind columns. Conservative OAT or wind
values can also be considered. No extrapolation is allowed.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Retain the maximum takeoff weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-10 P 1/6
FCOM A to B 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS
Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS
Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON.
1. For the given wind and temperature conditions, read the maximum takeoff weight (choose the
configuration giving the highest weight).
2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to
determine the maximum permissible takeoff weight.
3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart
with the retained configuration and wind value.
EXAMPLE 1
DATA: OAT = 25 °C
Head Wind = 10 kt
Air conditioning ON
QNH = 1 013 hPa
Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART)
Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,
Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1
Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,
Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1
Retain CONF 2 as takeoff configuration.
Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1
Air conditioning correction....................................................................................................... -2.2
(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)
Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 79.9
Determine takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column (CONF 2)
V1 = 152 kt, VR = 153 kt, V2 = 158 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS
(Refer to PER-TOF-CTA-10 GENERAL)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-10 P 2/6
FCOM C to D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
CORRECTIONS PRODUCED ON THE RTOW CHART
For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART
A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE
CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most
commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of
three corrections can be produced on one chart.
To apply the corrections, proceed as follows:
1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before
correction.
2. Apply the first correction:
If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2
corrections from line 2.
Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections
from line 4.
3. To combine a second (and third, as applicable) correction:
If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/VR/ΔV2
corrections from line 2.
Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW
chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM
V2 LIMITED BY VMU/VMCA (KT IAS)).
If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correction
from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.
Note: ‐ QNH correction is given for ±10 hPa . It is allowed to extrapolate linearly for greater QNH
deviation.
‐ When using a takeoff chart with failure cases, it is not allowed to combine two failure
cases.
‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first.
‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
‐ No speed check is required for the first correction. However, if the first influence
correction follows a conversative FCOM correction, a speed check is required.
EXAMPLE 2
DATA : OAT = 25 °C
Head Wind = 10 kt
QNH = 1 028 hPa
WET runway
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-10 P 3/6
FCOM E→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.
• Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,
max TO weight (1 000 kg).......................................................................................................82.1
• Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,
max TO weight (1 000 kg).......................................................................................................82.1
• Retain CONF 2 for takeoff as the speeds are lower.
• Read associated speeds as V1 = 156 kt, VR = 157 kt, V2 = 162 kt
• Apply WET correction
For OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2
Intermediate weight (1 000 kg).............................................................................................= 80.9
Associated speeds,
V1 = 156 kt - 10 = 146 kt
VR = 157 kt - 1 = 156 kt
V2 = 162 kt - 1 = 161 kt
(No speed check required for first correction)
• Apply QNH correction
For OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =.....................................................................+ 0.3
Maximum permissible takeoff weight (1 000 kg).................................................................. = 81.2
Associated speeds,
V1 = 146 kt + 1 × 15/10 = 147 kt
VR = 156 kt + 1 × 15/10 = 158 kt
V2 = 161 kt + 1 × 15/10 = 163 kt
• Check that the speeds are higher than minimum speeds from the chart and from VMU table.
Takeoff Configuration : 2
TOW V1 VR V2
TOW (RTOW) 82.1 156 157 162
FCOM correction(s)
Intermediate value 82.1 156 157 162
WET Correction - 1.2 -10 -1 -1
Intermediate value 80.9 146 156 161
QNH Correction + 0.3 +1 +2 +2
Final value 81.2 147 158 163
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-10 P 4/6
FCOM ←E 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
COMBINING CORRECTIONS FROM FCOM AND CHART
Proceed as follows:
1. Enter the chart with selected configuration, OAT and wind to read the maximum takeoff weight.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds
for intermediate weight in the same column (same wind and configuration).
3. Apply corrections from RTOW chart as explained above.
EXAMPLE 3
DATA : OAT = 25 °C
Head wind = 10 kt
Air conditioning ON
QNH = 1 028 hPa
WET runway
1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART).
Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F,
Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1
Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2,
Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1
Retain CONF 2 for takeoff configuration.
2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1
Air conditioning correction....................................................................................................... - 2.2
Intermediate weight.............................................................................................................. = 79.9
Interpolate takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column,
V1 = 152 kt , VR = 153 kt , V2 = 158 kt
3. Apply WET correction
For OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2
Intermediate weight.............................................................................................................. = 78.7
Associated speeds,
V1 = 152 kt - 10 = 142 kt
VR = 153 kt - 1 = 152 kt
V2 = 158 kt - 1 = 157 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table
Apply QNH correction
For OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =......................................................................+0.3
Max permissible takeoff weight............................................................................................ = 79.0
Associated speed,
V1 = 142 kt + 1 × 15/10 = 143 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-10 P 5/6
FCOM F→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
VR = 152 kt + 1 × 15/10 = 154 kt
V2 = 157 kt + 1 × 15/10 = 159 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It
is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using
those provided on lines 3 and 4).
Since the speed check is fulfilled:
Max permissible takeoff weight = 79.0 (1 000 kg)
V1 = 143 kt, VR = 154 kt, V2 = 159 kt.
Takeoff Configuration : 2
TOW V1 VR V2
TOW (RTOW) 82.1
FCOM correction(s) - 2.2
Intermediate value 79.9 152 153 158
WET Correction - 1.2 -10 -1 -1
Intermediate value 78.7 142 152 157
QNH Correction + 0.3 +1 +2 +2
Final value 79.0 143 154 159
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-10 P 6/6
FCOM ←F 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
EXTRAPOLATION
EXTRAPOLATION
For a takeoff weight lower than those displayed on the chart, associated speeds are calculated as
follows :
1. For given configuration and wind, note the speeds associated with the takeoff weight in the row
displaying the highest permissible temperature.
2. Apply speed corrections provided at the bottom of the RTOW chart to V1, VR and V2 limited to the
minimum speeds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-30 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-30 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
MAXIMUM STRUCTURAL TAKEOFF WEIGHT
MAXIMUM STRUCTURAL TAKEOFF WEIGHT
The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation
is provided in the Flight Manual and in Refer to LIM-11 Weight Limitations. Compare the maximum
structural takeoff weight to the maximum permissible takeoff weight computed for given conditions
and retain the lower of the two values.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-40 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-40 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
SUMMARY
SUMMARY
The following flow diagram gives the different steps to follow.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-50 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-12-50 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS
GENERAL
Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see
previous section) and ensure that the actual takeoff weight is lower than the determined maximum
takeoff weight.
• Enter the RTOW chart with the wind condition to interpolate for the actual takeoff weight. Read the
flexible temperature in the temperature column corresponding to the actual weight.
• Repeat this process for the other configuration available. Select the configuration giving the
highest flexible temperature.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
When the takeoff conditions are different from those provided on the chart, apply the associated
corrections.
Note: ‐ If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible
temperature at a more forward CG by decreasing the flexible temperature by 2 °C. V1,
VR and V2 must be increased by 1 kt.
‐ 25 % CG is the basic certified limit, on which all takeoff computations are based. To
take into account the operational margins, the above penalties must be applied when
operational CG is forward 27 % CG.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 1/8
FCOM A to B 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS
Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS
Corrections are given for QNH ≠ 1 013 hPa , air conditioning ON, anti ice ON.
1. For a given takeoff weight, wind condition and selected configuration, determine the flexible
temperature. Retain the takeoff speeds associated with the actual weight.
2. Apply the published temperature correction. To combine two or more corrections, add the
different corrections and apply to temperature value.
(No speed corrections required).
EXAMPLE 4
DATA : Actual takeoff weight = 76 000 kg
Head wind = 10 kt
Air conditioning ON
QNH = 1 013 hPa
Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.
Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower
than the maximum one, flexible takeoff is possible.
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,
Flexible temperature.............................................................................................................. 52 °C
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,
Flexible temperature.............................................................................................................. 52 °C
Retain CONF 2 for takeoff configuration.
Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt
Flexible temperature with air conditioning OFF.....................................................................52 °C
Air conditioning correction .....................................................................................................-7 °C
Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS
Maximum flexible temperature........................................................................................... = 45 °C
CORRECTIONS FOR WET RUNWAY
CORRECTIONS FOR WET RUNWAY
(Refer to PER-TOF-CTA-10 GENERAL)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 2/8
FCOM C to D 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
CORRECTIONS PRODUCED ON THE RTOW CHART
A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE
CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most
commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of
three corrections can be produced on one chart.
To apply the correction, proceed as follows:
1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read
flexible temperature associated with this weight.
2. Apply the first correction:
If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1
and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2.
Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2
corrections from line 4.
Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set
TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the
speeds read in the chart of the actual weight if they are all lower.
No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff
weight determination).
3. To combine a second and/or a third correction, proceed as per point 2.
4. Check that the final flexible temperature is:
‐ higher than OAT and TREF
‐ limited to TMAXFLEX
If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU.
If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible
takeoff is possible.
Use TOGA thrust and retain speeds that have been calculated for the maximum permissible
takeoff weight. (Refer to PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE)
Note: ‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNH
deviation.
‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.
Note: ‐ When the flexible temperature is higher than TVMC, it is allowed to limit the flexible
temperature to TVMC and apply only corrections from lines 1 and 2.
‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 3/8
FCOM E→ 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
EXAMPLE 5
DATA : Actual = 76 000 kg
takeoff
weight
Head = 10 kt
wind
QNH = 1 028 hPa
WET runway
Air conditioning OFF
Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine
the maximum permissible takeoff weight (see example 2). The actual weight being lower than the
maximum one, flexible takeoff is possible.
Enter the10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,
Flexible temperature.................................................................................................................. 52 °C
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,
Flexible temperature.................................................................................................................. 52 °C
Equivalent performance is obtained from the two different configurations.
Retain CONF 2 as the speeds are lower.
Takeoff speeds are V1 = 149 kt, VR = 150 kt, V2 = 155 kt
Apply WET correction
For flexible temperature < TVMC (54 °C), ΔTflex =...................................................................-2 °C
Intermediate flex temperature................................................................................................ = 50 °C
Associated speeds,
V1 = 149 kt – 10 = 139 kt
VR = 150 kt – 1= 149 kt
V2 = 155 kt – 1 = 154 kt
Check V2 against VMU limitation Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)
Apply QNH correction
For flex temperature < TVMC (54 °C), ΔTflex =......................................................................... 0 °C
Maximum flexible temperature............................................................................................... = 50 °C
Check that OAT/TREF < flex temperature ≤ TMAXFLEX
No speed correction.
Takeoff speeds are V1 = 139 kt, VR = 149 kt, V2 = 154 kt
Takeoff Configuration: 1 + F
Tflex V1 VR V2
Chart temperature 52 149 150 155
FCOM correction(s)
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 4/8
FCOM ←E→ 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
Continued from the previous page
Takeoff Configuration: 1 + F
Tflex V1 VR V2
Intermediate value 52 149 150 155
WET Correction -2 -10 -1 -1
Intermediate value 50 139 149 154
QNH Correction 0 0 0 0
Final value 50 139 149 154
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 5/8
FCOM ←E 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
COMBINING CORRECTIONS FROM FCOM AND CHART
1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for QNH and bleed influences.
EXAMPLE 6
DATA: Actual takeoff weight = 76 000 kg
Head wind = 10 kt
Air conditioning ON
QNH = 1 028 hPa
WET runway
Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS
ON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer to
PER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3).
The actual weight being lower than the maximum one, flexible takeoff is possible.
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,
Flexible temperature.................................................................................................................. 52 °C
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,
Flexible temperature.................................................................................................................. 52 °C
Retain CONF 2 for takeoff configuration.
Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt
First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
Flexible temperature with air conditioning OFF.........................................................................52 °C
Air conditioning correction.......................................................................................................... -7 °C
Intermediate flexible temperature...........................................................................................= 45 °C
No speed correction.
Apply WET correction
For flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-1 °C
Intermediate flex temperature................................................................................................ = 44 °C
Associated speeds,
V1 = 150 kt - 5 = 145 kt
VR = 150 kt - 1 = 149 kt
V2 = 155 kt - 1 = 154 kt
Check V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS).
Apply QNH correction
For flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °C
Maximum flexible temperature............................................................................................... = 44 °C
Check that OAT/TREF < flex temperature ≤ TMAXFLEX
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 6/8
FCOM F→ 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
No speed correction.
Takeoff speeds are V1 = 145 kt, VR = 149 kt, V2 = 154 kt
Takeoff Configuration : 1 + F
Tflex V1 VR V2
Chart temperature 52 150 150 155
FCOM correction(s) -7 0 0 0
Intermediate value 45 150 150 155
WET Correction -1 -5 -1 -1
Intermediate value 44 145 149 154
QNH Correction 0 0 0 0
Final value 44 145 149 154
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 7/8
FCOM ←F 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-10 P 8/8
FCOM 06 MAR 14
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
FLEXIBLE TAKEOFF NOT POSSIBLE
FLEXIBLE TAKEOFF NOT POSSIBLE
In some cases when the actual takeoff weight is lower than the maximum permissible takeoff
weight, but the flexible temperature is lower than TREF or OAT, flexible takeoff is not possible. It is
mandatory to use TOGA thrust.
For speed determination:
‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-20 P 1/2
FCOM A 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-20 P 2/2
FCOM 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
FLEXIBLE TAKEOFF POSSIBLE BUT NOT USED
FLEXIBLE TAKEOFF POSSIBLE BUT NOT USED
If the flexible takeoff is possible, but the flight crew elects to perform the takeoff with TOGA thrust, for
speed determination:
‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-25 P 1/2
FCOM A 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-25 P 2/2
FCOM 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
SUMMARY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-30 P 1/4
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
SUMMARY
The flow diagram gives the different steps to follow.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-30 P 2/4
FCOM A→ 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-30 P 3/4
FCOM ←A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-14-30 P 4/4
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of
flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff
weight (or a maximum takeoff temperature for an actual weight).
The takeoff thrust produced by the engine varies as follows :
The optimization process calculates the speeds which will produce the maximum takeoff weight.
To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second
segment..., as shown on the charts below.
On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine
out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-10 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-10 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
TAKEOFF CHART DESCRIPTION
GENERAL
The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version
and for a particular runway specified at the top of the chart. The top of the chart also gives some
information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 4 wind values per configuration. This allows the
crew to select the configuration that gives either :
‐ the highest permissible takeoff weight, or, for a given weight,
‐ the highest flexible temperature.
If different configurations give equivalent performance, the crew should select the configuration
associated with the lowest takeoff speeds.
The left column of the chart contains weight entry. For each weight entry (and for a given
configuration and wind), the chart provides the following information :
Note: The takeoff weight is the sum of the weight entry and the delta weight.
The available limitation codes are :
‐ First segment : 1
‐ Second segment : 2
‐ Runway length : 3
‐ Obstacles : 4
‐ Tire speed : 5
‐ Brake energy : 6
‐ Maximum computation weight : 7
‐ Final takeoff : 8
‐ VMU : 9
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-20 P 1/2
FCOM A 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply
corrections.
Two types of corrections are available :
‐ Conservative corrections (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) (to be
used when not provided on the chart).
‐ Corrections (less restrictive) listed on the chart, to be applied as explained below.
Note: If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff
performance at a more forward CG by decreasing the takeoff weight by 1 000 kg (2 200 lb)
and increasing V1, VR and V2 by 1 kt.
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART
The corrections are presented on 4 lines :
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC limitation or are VMC limited.
Note: The lower two lines may be shaded on certain chart formats.
MINIMUM SPEED
Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.
They are only applicable in case of speed corrections.
These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff
chart.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-20 P 2/2
FCOM B to D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE
The performance given in the chart is consistent with the flight path specified for the aircraft with one
engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart describes a
specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn
should be performed with a maximum bank of 15 ° until the aircraft reaches 1 500 ft or until green
dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by
at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most
adverse conditions.
TAKEOFF ON A WET RUNWAY
Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that
obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the
lower of the two weights (or flexible temperature) and the associated speeds determined for a wet
runway.
Note: The crew need not compare the charts if the top of the wet runway chart specifies “DRY
CHECK”. (The comparison has already been inserted in the WET runway calculation).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-30 P 1/6
FCOM A to B 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
RTOW CHARTS - COMPLEMENTARY INFORMATION
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-30 P 2/6
FCOM C→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-30 P 3/6
FCOM ←C→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-30 P 4/6
FCOM ←C 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
RTOW EXAMPLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-30 P 5/6
FCOM D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-16-30 P 6/6
FCOM 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS
GENERAL
The takeoff chart is computed for a given runway under a set of conditions, which are :
‐ OAT
‐ Wind
‐ Configuration
‐ QNH, air conditioning, anti ice...
Two configurations are produced on the chart. This enables the crew to select that giving the highest
permissible takeoff weight.
In case of equivalent performance, retain the configuration giving the lower takeoff speeds.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 1/8
FCOM A 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
MTOW DETERMINATION
Enter the chart with the given configuration and actual wind column reading the temperature value.
This temperature value stands for the OAT. Read the maximum takeoff weight corresponding to
the actual OAT. Note that it is allowed to interpolate between two consecutive lines to obtain the
maximum takeoff weight.
It is reminded that the takeoff weight is the sum of the weight entry and the delta weight. Similarly
determine the takeoff speeds associated with the maximum takeoff weight.
In some cases, it may happen that the first temperature value (displayed for the highest weight entry)
is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid unnecessary
penalty. Use the Grad 1/Grad 2 gradients provided at the bottom of the corresponding column.
CORRECTION TO WEIGHT
Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF).
Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF.
Read the lowest temperature of the column (corresponding to the highest weight entry).
If the lowest temperature and OAT are above TREF.
Obtain weight increment by multiplying Grad 2 by the difference in temperature between OAT
and lowest temperature. Add this weight increment to the maximum takeoff weight calculated
for the lowest temperature.
If the lowest temperature and OAT are below TREF.
Obtain weight increment by multiplying Grad 1 by the difference in temperature between OAT
and lowest temperature. Add this weight increment to the maximum takeoff weight calculated
for the lowest temperature.
If OAT is below TREF and lowest temperature is above TREF.
The weight increment is calculated in two steps. Step one is multiplying Grad 2 by temperature
difference between lowest temperature and TREF. Step two is multiplying Grad 1 by
temperature difference between TREF and OAT. Add results from step one and two to
maximum takeoff weight calculated for lowest temperature.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 2/8
FCOM B→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
Note: Use the weight gradients only to extrapolate above the maximum weight shown in the
RTOW chart. They are not valid for interpolation between two boxes, between filled
boxes or between one filled and one blank box.
Repeat the above process for the other available configuration and retain the configuration giving
the highest takeoff weight.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Retain the maximum takeoff weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 3/8
FCOM ← B to C 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS
Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON.
1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose
the configuration giving the highest weight).
2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to
determine the maximum permissible takeoff weight.
3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart
with the retained configuration and weight value.
EXAMPLE A
DATA : OAT = 25 °C
Head Wind = 10 kt
Air conditioning ON
QNH = 1 013 hPa
Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).
Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C
The lowest temperature of the column is 45 °C, use Grad 1/Grad 2 to extrapolate the maximum
takeoff weight.
MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2
Enter the 10 kt head wind column CONF 2, to read for 25 °C
The lowest temperature of the column is 46 °C, use Grad 1/Grad 2 to extrapolate the maximum
takeoff weight.
MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2
Retain CONF 1 + F as takeoff configuration.
Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2
Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-2.2
Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.0
Determine takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 =
155 kt, VR = 156 kt, V2 = 158 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS
(Refer to PER-TOF-CTA-10 GENERAL)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 4/8
FCOM D to E 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
CORRECTIONS PRODUCED ON THE RTOW CHART
(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).
A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is not
exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning
and/or anti ice. A maximum of three corrections can be produced on one chart.
To apply the corrections, proceed as follows:
1. Determine the maximum takeoff weight before correction for the given OAT and wind condition.
2. Apply the first correction:
If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2
corrections from line 2.
Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections
from line 4.
3. To combine a second (and third, as applicable) correction:
If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2
corrections from line 2.
Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW
chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM
V2 LIMITED BY VMU/VMCA (KT IAS)).
If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correction
from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.
Note: ‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNH
deviation.
‐ When using a takeoff chart with failure cases, it is not allowed to combine two failure
cases.
‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer to
PER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first.
‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
‐ No speed check is required for the first correction. However, if the first influence
correction follows a conservative FCOM correction, a speed check is required.
EXAMPLE B
DATA : OAT = 45 °C
Head wind = 10 kt
QNH = 998 hPa
WET runway
Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 5/8
FCOM F→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
• Enter the 10 kt head wind column CONF 1+F, to read for 45 °C
max TO weight (1 000 kg).......................................................................................................80.6
• Enter the 10 kt head wind column CONF 2, to read for 45 °C
max TO weight (1 000 kg).......................................................................................................80.3
• Retain CONF 1+F for takeoff
• Read associated speeds as V1 = 155 kt, VR = 156 kt, V2 = 158 kt
• Apply WET correction
For OAT < TVMC (69 °C), ΔW =........................................................................................... – 0.7
Intermediate weight (1 000 kg).............................................................................................= 79.9
Associated speeds,
V1 = 155 kt – 8 = 147 kt
VR = 156 kt – 2 = 154 kt
V2 = 158 kt – 2 = 156 kt
(No speed check required for first correction)
• Apply QNH correction
For OAT < TVMC (61 °C), ΔW = – 0.7 × 15/10 =.....................................................................– 1
Maximum permissible takeoff weight (1 000 kg).................................................................. = 78.9
Associated speeds,
V1 = 147 kt – 1 × 15/10 = 145 kt
VR = 154 kt – 1 × 15/10 = 153 kt
V2 = 156 kt – 1 × 15/10 = 155 kt
• Check that the speeds are higher than minimum speeds from the chart and from VMU table.
Takeoff Configuration: 1 + F
TOW V1 VR V2
TOW (RTOW) 80.6 155 156 158
FCOM correction(s)
Intermediate value 80.6 155 156 158
WET Correction - 0.7 -8 -2 -2
Intermediate value 79.9 147 154 156
QNH Correction -1 -2 -1 -1
Final value 78.9 145 153 155
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 6/8
FCOM ←F 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
COMBINING CORRECTIONS FROM FCOM AND CHART
Proceed as follows:
1. Determine the maximum takeoff weight by entering the chart with selected configuration, OAT and
wind.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds
for intermediate weight in the same column (same wind and configuration).
3. Apply corrections from RTOW chart as explained above.
EXAMPLE C
DATA : OAT = 25 °C
Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C
MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2
Enter the 10 kt head wind column CONF 2, to read for 25 °C
MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2
Retain CONF 1 + F for takeoff configuration.
2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS.
Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.2
Air conditioning correction........................................................................................................ -2.2
Intermediate weight.............................................................................................................. = 80.0
Interpolate takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column,
V1 = 155 kt, VR = 156 kt, V2 = 158 kt
3. Apply WET correction
For OAT < TVMC (69 °C), ΔW =............................................................................................. -0.7
Intermediate weight.............................................................................................................. = 79.3
Associated speeds,
V1 = 155 kt - 8 = 147 kt
VR = 156 kt - 2 = 154 kt
V2 = 158 kt - 2 = 156 kt
Apply QNH correction
For OAT < TVMC (61 °C), ΔW = -0.7 × 15/10 =........................................................................ -1
Maximum permissible takeoff weight....................................................................................= 78.3
Associated speed,
V1 = 147 kt - 1 × 15/10 = 145 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 7/8
FCOM G→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
VR = 154 kt - 1 × 15/10 = 153 kt
V2 = 156 kt - 1 × 15/10 = 155 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It
is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using
those provided on lines 3 and 4).
Since the speed check is fulfilled:
MAX permissible takeoff weight = 78.3 (1 000 kg)
V1 = 145 kt, VR = 153 kt, V2 = 155 kt.
Takeoff Configuration: 1 + F
TOW V1 VR V2
TOW (RTOW) 82.2
FCOM correction(s) -2.2
Intermediate value 80.0 155 156 158
WET Correction -0.7 -8 -2 -2
Intermediate value 79.3 147 154 156
QNH Correction -1 -2 -1 -1
Final value 78.3 145 153 155
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-10 P 8/8
FCOM ←G 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
EXTRAPOLATION
EXTRAPOLATION
For OAT lower than the lowest temperature value of a wind column, it is possible to obtain a higher
maximum permissible takeoff weight by using Grad 1/Grad 2 values. Refer to PER-TOF-TOC-18-10
MTOW DETERMINATIONfor more details.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-20 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-20 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
MAXIMUM STRUCTURAL TAKEOFF WEIGHT
MAXIMUM STRUCTURAL TAKEOFF WEIGHT
The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation
is provided in the Flight Manual and in the limitation chapter (Refer to LIM-11 Weight Limitations).
Compare the maximum structural takeoff weight to the maximum permissible takeoff weight
computed for given conditions and retain the lower of the two values.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-30 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-30 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
SUMMARY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-40 P 1/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
OPERATING MANUAL
SUMMARY
The following flow diagram gives the different steps to follow.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-18-40 P 2/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS
GENERAL
Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see
previous section) and ensure that the actual takeoff weight is lower than the determined maximum
takeoff weight.
‐ For a given configuration and wind value, enter the RTOW chart with the actual takeoff weight
to read the flexible temperature and associated speeds. It is reminded that the takeoff weight is
the sum of the weight entry and the delta weight displayed in each box. It is allowed to interpolate
between two consecutive rows and/or columns for weight and for wind values not displayed on the
chart.
‐ Repeat this process for the other configuration available. Select that configuration giving the
highest flexible temperature.
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
When the takeoff conditions are different from those provided on the chart, apply the associated
corrections.
Note: If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible
temperature at a more forward CG by decreasing the flexible temperature by 2 °C. V1, VR
and V2 must be increased by 1 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 1/8
FCOM A to B 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS
Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON.
1. For a given takeoff weight, wind condition and selected configuration, read the flexible
temperature. Retain the takeoff speeds associated with the actual weight.
2. Apply the published temperature correction. To combine two or more corrections, add the different
corrections and apply to temperature value.
(No speed corrections required).
EXAMPLE D
DATA : Actual takeoff weight = 68 000 kg
Head wind = 10 kt
Air conditioning ON
QNH = 1 013 hPa
Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum
permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONS
FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff
is possible.
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1 + F,
Flexible temperature.................................................................................................................. 67 °C
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,
Flexible temperature.................................................................................................................. 66 °C
Retain CONF 1 + F for takeoff configuration.
Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt
Flexible temperature with air conditioning OFF.........................................................................67 °C
Air conditioning correction.......................................................................................................... -7 °C
(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)
Maximum flexible temperature............................................................................................... = 60 °C
CORRECTIONS FOR WET RUNWAY
Refer to PER-TOF-CTA-10 GENERAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 2/8
FCOM C to D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
CORRECTIONS PRODUCED ON THE RTOW CHART
A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TO
DIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the most
commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of
three corrections can be produced on one chart.
To apply the correction, proceed as follows:
1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible
temperature associated with this weight.
2. Apply the first correction:
If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1
and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2.
Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2
corrections from line 4.
Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set
TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the
speeds read in the chart for the actual weight if they are all lower.
No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff
weight determination).
3. To combine a second and/or a third correction, proceed as per point 2.
4. Check that the final flexible temperature is:
‐ Higher than OAT and TREF
‐ Limited toTMAXFLEX
If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU
If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible
takeoff is possible.
Use TOGA thrust and retain speeds that have been calculated for the maximum permissible
takeoff weight. (Refer to PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE)
Note: ‐ QNH correction is given for ± 10 hPa . It is allowed to extrapolate linearly for greater
QNH deviation.
‐ Corrections from the chart must be applied from the top to bottom, i.e in the RTOW on
Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first
Note: ‐ When the flexible temperature is higher than TVMC, it is allowed to limit the flexible
temperature to TVMC and apply only corrections from lines 1 and 2.
‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 3/8
FCOM E→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
EXAMPLE E
DATA : Actual takeoff weight = 68 000 kg
Head wind = 10 kt
QNH = 998 hPa
WET runway
Air conditioning OFF
Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10
CORRECTIONS PRODUCED ON THE RTOW CHART)
The actual weight being lower than the maximum one, flexible takeoff is possible.
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,
Flexible temperature.................................................................................................................. 67 °C
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,
Flexible temperature.................................................................................................................. 66 °C
Retain CONF 1+F as the flexible temperature is higher.
Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt
Apply WET correction
For flexible temperature < TVMC (69 °C), ΔTflex =...................................................................-2 °C
Intermediate flex temperature................................................................................................ = 65 °C
Associated speeds,
V1 = 153 kt – 8 = 145 kt
VR = 153 kt –2 = 151 kt
V2 = 154 kt – 2 = 152 kt
check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS) ).
Apply QNH correction
For flex temperature ≥ TVMC (61 °C), ΔTflex =....................................................................... –3 °C
Maximum flexible temperature............................................................................................... = 62 °C
Check that OAT/TREF > flex temperature ≤ TMAXFLEX
No speed correction.
Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt
Takeoff Configuration : 1 + F
Tflex V1 VR V2
Chart temperature 67 153 153 154
FCOM correction(s)
Intermediate value 67 153 153 154
WET Correction –2 –8 −2 −2
Intermediate value 65 145 151 152
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 4/8
FCOM ←E→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
Continued from the previous page
Takeoff Configuration : 1 + F
Tflex V1 VR V2
QNH Correction –3 0 0 0
Final value 62 145 151 152
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 5/8
FCOM ←E 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
COMBINING CORRECTIONS FROM FCOM AND CHART
1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for QNH and bleed influences.
EXAMPLE F
DATA : Actual takeoff weight = 68 000 kg
Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum
permissible takeoff weight (see example C). The actual weight being lower than the maximum one,
flexible takeoff is possible.
‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,
Flexible temperature.............................................................................................................. 67 °C
‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2,
Flexible temperature.............................................................................................................. 66 °C
‐ Retain CONF 1+F for takeoff configuration.
Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt
‐ First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND
BLEEDS).
Flexible temperature with air conditioning OFF.....................................................................67 °C
Air conditioning correction...................................................................................................... -7 °C
Intermediate flexible temperature.......................................................................................= 60 °C
No speed correction.
‐ Apply WET correction
For flexible temperature < TVMC (69 °C), ΔTflex =...............................................................-2 °C
Intermediate flex temperature............................................................................................ = 58 °C
Associated speeds,
V1 = 153 kt - 8 = 145 kt
VR = 153 kt - 2 = 151 kt
V2 = 154 kt - 2 = 152 kt
Check V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITED
BY VMC.
‐ Apply QNH correction
For flexible temperature < TVMC (61 °C), ΔTflex =...............................................................-3 °C
Maximum flexible temperature........................................................................................... = 55 °C
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 6/8
FCOM F→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
Check that OAT/TREF < flex temperature ≤ TMAXFLEX
No speed correction.
Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt
Takeoff Configuration : 1 + F
Tflex V1 VR V2
Chart temperature 67 153 153 154
FCOM correction(s) -7 0 0 0
Intermediate value 60 153 153 154
WET Correction -2 -8 -2 -2
Intermediate value 58 145 151 152
QNH Correction -3 0 0 0
Final value 55 145 151 152
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 7/8
FCOM ←F 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-10 P 8/8
FCOM 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
FLEXIBLE TAKEOFF NOT POSSIBLE
FLEXIBLE TAKEOFF NOT POSSIBLE
In some cases when the actual takeoff weight is lower than the maximum permissible one but no
flexible takeoff possible (that is flexible temperature lower than TREF or OAT):
‐ It is mandatory to use TOGA thrust
‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-20 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-20 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
SUMMARY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-30 P 1/4
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
SUMMARY
The flow diagram gives the different steps to follow
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-30 P 2/4
FCOM A→ 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-30 P 3/4
FCOM ←A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOC-20-30 P 4/4
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QNH/BLEEDS CORRECTION
OPERATING MANUAL
EFFECT OF QNH AND BLEEDS (UP TO 9200 FT)
Note: ‐ * Corrections valid only for OAT < 10 °C
‐ For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH
ALTITUDE OPERATIONS (if applicable).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-24 P 1/2
FCOM A 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QNH/BLEEDS CORRECTION
OPERATING MANUAL
EXAMPLES
TAKEOFF CHART DATA
Airport geometric elevation = 450 ft
QNH = 1 013 hPa
Anti ice OFF
Air conditioning OFF
EXAMPLE 1 - FULL THRUST TAKEOFF
Actual data : OAT = 5 °C
QNH = 1 040 hPa
Engine anti ice ON
Air conditioning OFF
Weight read in the takeoff chart: 73 000 kg
Read in the above table the corrections for high QNH and engine anti ice ON.
QNH correction: none
Engine anti ice correction: -300 kg
The maximum permissible takeoff weight is 73 000 + 0 - 300 = 72 700 kg
EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF
Actual data : OAT = 5 °C
QNH = 1 040 hPa
Anti ice OFF
Air conditioning ON
TOW = 65 000 kg
Flexible temperature read on the takeoff chart: TFLEX = 55 °C.
Read TREF on the takeoff chart or on the quick reference table.
Read in the above table the correction for QNH and air conditioning ON:
QNH correction = none
Air conditioning ON correction: -7 °C
New flexible temperature = 55 - 7 = 48 °C
Check that the flexible temperature is above TREF and actual OAT.
Check that the flexible temperature is less than the maximum flexible temperature and retain the
lower of the two.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-24 P 2/2
FCOM B 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - MINIMUM SPEEDS
OPERATING MANUAL
SPEEDS LIMITED BY VMC
SPEEDS LIMITED BY VMC
All takeoff speeds have a minimum value limited by control. These minimum speeds are usually
provided on each RTOW chart. If these speeds are not available, use the following conservative
values. These speeds may be slightly higher than the minimum control speeds displayed on the
RTOW chart.
MINIMUM V1 (KT IAS)
PRESSURE ALTITUDE (FT)
CONF
-2 000 0 1 000 2 000 3 000 4 000 5000 6 000 7 000 8 000 9 200 14 100
1+F 117 115 114 113 112 112 111 110 109 108 106 100
2 115 113 112 111 111 110 109 108 107 106 104 100
3 114 112 111 110 110 110 109 108 107 105 104 100
MINIMUM VR (KT IAS)
PRESSURE ALTITUDE (FT)
CONF
-2 000 0 1 000 2 000 3 000 4 000 5000 6 000 7 000 8 000 9 200 10 200
1+F 121 119 118 116 116 116 115 114 113 111 110 102
2 119 117 116 115 114 114 113 112 111 109 108 100
3 118 116 115 114 114 114 113 112 110 109 107 100
MINIMUM V2 (KT IAS)
PRESSURE ALTITUDE (FT)
CONF
-2 000 0 1 000 2 000 3 000 4 000 5000 6 000 7 000 8 000 9 200 10 200
1+F 124 121 120 119 119 119 118 117 115 114 112 104
2 123 121 120 119 119 119 117 116 115 114 112 103
3 123 121 120 119 119 118 117 116 115 114 112 103
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-25-10 P 1/2
FCOM A 30 MAY 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - MINIMUM SPEEDS
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-25-10 P 2/2
FCOM 30 MAY 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - MINIMUM SPEEDS
OPERATING MANUAL
V2 LIMITED BY VMU/VMCA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-25-20 P 1/4
FCOM 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - MINIMUM SPEEDS
OPERATING MANUAL
MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)
The following tables, one per configuration, provide the V2 limited by minimum unstick speed and
minimum control speed in the air.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-25-20 P 2/4
FCOM A→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - MINIMUM SPEEDS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-25-20 P 3/4
FCOM ←A→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - MINIMUM SPEEDS
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-25-20 P 4/4
FCOM ←A 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
INTRODUCTION
INTRODUCTION
These tables enable the crew to quickly determine the takeoff performance at an airport for which no
takeoff chart has been established. They are conservative.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-10 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-10 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
USE OF TABLES
USE OF TABLES
A first table gives the corrections to be applied to the runway length for wind and runway slope.
Nine other tables give, for three different pressure altitudes (0, 1 000 and 2 000 ft) and three
configurations, the maximum takeoff weight, limitation codes and associated speeds as a function of
temperature and corrected runway length. TREF and TMAX are given on the top of each table. For
pressure altitudes above 2 000 ft, use a specific RTOW chart.
Note: 1. Quick reference tables are established for the forward CG envelope (less than 25 %) at
V1 min with air conditioning OFF and anti ice OFF
2. Do not use quick reference tables in case of tailwind.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-20 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-20 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
HOW TO PROCEED
GENERAL
HOW TO PROCEED
1. Enter the first table with runway length, slope and wind data. Determine the corrected runway
length by applying the corrections due to slope and wind.
2. Select the configuration as a function of this corrected runway length.
3. Enter the table(s) corresponding to the configuration and airport pressure altitude.
As far as airport pressure altitude is concerned, two methods may be applied :
‐ interpolate the takeoff performance by using the two tables enclosing the airport pressure
altitude,
‐ for a more conservative figure, use the table corresponding to the pressure altitude
immediately above the airport pressure altitude.
4. Enter the appropriate column of the table(s) with the corrected runway length.
Once again, two methods may be applied :
‐ interpolate the takeoff performance between the two columns enclosing the corrected runway
length,
‐ for a more conservative figure, use the column corresponding to the shorter corrected runway
length.
5. Determination of maximum takeoff weight.
Enter the table(s) and column(s) as explained above with the actual OAT and read maximum
takeoff weight, limitation codes, V1, VR and V2. If necessary interpolate weight and speeds.
6. Determination of flexible temperature.
The determination of flexible temperature is possible only when there is no obstacle on the flight
path. Enter the table(s) and column(s) with the actual takeoff weight and read the corresponding
temperature as flexible temperature.
7. In case of obstacles, use the graphs (Refer to PER-TOF-TOD-50 INTRODUCTION ) to
determine the corresponding weight penalty.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-30 P 1/4
FCOM A 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
LIMITATION CODES
‐ 1 : first segment
‐ 2 : second segment
‐ 3 : runway
‐ 5 : tire speed
‐ 6 : brake energy
‐ 7 : maximum computation weight
‐ 8 : final takeoff
‐ 9 : VMU
Note: 1. Limitation code 4 (obstacles) does not appear in quick reference tables.
2. VMC limitation appears with an asterisk (*) in the chart.
CORRECTIONS FOR WIND AND RUNWAY SLOPE
Runway length (m) 1 500 1 750 2 000 2 250 2 500 2 750 3 000 3 250 3 500
Effect per knot of head
6.5 7 8 8.5 9.5 10 11 11.5 12.5
of wind wind add (meters)
per percent
uphill slope 160 215 270 325 380 435 490 545 600
Effect of
subtract (meters)
runway
per percent
slope
downhill slope 17 23 29 36 42 48 55 61 67
add (meters)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-30 P 2/4
FCOM B to C 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
EXAMPLE
Pressure altitude : 1 400 ft
Temperature : 30 °C
Runway length : 2 750 m
Wind : 10 kt head
Slope : 1 % up
Takeoff configuration: 1+F
DETERMINATION OF CORRECTED RUNWAY LENGTH
(Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE )
runway length .......................................................................................................................2 750 m
correction for wind.................................................................................................10 × 10 = +100 m
correction for slope..................................................................................................................-435 m
corrected runway length.....................................................................................................= 2 415 m
DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT :
(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)
‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft.
‐ Enter the column corresponding to 2 250 m
‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C :
71 300 kg
V1 = 139 kt, VR = 146 kt, V2 = 148 kt
DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFF
WEIGHT OF 64000 KG :
(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT)
(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)
‐ Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at
1 000 ft and 2 000 ft pressure altitude.
Results :
1 000 ft : 61 °C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt
2 000 ft : 57 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt
‐ Interpolate between these two values to get the flexible temperature
1 400 ft : 59 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-30 P 3/4
FCOM D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-30 P 4/4
FCOM 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
QUICK REFERENCE TABLES
CONFIGURATION 1+F / 0 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 1/10
FCOM A 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 1+F / 1000 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 2/10
FCOM B 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 1+F / 2000 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 3/10
FCOM C 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 4/10
FCOM D 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 5/10
FCOM E 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 6/10
FCOM F 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 7/10
FCOM G 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 3 / PRESSURE ALTITUDE = 1000 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 8/10
FCOM H 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
CONFIGURATION 3 / PRESSURE ALTITUDE = 2000 FT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 9/10
FCOM I 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - QUICK REFERENCE TABLES
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-40-40 P 10/10
FCOM 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
INTRODUCTION
The following graphs enable the crew to quickly determine the takeoff performance out of an airport
by positioning obstacles.
They must be used with the corresponding quick reference table so as to determine weight
decrement and required gradient.
The net takeoff flight path and the associated weight decrement are conservative.
HOW TO PROCEED
1. Position the obstacle by entering its distance from end of runway and its height above the end of
runway (No 35 ft margin is required as this is already included).
In case of an ascending runway, increase the obstacle height by an additional value as indicated
below each graph.
2. Read the associated weight correction. Interpolate if necessary. The second segment gradient is
given for information only.
3. Decrease the takeoff speeds by 1 kt per 1 000 kg (0.5 kt per 1 000 lb) weight decrement. Limit the
final speeds to the minimum values (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC).
Note: In case of tailwind, do not use the obstacle clearance graphs.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 1/8
FCOM A to B 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
CLOSE OBSTACLE CLEARANCE CONF 1 + F
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 2/8
FCOM C→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
REMOTE OBSTACLE CLEARANCE CONF 1 + F
Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 3/8
FCOM ← C to D 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
CLOSE OBSTACLE CLEARANCE CONF 2
Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 4/8
FCOM E 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
REMOTE OBSTACLE CLEARANCE CONF 2
Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 5/8
FCOM F 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
CLOSE OBSTACLE CLEARANCE CONF 3
Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 6/8
FCOM G 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
REMOTE OBSTACLE CLEARANCE CONF 3
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 7/8
FCOM H→ 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
OPERATING MANUAL
Note: In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-TOD-50 P 8/8
FCOM ←H 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - GENERAL
OPERATING MANUAL
GENERAL
This section presents the recommendations of Airbus for operations from wet runways or from
runways which are covered with contaminants such as standing water, slush or snow.
CAUTION Takeoff from an icy runway is not recommended.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-10 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - GENERAL
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-10 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - DEFINITIONS
OPERATING MANUAL
DEFINITIONS
DAMP : A runway is damp when the surface is not dry, but when the water on it
does not give it a shiny appearance.
WET : A runway is considered as wet when the surface has a shiny
appearance due to a thin layer of water. When this layer does not
exceed 3 mm depth, there is no substantial risk of hydroplaning.
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. It is encountered at temperatures around 5 °C and its density is
approximately 0.85 kg/l (7.1 lb/US Gal).
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/l
(3.35 lb/US Gal).
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/l (1.7 lb/US Gal).
COMPACTED SNOW : is a condition where snow has been compressed.
ICY : is a condition where the friction coefficient is 0.05 or below.
EQUIVALENCES
For the below-listed reported contaminants, the following equivalent runway conditions can be
retained for the takeoff performance determination.
Reported contaminant
Equivalent Runway Condition
Type of contaminant Depth of contaminant
Slush ≤ 3 mm (0.12 in)
Water ≤ 3 mm (0.12 in) Wet
≤ 3 mm (0.12 in)
≤ 12.7 mm (1/2 in) 6.3 mm (1/4 in) Slush
Wet snow
≤ 25.4 mm (1 in) 12.7 mm (1/2 in) Slush
> 25.4 mm (1 in) Takeoff not recommended
≤ 3 mm (0.12 in) Wet
≤ 50.8 mm (2 in) 6.3 mm (1/4 in) Slush
Dry snow
≤ 101.6 mm (4 in) 12.7 mm (1/2 in) Slush
> 101.6 mm (4 in) Takeoff not recommended
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-20 P 1/2
FCOM A to B 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - DEFINITIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-20 P 2/2
FCOM 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS
OPERATING MANUAL
OPERATIONAL CONDITIONS
Performance penalties for takeoff as published in this section are computed with the
following assumptions :
‐ The contaminant is in a layer of uniform depth and density over the entire length of the runway.
‐ Antiskid and spoilers are operative.
‐ The friction coefficient is based on studies and checked by actual tests.
‐ The screen height at the end of takeoff segment is 15 ft, not 35 ft.
In addition, for contaminated runways only :
‐ There is drag due to rolling resistance of the wheels.
‐ There is drag due to spray on the airframe and gears.
‐ Reverse thrust is used for the deceleration phase.
‐ Maximum thrust is used for takeoff.
Note: The net flight path clears obstacles by 15 ft instead of 35 ft.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-30 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-30 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
CAUTION The method is based on the use of the RTOW charts established at optimum V2/VS
and optimum V1/VR. In addition, when applying corrections for a wet runway, the
RTOW charts should also have been established with V1 min (minimum V1 of the
V1 range). The method should not be used with takeoff charts computed for other
conditions. All tables have been established for TOGA (and Flexible Takeoff for wet
runways). Do not use them for Derated thrust.
Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleed
effects, then apply the corrections given on the following pages.
Note: 1. The results obtained with this method may be different from the influence given at the
bottom of the RTOW chart.
2. On contaminated runway, in some cases, no MTOW can be determined with this method
(box dashed below a given weight). A specific RTOW chart must then be computed.
3. The published corrections are valid for charts calculated with forward CG and basic CG.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-10 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
Intentionally left blank
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-10 P 2/2
FCOM 29 JUL 11
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A WET RUNWAY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-20 P 1/4
FCOM 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
HOW TO PROCEED
1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dry
runway.
2. Two sets of tables are given depending on the use of thrust reversers and the presence of
clearway. Select the table to use as applicable to your case.
The runway length in the table corresponds to the available takeoff run (TORA).
3. Apply the corrections shown in the table to the maximum takeoff weight or flexible temperature
and associated speeds determined on dry runway.
4. Check that takeoff speeds are greater than the minimum values shown on the RTOW chart.
If one or more speeds are lower than these minimum values, apply the following procedure :
‐ Actual TOW = maximum TOW
• If V1 is lower than the minimum V1 (V1 limited by VMCG), take this last value as V1 and
further decrease weight by 3 000 kg (6 600 lb ) per knot difference between them. Check that
VR and V2 are higher than or equal to the minimum values.
• If VR or/and V2 falls below the minimum values, takeoff is not possible.
‐ Actual TOW lower than maximum TOW
• If V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by VMCG) :
▪ If maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as V1 and
decrease the flexible temperature by 4 °C per knot difference between them.
▪ In the rare case when the V1 corresponding to maximum TOW falls below the minimum
V1, decrease maximum TOW by 3 000 kg (6 600 lb ) per knot difference between them.
Limit the actual TOW to the value found after this decrement. Take V1 equal to minimum
V1 and decrease the flexible temperature by 4 °C per knot difference between this last
value and the V1 corresponding to the actual TOW. Check that VR and V2 are higher than
or equal to the minimum values.
• If VR or V2 corresponding to actual TOW falls below the minimum values, and if VR and V2
corresponding to maximum TOW are above the minimum values, retain the minimum speed
value for VR and V2.
5. Check that V2 is above the minimum V2 value due to VMU (Refer to PER-TOF-TOD-25-10
SPEEDS LIMITED BY VMC).
6. Check that the corrected flexible temperature is higher than OAT and Tref.
Note: ‐ Do not extrapolate below the shortest runway length provided in the table.
‐ If no minimum speed value is available, use the conservative values provided on Refer to
PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-20 P 2/4
FCOM A 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)
TAKEOFF
1+F 2 3
CONFIGURATION
RUNWAY LENGTH
(m) 2 500 3 000 3 500 2 000 2 500 3 000 1 750 2 000 2 500
(ft) 8 000 10 000 11 500 6 500 8 000 10 000 5 750 6 500 8 000
and above and above and above
FLEX TO
Temperature 8 5 3 8 6 2 6 6 2
decrement (°C)
MAX TO Weight
decrement (1 000 kg) 2.6 2.0 1.3 2.5 2.2 0.7 2.1 2.1 0.7
(1 000 lb) 5.8 4.5 2.9 5.6 4.9 1.6 4.7 4.7 1.6
V1 decrement (kt) 15 14 14 16 14 14 14 15 13
VR and V2
2 1 1 2 1 2 1 2 0
decrement (kt)
ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)
TAKEOFF
1+F 2 3
CONFIGURATION
RUNWAY LENGTH
(m) 2500 3000 3500 2000 2500 3000 1750 2000 2500
(ft) 8000 10000 11500 6500 8000 10000 5750 6500 8000
and above and above and above
FLEX TO Temperature
3 2 0 3 1 0 2 1 1
decrement (°C)
MAX TO Weight
decrement (1000 kg) 1.0 0.6 0.0 0.8 0.3 0.0 0.6 0.2 0.1
(1000 lb) 2.3 1.4 0.0 1.8 0.7 0.0 1.4 0.5 0.3
V1 decrement (kt) 9 9 9 10 8 9 10 9 8
VR and V2
0 0 0 0 0 0 0 0 0
decrement (kt)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-20 P 3/4
FCOM B to C 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY)
TAKEOFF
1+F 2 3
CONFIGURATION
RUNWAY LENGTH
(m) 2 500 3 000 3 500 2 000 2 500 3 000 1 750 2 000 2 500
(ft) 8 000 10 000 11 500 6 500 8 000 10 000 5 750 6 500 8 000
and above and above and above
FLEX TO
Temperature 15 9 9 14 11 4 15 12 5
decrement (°C)
MAX TO Weight
decrement
(1 000 kg) 5.4 4.1 3.8 4.6 4.2 1.6 4.5 4.5 2.2
(1 000 lb) 12.0 9.1 8.4 10.2 9.3 3.6 10.0 10.0 4.9
V1 decrement (kt) 14 15 15 14 14 15 13 13 14
VR and V2
4 3 6 4 4 6 3 4 5
decrement (kt)
ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)
TAKEOFF
1+F 2 3
CONFIGURATION
RUNWAY LENGTH
(m) 2 500 3 000 3 500 2 000 2 500 3 000 1 750 2 000 2 500
(ft) 8 000 10 000 11 500 6 500 8 000 10 000 5 750 6 500 8 000
and above and above and above
FLEX TO Temperature
11 5 2 10 8 3 11 9 3
decrement (°C)
MAX TO Weight
decrement (1 000 kg) 3.9 2.3 0.9 3.3 3.1 1.0 3.3 3.3 1.3
(1 000 lb) 8.6 5.1 2.0 7.3 6.9 2.3 7.3 7.3 2.5
V1 decrement (kt) 9 10 12 9 9 10 8 9 9
VR and V2
3 2 3 3 3 4 2 2 4
decrement (kt)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-20 P 4/4
FCOM D to E 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A CONTAMINATED RUNWAY
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 1/12
FCOM 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY
‐ Determine maximum takeoff weight on dry runway.
‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway
availability to determine a corrected weight.
TAKEOFF
CONF 1 + F CONF 2 CONF 3
CONFIGURATION
4 000 3 000 2 500
RUNWAY LENGTH
2 500 3 00 3 500 13 00 2 000 2 500 10 000 1 750 2 000 8 000
(m)
8 000 10 000 11 500 and 6 500 8 000 and 5750 6 500 and
(ft)
above above above
Δ Weight (1 000 kg)
12.8 11.7 9.8 9.8 13.9 13.2 11.4 14.9 14.5 13.1
With clearway 10.5 10.1 9.0 9.0 11.1 11.1 10.4 11.4 11.8 11.8
Without clearway
‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT <55.2 55.2 56 58 58 to 78
(1 000 kg)
MTOW
- 46.7 50 58 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL WEIGHT
<46.7 46.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
(kt IAS)
VR
121 121 123 126 128 131 133 135 138 140 142 145 147 149 152 154 156 158
(kt IAS)
V1
117 117 117 117 117 117 117 117 120 122 124 127 129 131 134 136 138 140
(kt IAS)
CONF 2
CORRECTED
WEIGHT <56.8 56.8 58 59 59 to 78
(1 000 kg)
MTOW
- 48.7 55 59 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 2/12
FCOM A→ 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
ACTUAL WEIGHT
<48.7 48.7 50 52 54 56 58 59 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
125 125 127 129 132 134 137 138 139 141 143 146 148 150 153 155 157 159
(kt IAS)
VR
119 119 121 123 126 128 131 132 133 135 137 140 142 144 147 149 151 153
(kt IAS)
V1
115 115 115 115 115 115 115 115 116 118 120 123 125 127 130 132 134 136
(kt IAS)
CONF 3
CORRECTED
WEIGHT <57.8 57.8 58 60 60 to 78
(1 000 kg)
MTOW
- 48 49 60 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL WEIGHT
<48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
123 126 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
(kt IAS)
VR
118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152
(kt IAS)
V1
114 114 114 114 114 114 114 114 116 118 121 123 125 129 129 131 133
(kt IAS)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 3/12
FCOM ←A 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY
‐ Determine maximum takeoff weight on dry runway.
‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway
availability to determine a corrected weight.
TAKEOFF
CONF 1 + F CONF 2 CONF 3
CONFIGURATION
4 000 3 000 2 500
RUNWAY LENGTH
2 500 3 000 3 500 13 000 2 000 2 500 10 000 1 750 2 000 8 000
(m)
8 000 10 000 11 500 and 6 500 8 000 and 5 750 6 500 and
(ft)
above above above
Δ Weight (1 000 kg)
16.7 15.7 12.9 10.4 17.3 16.6 15.5 17.5 17.5 16.3
With clearway 14.4 14.1 12.0 9.6 13.3 14.5 14.5 14.0 14.8 15.0
Without clearway
‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT <51.4 51.4 52 52.7 52.7 to 78
(1 000 kg)
MTOW
- 46.7 49 52.7 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL
WEIGHT <46.7 46.7 48 50 52 52.7 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 126 129 131 132 134 136 138 141 143 145 148 150 152 155 157 159 161
(kt IAS)
VR
122 122 124 127 129 130 132 134 136 139 141 143 146 148 150 153 155 157 159
(kt IAS)
V1
117 117 117 117 117 117 119 121 123 126 128 130 133 135 137 140 142 144 146
(kt IAS)
CONF 2
CORRECTED
WEIGHT <52.9 52.9 54 54 to 78
(1 000 kg)
MTOW
- 48 54 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 4/12
FCOM B→ 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
ACTUAL
WEIGHT <48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159
(kt IAS)
VR
119 119 122 124 127 129 132 134 136 138 141 143 145 148 150 152 154
(kt IAS)
V1
115 115 115 115 115 117 120 122 124 126 129 131 133 136 138 140 142
(kt IAS)
CONF 3
CORRECTED
WEIGHT <54 54 56 56 to 78
(1 000 kg)
MTOW
- 48 56 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL
WEIGHT <48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
(kt IAS)
VR
118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152
(kt IAS)
V1
114 114 114 114 114 114 116 119 121 123 126 128 130 132 134 136 138
(kt IAS)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 5/12
FCOM ←B 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY
‐ Determine maximum takeoff weight on dry runway.
‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway
availability to determine a corrected weight.
TAKEOFF
CONF 1 + F CONF 2 CONF 3
CONFIGURATION
4 000 3 000 2 500
RUNWAY LENGTH
2 500 3 000 3 500 13 000 2 000 2 500 10 000 1 750 2 000 8 000
(m)
8 000 10 000 11 500 and 6 500 8 000 and 5 750 6 500 and
(ft)
above above above
Δ Weight (1 000 kg)
13.2 11.8 9.8 9.8 14.5 13.8 11.6 15.2 15.2 13.9
With clearway 10.9 10.2 9.0 9.0 11.7 11.7 10.6 11.5 12.5 12.6
Without clearway
‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT <53.2 53.2 54 55 55 to 78
(1 000 kg)
MTOW
- 46.7 51 55 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL
WEIGHT <46.7 46.7 48 50 52 54 55 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 126 129 131 134 135 136 138 141 143 145 148 150 152 155 157 159 161
(kt IAS)
VR
122 122 124 127 129 132 133 134 136 139 141 143 146 148 150 153 155 157 159
(kt IAS)
V1
117 117 117 117 117 117 117 118 120 123 125 127 130 132 134 137 139 141 143
(kt IAS)
CONF 2
CORRECTED
WEIGHT <54.8 54.8 56 56.7 56.7 to 76
(1 000 kg)
MTOW
- 48 53 56.7 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 6/12
FCOM C→ 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
ACTUAL
WEIGHT <48 48 50 52 54 56 56.7 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159
(kt IAS)
VR
119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154
(kt IAS)
V1
115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139
(kt IAS)
CONF 3
CORRECTED
WEIGHT <56.3 56.3 58 58.7 58.7 to 78
(1 000 kg)
MTOW
- 48 55 58.7 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL
WEIGHT <48 48 50 52 54 56 58 58.7 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157
(kt IAS)
VR
118 118 121 123 126 128 130 131 133 135 137 140 142 144 146 148 150 152
(kt IAS)
V1
114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135
(kt IAS)
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FCOM ←C 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY
‐ Determine maximum takeoff weight on dry runway.
‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway
availability to determine a corrected weight.
TAKEOFF CONFIGURATION CONF 1 + F CONF 2 CONF 3
4 000 3 000 2 500
RUNWAY LENGTH 3 500
2 500 3 000 13 000 2 000 2 500 10 000 1 750 2 000 8 000
(m) 11
8 000 10 000 and 6 500 8 000 and 5 750 6 500 and
(ft) 500
above above above
Δ Weight (1 000 kg)
18.9 18.9 16.3 15.4 18.7 18.7 17.9 18.9 18.4 18.3
With clearway 17.3 17.3 15.4 14.6 14.7 16.6 16.9 15.4 15.7 17.0
Without clearway
‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT <47.8 47.8 48 48 to 78
(1 000 kg)
MTOW
- 46.7 48 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL WEIGHT
<46.7 46.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
(kt IAS)
VR
123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
(kt IAS)
V1
117 117 117 120 122 125 127 129 132 134 136 139 141 143 146 148 150 152
(kt IAS)
CONF 2
CORRECTED
WEIGHT <49.5 49.5 50 50 to 78
(1 000 kg)
MTOW
- 47 50 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
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FCOM D→ 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
ACTUAL WEIGHT
<47 47 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
123 123 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159
(kt IAS)
VR
119 119 120 123 125 128 130 133 135 137 139 142 144 146 149 151 153 155
(kt IAS)
V1
115 115 115 115 117 120 122 125 127 129 131 134 136 138 141 143 145 147
(kt IAS)
CONF 3
CORRECTED
WEIGHT <51 51 52 52 to 78
(1 000 kg)
MTOW
- 48 52 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL WEIGHT
<48 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
(kt IAS)
VR
119 119 122 124 127 129 131 134 136 138 141 143 145 147 149 151 153
(kt IAS)
V1
114 114 114 114 117 119 121 124 126 128 131 133 135 137 139 141 143
(kt IAS)
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FCOM ←D 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY
‐ Determine maximum takeoff weight on dry runway.
‐ Apply the following weight decrement versus takeoff configuration and runway length to determine
a corrected weight.
TAKEOFF CONFIGURATION CONF 1 + F CONF 2 CONF. 3
4 000 3 000 2 500
RUNWAY LENGTH 3 500
2 500 3 000 13 000 2 000 2 500 10 000 1 750 2 000 8 000
(m) 11
8 000 10 000 and 6 500 8 000 and 5 750 6 500 and
(ft) 500
above above above
Δ Weight decrement
(1 000 kg) 8.6 8.5 8.5 9.8 10.5 7.4 5.6 13.1 10.3 8.2
With clearway 6.3 6.3 7.4 9.0 7.7 5.3 4.6 9.6 7.6 6.9
Without clearway
‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F,
CORRECTED
WEIGHT <52.7 52.7 54 54 to 78
(1 000 kg)
MTOW
- 46.7 54 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL
WEIGHT <46.746.7 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
(kt IAS)
VR
123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
(kt IAS)
V1
117 117 117 117 117 117 119 121 124 126 128 131 133 135 138 140 142 144
(kt IAS)
CONF 2
CORRECTED
WEIGHT <54.8 54.8 56 56.7 56.7 to 78
(1 000 kg)
MTOW
- 48 53 56.7 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-30 P 10/12
FCOM E→ 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
ACTUAL
WEIGHT <48 48 50 52 54 56 56.7 58 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159
(kt IAS)
VR
119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154
(kt IAS)
V1
115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139
(kt IAS)
CONF 3
CORRECTED
WEIGHT <56.3 56.3 58 58.7 58.7 to 78
(1 000 kg)
MTOW
- 48 55 58.7 EQUAL TO CORRECTED WEIGHT
(1 000 kg)
ACTUAL
WEIGHT <48 48 50 52 54 56 58 58.7 60 62 64 66 68 70 72 74 76 78
(1 000 kg)
V2
123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157
(kt IAS)
VR
119 119 122 124 127 129 131 132 134 136 138 141 143 145 147 149 151 153
(kt IAS)
V1
114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135
(kt IAS)
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FCOM ←E 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
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FCOM 11 DEC 13
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
EXAMPLE
TAKEOFF PERFORMANCE ON DRY RUNWAY
DATA
Runway length : 3 000 m, OAT = 36 °C, no wind, CONF 1+F
Determine maximum takeoff weight on dry runway from RTOW chart (Refer to
PER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).
Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-40 P 1/4
FCOM A 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF PERFORMANCE ON WET RUNWAY
With no thrust reversers operating and assuming that no clearway was used to compute the dry
RTOW chart, use the table Refer to PER-TOF-CTA-40-20 NO THRUST REVERSERS OPERATIVE
(NO CLEARWAY).
‐ Maximum takeoff weight correction:
MTOW = 80 100 - 2 000 = 78 100 kg, V1 = 153 - 14 = 139 kt, VR = 156 - 1 = 155 kt, V2 = 158 - 1 =
157 kt.
‐ Flex temperature correction:
Assuming an actual takeoff weight of 78 000 kg and an initial flex temperature of 47 °C
TOW = 78 000 kg ⇒ Flex temperature = 47 - 5 = 42 °C
V1 = 152 - 14 = 138 kt, VR = 154 - 1 = 153 kt, V2 = 156 - 1 = 155 kt.
Check the resulting speeds against the minimum speeds as per procedure Refer to
PER-TOF-CTA-40-20 HOW TO PROCEED.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-TOF-CTA-40-40 P 2/4
FCOM B 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH
DATA
Runway length 3 000 m (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + F
Determine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OF
TAKEOFF CHART)
Maximum takeoff weight on dry runway = 80 300 kg
Determine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2
INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the second
line (without clearway).
Corrected weight = 80 300 – 17 300 = 63 000 kg
Determine maximum takeoff weight and associated speeds :
MTOW = 63 000 kg
V1 = 135 kt, VR = 143 kt, V2 = 144 kt
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FCOM C 03 APR 12
PERFORMANCE
TAKEOFF
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
OPERATING MANUAL
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PERFORMANCE
FLIGHT PLANNING
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-FPL-GEN GENERAL
PER-FPL-GEN-INT INTRODUCTION
GENERAL................................................................................................................................................................ A
PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS
MINIMUM RECOMMENDED FUEL REQUIREMENTS.......................................................................................... A
PER-FPL-GEN-FPL FLIGHT PLAN
FLIGHT PLAN..........................................................................................................................................................A
PER-FPL-FLP FLIGHT PREPARATION
PER-FPL-FLP-CAT CALCULATION TABLES
GENERAL................................................................................................................................................................ A
CALCULATION TABLE........................................................................................................................................... B
EXAMPLE................................................................................................................................................................ C
PER-FPL-FLP-ALT ALTITUDE
PER-FPL-FLP-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS...........................................................................................................................................................A
CRUISE LEVEL CHARTS - GENERAL.................................................................................................................. B
CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB.................................................C
CRUISE LEVEL CHARTS - BLEED CORRECTIONS............................................................................................D
CRUISE LEVEL CHARTS - LONG RANGE SPEED..............................................................................................E
CRUISE LEVEL CHARTS - M.78........................................................................................................................... F
PER-FPL-FLP-ALT-20 OPTIMUM ALTITUDE ON SHORT STAGE
OPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A
PER-FPL-FLP-ICR INTEGRATED CRUISE
PER-FPL-FLP-ICR-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-FPL-FLP-ICR-20 INTEGRATED CRUISE AT A GIVEN MACH NUMBER
INTEGRATED CRUISE - M.78 FL290.................................................................................................................... A
INTEGRATED CRUISE - M.78 FL310.................................................................................................................... B
INTEGRATED CRUISE - M.78 FL330....................................................................................................................C
INTEGRATED CRUISE - M.78 FL350....................................................................................................................D
INTEGRATED CRUISE - M.78 FL370.................................................................................................................... E
INTEGRATED CRUISE - M.78 FL390.................................................................................................................... F
Continued on the following page
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FCOM 06 MAR 14
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-FPL-FLP-ICR-30 INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED
INTEGRATED CRUISE - LR FL100....................................................................................................................... A
INTEGRATED CRUISE - LR FL120....................................................................................................................... B
INTEGRATED CRUISE - LR FL150....................................................................................................................... C
INTEGRATED CRUISE - LR FL170....................................................................................................................... D
INTEGRATED CRUISE - LR FL190....................................................................................................................... E
INTEGRATED CRUISE - LR FL210........................................................................................................................F
INTEGRATED CRUISE - LR FL230....................................................................................................................... G
INTEGRATED CRUISE - LR FL250....................................................................................................................... H
INTEGRATED CRUISE - LR FL270.........................................................................................................................I
INTEGRATED CRUISE - LR FL290........................................................................................................................J
INTEGRATED CRUISE - LR FL310....................................................................................................................... K
INTEGRATED CRUISE - LR FL330........................................................................................................................L
INTEGRATED CRUISE - LR FL350.......................................................................................................................M
INTEGRATED CRUISE - LR FL370....................................................................................................................... N
INTEGRATED CRUISE - LR FL390....................................................................................................................... O
PER-FPL-FLP-ICR-40 CLIMB CORRECTION
CLIMB CORRECTION.............................................................................................................................................A
PER-FPL-FLP-ICR-50 STEP CLIMB CORRECTION
STEP CLIMB CORRECTION.................................................................................................................................. A
PER-FPL-FLP-ICR-60 DESCENT CORRECTION
DESCENT CORRECTION.......................................................................................................................................A
PER-FPL-FLP-QFP QUICK DETERMINATION OF FLIGHT PLANNING
PER-FPL-FLP-QFP-10 INTRODUCTION
INTRODUCTION......................................................................................................................................................A
PER-FPL-FLP-QFP-20 CORRECTION FOR DEVIATION FROM REFERENCE LANDING
WEIGHT
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT........................................................ A
PER-FPL-FLP-QFP-30 EXAMPLE
EXAMPLE................................................................................................................................................................ A
PER-FPL-FLP-QFP-40 FLIGHT PLANNING AT A GIVEN MACH NUMBER
FLIGHT PLANNING M.78....................................................................................................................................... A
PER-FPL-FLP-QFP-50 FLIGHT PLANNING AT LONG RANGE SPEED
FLIGHT PLANNING LRC........................................................................................................................................ A
Continued on the following page
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-FPL-FLP-ALN ALTERNATE
PER-FPL-FLP-ALN-20 ALL ENGINES OPERATIVE
GENERAL................................................................................................................................................................ A
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B
ALTERNATE PLANNING ISA................................................................................................................................. C
PER-FPL-FLP-FTK FUEL TANKERING
GENERAL................................................................................................................................................................ A
CALCULATION........................................................................................................................................................ B
FUEL TANKERING TABLES.................................................................................................................................. C
EXAMPLE................................................................................................................................................................ D
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FCOM 06 MAR 14
PERFORMANCE
FLIGHT PLANNING
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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FCOM 06 MAR 14
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW GENERAL - INTRODUCTION
OPERATING MANUAL
GENERAL
Use this flight planning chapter when no precalculated flight plan is available.
It contains the following general graphs and tables :
‐ Maximum and optimum cruise altitudes for M .78 and long range speed
‐ Optimum altitude on short stage
‐ Ground mile to air mile conversion for M .78 and long range speed
The integrated range method includes the following tables :
‐ Integrated cruise tables for M .78 for flight levels from FL 290 to FL 390,
‐ Integrated cruise tables for long range speed for flight levels from FL 100 to FL 390,
‐ Climb, step climb and descent correction tables.
These tables allow the flight planning to be done segment by segment.
For calculation tables, Refer to PER-FPL-FLP-CAT CALCULATION TABLE. And for a
comprehensive example to show how to use them, Refer to PER-FPL-FLP-CAT EXAMPLE.
For the quick determination method, Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78 and
Refer to PER-FPL-FLP-QFP-50 FLIGHT PLANNING LRC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-GEN-INT P 1/2
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW GENERAL - INTRODUCTION
OPERATING MANUAL
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS
OPERATING MANUAL
MINIMUM RECOMMENDED FUEL REQUIREMENTS
The total fuel quantity required to fly a given sector is the sum of the following quantities:
TAXI FUEL
Quantity required for startup and taxi. Fuel calculation is based on a consumption of 11.5 kg/min or
25 lb/min
Average quantity (12 min) → 140 kg or 300 lb
TRIP FUEL
Fuel required from departure to destination includes the following quantities:
‐ Takeoff and climb at selected speed.
‐ Cruise at selected speed.
‐ Descent from cruising level to 1 500 ft above destination airport.
‐ Approach and landing. Fuel calculation is based on a consumption of 20 kg/min or 45 lb/min
Average quantity (6 min IFR) →120 kg or 270 lb
RESERVE FUEL
This quantity includes :
“EN ROUTE” RESERVE FUEL (CONTINGENCY FUEL)
• According to national regulations and company policy (generally based on a percentage of
trip fuel).
ALTERNATE FUEL
• Fuel required to fly from destination to alternate airport.
It includes go-around 100 kg or 220 lb, climb to cruising level, cruise at long range speed,
descent and approach procedure.
80 kg or 180 lb for 4 min VFR
HOLDING FUEL
Calculation of holding fuel should take into account the altitude of the alternate and the landing
weight at the alternate. To use holding charts Refer to PER-HLD-GEN GENERAL.
A conservative quantity corresponding to a 30 min holding at 1 500 ft above alternate airport
elevation at “green dot” speed in the clean configuration is 1 200 kg or 2 700 lb
APU FUEL
During ground operations, APU fuel consumption is about 130 kg/h or 290 lb/h (Packs ON,
90 KVA load on APU GEN).
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS
OPERATING MANUAL
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW GENERAL - FLIGHT PLAN
OPERATING MANUAL
FLIGHT PLAN
When no precalculated flight plan is available, flight planning can be determined by using the tables
given in this chapter.
Fuel policy will be the same as for precalculated flight plan.
The graph on the following page defines the different terms used in this chapter.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-GEN-FPL P 1/2
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FLIGHT PLANNING
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FLIGHT CREW GENERAL - FLIGHT PLAN
OPERATING MANUAL
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
GENERAL
The following tables can be used for the flight planning.
The first table allows the planner to calculate fuel and time during cruise, with a possible step climb
(Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
The second table shows the fuel and time planning for the whole flight plan (Refer to
PER-FPL-FLP-CAT CALCULATION TABLE).
At the end of the section an example shows how to use both tables for a given mission.
Following tables have been calculated using databases for CFM 56–5–B /P SAC. If the engines fitted
on the aircraft are not /P, the fuel consumption has to be increased by 3 % .
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 1/10
FCOM A→ 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
Note: ‐ Differences in fuel consumption during step climb sections will be taken into account in
the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
‐ To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to
PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL).
‐ Integrated cruise tables are established for ISA conditions only. Corrections due
to differences from ISA temperature are included in the calculation table (Refer to
PER-FPL-FLP-CAT CALCULATION TABLE).
‐ Overhead departure weight is assumed to be equal to weight at brake release.
‐ Overhead destination weight must be entered in the calculation table (Refer to
PER-FPL-FLP-CAT CALCULATION TABLE).
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
CALCULATION TABLE
1 (1) Max TO Weight at BRAKE RELEASE ▾ ▸ •
2 WEIGHT Overhead Destination ▸ •
3 - Temperature Correction for CRUISE - •
4 + Correction for Low Air Conditioning + •
5 - CLIMB correction - •
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 3/10
FCOM B→ 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
Continued from the previous page
6 + TO Altitude correction + •
7 - STEP CLIMB correction - •
8 = Corrected Weight Overhead Destination = •
9 + DESCENT correction (including 6 min IFR) + •
10 (2) Landing Weight at Destination = •
11 - ALTERNATE Fuel - •
12 = ALTERNATE Landing Weight = •
13 - HOLDING - •
14 = Weight at END OF HOLDING = •
15 TRIP FUEL (1) - (2) • ///////////////
16 - "En Route" Reserve - •
17 (3) ZERO FUEL WEIGHT = •
18 - OPERATING WEIGHT EMPTY - •
19 = Max Allowable Payload = •
BLOCK FUEL CALCULATION
20 Required Fuel (1) - (3) ▸ •
21 + Taxi + •
22 = Block Fuel = •
FLIGHT TIME CALCULATION (H. MIN)
23 Time from integrated Cruise Tables ▸ •
24 + CLIMB Correction + •
25 + DESCENT Correction (including 6 min IFR) + •
26 = Flight Time = •
Note: Line 3 : temperature correction :
0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM) or
0.033 (lb/°C/NM) × ΔISA (°C) × air distance (NM)
Line 6 : TO altitude correction :
0.5 (kg/1 000 kg /1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft ) or
0.5 (lb/1 000 lb /1 000 ft ) × TOW (1 000 lb) × airport elevation (1 000 ft)
Line 10 : Check that landing weight at destination is lower than maximum landing
weight.
Line 17 : Check that the zero fuel weight is lower than maximum zero fuel weight.
Line 22 : Check that the block fuel value is lower than maximum tank capacity.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 4/10
FCOM ←B 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
EXAMPLE
DATA
‐ TO weight : 72 000 kg
‐ Ground distance to destination : 2 000 nm
‐ Wind : –50 kt (head wind)
‐ Selected initial FL : 350
‐ Mach number : M .78
‐ Temperature : ISA +10
DETERMINATION OF CRUISE FUEL AND TIME
A : Enter the chosen flight Mach number, flight level, ground distance to be covered and
forecast windspeed in the calculation table (See CALCULATION TABLE).
Calculate the air distance (Refer to PER-OPD-CON-AEO M.78)
here : M .78, 50 kt head wind, 2 000 nm ground distance
→ air distance : 2 248 nm
CRUISE TABLE FL350
B : Read from integrated cruise table (M .78, FL 350) the values for time and distance for
a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL350) :
→ distance : 5 599 nm → time : 747 min
C : Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the value
for the optimum aircraft weight to proceed to FL 390 → 62 000 kg
D : Enter integrated cruise table (M .78, FL 350) and read the values for a weight of
62 000 kg (begin of first step climb)
→ distance : 3 759 nm → time : 502 min
E : Calculate the values for the first cruise segment :
Fuel : 72 000 – 62 000 = 10 000 kg
Distance : 5 599 – 3 759 = 1 840 nm
Time : 747 – 502 = 245 min
Remaining distance : 2 248 – 1 840 = 408 nm
CRUISE TABLE FL390
F : Read from integrated cruise table (M .78, FL 390) the values for time and distance for
the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL390)
→ distance : 4 050 nm → time : 543 min
G : Subtract remaining distance : 4 050 – 408 = 3 642 nm
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 5/10
FCOM C→ 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
H : Interpolate in integrated cruise table (M .78, FL 390) the weight and time values
corresponding to the distance of 3 642 nm
→ weight : 60 000 kg → time : 489 min
I : Calculate values for the second cruise segment :
Fuel : 62 000 – 60 000 = 2 000 kg
Distance : 4 050 – 3 642 = 408 nm
Time : 543-489 = 54 min
Crosscheck that remaining air distance equals zero.
J : Fill in the final table with weight overhead departure (72 000 kg) and weight overhead
destination (60 000 kg).
K : Calculate total values :
Fuel : 72 000 – 60 000 = 12 000 kg
Time : 245 + 54 = 299 min = 4 h 59 min
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 6/10
FCOM ←C→ 03 APR 12
PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
DATA
‐ TO weight : 72 000 kg
‐ Ground distance to destination : 2 000 nm
‐ Wind : –50 kt
‐ Selected first flight level : FL 350
‐ M .78
‐ Temperature : ISA +10 along the whole flight profile
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 7/10
FCOM ←C→ 03 APR 12
PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
‐ Airport elevation : 1 500 ft
‐ Normal air conditioning
STEPS
1 : Fill in Max TO weight → 72 000 kg
2 : Enter the integrated cruise table corresponding to the chosen FL with TO weight at
brake release point and calculate weight overhead destination. (See CALCULATION
TABLE). Fill in → 60 000 kg
3 : Apply temperature correction for given air distance :
2 248 nm × 10 °C × 0.015/°C/NM = 337 kg (enter 400 kg into table)
4 : Correction for low air conditioning → here = 0
5 : Subtract climb correction for chosen FL (Refer to PER-FPL-FLP-ICR-40 CLIMB
CORRECTION) → 1 000 kg
6 : Add TO altitude correction 0.5 × 72 × 1.5 = 54 kg (enter100 kg into table)
7 : Subtract value for step climb correction : 50 kg (enter 100 kg into table)
8 : Calculate corrected weight overhead destination → 58 600 kg
9 : Enter weight overhead destination and find descent correction
(including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) →
200 kg
10 : Calculate landing weight at destination → 58 800 kg
11 : Subtract alternate fuel, e.g. : 100 nm at FL 100
(Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 986 kg
Landing weight at alternate → 58 800 - 986 = 57 814 kg
Correction due to deviation from reference landing weight at alternate (Refer to
PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE
WEIGHT) → 6 × (57.8 - 55) = 16.8 kg
Corrected alternate fuel → 1 003 kg
12 : Calculate alternate landing weight → 57 800 kg
13 : Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 1 094 kg
14 : Calculate weight at end of holding → 56 700 kg
15 : Calculate trip fuel → 13 200 kg
16 : Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 660 kg
17 : Calculate zero fuel weight → 56 000 kg
18-19: Subtract dry operating weight to obtain maximum allowable payload.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 8/10
FCOM ←C→ 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
20-22: Calculate ramp fuel (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL
REQUIREMENTS for taxi fuel).
23-26: Calculate flight time :
(See CALCULATION TABLE,
Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION,
Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION).
1 (1) Max TO Weight at BRAKE RELEASE ▾ ▸ 7 2 • 0
2 WEIGHT Overhead Destination ▸ 6 0 • 0
3 - Temperature Correction for CRUISE - 0 • 4
4 + Correction for Low Air Conditioning + 0 • 0
5 - CLIMB correction - 1 • 0
6 + TO Altitude correction + 0 • 1
7 - STEP CLIMB correction - 0 • 1
8 = Corrected Weight Overhead Destination = 5 8 • 6
9 + DESCENT correction (including 6 min IFR) + 0 • 2
10 (2) Landing Weight at Destination = 5 8 • 8
11 - ALTERNATE Fuel - 1 • 0
12 = ALTERNATE Landing Weight = 5 7 • 8
13 - HOLDING - 1 • 1
14 = Weight at END OF HOLDING = 5 6 • 7
15 TRIP FUEL (1) - (2) 1 3 • 2 ///////////////
16 - "En Route" Reserve - 0 • 7
17 (3) ZERO FUEL WEIGHT = 5 6 • 0
18 - OPERATING WEIGHT EMPTY - 4 1 • 3
19 = Max Allowable Payload = 1 4 • 7
BLOCK FUEL CALCULATION
20 Required Fuel (1) - (3) ▸ 1 6 • 1
21 + Taxi + 0 • 2
22 = Block Fuel = 1 6 • 3
FLIGHT TIME CALCULATION (H. MIN)
23 Time from integrated Cruise Tables ▸ 4 • 5 9
24 + CLIMB Correction + 0 • 0 5
25 + DESCENT Correction (including 6 min IFR) + 0 • 1 0
26 = Flight Time = 5 • 1 4
Note: Line 3 : temperature correction:
0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM)
Line 6 : TO altitude correction:
0.5 (kg/1 000 kg/1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft).
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 9/10
FCOM ←C→ 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - CALCULATION TABLES
OPERATING MANUAL
Line 10 : Check that landing weight at destination is lower than maximum landing
weight.
Line 17 : Check that the zero fuel weight is lower than maximum zero fuel weight.
Line 22 : Check that the block fuel value is lower than maximum tank capacity.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-CAT P 10/10
FCOM ←C 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - ALTITUDE
OPERATING MANUAL
OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS
• Optimum altitude : The altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and deviation from ISA.
• Maximum altitude is defined as the lower of :
‐ maximum altitude at maximum cruise thrust in level flight and
‐ maximum altitude at maximum climb thrust with 300 ft/min vertical speed.
Note: Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-40-30
Other Computations - Recommended Maximum Altitude (REC MAX)).
CRUISE LEVEL CHARTS - GENERAL
These charts have been established for a center of gravity at 33 % MAC.
Maximum and optimum altitudes are given for different temperatures at long range speed and M 78.
Note: The n = 1.3 g (1.4 g) curve indicates the buffet margin.
CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS OPTIMUM WEIGHT FOR 4000 FEET STEP
CLIMB.
CRUISE LEVEL CHARTS - BLEED CORRECTIONS
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS BLEED CORRECTIONS.
CRUISE LEVEL CHARTS - LONG RANGE SPEED
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS LONG RANGE SPEED.
CRUISE LEVEL CHARTS - M.78
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS M.78.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-ALT-10 P 1/2
FCOM A to F 15 FEB 13
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - ALTITUDE
OPERATING MANUAL
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - ALTITUDE
OPERATING MANUAL
OPTIMUM ALTITUDE ON SHORT STAGE
OPTIMUM ALTITUDE ON SHORT STAGE
Refer to PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-ALT-20 P 1/2
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - ALTITUDE
OPERATING MANUAL
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
GENERAL
GENERAL
Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time
required to cover a given air distance.
In the tables, the difference between two gross weights represents the fuel consumption. The
difference between the corresponding distances and times respectively represents the cruise
distance covered and the cruise time for this fuel consumption.
Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for long
range speed at fixed levels from FL 100 to FL 390.
Corrections are given on separate tables to allow for step climbs and to take into account the climb
and the descent phases.
Following tables have been calculated using databases for CFM 56-5-B /P. If the engines fitted on
the aircraft are not /P, the fuel consumption has to be increased by 3 %.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-ICR-10 P 1/2
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE AT A GIVEN MACH NUMBER
INTEGRATED CRUISE - M.78 FL290
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - M.78 FL310
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - M.78 FL330
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - M.78 FL350
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FCOM D 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - M.78 FL370
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FCOM E 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - M.78 FL390
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED
INTEGRATED CRUISE - LR FL100
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FCOM A 03 APR 12
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL120
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FCOM B 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL150
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FCOM C 03 APR 12
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL170
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FCOM D 03 APR 12
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL190
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-ICR-30 P 5/16
FCOM E 03 APR 12
PERFORMANCE
FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL210
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL230
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL250
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL270
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL290
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FCOM J 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL310
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FCOM K 03 APR 12
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL330
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL350
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FCOM M 03 APR 12
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL370
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FCOM N 03 APR 12
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
INTEGRATED CRUISE - LR FL390
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FCOM O 03 APR 12
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
CLIMB CORRECTION
CLIMB CORRECTION
The planner must correct the values for the fuel and the time obtained from the integrated cruise
tables with the numbers given in the following tables. The tables which are established for M .78 and
long range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.
M .78 AND LONG RANGE SPEED
CORRECTION ON FUEL CONSUMPTION (1 000 KG)
WEIGHT AT BRAKE RELEASE (1 000 KG) Time
FL
50 54 58 62 66 70 74 78 Correction
390 0.8 0.8 0.9 0.9 - - - - 4 min
370 0.8 0.8 0.9 0.9 0.9 1.0 - - 4 min
350 0.7 0.8 0.8 0.9 0.9 1.0 1.0 1.1 5 min
330 0.7 0.7 0.8 0.8 0.9 0.9 1.0 1.0 5 min
310 0.6 0.7 0.7 0.8 0.8 0.9 0.9 1.0 5 min
290 0.6 0.7 0.7 0.7 0.8 0.8 0.9 0.9 5 min
270 0.6 0.6 0.7 0.7 0.7 0.8 0.8 0.9 5 min
250 0.5 0.6 0.6 0.6 0.7 0.7 0.8 0.8 5 min
200 0.4 0.5 0.5 0.5 0.6 0.6 0.6 0.7 5 min
150 0.3 0.4 0.4 0.4 0.5 0.5 0.5 0.6 4 min
100 0.2 0.3 0.3 0.3 0.3 0.4 0.4 0.4 3 min
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-ICR-40 P 1/2
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
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FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
STEP CLIMB CORRECTION
STEP CLIMB CORRECTION
When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply a
correction of 50 kg per step climb to the fuel consumption.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-ICR-50 P 1/2
FCOM A 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
DESCENT CORRECTION
DESCENT CORRECTION
Correct the fuel and time values determined in the integrated cruise tables as follows to take into
account the descent down to 1 500 ft followed by a 6 min IFR approach and landing.
CORRECTION ON FUEL CONSUMPTION (1 000 kg)
WEIGHT OVERHEAD DESTINATION (1 000 kg)
FL Time Correction
46 50 54 58 62 66 70
390 0.1 0.1 0.2 0.2 0.2 0.3 - 10 min
370 0.1 0.1 0.1 0.2 0.2 0.3 0.3 10 min
350 0.1 0.1 0.1 0.2 0.2 0.2 0.3 10 min
330 0.1 0.1 0.1 0.2 0.2 0.2 0.3 10 min
310 0.1 0.1 0.1 0.2 0.2 0.2 0.3 10 min
290 0.1 0.1 0.1 0.2 0.2 0.2 0.2 10 min
270 0.1 0.1 0.1 0.1 0.2 0.2 0.2 10 min
250 0.1 0.1 0.1 0.1 0.2 0.2 0.2 10 min
200 0 0.1 0.1 0.1 0.1 0.1 0.2 10 min
150 0 0 0.1 0.1 0.1 0.1 0.1 9 min
100 0 0 0 0 0 0.1 0.1 8 min
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - INTEGRATED CRUISE
OPERATING MANUAL
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
INTRODUCTION
INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
‐ Takeoff
‐ Climb profile 250 kt/300 kt/M 0.78
‐ Cruise Mach number M 0.78/LR
‐ Descent profile M 0.78/300 kt/250 kt
‐ Approach and landing 120 kg - 6 min IFR
‐ ISA
‐ CG = 33 %
‐ Normal air conditioning
‐ Anti ice OFF
They are based upon a reference landing weight of 55 000 kg and have been calculated using
databases for CFM 56–5–B/P. If the engines fitted on the aircraft are neither /P, nor /3, the fuel
consumption has to be increased by 3 %.
Note: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach
the corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the
flight has to be selected in the table.
3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/°C/NM)
× ΔISA (°C) × Air Distance (NM).
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT
The fuel consumption must be corrected when the actual landing weight is different from the
reference landing weight.
If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in the
correction part of the table per 1 000 kg below (or above) the reference landing weight.
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
EXAMPLE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-FPL-FLP-QFP-30 P 1/4
FCOM 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
EXAMPLE
The following is an example of a complete flight plan based on the assumptions:
‐ Zero fuel weight: 60 000 kg = landing weight at alternate airport
‐ Cruise M .78 at FL 370
‐ Ground distance from departure to destination: 1 800 nm
‐ Average wind during flight: -40 kt (headwind)
‐ ISA conditions
‐ “En route” reserve: 5 %
‐ Ground distance from destination to alternate: 200 nm, no wind at FL 200
To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight at
alternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of the
calculation to be performed).
1. Alternate fuel and time
‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA;
Alternate time = 40 min
Alternate fuel : 1 559 + 11 × (60 – 55) = 1 614 kg
2. Holding fuel and time
‐ A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT
SPEED), holding fuel = 1 300 kg
3. At destination, the landing weight = 60 000 + 1 614 + 1 300 = 62 914 kg
4. Evaluation of the air distance between departure and destination.
‐ The “Ground distance/Air distance” conversion table (Refer to PER-OPD-CON-AEO M.78)
shows that the corresponding air distance is: 1 975 nm.
5. Trip fuel and time
‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING
M.78), read the corresponding values of fuel consumption and time, for the reference landing
weight and without deviation from ISA.
Fuel = 10 478 kg
Time = 4 h 37 min
‐ Correction for landing weight
Δ fuel = 146 × (62.914 – 55) = 1 155 kg
consumption
Trip reserves = 0.05 × (10 478 + 1 155) = 582 kg
(5 %)
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL
REQUIREMENTS)
7. Total fuel on board (Block fuel):
10 478 + 1 155 + 582 + 1 300 + 1 614 + 140 = 15 269 kg
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
FLIGHT PLANNING AT A GIVEN MACH NUMBER
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
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FLIGHT PLANNING M.78
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
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PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
OPERATING MANUAL
FLIGHT PLANNING AT LONG RANGE SPEED
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FLIGHT PLANNING LRC
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - ALTERNATE
OPERATING MANUAL
ALL ENGINES OPERATIVE
GENERAL
The alternate planning tables enable the flight crew to determine the fuel consumption and time
required to cover a given air distance from go-around at destination airport to landing at alternate
airport.
These tables are established for:
‐ Go-around: 100 kg or 220 lb
‐ Climb profile: 250 kt/300 kt/M .78
‐ Long range speed
‐ Descent profile: M .78/300 kt/250 kt
‐ Approach and landing at alternate airport: 80 kg or 180 lb (4 min)
‐ ISA
‐ CG = 33 %
‐ Normal air conditioning
‐ Anti ice OFF
Following tables have been calculated using databases for CFM 56–5–B /P. If the engines fitted on
the aircraft are not /P or /3, the fuel consumption has to be increased by 3 %.
Note: 1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree Celsius above ISA temperature apply a fuel correction of
0.015 (kg/°C/NM) × ΔISA (°C) × Air distance (NM)
or 0.033 (lb/°C/NM) × ΔISA (°C) × Air distance (NM)
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
The alternate planning tables are based on a reference landing weight at alternate.
The fuel consumption must be corrected when the landing weight is different from the reference
landing weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction
part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.
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PERFORMANCE
FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - ALTERNATE
OPERATING MANUAL
ALTERNATE PLANNING ISA
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - ALTERNATE
OPERATING MANUAL
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FLIGHT CREW FLIGHT PREPARATION - ALTERNATE
OPERATING MANUAL
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FLIGHT CREW FLIGHT PREPARATION - FUEL TANKERING
OPERATING MANUAL
GENERAL
This section provides guidance to operators on when an economical benefit to perform fuel tankering
exists.
Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices between
departure airport and destination airport is significant.
Operators may also consider fuel tankering when the fuel supply is unreliable or the fuel type is
unavailable.
The operator has to take into account additional costs due to the aircraft weight increase. These
costs are not negligible and the operator should consider them against fuel tankering gains.
Main additional costs to consider are:
‐ Reduction in takeoff thrust derate via lower flexible temperature
‐ Increase in engine wear as a result of higher EGT
‐ Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier
Landing Weight
‐ The extra fuel burn will result in an economical penalty due to possible emission taxation.
Note: The fuel tankering method takes into account the cost for the transport of the tankered fuel.
There are other operational aspects to consider when fuel tankering. The most common are risk of
overweight landings are reduction in operation performance margins for short, hot or high elevation
runways.
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FLIGHT PLANNING
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FLIGHT CREW FLIGHT PREPARATION - FUEL TANKERING
OPERATING MANUAL
CALCULATION
The Fuel Price Ratio (FPR) is defined as the fuel price at the departure airport divided by the fuel
price at the destination airport.
The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fuel
tankering becomes profitable from a fuel cost point of view.
When Fuel Price Ratio is below the BEFRP
‐ The advantage of the lower fuel price at departure compensates the additional fuel burn (the
additional fuel burn is due to the additional fuel tankered)
‐ Fuel tankering maximizes the gain when as much fuel as possible is tankered
‐ The tankered fuel quantity is limited by:
‐ Maximum fuel capacity
‐ Structural or performance limited Maximum Takeoff Weight
‐ Structural or performance limited Maximum Landing Weight
‐ Fuel required for the next flight.
In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at their
discretion in order to avoid possible overweight landing.
The following table shows the BEFPR versus the air distance of the first flight leg.
The table also indicates the additional fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. The
total additional fuel burn must be added to the total trip fuel from the departure airport.
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A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - FUEL TANKERING
OPERATING MANUAL
FUEL TANKERING TABLES
Table assumptions are:
‐ ISA temperature
‐ Optimum flight level at Long Range cruise speed
‐ 30 min holding at 1 500 ft at Green Dot Speed
AIR DISTANCE (nm) BREAK EVEN FUEL BURN PER 1000 kg
FUEL PRICE RATIO OF FUEL TANKERED (kg)
100 0.991 9
300 0.974 26
500 0.959 41
700 0.944 56
1 000 0.919 81
1 300 0.885 115
1 500 0.867 133
1 700 0.848 152
2 000 0.824 176
2 200 No gain
The following table is available for aircraft performance degradation (Performance Factor) :
AIR DISTANCE PERF FACTOR 5% PERF FACTOR 10%
(nm) BREAK FUEL BURN PER BREAK FUEL BURN PER
EVEN FUEL 1000 kg OF FUEL EVEN FUEL 1000 kg OF FUEL
PRICE RATIO TANKERED (kg) PRICE RATIO TANKERED (kg)
100 0.99 10 0.99 10
300 0.972 28 0.971 29
500 0.957 43 0.955 45
700 0.941 59 0.939 61
1 000 0.914 86 0.908 92
1 300 0.879 121 0.873 127
1 500 0.857 143 0.848 152
1 700 0.839 161 0.853 147
2 000 0.814 186 0.79 210
2 400 No gain No gain
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FCOM C 03 APR 12
PERFORMANCE
FLIGHT PLANNING
A318/A319/A320/A321
FLIGHT CREW FLIGHT PREPARATION - FUEL TANKERING
OPERATING MANUAL
EXAMPLE
DATA : Air distance = 1 100 nm
Fuel price at departure airport = 830 $ / 1 000 kg (377 $ / 1 000 lb)
Fuel price at destination airport = 1000 $ / 1 000 kg (454 $ / 1 000 lb)
1. From the relation between fuel price at departure and fuel price at destination
Current fuel price ratio = 0.83
2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES)
For the defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio.
The fuel tankering is profitable.
To determine the BEFPR, the interpolation of the table values is permitted.
If the user wants to avoid interpolation, select the next longer air distance. This will provide a
conservative value for BEFPR.
3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:
‐ Total fuel is less than maximum fuel tank capacity
‐ TOW with fuel tankering is less than structural or performance limited maximum takeoff weight
‐ LW with fuel tankering is less than structural or performance limited maximum landing weight
‐ Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.
4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered.
Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiply
this value by the amount of fuel tankered.
5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn
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CLIMB
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-CLB-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-CLB-CLT CLIMB TABLES
CLIMB - ISA ........................................................................................................................................................... A
CLIMB - ISA +10..................................................................................................................................................... B
CLIMB - ISA +15.....................................................................................................................................................C
CLIMB - ISA +20.....................................................................................................................................................D
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CLIMB
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FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
Climb tables are established at MAX CLIMB THRUST with air conditioning in normal mode and anti
ice OFF.
The climb speed profile is :
‐ 250 kt from 1 500 ft up to FL 100
‐ acceleration from 250 kt to 300 kt
‐ climb at 300 kt then M .78 up to selected altitude.
All charts are established with a center of gravity corresponding to 33 %.
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CLIMB - ISA
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CLIMB
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OPERATING MANUAL
CLIMB - ISA +15
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OPERATING MANUAL
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OPERATING MANUAL
CLIMB - ISA +20
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CRUISE
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-CRZ-ECI ECON (CI)
PER-CRZ-ECI-10 OPTIMUM MACH NUMBER
OPTIMUM MACH NUMBER................................................................................................................................... A
COST INDEX 0 (MAXIMUM RANGE).....................................................................................................................B
COST INDEX 10 KG/MIN....................................................................................................................................... C
COST INDEX 20 KG/MIN....................................................................................................................................... D
COST INDEX 40 KG/MIN........................................................................................................................................E
COST INDEX 60 KG/MIN........................................................................................................................................F
COST INDEX 80 KG/MIN....................................................................................................................................... G
COST INDEX 100 KG/MIN..................................................................................................................................... H
PER-CRZ-ALT ALTITUDE
PER-CRZ-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS...........................................................................................................................................................A
Cruise Level Charts General...................................................................................................................................B
OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB............................................................................................. C
CRUISE LEVEL CHARTS BLEED CORRECTIONS.............................................................................................. D
CRUISE LEVEL CHARTS M.78..............................................................................................................................E
CRUISE LEVEL CHARTS LONG RANGE SPEED.................................................................................................F
PER-CRZ-ALT-20 WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE
WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE.......................................................................... A
PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE
OPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A
PER-CRZ-CRT CRUISE TABLES
PER-CRZ-CRT-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-CRZ-CRT-20 CRUISE AT M.78
CRUISE - M.78 - ISA.............................................................................................................................................. A
CRUISE - M.78 - ISA+10........................................................................................................................................ B
CRUISE - M.78 - ISA+15........................................................................................................................................C
CRUISE - M.78 - ISA+20........................................................................................................................................D
PER-CRZ-CRT-30 CRUISE AT LONG RANGE
LONG RANGE CRUISE - ISA................................................................................................................................ A
LONG RANGE CRUISE - ISA+10.......................................................................................................................... B
LONG RANGE CRUISE - ISA+15.......................................................................................................................... C
LONG RANGE CRUISE - ISA+20.......................................................................................................................... D
Continued on the following page
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-PLP-TOC P 1/2
FCOM 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-CRZ-ICQ IN CRUISE QUICK CHECK
PER-CRZ-ICQ-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-CRZ-ICQ-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... A
PER-CRZ-ICQ-30 EXAMPLE
EXAMPLE................................................................................................................................................................ A
PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78
IN CRUISE QUICK CHECK M.78...........................................................................................................................A
PER-CRZ-ICQ-50 IN CRUISE QUICK CHECK LONG RANGE
IN CRUISE QUICK CHECK LONG RANGE...........................................................................................................A
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-PLP-TOC P 2/2
FCOM 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
OPTIMUM MACH NUMBER
Seven tables give the optimum Mach number versus cost index, altitude and wind as calculated by
the FMGC.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 1/8
FCOM A 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 0 (MAXIMUM RANGE)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 2/8
FCOM B 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 10 KG/MIN
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FCOM C 15 FEB 13
PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 20 KG/MIN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 4/8
FCOM D 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 40 KG/MIN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 5/8
FCOM E 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 60 KG/MIN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 6/8
FCOM F 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 80 KG/MIN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 7/8
FCOM G 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ECON (CI) - OPTIMUM MACH NUMBER
OPERATING MANUAL
COST INDEX 100 KG/MIN
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ECI-10 P 8/8
FCOM H 15 FEB 13
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES
OPERATING MANUAL
DEFINITIONS
• Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA.
• Maximum altitude is defined as the lower of :
‐ maximum altitude at maximum cruise thrust in level flight and
‐ maximum altitude at maximum climb thrust with 300 ft/min vertical speed.
Note: Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-50-10
MCDU).
CRUISE LEVEL CHARTS GENERAL
These charts have been established for a center of gravity at 33 % MAC.
Maximum and optimum altitudes are given for different temperatures at long range speed and
M 0.78.
Note: The n = 1.3 g (n = 1.4 g) curve indicates the buffet margin.
OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB
STEP WEIGHT (1 000 kg/1 000 lb)
CLIMB ≤ ISA + 10 ISA + 15 ISA + 20
FROM/TO LR M.78 LR M.78 LR M.78
310/350 76/167 76/167 73/160 73/160 69/152 69/152
330/370 69/152 69/152 66/145 66/145 62/136 62/136
350/390 62/136 62/136 59/130 59/130 55/121 55/121
CRUISE LEVEL CHARTS BLEED CORRECTIONS
BLEED CORRECTIONS
ENGINE ANTI ICE TOTAL ANTI ICE
Max Alt. : -200 ft Max Alt. : -500 ft
ISA Opt Alt. : -200 ft Opt Alt. : -300 ft
Max Alt. : -1 500 ft Max Alt. : -4 200 ft
ISA + 10 Opt Alt. : -400 ft Opt Alt. : -3 100 ft
Max Alt. : -3 500 ft Max Alt. : -4 800 ft
ISA + 15 Opt Alt. : -3 500 ft Opt Alt. : -4 300 ft
Max Alt. : -5 300 ft Max Alt. : -6 500 ft
ISA + 20 Opt Alt. : -3 800 ft Opt Alt. : -6 200 ft
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ALT-10 P 1/4
FCOM A to D 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES
OPERATING MANUAL
CRUISE LEVEL CHARTS M.78
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ALT-10 P 2/4
FCOM E 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES
OPERATING MANUAL
CRUISE LEVEL CHARTS LONG RANGE SPEED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ALT-10 P 3/4
FCOM F 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES
OPERATING MANUAL
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FCOM 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE
OPERATING MANUAL
WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE
GIVEN : Weight : 65 000 kg (143 300 lb)
Wind at FL 350 : 10 kt head
FIND : Minimum wind difference to descend to FL 310 : (40 - 4) = 36 kt
RESULTS : Descent to FL 310 may be considered provided the tail wind at this altitude is more
than (36 - 10) = 26 kt.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ALT-20 P 1/2
FCOM A 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ALT-20 P 2/2
FCOM 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW ALTITUDE - OPTIMUM ALTITUDE ON SHORT STAGE
OPERATING MANUAL
OPTIMUM ALTITUDE ON SHORT STAGE
According to the air distance (from brake release point to landing), the cruise flight level is limited by
the distance required to perform climb and descent. The graph determines the optimum altitude.
It includes the following profiles:
‐ Takeoff
‐ Climb: 250 kt/300 kt/M .78
‐ Long range cruise (during at least 5 min)
‐ Descent: M .78/300 kt/250 kt
‐ Approach and landing
and it is established for:
‐ ISA
‐ CG = 33 %
‐ Normal air conditioning
‐ Anti ice OFF
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ALT-30 P 1/2
FCOM A 03 APR 12
PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW ALTITUDE - OPTIMUM ALTITUDE ON SHORT STAGE
OPERATING MANUAL
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PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - GENERAL
OPERATING MANUAL
GENERAL
Cruise tables are established:
‐ for ISA, ISA + 10, ISA + 15 and ISA + 20
‐ with normal air conditioning and anti ice OFF
‐ from FL 290 to FL 390 at M 0.78
‐ from FL 100 to FL 390 at long range speed
‐ with a 33 % center of gravity.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-10 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
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A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - GENERAL
OPERATING MANUAL
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FCOM 29 JUL 11
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A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT M.78
OPERATING MANUAL
CRUISE - M.78 - ISA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-20 P 1/4
FCOM A 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT M.78
OPERATING MANUAL
CRUISE - M.78 - ISA+10
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-20 P 2/4
FCOM B 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT M.78
OPERATING MANUAL
CRUISE - M.78 - ISA+15
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-20 P 3/4
FCOM C 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT M.78
OPERATING MANUAL
CRUISE - M.78 - ISA+20
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-20 P 4/4
FCOM D 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
LONG RANGE CRUISE - ISA
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 1/8
FCOM A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 2/8
FCOM ←A 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
LONG RANGE CRUISE - ISA+10
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 3/8
FCOM B→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 4/8
FCOM ←B 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
LONG RANGE CRUISE - ISA+15
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 5/8
FCOM C→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 6/8
FCOM ←C 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
LONG RANGE CRUISE - ISA+20
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 7/8
FCOM D→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW CRUISE TABLES - CRUISE AT LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-CRT-30 P 8/8
FCOM ←D 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - GENERAL
OPERATING MANUAL
GENERAL
The following in cruise quick check tables allow the flight crew to determine the fuel consumption and
the time required to cover a given air distance from any moment in cruise to land.
These tables are established for:
‐ Cruise Mach number: M 0.78/LR
‐ Descent profile: M 0.78/300 kt/250 kt
‐ Approach and landing: 120 kg or 270 lb -6 min IMC
‐ ISA
‐ CG = 33 %
‐ Normal air conditioning
‐ Anti ice OFF
Note: 1. In the tables, the asterisk “*” means that a step climb of 4 000 ft has been made to reach
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree celsius above ISA apply a fuel correction of
0.005 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM)
or 0.011 (lb/°C/NM) × ΔISA (°C) × Air Distance (NM)
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-10 P 1/2
FCOM A 25 NOV 11
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - GENERAL
OPERATING MANUAL
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PERFORMANCE
CRUISE
A318/A319/A320/A321 IN CRUISE QUICK CHECK - CORRECTION
FLIGHT CREW
OPERATING MANUAL FOR DEVIATION FROM REFERENCE WEIGHT
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
The in cruise quick check tables are based on a reference initial weight.
The fuel consumption must be corrected when the actual weight is different from the reference initial
weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction
part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-20 P 1/2
FCOM A 29 JUL 11
PERFORMANCE
CRUISE
A318/A319/A320/A321 IN CRUISE QUICK CHECK - CORRECTION
FLIGHT CREW
OPERATING MANUAL FOR DEVIATION FROM REFERENCE WEIGHT
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A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - EXAMPLE
OPERATING MANUAL
EXAMPLE
In-cruise quick check with cruise at M .78
FL 370
Actual cruise weight : 55 000 kg
Remaining ground distance : 800 nm
ISA +10
Average wind during flight : -40 kt (head wind)
‐ Evaluation of air distance to be covered
• Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEO
M.78), the corresponding air distance is : 880 nm
‐ Determination of the fuel consumption and time for the reference initial weight in cruise.
• Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance
of 880 nm and FL 370 for ISA.
Fuel consumption: 4 053 kg
Time needed: 2 h 07 min
‐ Correction due to real in cruise weight of 55 000 kg
Δ fuel consumption : -49 kg per 1 000 kg below reference
Δ fuel : -49 × (60 - 55) = -245 kg
‐ Temperature correction :
Δ fuel consumption : +0.005 kg per 1 °above ISA and per 1 nm Air distance
Δ fuel : +0.005 × 10 × 880 = 44 kg
RESULT
Fuel : 4 053 - 245 + 44 = 3 852 kg
Time : 2 h 07 min
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-30 P 1/2
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CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - EXAMPLE
OPERATING MANUAL
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PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
OPERATING MANUAL
IN CRUISE QUICK CHECK M.78
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-40 P 1/6
FCOM A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-40 P 2/6
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-40 P 3/6
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-40 P 4/6
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-40 P 5/6
FCOM ←A 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
OPERATING MANUAL
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2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-40 P 6/6
FCOM 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
IN CRUISE QUICK CHECK LONG RANGE
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 1/10
FCOM A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 2/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 3/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 4/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 5/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 6/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 7/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 8/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 9/10
FCOM ←A→ 03 APR 12
PERFORMANCE
CRUISE
A318/A319/A320/A321
FLIGHT CREW IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
OPERATING MANUAL
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-CRZ-ICQ-50 P 10/10
FCOM ←A 03 APR 12
PERFORMANCE
HOLDING
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PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-HLD-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-HLD-HLD HOLDING TABLES
CONF 0 - GREEN DOT SPEED.............................................................................................................................A
CONF 0 - 210KT..................................................................................................................................................... B
CONF 1 - S SPEED................................................................................................................................................C
CONF 1 - 170KT..................................................................................................................................................... D
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-HLD-PLP-TOC P 1/2
FCOM 03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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FCOM 03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
Holding tables contain information about the total fuel flow that allows the flight crew to plan holding
and reserve fuel requirements.
They are established for flight in a race track holding pattern for two different configurations:
• Clean configuration at 210 kt and green dot speed
• Configuration 1 at 170 kt and S speed.
Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuel
speed and the minimum drag speed.
These charts are established with air conditioning in normal mode and the center of gravity at 33 %.
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-HLD-GEN P 1/2
FCOM A 03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW GENERAL
OPERATING MANUAL
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PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW HOLDING TABLES
OPERATING MANUAL
CONF 0 - GREEN DOT SPEED
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-HLD-HLD P 1/4
FCOM A 03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW HOLDING TABLES
OPERATING MANUAL
CONF 0 - 210KT
2T1 A318/A319/A320/A321 For A/C: 18-CMHE PER-HLD-HLD P 2/4
FCOM B 03 APR 12
PERFORMANCE
HOLDING
A318/A319/A320/A321
FLIGHT CREW HOLDING TABLES
OPERATING MANUAL
CONF 1 - S SPEED
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PERFORMANCE
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FLIGHT CREW HOLDING TABLES
OPERATING MANUAL
CONF 1 - 170KT
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PERFORMANCE
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-DES-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-DES-STD STANDARD
DESCENT- M.78/300KT/250KT...............................................................................................................................A
PER-DES-EMG EMERGENCY
EMERGENCY DESCENT - M.82/350KT................................................................................................................ A
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OPERATING MANUAL
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DESCENT
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FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
Descent tables are established for normal descent speed M .78 / 300 kt /250 kt and emergency
descent at MMO/VMO with airbrakes extended, down to 1 500 ft with :
• Normal air conditioning
• CG = 33 %
• Anti ice OFF
For normal descent, cabin vertical speed is limited to 350 ft/min
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FLIGHT CREW GENERAL
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FLIGHT CREW STANDARD
OPERATING MANUAL
DESCENT- M.78/300KT/250KT
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FLIGHT CREW STANDARD
OPERATING MANUAL
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FLIGHT CREW EMERGENCY
OPERATING MANUAL
EMERGENCY DESCENT - M.82/350KT
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PERFORMANCE
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FLIGHT CREW EMERGENCY
OPERATING MANUAL
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-GOA-GEN GENERAL
GENERAL................................................................................................................................................................ A
PROCEDURE.......................................................................................................................................................... B
PER-GOA-ACG APPROACH CLIMB LIMITING WEIGHT
PER-GOA-ACG-NOR NORMAL
CONF 2....................................................................................................................................................................A
CONF 3....................................................................................................................................................................B
PER-GOA-ACG-CAT CAT II
CAT II - CONF 2..................................................................................................................................................... A
CAT II - CONF 3..................................................................................................................................................... B
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GO AROUND
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
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PERFORMANCE
GO AROUND
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FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
In the go around configuration corresponding to the all engine procedure, the minimum steady
gradient one engine inoperative required by the regulations is 2.1 % at a speed not exceeding 1.4
Vs. This requirement is also called approach climb performance by regulations.
The following tables allow to determine the go around limiting weight which satisfies the required
gradient with the certified go around configurations 3 and 2.
The required gradient of 2.1 % is considered at the airport reference altitude. The power setting
is “GO AROUND” thrust with the air conditioning ON. The speed is 1.23 Vs of the specified
configuration. For the occasional cases where approach climb performance is found restrictive, a
correction is given for an increased speed, up to 1.4 Vs.
Note: Landing climb performance (2 engines running) is never limiting.
PROCEDURE
According to airport pressure altitude and temperature determine if the slats/flaps setting must be
restricted as a function of the landing weight, in order to meet the go around gradient requirement of
2.1 %.
Establish the final approach configuration with one more step of flaps. If the approach is interrupted,
retract the flaps by one step during the go-around.
In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % to
be maintained.
Use the tables for CAT II approach to determine the maximum approach climb limiting weight
according to airport pressure altitude and temperature.
Note: 1. If circumstances dictate, landing may be made at a weight corresponding to the
maximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING).
2. When icing conditions are predicted during the flight and TAT is 10 °C or below and there
is an evidence of significant ice accretion, to take into account ice formation on the non
heated structure :
‐ decrease the approach climb limiting weight by 4.5 %.
‐ in CONF FULL, the approach speed must not be lower than VREF +5 kt.
or
in CONF 3, the approach speed must not be lower than VLS +10 kt.
For Landing Performance assessment, refer to QRH PER-C.
3. In the following tables corrections for anti ice are only valid for OAT lower than 10 °C.
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FLIGHT CREW GENERAL
OPERATING MANUAL
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PERFORMANCE
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FLIGHT CREW APPROACH CLIMB LIMITING WEIGHT - NORMAL
OPERATING MANUAL
CONF 2
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PERFORMANCE
GO AROUND
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FLIGHT CREW APPROACH CLIMB LIMITING WEIGHT - NORMAL
OPERATING MANUAL
CONF 3
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PERFORMANCE
GO AROUND
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FLIGHT CREW APPROACH CLIMB LIMITING WEIGHT - CAT II
OPERATING MANUAL
CAT II - CONF 2
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GO AROUND
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FLIGHT CREW APPROACH CLIMB LIMITING WEIGHT - CAT II
OPERATING MANUAL
CAT II - CONF 3
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-LDG-GEN GENERAL
GENERAL................................................................................................................................................................ A
DISPATCH............................................................................................................................................................... B
Use of the Autobrake System................................................................................................................................. C
PER-LDG-CTA RUNWAY CONTAMINATION
PER-LDG-CTA-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-LDG-CTA-20 DEFINITIONS
DEFINITIONS...........................................................................................................................................................A
EQUIVALENCES..................................................................................................................................................... B
PER-LDG-DIS DISPATCH
PER-LDG-DIS-MAT Runway Condition Assessment Matrix for Landing
Runway Condition Assessment Matrix....................................................................................................................A
PER-LDG-DIS-RLD REQUIRED LANDING DISTANCES / MANUAL LANDING
RLD CONF FULL.................................................................................................................................................... A
RLD CONF 3........................................................................................................................................................... B
Example................................................................................................................................................................... C
REQUIRED LANDING DISTANCE AT RIO SANTOS DUMONT (SBRJ/SDU)...................................................... D
PER-LDG-DIS-RLA REQUIRED LANDING DISTANCES
AUTOMATIC LANDING ON DRY RUNWAY.......................................................................................................... A
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FLIGHT CREW GENERAL
OPERATING MANUAL
GENERAL
REQUIRED LANDING DISTANCE (RLD) AT DISPATCH
The RLD is the regulatory reference to be used for dispatch landing performance computation.
The RLD is the factored certified landing distance based on:
‐ Maximum manual braking initiated immediately after main gear touchdown
‐ Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when
credit is used)
‐ Antiskid and all spoilers operative
‐ The regulatory dispatch factor.
MANUAL LANDING
CONTAMINATED RUNWAY
If the surface is contaminated, EU-OPS operators must use the longer of the RLD for wet
runway and the RLD for the applicable contaminant for dispatch.
AUTOMATIC LANDING
The RLD for automatic landing is defined as the RLD in manual landing corrected with the
increment given in AFM. These increments assume maximum manual braking from main gear
touchdown.
IN-FLIGHT LANDING DISTANCE
The flight crew should use the Landing Distances published in the QRH as the reference
for In-Flight landing performance computation. The In-Flight Landing Distances reflect the
performance achievable in a typical operational landing without margin, assuming realistic airborne
phase from threshold to touchdown and deceleration on ground to full stop.
The In-Flight Landing Distances consider:
‐ Touchdown within the touchdown zone
‐ Maximum manual braking initiated immediately after main gear touchdown
‐ Normal system delays in braking activation in case of autobrake
‐ Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when
credit is used)
‐ Antiskid and all spoilers operative.
FACTORED IN-FLIGHT LANDING DISTANCE
The flight crew should apply an appropriate margin to the In-Flight Landing Distances published
in the QRH to account for operational variability (e.g. in wind and runway condition reporting) and
flying technique (e.g. speed and height above threshold, flare).
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FLIGHT CREW GENERAL
OPERATING MANUAL
This factor should account for:
‐ The Applicable Regulations
‐ The Airline Policy
‐ The discretion of the Pilot.
The Factored In-Flight Landing Distance may in some cases, and in particular on contaminated
runway, exceed the RLD considered at dispatch.
The requirements for dispatch remain unchanged and are based on the RLD. However, when
arrival conditions are expected to be marginal it is recommended to make a preliminary calculation
of In-Flight Landing Distance or Factored In-Flight Landing Distance at dispatch in order to
nominate suitable destination alternates.
DISPATCH
The pilot must check before departure that the available runway length at destination is at least equal
to the required landing distance for the forecasted landing weight.
In case of aircraft system failure affecting landing distance known before the dispatch, the available
runway length must be at least equal to the required landing distance with failure, i.e. the required
landing distance without failure multiplied by the coefficient given in the Flight Manual or the MMEL.
USE OF THE AUTOBRAKE SYSTEM
The autobrake system is designed to help the pilot in case of :
‐ aborted takeoff or
‐ landing on short runways or
‐ operation with low visibility weather conditions
Furthermore, it ensures a straight roll-out and optimizes the landing distance on contaminated
runways provided the contamination is evenly distributed.
At landing, select the braking mode according to :
‐ runway length
‐ configuration
‐ runway condition
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PERFORMANCE
LANDING
A318/A319/A320/A321
FLIGHT CREW RUNWAY CONTAMINATION - GENERAL
OPERATING MANUAL
GENERAL
This section presents the recommendations of Airbus Industrie for operations from wet runways or
from runways which are covered with contaminants such as standing water, slush or snow.
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FLIGHT CREW RUNWAY CONTAMINATION - GENERAL
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FLIGHT CREW RUNWAY CONTAMINATION - DEFINITIONS
OPERATING MANUAL
DEFINITIONS
DAMP : A runway is damp when the surface is not dry, but when the water on it
does not give it a shiny appearance.
WET : A runway is considered as wet when the surface has a shiny
appearance due to a thin layer of water. When this layer does not
exceed 3 mm depth, there is no substantial risk of hydroplaning.
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. It is encountered at temperatures around 5 °C and its density is
approximately 0.85 kg/l (7.1 lb/US Gal).
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/l
(3.35 lb/US Gal).
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/l (1.7 lb/US Gal).
COMPACTED SNOW : is a condition where snow has been compressed.
ICY : is a condition where the friction coefficient is 0.05 or below.
EQUIVALENCES
For the below-listed reported contaminants, the following equivalent runway conditions can be
retained for the landing performance determination.
Reported contaminant
Equivalent Runway Condition
Type of contaminant Depth of contaminant
Slush ≤ 3 mm (0.12 in)
Water ≤ 3 mm (0.12 in) Wet
≤ 3 mm (0.12 in)
Wet snow
≤ 30 mm (1.18 in) Slush
≤ 3 mm (0.12 in) Wet
Dry snow
≤ 130 mm (5.12 in) Slush
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OPERATING MANUAL
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FLIGHT CREW DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING
OPERATING MANUAL
RUNWAY CONDITION ASSESSMENT MATRIX
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FLIGHT CREW DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING
OPERATING MANUAL
RLD CONF FULL
The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse
thrust, manual landing, and VAPP=VLS.
Required Landing Distances (m)
Runway State Compacted Standing
Dry Wet Slush
Weight (1000 kg) snow Water
46 1 170 1 340 1 370 1 360 1 410
50 1 220 1 400 1 450 1 450 1 500
54 1 270 1 460 1 540 1 540 1 590
58 1 330 1 530 1 620 1 630 1 690
62 1 390 1 600 1 700 1 720 1 820
66 1 500 1 730 1 780 1 820 1 950
Corrections on Landing Distances (m)
Compacted Standing
Runway State Dry Wet Slush
snow Water
Per 1 000 ft
Altitude + 60 + 70 + 80 + 130 + 130
ABOVE SL
Speed Per 5 kt + 100 + 110 + 90 + 110 + 170
Wind Per 5 kt TW + 150 + 170 + 160 + 240 + 330
Per Thrust
Reverse - - - 70 - 70 - 80
Reverser Operative
Extended
CG + 30 + 30 + 50 + 40 + 50
Forward CG
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FLIGHT CREW DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING
OPERATING MANUAL
RLD CONF 3
The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse
thrust, manual landing, and VAPP=VLS.
Required Landing Distances (m)
Runway State Compacted Standing
Dry Wet Slush
Weight (1000 kg) snow Water
46 1 250 1 430 1 500 1 490 1 540
50 1 300 1 500 1 590 1 590 1 650
54 1 360 1 570 1 680 1 690 1 760
58 1 430 1 640 1 770 1 800 1 910
62 1 520 1 750 1 860 1 900 2 060
66 1 670 1 920 1 950 2 030 2 210
Corrections on Landing Distances (m)
Compacted Standing
Runway State Dry Wet Slush
snow Water
Per 1 000 ft
Altitude + 60 + 70 + 90 + 150 + 150
ABOVE SL
Speed Per 5 kt + 100 + 120 + 100 + 150 + 200
Wind Per 5 kt TW + 150 + 180 + 170 + 270 + 370
Per Thrust
Reverse - - - 90 - 90 - 90
Reverser Operative
Extended
CG + 30 + 30 + 50 + 60 + 60
Forward CG
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FLIGHT CREW DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING
OPERATING MANUAL
EXAMPLE
EXAMPLE 1
Required Landing Distance (RLD) determination with multiple corrections
Data: Landing CONF = CONF FULL
LW = 58 T
DRY runway
Airport altitude = 2 000 ft
Approach speed = VLS
5 kt TW
ISA conditions
No slope
Read the reference distance for 58 T from RLD table:
RLD (DRY, 0 ft, VLS, no wind) = 1 330 m
Read the different corrections:
Altitude correction: 60 x 2 = +120 m
Wind correction: 150 x 1 = +150 m
RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 330 + 120 + 150 = 1 600 m
EXAMPLE 2
Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASA
operators)
Data: Landing CONF = CONF FULL
LW = 58 T
Runway covered with STANDING WATER
Airport altitude = 2 000 ft
Approach speed = VLS
Credit for all thrust reversers
ISA conditions
No slope
RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 690 + 130 x 2 - 80 x 2 = 1 790 m
Compare this distance to the landing distance in the same conditions on WET runway:
RLD (WET, 2 000 ft, VLS, no wind) = 1 530 + 70 x 2 = 1 670 m
RLD (WET) < RLD (WATER), therefore RLD = 1 790 m
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PERFORMANCE
LANDING
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FLIGHT CREW DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING
OPERATING MANUAL
REQUIRED LANDING DISTANCE AT RIO SANTOS DUMONT (SBRJ/SDU)
INTRODUCTION
The following table shows the required landing distances on wet runway at Santos Dumont
airport (SBRJ/SDU) for A320-214/-215/-216 aircraft models fitted with BSCU STD 9 or L4.1 (or
higher versions). The use of this table is subject to a specific Flight Manual Supplement. The
performance on wet runway given in this table is applicable provided the runway is maintained
to acceptable standards for Porous Friction Course type runways in accordance with FAA AC
150/5320-12 or CAA CAP 683 or equivalent.
MANUAL LANDING
REQUIRED LANDING DISTANCE CONF FULL
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FLIGHT CREW DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING
OPERATING MANUAL
REQUIRED LANDING DISTANCE CONF FULL – EXTENDED CG ENVELOPE
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OPERATING MANUAL
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FLIGHT CREW DISPATCH - REQUIRED LANDING DISTANCES
OPERATING MANUAL
AUTOMATIC LANDING ON DRY RUNWAY
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 55 000 kg and with no wind
or headwind, it is equal to the corrected required landing distance for manual required landing
increased by 95 m.
‐ In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg it is equal to
the corrected required landing distance for manual required landing increased by 90 m.
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OPERATING MANUAL
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PER-OEI-GEN GENERAL
PER-OEI-GEN-05 GENERAL
INTRODUCTION......................................................................................................................................................A
FLIGHT PREPARATION......................................................................................................................................... B
STRATEGY..............................................................................................................................................................C
PER-OEI-GEN-10 STANDARD STRATEGY
PROCEDURE.......................................................................................................................................................... A
EXAMPLE................................................................................................................................................................ B
PER-OEI-GEN-15 OBSTACLE STRATEGY
PROCEDURE.......................................................................................................................................................... A
EXAMPLE................................................................................................................................................................ B
PER-OEI-GEN-20 FIXED SPEED STRATEGIES
PROCEDURE.......................................................................................................................................................... A
EXAMPLE................................................................................................................................................................ B
PER-OEI-ALT ALTITUDE
PER-OEI-ALT-10 CEILINGS
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS.................................................................... A
NET CEILING AT GREEN DOT SPEED................................................................................................................ B
PER-OEI-CRT CRUISE TABLES
PER-OEI-CRT-10 STANDARD AND OBSTACLE STRATEGIES
LONG RANGE CRUISE - 1 ENGINE OUT - ISA................................................................................................... A
LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10............................................................................................B
LONG RANGE CRUISE - 1 ENGINE OUT - ISA +15............................................................................................C
LONG RANGE CRUISE - 1 ENGINE OUT - ISA +20............................................................................................D
PER-OEI-CRT-20 FIXED SPEED STRATEGIES
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA........................................................................................................A
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10.................................................................................................B
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +15................................................................................................ C
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +20................................................................................................ D
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA..................................................................................................... E
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10.............................................................................................. F
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +15..............................................................................................G
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +20.............................................................................................. H
Continued on the following page
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PERFORMANCE
ONE ENGINE INOPERATIVE
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FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
Continued from the previous page
PER-OEI-ICQ IN CRUISE QUICK CHECK
PER-OEI-ICQ-10 STANDARD STRATEGIES
IN CRUISE QUICK CHECK AT LONG RANGE SPEED........................................................................................A
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B
IN CRUISE QUICK CHECK LONG RANGE...........................................................................................................C
PER-OEI-ICQ-20 FIXED SPEED STRATEGIES
GENERAL................................................................................................................................................................ A
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B
IN CRUISE QUICK CHECK VMO.........................................................................
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