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TAKE-OFF

>3-6 >6-13mm WATER 1/2" 1/4” >3-6 >6-13mm >3-13 >13-25mm <=15mm WET >15-50 >50-100mm* WATER 1/2" 1/4” COMPACTED SNOW RUSSIA GOOD FC > 0.4 FC >= 0.42 WET MEDIUM-GOOD 0.39 to 0.36 0.40 to 0.42 COMPACTED SNOW MEDIUM 0.35 to 0.30 0.37 to 0.39 COMPACTED SNOW MEDIUM-POOR 0.29 to 0.26 0.35 to 0.36 COMPACTED SNOW POOR 0.25 to 0.20 0.31 to 0.34 COMPACTED SNOW *It is NOT recommended to take-off from a runway covered with more than 50mm dry snow

TAKE OFF LIMITATIONS DRY WET / DAMP STANDING WATER WET SNOW SLUSH AQUAPLANING WET with SAND or DUST STANDING WATER WET SNOW SLUSH DRY SNOW (regardless of BA & FC)

DEPTH

USE Contamination: DRY WET WET

MAX X-WIND 38kts inclusive gusts

RWY REQUIREMENTS (OM A 8.1 5.2.3) For all FLIGHTPLANNING purposes apply at least wet corrections in case of WET or Contaminated RWY. Further corrections may be applied at CMD’s discretion. WEATHER & MINIMAS At least REDL & RENL for night OPS (H or L). If no RVR reported, use Vis but never CRVR T/O MINIMAS(Vis/RVR) 500m nil 250m REDL or centerline markings + low vis 200m REDL and RCLL + low vis 150m above + multi RVR 125m above + H RCLL 15m + H REDL 60m +no contamination + 90m from cockpit WHICH RVR? At least 2 RVR, 1st replacved by pilots assesment + mid or stop-end as to cover accelerate-stop distance. If RVR

<=3mm

5kts 15kts 25kts 20kts 15kts 10kts 5kts

TAKE-OFF BELOW OEI MINIMA Take-off alternate must be available with: - WX above OEI minima - DIST 60min OEI flight (330NM). - APP, LDG & G/A OEI o.k. - Enroute terrain & WX OEI o.k. - Overmass shall be considered OEI MINIMA are: - CAT3A 50ft/200m - or overmass: CAT1 200ft / 550m

TAILWIND LIMIT: 10kts STANDING T/O Vis/RVR close to min, contaminated RWY, TOW close to RTOW (RWY or OBSTACLE)

LPC calculation Alignement distance: GO case: 19m STOP case: A319 29m / A320(E) 31m / A321 35m DRY: No Reversers / Screen Height 35ft / Obstacle 35ft WET and CONTAMINATED: With Reversers / Screen height 15ft / Obstacle 35ft

TAKE-OFF IS NOT AUTHORISED (OM A 8.3 8.3.3): • In moderate to heavy freezing rain or ice pellets. (FZRA / +FZRA / PL / +PL) • during heavy fall of wet snow (temperatures around O°C) • in any snow Pellets conditions (-GS / GS / +GS) • if snow, ice or frost has accumulated on the aeroplane during taxiing.
For take-off, the use of the longest runway available, considering all factors such as braking action, is recommended, in spite of possible ATC requests to take off from an intersection, e.g. due to noise abatement. Before starting take-off, trim tabs, stabiliser and controls must be operated both ways to check that they have not frozen. Take-off should immediately be abandoned if the aeroplane does not seem to accelerate properly. In case of directional problems during a rejected take-off, modulated use of wheel brakes is an effective means to regain cornering capability and thereby directional control, but will increase the stopping distance. This method might also be useful on wet or slippery runways (e.g. due to rubber deposits). After take-off in slush it may be advisable to delay gear retraction since the vibrations caused by the rotating wheels may help to remove the slush (see OM B for special instructions). The aerodynamic heat-up of the aeroplane caused by high air speed may be a very effective means to get rid of ice or frozen snow on any part of the aeroplane which has accumulated during take-off or initial climb.

220 200 180 160 140 120

= =
S F

VMAX lowest of VMO, MMO, VLE or VFE

SPEEDS High speed protection (AP goes OFF, Pitch Trim freezes, nose-up order to recover, bank goes back to 0° with stick neutral) VFE NEXT next flap lever position, not shown > FL200 green dot speed, OEI climb, manoeuvring clean (1.35Vs) g-load NOT considered, FAC computed

Slats retraction speed & manoeuvring speed flaps 1 (1.43Vs with flaps 1 or 1.23Vs clean) g-load NOT considered, FAC computed Flaps retraction speed & manoeuvring speed flaps 2 (1.29Vs with flaps 2 or 1.19Vs with flaps 1) g-load NOT considered, FAC computed V2 = safety speed (V2 > 1.13Vs and V2 > 1.1Vmca) manually inserted A320E / Peagasus FMGS only Vr = rotation speed (Vr >= V1 and Vr > 1.05Vmca) V1 = decision speed, manually inserted VLS 1.13Vs at T/O, 1.23 with any flap selection and 1.28Vs clean. g-load NOT considered. FAC computed

WINDSHEAR WARNING & GUIDANCE - available from lift-off to 1300ft/GND - WINDSHEAR on PFD - aural "WINDSHEAR" for at least 15sec - guidance available if at least 1 AP/FD engaged in SRS mode keeps positive rate if speed o.k. or let speed drop to AOA protection PROCEDURE "Windshear - Go Thrust", TOGA, if AP not o.k. then switch it OFF and follow FD in SRS (or 17.5°ANU). Use protection down to ALPHA MAX.

EGPWS Soft warnings "TERRAIN / TOO LOW TERRAIN / TERRAIN AHEAD / SINK RATE / DON'T SINK / TOO LOW GEAR / TOO LOW FLAPS / GLIDE SLOPE" HARD WARNINGS "... PULL-UP" or "GLIDE SLOPE" (louder) PROCEDURE "PULL UP - Go Thrust", TOGA, AP OFF, full stick back, wings level (if TERRAIN AHEAD consider turn). PNF checks TOGA, spd brk, path, spd & RA

UNRELIABLE AIRSPEED

1

Alpha prot, alpha protection becomes active. g-load considered. FAC computed. Max AOA with stick neutral Alpha floor, A/THR gives TOGA. g-load considered. FAC computed Alpha max, max AOA in normal law g-load considered. FAC computed

ENGINE FAILURE AFTER V1 (OM A 8.3 2.4.5) After V1 the take-off should be continued. The flight path shall be selected so as to achieve maximum terrain clearance as soon as possible following: • The OEI procedure if published (EFCOP), as it guarantees obstacle clearance up to the limiting take-off mass. OEI procedures if published are to be found either in OM C or in OM B • The SID if deemed appropriate; however SID’s do not guarantee OEI climb obstacle clearance. Published gradients and the obstacle situation must be carefully evaluated • Any obstacle-free route at CMD discretion. Note: If no EFCOP is published, the calculation is based on the standard EFCOP, straight 1500ft/GND then left (or right) turn towards the airport. In this case the SID is not safe!!!

AP/FD OFF A/THR OFF PITCH / THRUST < THR RED 15° / TOGA > THR RED 10° / CLB > FL100 5° / CLB FLAPS MAINTAIN SPD BRK CHECK RETRACT L/G UP • When at MSA / circuit alt: LEVEL OFF (~6° ANU / ~66 N1)

pressure altitude[x100ft]

MAN FLX 44

MAN TOGA

SRS CLB

RWY TRK NAV

25 0k

FMA at T/O

Vmcg = V minimum control ground (109 / 111 / 107.5) Vmu = V minimum unstick Vmca = V minimum control air (111 / 110 / 109 ) Max Tire Speed 195kts

ALL ENGINES
ts

10'000ft

d ts ee 8k sp M.7 b / m cli kts 0 GS : 30 M k F c a ytr Sk

OEI SERVICE CEILING, A/ICE ON OFF STD + 15°, one engine at MCT, green dot, 1 pack 220 210 200 190 180 170 160 150 140 130 120 110 50 60 DRIFT-DOWN GVA / Mont-Blanc area Drift-Down needed if Anti-ice OFF A319 >62t A320 never A321 >70t ZRH / BZO / Austrian Alps Drift-Down needed if Anti-ice OFF A319 never A320 never A321 >78t ON >55t >70t >64t ON >62t never >71t

1FD2 A/THR

S

no turn below 400ft/GND AP ON lowest at 100ft/GND Vmu Vmca

F

MAN TOGA

V/S 0 F

THR MCT OP CLB S

A319 A320 GW [t]
70

A321

V1 V2
Vr Vr

1500ft/GND
tp fligh ath

Vmcg

V2

GO GROSS
NET

fligh

t path

35ft obstacle

0.8%

n ree OEI clean-up altitude g dot

ONE ENGINE INOPERATIVE

80

90 !!!NOT FOR OPERATIONAL USE!!! A320 MEMO © Pierre-Michel Gasser, 08.12.2007

STOP

.

4 FQI CH1 [DC ESS SHED] CH2 [DC2] XFR VALVES 1 [DC ESS SHED] 2 [DC2] TOTAL TANKS CAPACITY (den 0. JP-4.20 sec Cooling after 4 starts:. on GND (skin>9°-12°C) SMOKECONFIG Air from avionics bay SKIN EXCH OUTLET BYPASS VLV AEVC [DC1] [DC ESS SHED] SKIN AIR INLET VLV SKIN HEAT EXCHANGER SKIN EXCH ISOL VLV CAUTION. max 107% (auto shut down) [BAT] VALVE running EGT max 682°C (5sec) or 700-742 start EGT max 900°C > 25'000ft B start EGT max 982°C < 25'000ft APU F F LOW OIL LEVEL => 10 hrs APU ops start cycles: S 1min S 1min S 60min APU Enveloppe: STARTER START with AC pwr up to 39'000ft [BAT] START with EMER ELEC pwr up to 25'000ft APU LP VLV BLEED ON 2packs max 15'000ft. switch REFUEL panel PWR ON!) or transfer via DEFUEL/XFR valve see OMB vol. JP-5.HI PRESS if > 60psi .XFR valves open when INNER have ~750kg . RT.Automatic XFR after landing (to avoid.T/O only with Outer TK full .LO TEMP if < 150°C Pressurecontrol . outflow vlv is 50% open (if not in MANUAL) .25psi) .1.4 & 5 are heated HP GND CONNECT X-BLEED VLV AUTOCTL [DC2] MANCTL [DC ESS SHED] SAFETY VALVES MOT 1 [DC ESS] MAN MOT [DC BAT] CPC 1 [DC ESS] MAN V/S SWITCH CPC 2 [DC2] PRESSURIZATION .2 safety valves (max 8. if OUTER+INNER same or INNER of empty OUTER equal or higher (up to 3t) of opposite INNER REFUEL COUPLING TANK PUMPS WING PUMPS VENT TANK ~50kg FUELTEMPERATURE JET A1 min -43°C max +54°C JET A min -36°C max +54°C JET B.6psi or -.4 / 28. loop B [DC2] ENG 2 loop A [DC2]. max 2250kg no limitations below 2250kg OUTER TK max 530kg. FLT(skin<32°-35°C) if (skin>32°-35°C) then EXTRACT VLV partially opens OPEN. do not use HP GND air with APU bleed 44 +/. TS-1 see OM B 1.15 mins No engagement when N2 above 20% jet pump 1 2 INNER TANKS 2 x 5573 kg LH 1 LH 2 [AC1] [AC2] [DC1] [DC2] [DC ESS] FUEL METERING VLV IDG OIL COOLER IGNITION SERVO FUEL FADEC ENG ENG1&2 A [AC ESS] HEATER ENG1&2 CH A [DC ESS] PMP or [AC STAT INV] FUEL/OIL HEAT ENG1 CHB [DC BAT] ENG1 B [AC1] ENG2 CHB [DC2] ENG2 B [AC2] LP VALVE MOT 1 [DC ESS] MOT 2 [DC2] CENTER to WING TRANSFER -Valve opens until wing tank is full then wait until 500kg are used and re-opens REFUEL VALVE [DC2] refueling on batteries with [HOT1] OUTER TANKS 2 x 691 kg CTR1 [AC1] [DC1] CTR2 [AC2] [DC2] CTR XFR VLV L[DC1] R[DC2] RH 1 RH 2 [AC1] [AC2] [DC1] [DC2] [DC ESS] REFUEL COUPLING REFUEL VALVE FUEL IMBALANCE A320 INNER TK Full.LO PRESS if < 4psi ENG A/ICE VALVE ENG 1 [DC1] ENG 2 [DC2] valve opens if unpowered PACKCTL Prim fail => flow not optimized Sec fail => ECAM sgnal lost Both fail => 15°C by a/ice vlv ZONECTL Prim fail => 24°C by packs CABIN Sec fail => no effect AIR Both fail => 20°C pack 1 10°C pack 2 FILTER CAB FAN 1 [AC1] COCKPIT FLAP VALVE BLOWER COCKPIT EXTRACT PANELS FAN FAN SKIN AIR [AC1] [AC2] EXTRACT AVIONICS VLV EQPMT AIRCOND INLET VALVE TRIM AIR VALVES FWD CABIN FILTER FAN AIR VALVE ENG 1 [DC ESS SHED] ENG 2 [DC2] regulates BLEED temp at 200°C 5th 9th HP VLV ENG 1 [DC ESS SHED] ENG 2 [DC2] (ENG 1 only) SKIN EXCH INLET BYPASS VLV cargo under-floor MIXING UNIT EMER RAM AIR AIRCOND GND [DC ESS] CONNECT PACK 2 FLOW CONTROL VALVE [DC2] PACK 2 PACK 2 CTL CH1 [AC1/DC1] CH2 [AC2/DC2] ZONE CTL CH1 [AC1/DC1] CH2 [AC2/DC2] FILTER CABIN AIR (85% recycle air) TRIM AIR VALVES BLEED MONITORING COMPUTER BMC 1 [DC ESS SHED] BMC 1 [DC2] BLEED VALVE ENG 1 [DC ESS SHED] ENG 2 [DC2] STARTER VLV AFT CABIN CAB FAN 2 [AC2] SATCOM pressure indication OVERPRESS VALVE (85psi) HYD RES WATER TANK LOOP A LOOP B F F F F F F B1 B2 temperature indication HOT BLEED COLD FAN AIR COLD AIR FROM PACK MIXED CONDITIONNED AIR WING ANTI ICE VLV [AC ESS SHED] Valve closes if unpowered only SLATS 3. on GND (skin<9°-12°C).785kg/l) CENTER TANK 6476 kg LP VALVE MOT 1 [DC ESS] MOT 2 [DC2] 1 1 2 DEFUEL XFR VLV X-FEED MOT 1 [DC ESS SHED] MOT 2 [DC1] FUEL EIU NOZZLES ENG1 [DC BAT] ENG2 [DC ESS] FF HP VLV [DC ESS] ENGINE 4 consecutive cycles:.EXCESS CAB ALT (>9550+/-350ft) OUTFLOW VALVE MOT 2 [DC2] APU ELECTRONIC APU LIMITATIONS CONTROL BOX BLEED RPM min 95%.single loop for APU and pylon ducts . loop B [DC ESS] APU loop A & B[DC BAT] ENG 1&2 BTL 1 squib A [HOT1] squib B [HOT2] ENG 1&2 BTL 2 squib A [DC2] squib B [DC2] APU BTL squib A [HOT1] squib B [DC BAT] APU auto extinguish [DC BAT] FUEL A320 19004 kg OUTERtoINNERTRANSFER . do not use GND AIRCOND air with air from packs simultaneously PACK 1 FLOW CONTROL VALVE [DC ESS SHED] ZONE CTL CH1 [AC1/DC1] CH2 [AC2/DC2] PACK 1 CTL CH1 [AC1/DC1] CH2 [AC2/DC2] PACK 1 HOT AIR PRESS REG VLV AIRCOND Leakdetection . 1 pack max 20'000ft [DC BAT] BLEED ON for engine start max 20'000ft [HOT 1] BLEED for WING A/ICE not permitted APU FUEL FLOW ~130 kg/hr APU PUMP [DC BAT] P [AC ESS SHED] refueling / defueling lines feeding lines FWD CARGO COMP OUTLET ISOL VALVE EXTRACT FAN [AC1] AFT CARGO COMP BULK INLET ISOL VALVE CABIN AMBIENT AIR A321 only SQUIBS B [DC BAT] SMOKE DETECT CONTROL UNIT SDCU CH1 [DC ESS SHED] CH2 [DC2] FIRE PROTECTION & CARGO VENT SMOKE DETECTORS F B FIRE DETECTORS FIREX BOTTLES A321 only CARGO VENTILATION CONTROL ELECTRICALSUPPLY ENG 1 loop A [DC ESS]. max 1500kg INNER TK 4300kg. JP-8.if RAM AIR ON and ∂p<1psi.2 1.HI TEMP if 290°C > 5sec or 270°C > 15sec or 257°C > 55sec .each max 2 mins Pause :.BLEED Regulatedpressure CAUTION.1 !!! NOT FOR OPERATIONAL USE !!! updated by F/O JEHAD BADAWI…7 .double loop for wing ducts Temperaturecontrol .4 psi AVIONICS VENTILATION CONFIGURATIONS: CLOSED. max 1600kg INNER TK 2250kg.

COND RAM AIR INLET. CTR TK PUMP 1 (A319/A320). AOA RESOLVER 3. ADIRU 2 (back-up 5min) DOORS DOORS AND SLIDES CTL (stby) HOT BUS 2 A320 ELECTRICAL STAT INV CONT DC ESS SHED COND PACK 1 SEC. FUEL LEFT TK PUMP 1. SDAC 2 LDG GEAR BSCU CHANNEL 2. CAPT WIPER LDG GEAR BSCU CH1 LIGHTS L CONSOLE. L READ.2005 . SEC 2 & 3. CFDS BLEED BMC 2. R READ. LEFT TK PUMP 2. RIGHT TK PUMP 1. PRESS SYS ENGINE IGN B ENG 2 can be powered direct by EXT PWR LGT NAV. RIGHT TK PUMP 1. AUTO EXT. STARTER MOT (via BAT only. ZONE CTL PRIM. RA 2. RUD TRIM MOT 2 & INDIC. ICE DETECT 1 EIS DMC 3. some CABIN LGT NAV ADIRU 2. EGPWS ENGINE IGN B ENG 1. E/WD. L TAXI & T/O. LEFT XFR VLV (A321) HYD ENG 1 PUMP CTL ICE ENG A/ICE CLOSURE VLV 1. BTL1 SQUIB B. F/O REPELLENT LDG GEAR BSCU CH 2. RIGHT TK PUMP 2. AOA RESOLVER 2. FLT INTERPHONE. the EMER GEN is no longer powered. WHC 2. LOWER BCN. PITCH TRIM MOTOR 1 & 3. BRK FANS LIGHTS some ANNUNCIATORS. ENG 2 HP & LP & FAN VLV ENG ENG 2 FADEC B & OIL PRESS & QTY can be powered via TR2 by EXT PWR COM CIDS 1 & 2. CAPT REPELLENT EIS ECP(if bus lost. ENG 1&2 EIU. RAT comes out and EMER GEN comes online after ~8 seconds When LDG GEAR down (A320 only) or when the RAT stalls or on GND with speed<100kts(other types). L MAIN INST PANEL. AOA 1. REFUEL VLV. R MAIN INST PNL. STBY & CAPT STATICS. SEC 1 FUEL APU LP VLV HYD RAT AUTO CTL LDG GEAR PARK BRK CTL NAV ADIRU 3 (5min if on NORM or F/O) HOT BUS 1 BAT CONT DC TIE CONT COND CPC MAN CTL FIRE APU LOOP A & B. 31. FCDC 1 FUEL FQI CH 1. DME 2. L MAP. STBY PITOT HEAT. EVMU 1&2 AC BUS 1 AC ESS FEED (NORM) FLT CTL FAC 1 ICE CAPT PITOT HEAT EIS CAPT PFD. SUPP READ. F/O STATICS. some CABIN LGT (stby) NAV STBY HORIZON ENG ENG 1&2 FADEC CH A. PAX OXY AUTOCONTROL BLEED BMC 1. STROBE. DEU (A/B) FIRE ENG 1 LOOP A. ICE DETECT 2 EIS F/O PFD & ND. VOR 2. ENG 1 EIU ESS DC TIE DC BAT BUS BAT CONT BAT 2 DC TIE CONT COND PACK 1 PRIM. R LDG. CTR TK PUMP 1 (A319/A320) HYD HYD BLUE ELEC PUMP PWR ICE WINDOW HEAT L PWR. XFEED VLV MOT 1. L BRIEF. R BRIEF. BRK FAN CTL LIGHTS R CONSOLE. L LDG. RUD TRAVEL LIM MOT 1. DMC 2. BAT are feeding DC&AC ESS without the SHED busses. FLOOR NAV GPS 1. 3rd ACP. Y ELEC PUMP CTL. WHC 1. SELCAL. DRAINING. FOOT WARMER FUEL LEFT TK PUMP 1. R LOGO. R TAXI & T/O. F/O TAT. PACK 2 PRIM. CABIN FAN 2. R WING. PACK 2 SEC. some ANNUNCIATOR. FLUSH CTL UNITS DOORS CARGO DOORS DC BUS 2 DC FLT/GND converts AC 115V into DC 28V max 200A TR 1 converts DC into AC STATIC INVERTER speed>50kts & on batteries only: STAT INV activates regardless of BAT switch position ESS TR identical to TR1&2 failure of TR1 and/or TR2 or AC1 EMER GEN BLUE HYD 5kVA 115V 400Hz RAT converts AC 115V into DC 28V max 200A TR 2 COND PACK 1 PRIM. PARK BRK CTL LGT L DOME WATER POTABLE WATER SYS. DMC 3(if CAPT on 3).1. SDCU CH 2 FLT CTL ELAC 2. CTR TK PUMP 2 (A319/A320) HYD YELLOW ELEC PUMP PWR ICE R WINDOW HEAT PWR. PTU ICE ENG A/ICE CLOSURE VLV 2. ATC 1 OXY PAX OXY CTL ACTUATION LDG GEAR INDIC PANEL (GEN & EMER GEN not running) LGT some ANNUNCIATORS ENG IGN A AC STAT INV (only available on BAT) AC ESS AC ESS FEED (ALTN) AC ESS SHED COND PACK 1 SEC. FDIU LDG GEAR BSCU CHANNEL 1 LIGHTS INST PNL INTEGRAL. TAXI & T/O CTL. FUEL HP & LP VLV available only with EMER GEN running COND PACK 1 VLV CLOSURE. STBY AOA HEAT. SD. B ELEC PUMP CTL ICE CAPT PHC. CAPT & F/O ACP. CTR TK PUMP 2 (A319/A320). F/O LOUDSPEAKER FIRE ENG 1 LOOP B. L WING. XFEED VLV MOT 2. RIGHT CTR XFR VLV (A321) HYD ENG 2 PUMP CTL. CPC 1 AUTO FLT FCU 1 COM VHF 1. SFCC 2 SLATS & FLAPS FUEL FQI CH 2. RWY TURN OFF CTL. RA1. VOR 1 ENGINE IGN A ENG 1 & 2 available only with EMER GEN running AUTO FLT MCDU 1 COM CVR FUEL APU PUMP ICE WING A/ICE SHUT OFF VLV L&R. ILS 2 or MMR 2 . CAPT TAT. PEDESTRAL. FWC 1. ATC 2 WATER HEATER. F/O PHC. AEVC COM VHF 3. F/O PITOT HEAT. R RWY TURN OFF. RIGHT TK PUMP 2. APU BTL SQUIB A FLT CTL ELAC 1.BATTERIES 2 x 28V 23 Ah. F/O WIPER. ENG 1&2 BTL 2 SQUIB A&B. FCU 2 COM VHF 2. FCDC 2. BRK PRESS INDIC LGT R DOME. CLR & ALL still available) LDG GEAR LGCIU 1. AVIONIC FAN EXTRACT AUTO FLT MCDU 2 EQPMT F/O SEAT FIRE LAV SMOKE SDCU CH 2 FLT CTL FAC 2 FUEL LEFT TK PUMP 2. CAPT LOUDSPEAKER. APU LP VLV APU ECB SUPPLY. TCAS.ACARS EQPMT CAPT SEAT. RMP 2. ANNUNCIATOR LGT TEST/DIM. FWD & AFT CARGO BOTTLES FUEL APU PUMP. CAPT AOA HEAT EIS CAPT ND LDG GEAR INICATING PANEL NAV DME 1. some CABIN LIGHTS AC BUS 2 AC FLT/GND BUS TIE CONT BUS TIE CONT to L & R FUEL PUMP 1 in SMOKE config GCU (1 per generator) controls frequency and voltage GEN LINE CONT GEN 1 ENG & APU GENERATORS 3-phase 90kVA 115V 400Hz max load 100% EMER GENERATOR 3-phase 5kVA 115V 400Hz SOURCE PRIORITY 1) ENG GEN 2) APU or EXT if switch ON APU LINE CONT EXT PWR CONT GEN LINE CONT APU GEN GPCU EXT PWR GEN 2 LEGEND normal PWR distribution PWR on BAT only PWR with EMER GEN alternate feeding lines Busses in red are available in EMER ELEC config with EMER GEN running !!! NOT FOR OPERATIONAL USE !!! ©Pierre-Michel Gasser. some CABIN LGT NAV ADIRU 3. DEU (A/B) HYD LEAK MES VLV LDG GEAR LGCIU 1 & 2. X-BLEED MAN CTL 2 DC ESS COM EXTERNAL HORN FIRE ENG 1&2 BTL 1 SQUIB B FLT CTL ELAC 2. PACK 2 PRIM. CPC 2 AUTO FLT FMGC 2. AVIONIC FAN BLOWER. PACK 2 VLV CLOSURE. CABIN FAN 1. ZONE CTL PRIM. SDAC 1 NAV ADIRU 1. PITCH TRIM MOT 2. R MAP. F/O AOA HEAT. allow at least 20min in-flight PWR BAT 1 FIRE ENG 1&2 BTL 1 SQUIB A. L LOGO. CFDS ENGINE ENG 1 OIL PRESS & QTY DC BUS 1 STAT INV CONT EMER GEN CONFIG In case of loss of AC1 & AC2 busses. ZONE CTL SEC. WX RADAR. STBY PHC. FWC 2. SFCC 1 FLAPS & SLATS FUEL L&R TANK PUMP 1. SEC 1. ILS 1 or MMR 1 . LOGO CTL NAV GPS 2. PACK 2 SEC. ENG 1 LP & HP & FAN VLV. PITCH TRIM MOT 1 HYD RAT MAN CTL NAV ADIRU 1 (back-up). ZONE CTL SEC. L&R XFR VLV 1 LGT STBY & METER ALTIMETER OXY CREW OXY CTL. CIDS 1 & 2. ENG 2 LOOP B FLT CTL ELAC 1. RUD TRAV LIMIT MOT 2. STBY COMPASS & AIRSPEED. UPPER BCN. SAFETY VLV. RMP 1. ENG 1&2 LP VLV MOT 2. ENG 1&2 LP VLV MOT 1 HYD ENG 1&2 FIRE SHUT OFF VLV. XFR VLV L&R 2. AFT CRG VENT FAN COM HF1 (if installed). AEVC AUTO FLT FMGC 1 COM CVR CTL FIRE SDCU CH 1 FLT CTL FAC 1. L RWY TURN OFF. available 3min with APU MASTER ON) DOORS DOORS & SLIDE CTL ENGINE ENG 1 FADEC CH B. DMC 1. RUD TRIM MOT 1. ENG 2 LOOP A. FAC 2. ADF 1.

use same rules as for planning. The necessary equipment (RNAV) ensuring RNP5 has to be carried and to be operative in these countries above certain levels (see OM C NAV). After passing ETA-6hrs. ¥ estimated flight level.000 ft MINIMUM ALTITUDES MGA MINIMUM GRID ALTITUDE (102) highest point increment < 5000ft 1500ft 5000ft . descent to FL80 PAX MASKS drops if cabin altitude > 14000ft ENGINE FAILURE (OM A 8.5) The flight plan has to allow at any point either a descent along the planned track or a diversion via an escape route in such a way that beyond 120 NM after initiation of an emergency descent the highest MOCA does not exceed 14. 31.4. ¥ an altitude alerting system.3 2. J 2 OPTIONS! NO DIVERSION TO ALTERNATE When a diversion will be taken into account all factors which will influence the fuel required to the diversion aerodrome must be reconsidered. ¥ an automatic altitude control system. ¥ one SSR transponder with altitude reporting in use. call out position of intruder. 2000ft above terrain without man-made obstacles. revert 30kts Headwind to normal descent path and accelerate to OEI cruise speed again OEI LRC speed according OM B 7.. ¥ RNP4 will normally be applied in continental areas in which the route structure is based on VOR/DME. Actual wind. RESOLUTION ADVISORIES PF: AP OFF.2) ¥ B-RNAV: Basic RNAV is used in the ECAC countries for enroute navigation.CRUISE EMERGENCY DESCENT BY-HEART ITEMS CREW OXY MASK DESCENT THR LEVERS (if no A/THR) SPD BRK SPEED Mmo Vmo HDG? AWY? MGA? MTCA? ~1' Cruise level (MAX 390) ard Stand FMGS Minimum Climb altitude overhead checkpoint DRIFT-DOWN Green Dot Speed Minimum altitude overhead PNR (must be corrected for QNH 27ft/mB & TEMP 4%/10°C) DESCENT PATH Calculation of descent path based on highest GW with ice prot ON and covers adverse temperatures and winds. descent gradient is 1.. FL180 / HDG R/L / Mmo 2nd loop: Terrain? / AWY? / Speed? SPD BRK FULL OEI Service Ceiling THR IDLE (if no A/THR) 20NM Checkpoint (not required) 2000ft Decompression (OM A 8. REPLANNING A replanning is required when either: ¥ a new destination is selected ¥ a significant deviation from the route not covered by contingency fuel For replanning.set MCT . looks out & advise ATC ". temperature.7.A/THR OFF .3 2.5) In the event of an engine failure/engine shutdown or a multiple critical system failure. in IMC stays on the instruments RA. FMA in Drift-Down: OP DES HDG AP1 1FD2 max 15' OXY for all PAX max 30' OXY for 10% of PAX FL80 OXY for 2% of PAX between FL80 & FL100 (portable OXY) .select Green dot speed for driftdown or M. The infringement of an ATC clearance based on information/advisory conveyed by ACAS lies within the authority of the CMD. The level of accuracy is expressed as a single parameter and it defines the distance from the aeroplaneÕs intended position within which the aeroplane must be maintained for at least 95% of the total flying time.the CMD shall ensure to have FR at LDG . TRAFFIC ADVISORIES "TRAFFIC. DISTRESS "MAYDAY MAYDAY MAYDAY" Condition of beeing threatened by serious imminent danger / emergency or requiring immediate assistance URGENCY "PANPAN PANPAN PANPAN" condition concerning safety of a/c or vehicle or person on board which does not require immediate assistance SATCOM A320 0 0 + national code + number + REGA SWISS MEDICAL # DECLARE EMERGENCY in case of ¥ Visible smoke of unknown origin ¥ Fire on board ¥ Structural damage ¥ Dual hydraulic failure ¥ total loss of electrical power ¥ total loss of navigation systems ¥ total loss of ice protection systems in icing conditions ¥ incapacitation ¥ Fuel qty drops below final reserve EMERGENCY FREQUENCIES VHF (MHz) 121. speed. TCAS (OM A 8.1 PULL PULL PULL Y DESCENT EMERGENC 1st loop: basic. PNF monitors aircraft performance.5NM 30kts Headwind If no terrain problem. PNF select appropriate range.1% worse than actual available. ¥ approach procedure and runway in use. a landing shall be made at the most suitable aerodrome which should normally be reached within 60 min(330NM) flight time at OEI cruise speed (60 min. This altitude may be maintained for over 30 min. ¥ signals referenced to a pilot selected altitude for automatic altitude control and alerting.2004 . ¥ static source error correction.When no OXY available anymore. TRAFFIC" PF select appropriate range. in VMC look out for intruder.STOPS / EROPS: fuel scenarios legally no more required Trend of METAR may be used if valid for ETA. After that time or the time specified in the OM B the maximum flight altitude is 10. flight time.78/300kts for normal OEI descent. ¥ display of the computed pressure altitude to the flight crew. a replanning without DEST ALTN may be performed COMMITMENT TO PROCEED Commander must take into account ¥ remaining FUEL ¥ weather ¥ traffic situation. Shown from 7000ft up MEA MINIMUM ENROUTE ALTITUDE (FL90) lowest usable enroute cruising altitude 102 63 descent in ~1' FL140 CREW OXY min pressure preflight 800psi for 2 crew or 1000psi for 3 crew .5. airport (multiple runway) so as to land with not less than FINAL RESERVE L NO OPTION! !!!NOT FOR OPERATIONAL USE!!! A320 MEMO © Pierre-Michel Gasser.000 ft for 30 min. flight hazards).10000ft 2000ft >10000ft 10% + 1000ft PROFILE FL180 / ~7' A FL WY 90 65 4 78 MTCA MINIMUM TERRAIN CLEARANCE ALT (78) 10NM each side of AWY. PROCEDURE TA.select lower level OP DES . ON INITIATE IDLE USE MAX descent in ~4' PNR +/.3. NAVIGATION REQUIREMENTS (OM A 8. GW could lead to longer diversion time.40(backup) 126. CRVR may be used as in planning principle. FD OFF.4. as long as supplemental oxygen for ten percent of the passengers is available.90(backup) HF (kHz) 2182 4125 +41 33 333 33 33 +41 43 812 68 35 0 R/O # 1 Show prerecorded numbers First number Push to desired number Initiate call INFLIGHT MANAGEMENT INTERMEDIATE ALTERNATE below applicable minimum? RD GA RE DIS DESTINATION below applicable minimum? NO DESTINATION ALTERNATE below all-engine minimum? NO YES DESTINATION ALTERNATE below applicable minimum? YES YES FUEL MANAGEMENT the policy to plan with the availability of at least two LDG possibilities should be maintained as long as possible .otherwise EMERG has to be declared to receive LDG priority .3 2.2) Two independent altitude measurement systems each equipped with: ¥ Cross-coupled static/source system with ice protection in areas subject to ice accretion.with diluter on NORMAL: 10' all crew emer descent 110' 2 crew at FL100 . preflight).3 2. prepare for RA and stay on instruments. ¥ RNP5 is the level of accuracy required in European airspace. which is considered in the 2-engine aeroplane fuel calculation. FL.with diluter on 100%: 15' at 8000ft for all crew (for smoke protection) FL100 ENGINE FAILURE IN CRUISE . fly into the vertical speed green range. Main points are: ¥ Weather en-route (wind.50 (main) 123. ¥ digital encoding of the displayed altitude.TCAS CLIMB / DESCENT" RVSM REQUIREMENTS (OM A 8. ¥ RNP: The Required Navigation Performance is defined as a statement of the navigational accuracy required for operation in a defined area of airspace.3 6) Stall and GPWS warnings have precedence over ACAS advisories.

Max.Slats ¥ YAW DAMPER 1 BLUE ¥ EMERGENCY GENERATOR ¥ FLIGHT CONTROLS GREEN ¥ LAND.Available ¥ SPEED Select ¥ LANDING .Motor 1 ¥ SFCC 1 .Apply (Due to partial loss of Ground Spoilers) ¥ FLAPS SLOW ¥ SLAT SLOW AFECTED SYSTEMS & SUBSYSTEMS ¥ FLIGHT CONTROLS ¥ Spoilers 3 ¥ Aileron Right 1 & Left 2 ¥ Elevator Right 1 & Left 2 ¥ SFCC 1 Slats ¥ Spoilers 1 + 5 ¥ Flaps Inner ¥ Elevator 2 ¥ Aileron Right 2 & Left 1 ¥ THS . PROC .4. Press.Servos Not Feed ¥ Ailerons . (To Maintain GREEN Sys.Gravity Extension Use QRH or ECAM for: Vapp LANDING DISTANCE ¥ Braking / Yellow Accumul. DIST.DO NOT USE ¥ LANDING .A320 Family .Use FLAP 3 ¥ GPWS LDG FLAP 3 "ON" ¥ L/G . Integrity) ¥ Landing . 07 Braking) ¥ SPEED Select ¥ SPEED-BRAKE .STUCK ¥ SLATS SLOW ¥ FLIGHT CONTROLS ¥ FLAPS INOP ¥ SPOILERS 1. 4 ¥ SPEED BRAKE ¥ EMERGENCY GENERATOR ¥ REVERSE 2 . PROC . Press.Left & Right ¥ Spoilers INIB ¥ FLIGHT CONTROLS ¥ LEFT Elevator Failure ¥ SLATS SLOW ¥ FLAPS SLOW ¥ L/G Down .Normal ¥ A/P 1+2 INOP ¥ ALTERNATE LAW Protection LOST ¥ THS .DO NOT USE ¥ LAND.Motor 2 ¥ SFCC 2 . Press.2.Alternate + ANTI-SKID YELLOW BLUE "GREEN REMAINING" ¥ If BLUE Lost by Elect. PROC .Available ¥ NORMAL LAW ¥ SLATS SLOW ¥ FLAPS SLOW ¥ L/G .Apply (Due to partial loss of Ground Spoilers) ¥ ANTI-SKID ¥ ALT.FLAP 3 "ON" ¥ GPWS FLAP MODE "OFF" ¥ Vapp = Vref+25 (MCDU CONF 3) ¥ L/G .Retraction ¥ ANTI-SKID ¥ NW Steering ¥ NORMAL & AUTO-BRAKE INOP ¥ REVERSE 1 + 2 INOP ¥ A/P 1+2 INOP ¥ AUTO-THRUST DISC.RAT is available for Hyd. 3.Flaps ¥ YAW DAMPER 2 ¥ FLIGHT CONTROLS YELLOW GREEN + YELLOW "BLUE REMAINING" ¥ THS is Stuck ¥ ELAC position Elevator to maintain "G" demand with SIDE-STICK center 'til L/G Down ¥ To ensure full SIDE-Stick authority on landing we MUST stabilize Vapp & LAND CONFIG Before L/G Down ¥ DISREGARD: "USE MANUAL PITCH TRIM" GREEN + BLUE "YELLOW REMAINING" ¥ If BLUE Lost by Elect.Apply Use QRH or ECAM for: Vapp = Vref+25 (Insert on MCDU) LANDING DISTANCE ¥ Braking . & PARK.Gravity Extension ¥ After Landing CALL for TOWING ¥ FLAPS SLOW ¥ NW Steering ¥ L/G Retraction ¥ NORMAL & AUTO BRAKE ¥ REVERSE 1 ¥ Spoilers 2 + 4 ¥ Flaps Outer ¥ Elevator 3 ¥ THS . ¥ ALT LAW .Apply (Due to partial loss of Ground Spoilers) ¥ L/G . Pump . DIST.Flaps ¥ SFCC 2 . Only (Max.Gravity Extension at 200Kt ¥ SLAT LESS PROC.Gravity Extension Use QRH or ECAM for: Vapp LANDING DISTANCE ¥ Braking . . Pump .DIRECT LAW ¥ NO NW Steering ¥ NO L/G Retraction ¥ EMERGENCY GENERATOR ¥ REVERSE 1 ¥ A/P 1+2 INOP ¥ RIGHT Elevator Failure ¥ SLATS SLOW ¥ FLIGHT CONTROLS ¥ FLAPS SLOW ¥ SPOILERS 2.CONF FULL ¥ AUTO THRUST .5 (Ground) ¥ DIRECT LAW at L/G Down ¥ L/G .HYDRAULIC FAILURES FAILED SYSTEM PROCEDURES ¥ SLATS SLOW ¥ LAND.Protection LOST ¥ ELAC 1 INOP . BRAKE ¥ REVERSE 2 ¥ A/P INOP ¥ AUTO THRUST . ¥ NORMAL LAW ¥ L/G Gravity Extension Proced. 1000PSI. DIST. ¥ AUTO-THRUST OFF ¥ Only 1 Elevator Surface ¥ NO Ailerons & Slats ¥ L/G Gravity Extension at 200Kt (Max improved control speed 195Kt ¥ SPEED-BRAKE .RAT is available for Hyd.

Gear Speed Action 225 FLAP 1 195 FLAP 2 180 FLAP 3 155 Vapp L/G Gravity Extension GO-AROUND CONF 3 SLAT 2 200 .10 = 190Kt .10 = 175Kt GREEN + YELLOW 1. Gear. 3. 3. 2. 2. Vapp.Dual Hydraulic Failure ¥ Alternate Law: Speed PULL ¥ Select Speed: 250Kt Se o Aeroporto estiver distante 225Kt (Vfe Flap1 -5Kt) Se o Aeroporto estiver pr—ximo GREEN + BLUE "Gear Before" 1. Vapp Speed Action 225 FLAP 1 200 L/G Gravity Extension AutoThrust OFF 195 FLAP 2 180 FLAP 3 155 Vapp GO-AROUND CONF 3 FLAP 3 185 .