Operations at QNH above 1050 hPa (31.

00 inHg)

Reference: 34.00.00110 Issue date: 01-JUN-2021 Last check date: 20-JUN-2022 Status: Open
A/C type/serie: A318, A319, A320, A321 ATA: 22-00, 34-00
Engine manufacturer: Supplier:
Purpose / Reason for revision: Initial revision
Flight Operations and Training Status: Open Modification on Operational Impact: NO

Applicability:

A320F aircraft equipped with a sextant modular FCU (MOD 26358/ MP P4539)

References:

A320 Family FCOM PRO-NOR-SUP-MISC-Operations at QNH above 1 050 hPa (31.00 inHg)

Introduction:

Operators may occasionally experience high barometric settings above 1 050 hPa (31.00 inHg), due to polar anticyclonic air mass conditions.
These conditions mainly occur during winter in the upper northern region.

Operations at QNH above 1050 hPa (31.00 inHg) are possible only for A320F aircraft that are equipped with a sextant modular FCU
(MP P4539). This modification enables the FCU to operate at QNH up to 1 100 hPa (32.48 inHg).

For aircraft that have an environmental flight envelope limited to – 1 000 ft, the flight crew must ensure that the aircraft remains within its
flight envelope for departure and arrival.

Note: The extension of the environmental flight envelope to – 2 000 ft is basic for A320 Family NEO aircraft and is optional on A320 Family
CEO (MP P8243 or MP P13212).
How to determine the pressure altitude of the aircraft:

-(QNH - 1013.25) × 28* + Airfield Elevation = Pressure Altitude of the Aircraft

* Considering that 1 hPa (0.03 inHg) is approximately equal to 28 ft.

Example:

• Airfield Elevation: 400 ft

• QNH: 1 058 hPa (31.24 inHg)

 - (1058-1013.25) × 28 + 400 = - 853 ft

In this example, during takeoff or landing, the aircraft is within the flight envelope: -853 ft STD is above -1 000 ft STD. Therefore, with these
conditions, operations at QNH equal to 1 058 hPa (31.24 inHg) are authorized.

Consequences on Aircraft Systems Operations:

• ATC-TCAS (only applicable to aircraft with environmental flight envelope extended to – 2 000 ft)

The ATC/TCAS operates only up to 1 050 hPa (31.00 inHg), (corresponding to -1 000 ft standard pressure altitude).
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 pressure altitude is below -1 000 ft standard pressure altitude.
To avoid this, it is recommended to set ALT RPTG selector/key to OFF when the QNH exceeds 1 050 hPa (31.00 inHg), and inform the ATC. As
a consequence, the TCAS reverts to STBY mode.

• MCDU DEST QNH Entry (only applicable to aircraft equipped with FMS pre-Release 1A)

The MCDU DEST QNH entries on the PERF APPR page are limited to 1 050 hPa (31.00 inHg).

On Cabin Pressurization:
The CPCS normally uses the MCDU DEST QNH value to regulate cabin pressure during descent. However, since DEST QNH entries on the MCDU
are limited to 1 050 hPa (31.00 inHg), no DEST QNH value should be entered during descent preparation, in order to avoid incorrect cabin
pressure regulation. As a backup, the CPCS will use the actual FCU barometric setting (when switching from STD to Baro reference). In the case
of QFE use at arrival, the CPCS will erroneously use the FCU-selected QFE as a QNH setting. To ensure correct re-pressurization of the cabin
when QFE is used, the Landing Field Elevation must be manually set to 0.
Note: As no DEST QNH is entered, the FMS initially assumes that Standard barometric reference will be kept down to destination for descent
flight path calculations. When QNH is set on the FCU, the aircraft and cabin altitude will be higher than expected (the aircraft altitude can be up
to 2 000 ft higher than expected). This will lead to a higher descent rate, with a possible CAB PR LO DIFF PR alert, and possible opening of the
cabin pressure safety valve.

FMS Descent Profile:

In the descent phase, when the flight crew switches from Standard to Barometric reference, an altitude increase, above 1 000 ft will be induced.
This results in a VDEV jump (corresponding to the altitude difference), and a recalculation of FMS predictions. Consequently, an altitude
constraint, just below the descent transition level may not be satisfied, and actually flown with a positive error. This altitude difference will
gradually reduce to zero, as the aircraft catches up with the descent profile.
Note: As no DEST QNH value is entered on the MCDU PERF APPR page, the FMS is unable to compute the descent transition level. So, the STD
baro reference on the PFD will not flash when descending through the Transition Level.

EGPWS enhanced function inhibition (only for EGPWS without geometrical function):
For QFE use at landing, the EGPWS enhanced functions use the MCDU DEST QNH to compute the aircraft altitude. Due to the fact that no DEST
QNH is entered in the PERF APPR page, the EGPWS enhanced functions will not be available in approach (TERR STBY memo appears on the
E/WD).
Note: EGPWS geometrical function is introduced with MP P7187.

• Aircraft Position (only applicable to aircraft with environmental flight envelope extended to – 2 000 ft)

When the aircraft pressure altitude becomes less than -1 000 ft STD, the FMS is no longer capable to compute the aircraft position. The
associated ND display (in ARC or NAV mode) will subsequently be invalidated. Therefore, approaches based on a barometric vertical profile
must not be performed using managed guidance. The flight crew must perform approaches based on a barometric vertical profile using
selected lateral and vertical guidance, and raw data reference.

• Standby Altimeter (only applicable to aircraft not equipped with ISIS)

The barometric setting of the standby altimeter is limited to 1 050 hPa (31.00 inHg). When operating with QNH above 1 050 hPa (31.00 inHg),
the flight crew shall use the Standby Altitude Correction Table (Refer to PRO-NOR-SUP-MISC-C Standby Altitude Correction) for altitude
crosschecks between the PFD and the standby altimeter.
Note: ISIS is installed with MP P5638 or MP P9753.

Survey for the Flight Operations and Training section

 Annex

General Information
Potential impact: Operational Reliability
Key information:
Solution benefit:
First issue date: 01-JUN-2021 Issue date: 01-JUN-2021 Last check date: 20-JUN-2022

Technical parameters
ATA: 22-00, 34-00
A/C type/serie: A318, A319, A320, A321
Engine:
Engine manufacturer:
Fault code/ECAM
warning:
FIN:
Part Number:
Supplier:

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