Summary A320

A320-QG SUMMARY by OTX
*for training purpose only, please cross-checked with respective reference for operational purpose.
TABLE OF CONTENTS
GENERAL AVIATION ......................................................................................................................................................................................................... 4
AIRPORT MARKINGS ............................................................................................................................................................................................ 4
RUNWAY DECLARED DISTANCES ......................................................................................................................................................................... 4
METEOROLOGY ................................................................................................................................................................................................... 4
SIGWX SYMBOLS ........................................................................................................................................................................................ 4
WEATHER ABBREVIATIONS ........................................................................................................................................................................ 5
ISA (INTERNATIONAL STANDARD ATMOSPHERE) ...................................................................................................................................... 5
NAVIGATION ........................................................................................................................................................................................................ 6
GPS ............................................................................................................................................................................................................. 6
RAIM........................................................................................................................................................................................................... 6
PBN............................................................................................................................................................................................................. 6
RNAV .......................................................................................................................................................................................................... 6
RNP............................................................................................................................................................................................................. 6
RVSM .......................................................................................................................................................................................................... 6
ETOPS ......................................................................................................................................................................................................... 6
PERFORMANCE .................................................................................................................................................................................................... 6
AIRCRAFT WAKE TURBULENCE CATEGORY ................................................................................................................................................ 6
TAKE OFF SEGMENTS ................................................................................................................................................................................. 6
RTOW – REGULATED TAKE OFF WEIGHT .................................................................................................................................................... 6
FLIGHT PROCEDURES ....................................................................................................................................................................................................... 7
ARRIVAL & APPROACH PROCEDURES .................................................................................................................................................................. 7
TYPES OF MANOEUVERES .......................................................................................................................................................................... 7
Rate of descent for reversal or racetrack procedure ................................................................................................................................. 7
Aircraft Approach Speed Category ............................................................................................................................................................. 7
Rate of descent in the final approach segment with no FAF ...................................................................................................................... 7
HOLDING PROCEDURES ....................................................................................................................................................................................... 8
HOLDING SPEEDS ....................................................................................................................................................................................... 8
STABILIZED APPROACH CRITERIA ........................................................................................................................................................................ 8
MINIMUM ALTITUDE REQUIREMENTS ................................................................................................................................................................ 8
TRANSPONDER CODES ........................................................................................................................................................................................ 8
AIRBUS SYSTEM................................................................................................................................................................................................................ 9
ATA 21 - 10 AIR CONDITIONING .......................................................................................................................................................................... 9
ATA 21 - 20 PRESSURIZATION .............................................................................................................................................................................. 9
ATA 21 - 30 VENTILATION .................................................................................................................................................................................... 9
ATA 22 AUTO FLIGHT ......................................................................................................................................................................................... 10
FMGS - Flight Management Guidance System ......................................................................................................................................... 10
SPEEDS DEFINITION .................................................................................................................................................................................. 10
AUTO PILOT .............................................................................................................................................................................................. 11
ATA 23 COMMUNICATION ................................................................................................................................................................................ 11
ATA 24 ELECTRICAL ............................................................................................................................................................................................ 11
ATA 26 FIRE PROTECTION .................................................................................................................................................................................. 12
DETECTION ............................................................................................................................................................................................... 12
EXTINGUISHING........................................................................................................................................................................................ 12
ATA 27 FLIGHT CONTROLS ................................................................................................................................................................................. 12
Flight Controls .......................................................................................................................................................................................... 12
A320-QG SUMMARY by OTX | 1

FLIGHT CONTROL SYSTEM LAWS:............................................................................................................................................................. 12
SPOILERS .................................................................................................................................................................................................. 13
FLAPS & SLATS .......................................................................................................................................................................................... 13
ATA 28 FUEL ...................................................................................................................................................................................................... 14
ATA 29 HYDRAULIC ............................................................................................................................................................................................ 14
ATA 30 ICE & RAIN PROTECTION ....................................................................................................................................................................... 14
ATA 31 INDICATING / RECORDING .................................................................................................................................................................... 15
EIS - Electronic Instrument System .......................................................................................................................................................... 15
DMC - Display Management Computer ................................................................................................................................................... 15
FWC - Flight Warning Computer .............................................................................................................................................................. 15
WARNING/CAUTION CLASSIFICATION ..................................................................................................................................................... 15
ECAM color code ...................................................................................................................................................................................... 15
ECAM operating modes ........................................................................................................................................................................... 16
INDICATIONS on DU ................................................................................................................................................................................. 16
FLIGHT RECORDERS .................................................................................................................................................................................. 16
ATA 32 LANDING GEAR ...................................................................................................................................................................................... 16
GEARS and DOORS ................................................................................................................................................................................... 16
NOSE WHEEL STEERING ........................................................................................................................................................................... 16
BRAKING MODES...................................................................................................................................................................................... 17
AUTOBRAKE OPERATIONS ........................................................................................................................................................................ 17
ATA 34 NAVIGATION ......................................................................................................................................................................................... 17
ADIRS – AIR DATA & INERTIAL REFERENCE SYSTEM ................................................................................................................................. 17
GPS ........................................................................................................................................................................................................... 17
RADIO NAVIGATION ................................................................................................................................................................................. 17
RADIO ALTIMETERS .................................................................................................................................................................................. 17
ATA 34 SURVEILLANCE....................................................................................................................................................................................... 17
EGPWS – ENHANCED GROUND PROXIMITY WARNING SYSTEM .............................................................................................................. 17
TCAS ......................................................................................................................................................................................................... 18
PWS .......................................................................................................................................................................................................... 18
ATA 36 PNEUMATIC ........................................................................................................................................................................................... 18
ATA 49 APU........................................................................................................................................................................................................ 19
ATA 70 ENGINES ................................................................................................................................................................................................ 19
FADEC – FULL AUTHORITY DIGITAL ENGINE CONTROL ............................................................................................................................ 19
IDLE Modes .............................................................................................................................................................................................. 19
AUTOMATIC ENGINE START SEQUENCE ................................................................................................................................................... 19
ENGINE IDLE PARAMETERS ...................................................................................................................................................................... 20
AIRBUS PERFORMANCE ................................................................................................................................................................................................. 21
TAKE OFF ........................................................................................................................................................................................................... 21
PLANNING.......................................................................................................................................................................................................... 21
Calculation for block fuel FCOM Per-flight planning ................................................................................................................................ 21
ABNORMAL PROCEDURES ............................................................................................................................................................................................. 21
GOLDEN RULES .................................................................................................................................................................................................. 21
AIRBUS ..................................................................................................................................................................................................... 21
CLEAR CONCEPT ....................................................................................................................................................................................... 21
DECISION CONSIDERATION ...................................................................................................................................................................... 21
MEL – Minimum Equipment List........................................................................................................................................................................ 21
When to use (OM A 8.6 & Getting to Grips) ............................................................................................................................................. 21
Rectification Interval Categories: ............................................................................................................................................................. 21
Engine Out During Cruise Procedure and Strategy ............................................................................................................................................ 22
Standard Strategy:.................................................................................................................................................................................... 22
Obstacle Strategy ..................................................................................................................................................................................... 22
Fixed Speed Strategy (ETOPS) .................................................................................................................................................................. 22
COMMUNICATION FAILURE .............................................................................................................................................................................. 22
MEMORY ITEMS SUMMARY .......................................................................................................................................................................................... 23
1. WINDSHEAR AHEAD ...................................................................................................................................................................................... 23
2. WINDSHEAR ................................................................................................................................................................................................... 23
3. STALL WARNING AT LIFT-OFF ........................................................................................................................................................................ 23
4. TCAS WARNINGS ........................................................................................................................................................................................... 23
5. UNRELIABLE SPEED INDICATION (“UNRELIABLE SPEED”) .............................................................................................................................. 24
6. STALL RECOVERY............................................................................................................................................................................................ 24
7. EMER DESCENT .............................................................................................................................................................................................. 24
8. EGPWS ALERTS .............................................................................................................................................................................................. 24
9. LOSS OF BRAKING .......................................................................................................................................................................................... 24
OM Part A SUMMARY - GENERAL .................................................................................................................................................................................. 25
6. CREW HEALTH PRECAUTIONS ........................................................................................................................................................................ 25
RESTING TIME BEFORE FLIGHT ................................................................................................................................................................. 25
7. FLIGHT TIME LIMITATIONS ............................................................................................................................................................................ 25
FLIGHT DUTY TIME ................................................................................................................................................................................... 25
SPLIT FLIGHT DUTY TIME .......................................................................................................................................................................... 25
UNFORSEEN ............................................................................................................................................................................................. 25
FLIGHT TIME ............................................................................................................................................................................................. 25
REST PERIOD ............................................................................................................................................................................................ 25
1 LOCAL NIGHT ......................................................................................................................................................................................... 25
BLOCK-TO-BLOCK SUMMARY ................................................................................................................................................................... 25
8. OPERATING PROCEDURES ............................................................................................................................................................................. 25
PLANNING MINIMA (8.1.2.3) ................................................................................................................................................................... 25
FUEL DEFINITIONS & POLICY (8.1.5) ......................................................................................................................................................... 26
NAV TECH FLIGHT PLAN (8.1.7.7.1) .......................................................................................................................................................... 26
PREPARATION TIME MANAGEMENT SUMMARY (8.3.2.2.1.5) ................................................................................................................. 26
FUEL MANAGEMENT (8.4.7)..................................................................................................................................................................... 26
FIREARMS (9.2.2)...................................................................................................................................................................................... 27
HIJACKING (10.1.6.6) ................................................................................................................................................................................ 27
APPENDIX A ....................................................................................................................................................................................................... 27
ENGINE OUT ACCELERATION HEIGHT (A.6.3.1) ........................................................................................................................................ 27
CI - Cost Index (A.7.2.1) ............................................................................................................................................................................ 27
OM Part B - A/C Manual................................................................................................................................................................................................. 27
OM Part C - Airport Manual ........................................................................................................................................................................................... 27
OM Part D - Training Manual ......................................................................................................................................................................................... 27
LIMITATIONS & OTHER NUMBERS SUMMARY ............................................................................................................................................................... 28

GENERAL AVIATION
AIRPORT MARKINGS
THRESHOLD
RUNWAY WIDTH NUMBER OF STRIPES
18m 4
23m 6
30m 8
45m 12
60m 16
RUNWAY DECLARED DISTANCES

TORA - Take-off Run Available length of runway available for taking off.
ASDA - Accelerate Stop Distance Available TORA + Stopway
TODA - Take-off Distance Available TORA + Clearway
LDA - Landing Distance Available length of runway available for landing start from threshold
Stopway Area beyond the takeoff R/W no less wide than R/W, to support airplane during an aborted takeoff.
Clearway Area beyond the takeoff R/W which clear of terrain/obstacle. Max up slope 1.25%, min width 150m, and practical length 300m.
METEOROLOGY
SIGWX SYMBOLS
FRONTS AND CONVERGENCE ZONES AND OTHER SYMBOLS
WIND ARROWS

A. Tropopause: where coldest air [aloft] is found in any particular
airmass, thus the level of greatest engine efficiency).
B. Major City with Aerodrome (ex: B = Bangkok)
C. Latitude & Longitude
WEATHER ABBREVIATIONS
*note: BR mist VS FG fog; BR visibility > 1km, FG vis < 1km

CLOUDS
CI = Cirrus
AS = Altostratus ST = Stratus
CC = Cirrocumulus
NS = Nimbostratus CU = Cumulus
CS = Cirrostratus
SC = Stratocumulus CB = Cumulonimbus
AC = Altocumulus
AMOUNT
Clouds (except CB) CB only
FEW = few (1/8 to 2/8) ISOL = individual CBs (isolated)
SCT = scattered (3/8 to 4/8) OCNL = well separated CBs (occasional)
BKN = broken (5/8 to 7/8) FRQ = CBs with little or no separation (frequent)
OVC = overcast (8/8ths) EMBD = CBs embedded in layers of other clouds or concealed by haze (embedded)
ISA (INTERNATIONAL STANDARD ATMOSPHERE)

Mean sea level conditions:
Pressure: 29.92 in hg = 1013 millibar
Temperature: 15°C
Gravitational Acceleration: 9.80665 m/s2
STANDARD ADIABATIC LAPSE RATE:

2°C per 1,000ft from sea level to 36,000ft. From 36,000ft up to 65,600ft, constant temperature is -56.5°C and this is the lowest assumed
temperature in respect to ISA.

NAVIGATION
GPS
Global Positioning System is a space-based radio navigation system used to determine precise position anywhere in the world. The 24 satellite
constellation is designed to ensure at least 5 satellites are always visible to a user worldwide. A minimum of 4 satellites is necessary for receivers
to establish an accurate three-dimensional position.
RAIM
Receiver Autonomous Integrity Monitoring is the capability of a GPS receiver to perform integrity monitoring on itself by ensuring available
satellite signals for a given phase of flight. This fault detection is critical for performance-based navigation (PBN) and Area Navigation (RNAV).
RAIM requires a minimum of 5 satellites, or 4 satellites and barometric altimeter input (baro-aiding), to detect an integrity anomaly.
PBN
Performance Based Navigation, which are RNAV & RNP.
RNAV
Area Navigation is a method that permits navigation point-to-point using position by on board navigation system such as IRS, GPS and aids by using
information from ground based aids such as VOR/DME DME/DME.
RNP
RNAV with on board monitoring and alerting capability.
RNAV 10: Oceanic
RNAV 5: B-RNAV: Continental
RNAV 1 & 2: Terminal RNAV
RNP APCH: RNAV GNSS
RNP AR: Authorization Required
RVSM
Reduced Vertical Separation Minima is a reduction of the standard vertical separation required between aircraft flying between FL290 - FL410
inclusive, from 2,000 feet to 1,000 feet.
*note: In 1958 the standard vertical separation was 1,000ft up to FL290, and 2,000ft above FL290. This was because the accuracy of the
pressure altimeter decreases with height.
RVSM Requirement
Between PFD 25ft (ground). 130-195ft (flight depends altitude FCOM)
Airport elevation vs barometric altitude (75ft)
Must not over/undershoot target altitude by more than 150ft
RVSM Contingency Procedures
"Unable RVSM due to equipment/turbulence" – in case no contact with ATC, NORTH TURN = DESCEND 300ft, SOUTH TURN = CLIMB 300ft
ETOPS
Extended Operations - any flight by an aeroplane with 2 engines where flight time at 1 engine inoperative, from a point on route to an adequate
alternate aerodrome, is greater than threshold time approved by State of Operator.
PERFORMANCE
AIRCRAFT WAKE TURBULENCE CATEGORY
HEAVY maximum certificated take-off mass of > 136,000kg.
MEDIUM maximum certificated take-off mass of 7000kg - 136,000kg,
LIGHT maximum certificated take-off mass of < 7000kg.
TAKE OFF SEGMENTS
Segment 1: Lift off (Vlof) – Gear Fully Retracted
Segment 2: Gear Fully Retracted/35ft screen height – Acceleration Height (minimum 400ft, speed V2/SRS) Minimum Climb Gradient 2,4%.
Segment 3: Acceleration, can be flown at level flight. Start at thrust reduction – Flaps retracted.
Segment 4: Flaps are retracted, Climb speed, Minimum Climb Gradient is 1.2%.
Climb Gradient - Ratio increase of altitude to horizontal air distance (in same unit) expressed as a percentage.
Gross Climb Gradient - actual demonstrated performance as achieved by test pilot during certification.
2.4% gradient of 2nd segment, 1.2% for 4th segment. (2 engine aircraft).
Net Climb Gradient - Gross Gradient reduced by 0.8% (2.4%-0.8%= 1.6%) for 2 engine aircraft.
Required for obstacle clearance of 35ft in takeoff flight path.
Approach Climb - Calculated for a go-around with approach configuration. Gradient not be less than 2.1% for 2 engine aircraft with:
• 1 engine inoperative
• Maximum landing weight
• Landing gear retracted.
• Approach flaps selected
Landing Climb - Calculated for go-around with landing configuration (rejected landing). Gradient not less than 3.2% with:
• Both engines operating
• Landing gear extended
• Landing flaps selected
RTOW – REGULATED TAKE OFF WEIGHT
 Structure (MZFW > MZFW + Block Fuel, MLDGW > MLDGW + Trip + Taxi, MTOW > MTOW + Taxi)
 Runway Strength (PCN > ACN)
 Performance (OAT on Runway analysist)

FLIGHT PROCEDURES
ARRIVAL & APPROACH PROCEDURES
TYPES OF MANOEUVERES
Rate of descent for reversal or racetrack procedure

Jeppesen Table I-4-3-1
Outbound track Maximum* Minimum*
Category A/B 804 ft/min N/A
Category C/D/E/H 1197 ft/min N/A
Inbound track Maximum* Minimum*
Category A/B 655 ft/min 394 ft/min
Category C/D/E 1000 ft/min 590 ft/min
Category H 755 ft/min N/A
* Maximum/minimum descent for 1 minute nominal outbound time in ft.
Aircraft Approach Speed Category

Jeppesen General Table I-4-1-2
Aircraft Initial Approach Final Approach Max Speeds Max Speeds for Intermediate Max Speeds for Final
Vat
Category Speeds Speeds for Circling Missed Approach Missed Approach
A <91 90/150 70/100 100 100 110
B 91/120 120/180 85/130 135 130 150
C 121/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 265
E 166/210 185/250 155/230 240 230 275
Rate of descent in the final approach segment with no FAF

Jeppesen Table I-4-1-3
Aircraft Category Rate of Descent Minimum - Maximum
A, B 394 - 655 ft/min
C, D, E 590 - 1000 ft/min

HOLDING PROCEDURES
HOLDING SPEEDS
Jet aircraft PANS-OPS 2nd Edition Applicable to Many of Presently Published Holdings
Levels Jet aircraft Jet aircraft (Turbulence)
up to 6000ft 210 kt
6000ft to 14000ft 220 kt 280 kt or 0.8 Mach whichever is less
above 14000ft 240 kt
STABILIZED APPROACH CRITERIA

At 1,000ft AFE in instrument approach, or at 500ft AFE in visual approach, the following conditions must be verified:
1. The aircraft is on the correct lateral and vertical flight path (descend rate not more than 1000ft/m)
2. The aircraft is in the desired landing configuration
3. The thrust is stabilized, usually above idle, in order to maintain the target approach speed (speed max Vref +10, no less than Vref)
4. There is no excessive flight parameter deviation.
If not stabilized, then a go around must be initiated unless the flight crew estimates that only small corrections are necessary to rectify.
MINIMUM ALTITUDE REQUIREMENTS

MSA - Minimum Safe (Sector) Altitude Clearance of obstacle 1000ft within 25nm radius of specified station. Not guarantee NAVAID.
MEA - Minimum En-route Altitude Lowest altitude flying En-Route, Clearance of obstacle 1000ft in non-mountainous area & 2000ft
in mountainous area within 5 SM of route centerline. Provide navigational signal all the way.
Lowest MEA 2000ft.
MOCA - Min Obstruction Clearance Altitude Same as MEA but only provide reliable signal 22nm from VOR. Indicate by “T”.
MORA - Minimum Off-Route Altitude Clearance 1000ft of obstruction up to 6000ft & 2000ft of obstruction above 6000ft within 10 NM
of route centerline indicate by “a”.
GRID MORA Same as MORA in a Grid.
TRANSPONDER CODES
Situation Code
Unlawful interference 7500
Communication Failure 7600
Emergency 7700

AIRBUS SYSTEM
ATA 21 - 10 AIR CONDITIONING
Conditioned air is distribute to 3 zones: COCKPIT, FWD CABIN, and AFT CABIN Via:
 2 Pack flow control valves (temperature regulation signals from 2 ACSC Air Conditioning System Controller)
 2 Packs
 Mixer Unit (mix cold fresh air from packs with recirculated cabin air)
 Ram Air provide ambient air to mixing unit (EMERGENCY ONLY, to remove smoke, or if both packs fail).
 AC Car via Low Pressure Ground connection
*Bleed Air Source see Pneumatic System
TEMPERATURE SELECTOR
AIR COND Overhead Panel COLD 18°C --- 30°C HOT (12 o’clock position 24°C)
Forward Attendant Panel (FAP) for limited temperature control of ± 2.5 °C
PACK FLOW SELECTOR LO 80% - NORM 100% - HI 120% (when using single pack/APU bleed, pack flow automatically HI)
ATA 21 - 20 PRESSURIZATION
4 general functions:
‐ Ground function: Fully opens outflow valve on ground.
‐ Pre-pressurization: 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 fully opens outflow valve.
Consists of:
‐ 2 CPC - Cabin Pressure Controllers
‐ 1 RPCU - Residual Pressure Control Unit
‐ 1 Outflow Valve (with 3 motors for actuation, 2 for automatic operation, 1 for manual operation)
‐ 1 Control Panel
‐ 2 Safety Valves
ATA 21 - 30 VENTILATION
The system provide ventilation for:
1. Avionics (full auto controlled by Avionics Equipment Ventilation Controller (AEVC) use 2 continuously electric fans)
2. Batteries
3. Lavatories and Galleys
AVIONICS VENTILATION CONFIGURATION

NORMAL
 OPEN CIRCUIT (Inlet & Outlet valve is OPEN, when skin temp above on-ground threshold)
 CLOSE CIRCUIT (Inlet & Outlet valve is CLOSE, when skin temp below on-ground/in-flight threshold).
 INTERMEDIETE CIRCUIT (Inlet Valve is CLOSE & Outlet Valve is PARTIALLY OPEN, when skin temp above in-flight threshold).
ABNORMAL
 BLOWER/EXTRACT FAULT – CLOSE CIRCUIT (ALL Valve CLOSE except AIR-COND Inlet Valve)
 SMOKE CONFIGURATION (ALL Valve CLOSE except AIR-COND Inlet Valve & Outlet Valve PARTIALLY OPEN)

ATA 22 AUTO FLIGHT
FMGS - Flight Management Guidance System
Contains following units:
 2 FMGC - Flight Management Guidance Computers
 2 MCDU - Multipurpose Control and Display Units (third MCDU optional)
 1 FCU - Flight Control Unit
 2 FAC - Flight Augmentation Computers
FMGC has 2 parts:

Flight Management (FM): Flight Guidance (FG):
- Navigation - Autopilot (AP) command
- Navigation Radios management - Flight Director (FD) command
- Flight Planning management - Autothrust (A/THR) command.
- Displays management
- Performance prediction & optimization
FMGC updates every 28 days
FAC perform 4 main functions:

1. Yaw Function
 Yaw damping and turn coordination
 Rudder trim
 Rudder travel limitation
2. Flight Envelope Function
 PFD speed scale management (minimum/maximum speed computation, maneuvering speed computation)
 Alpha-floor protection
3. Low-Energy Aural Alert Function
4. Windshear Detection Function
FMGS has 4 modes of operation: Dual mode (the normal mode), Independent mode, Single mode (using one FMGC only) and Back–up nav mode.
Thrust Lock activated when thrust levers are in CL detent (MCT detent if N-1), and A/THR pb on FCU pushed or A/THR disconnects due to a failure.
TOGA Lock activated when the aircraft leaves the α-floor conditions.
Alternate Altitude FMGC Computation below 200nm FL 220 or above 200nm FL 310.
REC MAX ALT: give margin on 0.3g
OPT FL Calculation minimum 5 minutes cruise time at FL100
SPEEDS DEFINITION
VS : Stalling speed
VLS : Lowest Selectable Speed
F : Minimum speed at which flaps may be retracted at takeoff
S : Minimum speed at which slats may be retracted at takeoff
O : Green dot speed. Engine-out operating speed in clean configuration. Best lift-to-drag ratio speed
2 × weight (tons) +85 (CFM/LEAP) +80 (IAE) above 20.000ft, add 1 kt per 1000ft
VA : Maximum design maneuvering speed
VMCG : Minimum control speed on Ground (w/ flight controls)
VMCA : Minimum control speed in flight with a maximum bank of 5°, if one engine fails (t/o flap setting)
VMCL : Minimum control speed in flight with a maximum bank of 5°, if one engine fails (app flap setting)
VFE : Maximum speed for each flap configuration
VLE : Maximum speed with landing gear extended (280kts)
VLO : Maximum speed for landing gear operation (250kts extension, 220kts retraction)
VMO : Maximum speed.
Vα PROT : Angle of attack protection speed. Corresponds to angle of attack at which angle of attack protection becomes active.
Top of a black and amber strip along PFD speed scale, in normal law.
Vα MAX : Maximum angle of attack speed. Corresponds to maximum angle of attack that may be reached in pitch normal law.
Top of a red strip along PFD speed scale, in normal law.
VSW : Stall warning speed. Red and black strip along speed scale when flight control normal law is inoperative.
VMAX : Equal to VMO (or speed corresponding to MMO), VLE or VFE. Bottom of a red and black strip along speed scale.
V1 : highest speed, during takeoff, at which flight crew has a choice between continuing takeoff or stopping aircraft. (Decision Speed)
VR : speed at which pilot rotates in order to reach V2 at an altitude of 35ft at latest after an engine failure.
V2 : Takeoff safety speed that aircraft attains at latest at an altitude of 35ft with one engine failed.
And maintains during second segment of takeoff. 1.13 VS
VREF : Reference speed used for normal final approach. Equal to 1.23 × VS of CONF FULL.
VAPP : Final approach speed VLS + wind correction +5 kt.
SRS : Speed Reference System V2 + 10 in normal operation, V2 or V2+15 max for engine out (Limit Bank Angle 15° -25° depend on speed)

AUTO PILOT
Disengages when:
 One of the engagement conditions is lost.
 High speed protection activates.
 Angle-of-attack protection activates.
 Pitch attitude exceeds 25° up, 13° down. (also apply to automatic FD removal)
 Bank angle exceeds 45°. (also apply to automatic FD removal)
 A rudder pedal deflection is more than 10° out of trim.
ATA 23 COMMUNICATION
CVR – Cockpit Voice Recorder (last 2 hours recording retained) records:
 Conversations in cockpit.
 All aural warnings in cockpit.
 Audio communications received and transmitted.
 Intercom between crew members.
 Announcements transmitted over PA (if PA on).
CVR system consists of:

 Remote microphone behind overhead panel.
 Hot mike function, which records crew member’s voice directly from microphone.
 Crash proof four-track recorder, equipped with an underwater locating beacon, in aft section of aircraft.
 Control panel on overhead panel.
It is active when:
 On ground, during first 5 minutes after aircraft electric network is energized.
 On ground, manually by pressing GND CTL pushbutton.
 On ground, with 1 engine running.
 In flight (when engines are running or not).
 Stop automatically 5 minutes after second engine shuts down.
ATA 24 ELECTRICAL
AC GENERATIONS:
• 2 Main Engine Generators supplies 90 KVA of three-phase 115 and 200V 400Hz power.
• 1 APU Generators same output as engine generators.
• 1 Emergency Generator supplies 5 KVA of three-phase 115 and 200V 400Hz power.
• 1 STATIC INVERTER transforms DC power from Battery 1 into 1 KVA of single-phase 115 V 400 Hz AC power.
DC GENERATIONS:
• 2 BATTERIES capacity of 23 Ah, are permanently connected to 2 hot buses.
• 3 TRANSFORMER RECTIFIERS (TR):
 TR1 & TR2 supply up to 200 A.
 ESS TR power ESS DC circuit from emergency generator, if engine and APU generators all fail, or if TR1 or TR2 fails.
 *4th TR, TR Entertainment (optional) powers DC Entertainment bus bar dedicated to In-Flight Entertainment system.
Each Engine Generator have its own GCU (Generators Control Units) and APU has GAPCU (Ground and Auxiliary Power Unit) to:
 Control frequency and voltage of generator output.
 Protect network by controlling associated generator line contactor
 Keeps emergency generator at a constant speed (emergency generator only).
 Controls emergency generator start-up (emergency generator only).
Each battery has BCL (Battery Charge Limiter) to monitors battery charging and controls its battery contactor.
Function:
- Main Generators provide AC power to all electrical bus bars.
- Part of AC power is converted (by TR) to DC power for certain applications (ex: Charging Batteries)
- When normal AC power not available, Emergency Generator (by RAT) can provide AC power.
- When all AC power not available, Batteries can provide DC power converted (by static inverter)
to AC power.
ELECTRICAL POWER priority:

External Power (EXT PWR switch is on) -> Engine Generators 1 & 2 -> APU
RAT (Ram Air Turbine)

- Deploy automatic if both AC BUS 1 & AC BUS 2 lost and aircraft speed is above 100kt.
- Deploy manually via elec panel (coupled with emer gen 3s after deployed)
- Or via hyd panel this powers BLUE HYD (2500psi)
- Emergency Generator supplies ACC ESS BUS and DC ESS BUS (ESS TR).

2 types of C/B:
‐ Monitored (green): When out for more than 1 min, C/B TRIPPED warning on ECAM.
‐ Non-monitored (black).
- Wing Tip Brake (WTB) C/B have red caps to prevent from being reset.
ATA 26 FIRE PROTECTION

Fire and smoke protection system includes:
1. Fire and overheat Detection for engines and APU.
2. Smoke detection for cargo compartments, lavatories, and avionics bay.
3. Fire Extinguishing for cargo compartments, engines, APU, and lavatories.
DETECTION
Fire and overheat detection system consisting of:
• 2 identical detection loops (A and B) mounted in parallel.
• 1 Fire Detection Unit (FDU).
Detection loops consist of:
• 3 (or 4 as installed) engine fire sensing elements, in pylon nacelle, engine core, and engine fan section.
• 1 APU fire sensing elements.
EXTINGUISHING
ENGINES Each engine has 2 fire-ex bottles with squib electrically-operated. Each squib has a dual electric supply.
Discharge manually by FIRE panel.
APU 1 fire-ex bottle with 2 squibs electrically-operated.
Discharge manually by FIRE panel. Or automatically when APU Fire detected.
ENGINE FIRE PUSHBUTTON:

1. Silences aural fire warning
2. Arms Squibs
3. Closes LP fuel valve
4. Closes HYDRAULIC fire shut off valve
5. Closes Engine Bleed valve
6. Closes PACK flow control valve
7. Cuts off FADEC power supply
8. Deactivates IDG.
ATA 27 FLIGHT CONTROLS

Flight Controls
Consist of 7 Computers:
 2 ELAC (Elevator Aileron Computer) - Normal elevator and stabilizer control - aileron control.
 3 SEC (Spoilers Elevator Computer) - Spoilers control - Standby elevator and stabilizer control.
 2 FAC (Flight Augmentation Computer) – Electrically controls rudder, rudder trim and yaw damper inputs. It computes data for flight
envelope and speed functions. Also provides warning for low-energy and windshear detection.
 IN ADDITION 2 FCDC: Flight Control Data Concentrators (FCDC) acquire data from ELAC s and SEC s and send it to electronic instrument
system (EIS) and centralized fault display system (CFDS).
Flight control surfaces are all Electrically-controlled and Hydraulically-activated.

FLIGHT CONTROL SYSTEM LAWS:
NORMAL LAWS
PITCH CONTROL: ‐ Load factor limitation (+2.5 g to -1 g for clean configuration. +2 g to 0 for other configurations).
‐ Pitch attitude protection (30 ° nose up in conf 0 to 3. 25° nose up in conf FULL. 15 ° nose down).
‐ High-angle-of-attack (AOA) protection.
‐ High-speed protection.
LATERAL CONTROL:- Bank angle protection ( up to 33° remain constant, above 33°- max 67° back to 33°).
ALTERNATE LAWS
PITCH CONTROL: - Load factor limitation is similar normal law
- Pitch attitude protection is lost (amber X replace green =).
- AOA protection replaced by low speed stability.
(Lost in alternate reduced protection)
- High speed protection replaced by high speed stability.
(Lost in alternate reduced protection)
LATERAL CONTROL: - Bank angle protection is lost.

DIRECT LAWS
PITCH CONTROL: - Direct stick-to-elevator relationship
- NO PROTECTION
- Manual pitch trim
- Overspeed & Stall warnings are still available
LATERAL CONTROL: - Direct stick-to-surfaces relationship (mechanical yaw control)
- Yaw damping is lost
MECHANICAL BACK-UP - To manage a temporary/total (electrical loss/flight control computer loss/both elevators lost/ailerons and spoilers).
PITCH CONTROL: - by manual pitch trim only (THS)
LATERAL CONTROL: - by rudder pedals
SPOILERS
(SPEED BRAKES 2, 3, 4. GROUND SPOILERS 1, 2, 3, 4, 5. ROLL 2, 3, 4, 5. LAF 4, 5)
FULL EXTENSION – REJECTED TAKEOFF PHASE
▪ If spoilers armed and speed exceeds 72 kt, ground spoilers automatically extend as both thrust levers are reset to idle.
▪ If spoilers not armed and speed exceeds 72 kt, ground spoilers automatically extend as reverse is selected on one engine.
FULL EXTENSION - LANDING PHASE

▪ If spoilers armed and both thrust levers idle, ground spoilers automatically extend as both main landing gears touched down.
▪ If spoilers not armed and both main landing gears touched down, ground spoilers automatically extend as reverse is selected on one engine.
PARTIAL EXTENSION
Ground spoilers partially extend when reverse is selected on at least one engine, and one main landing gear strut is compressed.
This partial extension decreasing lift eases compression of second main landing gear strut and leads to full ground spoiler extension.
RETRACTION
After landing or after a rejected takeoff, when ground spoilers are disarmed.
During a touch and go, when at least one thrust lever is advanced above 20°.
SPEEDBRAKE DEFLECTION
Maximum with no AP is 40° for spoilers 3 and 4 & 20° for spoiler 2
Maximum with AP is 25° for spoilers 3 and 4 & 12.5° for spoiler 2
Flight Control Check before arming autobrake: - 2 SEC needed to operate spoiler thus autobrake.
FLAPS & SLATS

Flaps & Slats system consist of:
- 2 SFCC (Slat Flap Control Computer).
- PCU (Power Control Unit) consisting of 2 independent hydraulic motors.
‐ 2 flap & 5 slat surfaces each wing
- APPU (asymmetry position pick-off unit), measure asymmetry.
- WTB (Wing Tip Brake)
- FPPU (feedback position pick-off unit) feedback position information to SFCC.
- IPPU (instrumentation position pick-off unit) sends position data to ECAM.
Take off Flap Selection

- Use flap setting giving highest flexible temperature, If flex temperature difference between two flap settings is low, use highest flap setting.
Extend engine life and save maintenance costs.
- High altitude takeoff Use CONF2/CONF3, Improve comfort
- Badly paved runway or limited ASDA, Use CONF2/CONF3 or Move towards left side of takeoff chart, Improve comfort, Improve stopping distance.
FLAPS POSITION: FULL 35° (CFM), 40° (IAE).
ALPHA/SPEED LOCK FUNCTION (SLATS) inhibits slat retraction at high angles-of-attack and low speeds. If FLAPS lever is set to 0 when AOA is
above 8.5 ° or speed is less than 148 kt, it activates and inhibits slats retraction. Slats retract to 0 when AOA is less than 7.6 ° and speed is above
154 kt.
TAKEOFF IN CONFIGURATION 1 if pilot does not select config 0 after takeoff, flaps retract automatically at 210 kt.

ATA 28 FUEL
Fuel system consist of:
 5 Main Tanks: 1 Center, 2 Inner, 2 Outer. 2 Vent Tanks. Additional tanks up to 2 (if installed)
 6 Pumps. Or 4 Pumps for GQA and newer
 2 Pumps on each inner tank
 2 Pumps on center tank (except GQA and newer)
Function:
 Supply fuel to engine and APU.
 Circulates fuel to cool IDG (Integrated Drive Generator)
 Keeps fuel in outer tanks for wing bending and flutter relief
FUEL TANKS CAPACITY QUANTITY USABILITY

Center Tank 6500kg 1
Inner Tank 5500kg 2
Outer Tank 690kg 2
Vent Surge Tank 2 Prevent fuel spilling, Fuel can expand by 2 % depends on temperature
Additional Center Tank (ACT) 2350kg Up to 2 (if installed) Increase flight range.
TOTAL 19000kg *actual fuel can be varied depends on the A/C model.
ENGINE LP VALVES
Fuel flow can be stopped by its low pressure (LP) fuel valve. LP fuel valve is closed by:
‐ Engine master switch, or
‐ ENG FIRE PUSH pushbutton
FUEL FEED SEQUENCE

Tanks empty in following sequence:
1. ACT2: Fuel transfers into center tank.
2. ACT1: Fuel transfers into center tank.
3. Center tank: Fuel transfers into inner tanks (for 4 pumps config only, GQA and newer)
4. Inner tanks: Each inner tank empties down to 750 kg.
5. Outer tanks: Fuel transfers into inner tank
ATA 29 HYDRAULIC
Consist of 3 continuously operating hydraulic systems.
Each system has its own hydraulic reservoir. Normal pressure is 3000 PSI (2500 PSI Blue HYD by RAT).
GREEN - pressurize by pump driven by engine 1.
BLUE - pressurize by electrical pump or RAT in emergency. Automatically pressurized on ground with 1 engine running.
YELLOW - pressurize by pump driven by engine 2, electric pump (ground operation), hand pump (cargo door where re is no electrical power)
RESERVOIR PRESSURIZATION - Normally, HP bleed air from engine 1

pressurizes the hydraulic reservoirs automatically.
PTU - POWER TRANSFER UNIT automatically transfer pressure

between YELLOW and GREEN when pressure between them is more
than 500 PSI.
ACCUMULATORS - An accumulator in each system helps to maintain

a constant pressure by covering transient demands during normal
operation.
PRIORITY VALVES – Cuts off heavy load user in case hydraulic

pressure gets low.
RAT refer to electrical system
ATA 30 ICE & RAIN PROTECTION

ENGINE ANTI-ICE must be ON when icing conditions (ground/flight) except during climb when SAT is below -40 °C.
Icing conditions = OAT or TAT is at or below 10 °C and visible moisture in any form.
*Icing conditions also exist when operating on ramps, taxiways or runways where surface snow, standing water or slush may be ingested by
engines, or freeze on engines, nacelles or engine sensor probes.

ATA 31 INDICATING / RECORDING
EIS - Electronic Instrument System
Presents data on 6 DU – Display Unit:
 EFIS (Electronic Flight Instrument System): 2 PFD (Primary Flight Display) & 2 ND (Navigational Display)
 ECAM (Electronic Centralized Aircraft Monitor): E/WD (Engine warning Display) & SD (System Display)
DMC - Display Management Computer

In normal operation, each DMC drives following Display Units:
 DMC 1 drives CAPT PFD, ND and ECAM DUs
 DMC 2 drives F/O PFD & ND
 DMC 3 is on standby, ready to drive any DU (by EIS DMC switch)
FWC - Flight Warning Computer

2 identical FWC generate alert:
 Messages
 Memos
 Aural alerts
 Synthetic voice messages.
For this purpose they acquire data:
 From aircraft sensors, or systems, to generate Red Warnings (Master Warning).
 Through SDACs to generate Amber Cautions (Master Caution).
FWC also generate:
 Radio height callouts
 Decision height callouts
 Landing distance and landing speed increments.
FWC divides its functions according to 10 flight phases:
INHIBIT warnings and cautions for certain flight phases, to avoid alerting pilots
unnecessarily at times when they have high workloads. DU displays magenta
memos:
- “T.O. INHIBIT” T/O Power - 1500ft (3, 4, 5)
- “LDG INHIBIT” 800ft – 80kt (7, 8)
WARNING/CAUTION CLASSIFICATION
LEVEL SIGNIFICATION AURAL VISUAL
-------------------------------------------------------------------------------FAILURE MODE-------------------------------------------------------------------------------
‐ MASTER WARN
RED WARNING - Requires immediate action : Continuous Repetitive Chime
light red flashing or specific red light
‐ A/C in dangerous configuration, or limit flight (CRC)
Level 3 ‐ Warning message (red) on E/WD
conditions (eg: stall, o/speed) or specific sound
‐ Automatic call of relevant system page
‐ System failure altering flight safety (eg : Eng fire) or synthetic voice
on S/D (1).
AMBER CAUTION - Be aware of failure, if time and ‐ MASTER CAUT
situation permitting, considered without delay to light amber steady
Level 2 prevent any furr degradation: Single Chime (SC) ‐ Caution message (amber) on E/WD
‐ System failure without any direct consequence on ‐ Automatic call of relevant system page
flight safety (eg: HYD G SYS LO PR) on S/D (1).
AMBER CAUTION - Requires crew monitoring : ‐ Caution message (amber) on E/WD
Level 1 ‐ Failures leading to a loss of redundancy or system NONE generally without
degradation (eg : FCDC fault) procedure.
-------------------------------------------------------------------------------INFORMATION-------------------------------------------------------------------------------
‐ Automatic call of relevant system page
ADVISORY System parameters monitoring NONE on S/D. affected parameter pulses
green.
Information : Recalls normal or automatic selection ‐ Green, Amber, or Magenta message
MEMO NONE
of functions which are temporarily used on E/WD
ECAM color code

RED : Requires immediate action.
AMBER : Be aware, but need not take immediate action.
GREEN : Operating normal.
WHITE : Guide flight crew, as they execute various procedures.
BLUE : Actions to be carried out, or limitations.
MAGENTA : Apply to particular pieces of equipment or situations (inhibition messages, for example).

ECAM operating modes
• Normal Mode - Automatically displays systems and memos, in accordance with flight phase.
• Failure Mode - Automatically displays appropriate emergency/abnormal procedures, in addition to ir associated system synoptic.
• Advisory Mode - Automatically displays appropriate system synoptic, associated with a drifting parameter.
• Manual Mode - Enables flight crew to manually select any system synoptic via ECAM Control Panel (ECP).
Types of Failure:
- Independent: failure affects an isolated system.
- Primary: failure affects aircraft or systems.
- Secondary: failure resulting from a primary failure.
INDICATIONS on DU
PFD
- Altitude Yoyo: ± 500ft, above 500ft becomes half yoyo
ND
- Green Arc: Energy circle symbol, 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.
FLIGHT RECORDERS
FLIGHT DATA RECORDING SYSTEM
Records mandatory parameters, consists of following components:
‐ FDIMU - Flight Data Interface and Management Unit.
‐ DFDR - Digital Flight Data Recorder, can store last 25 h data.
‐ LA - A three-axis Linear Accelerometer, measures acceleration of aircraft along each of three axes.
CVR - Refer to ATA 23 Communication
ATA 32 LANDING GEAR

GEARS and DOORS
Consists of:
 2 Main Landing Gears that retract inboard. Each has twin wheels and an oleopneumatic shock absorber. Each wheel has an antiskid
brake.
 1 Nose Landing Gear that retracts forward. Two-wheeled nose gear has an oleopneumatic shock strut and a nose wheel steering
system.
 2 LGCIU (Landing Gear Control & Interface Units) controls one complete gear cycle, then switches over automatically. Also switches over
in case of failure:
 Control extension and retraction of gear and operation of doors
 Supply information about landing gear to ECAM
 Signals in flight or on ground mode to or aircraft systems.
Safety Valve automatically cuts off hydraulic supply to landing gear system when aircraft is flying faster than 260 kt.
LANDING GEAR GRAVITY EXTENSION

Flight crew can use a hand crank to extend it mechanically. When crank turned it:
 Isolates landing gear hydraulics from green hydraulic system
 Unlocks landing gear doors and main and nose main gear
 Allows gravity to drop gear into extended position
 Locking springs help crew to crank main gear into locked condition
 Aerodynamic forces assist in locking of nose gear
 Gear doors remain open
 Emergency extension can be reset in flight after using it for training (if green hydraulic pressure is available)
NOSE WHEEL STEERING

Steering by a hydraulic actuating cylinder Yellow Hydraulic and controlled by electric signals from BSCU.
BSCU (Brake and Steering Control Unit) can receives orders from:
 CM1 / CM2 steering hand wheels (75° decrease gradually up to 80kts)
 Rudder pedals (6° decrease gradually up to 130kts)
 Autopilot
Wheel can be turned 95 ° in their direction for Towing.
BSCU performs following secondary functions:
 Checks residual pressure in brakes
 Monitors brake temperature
 Provides discrete wheel speed information to or aircraft systems

BRAKING MODES
 Normal Braking. Controlled by BSCU. Uses Green Hydraulic.
 Alternate braking with antiskid. Controlled by ABCU (Alternate Braking Control Unit), Antiskid is controlled by BSCU. Uses Yellow
Hydraulic.
 Alternate braking without antiskid. Controlled by ABCU. Uses Yellow Hydraulic. (Brake pressure is automatically limited to 1000 psi
except GLA/C/D) hence callout “Pressure Zero” in Brake Check.
 Alternate braking without antiskid on accumulator. Controlled by ABCU. Uses Yellow Hydraulic Accumulator for 7 full brake
applications.
 Parking brake Uses yellow hydraulic, or by Accumulator maintains pressure for at least 12 hours.
Antiskid system is deactivated below 20 kt (ground speed).
AUTOBRAKE OPERATIONS
Arming: - Green Pressure available.
- Anti-skid electrically powered.
- No failure in braking system (2 BSCU).
- At least 1 ADIRU is available.
Activation: - By Ground Spoilers extension for LO and MED.
- By Ground Spoilers extension and A/C speed is above 40kt for MAX mode.
Automatic Braking will not activate Under 72 kt because ground spoilers will not extend. Thus at least 2 SEC needed (for ground spoilers).
Autobrake Deceleration: med 3m/s, lo 2m/s.
ATA 34 NAVIGATION
ADIRS – AIR DATA & INERTIAL REFERENCE SYSTEM
Supplies temperature, anemometric, barometric and inertial parameters to or system. The system includes:
 3 ADIRU (Air Data and Inertial Reference Units) Each ADIRU is divided in 2 parts, can work separately in case of failure:
 ADR part (Air Data Reference) supplies barometric altitude, airspeed, Mach, angle of attack, temperature and overspeed
warnings.
 IR part (Inertial Reference) supplies attitude, flight vector, track, heading, accelerations, angular rates, ground speed and
position.
 1 ADIRS control panel on overhead panel for selection of modes (NAV, ATT, OFF) and indications of failures.
 4 types of sensors (electrically heated to prevent from icing up):
 Pitot probes (3)
 Static pressure probes (STAT) (6)
 Angle of attack sensors (AOA) (3)
 Total air temperature probes (TAT) (2)
 8 ADM (Air Data Modules) which convert pneumatic data from PITOT and STAT probes into numerical data for ADIRU.
 A switching for selecting ADR 3 or IR 3 for instrument displays in case of ADIRU1 or 2 failure.
GPS
Global Positioning System is a satellite-based radio navigation aid. Worldwide, 24 satellites broadcast accurate navigation data that aircraft use for
precise determination of its position. Aircraft has 2 independent GPS receivers. Depending of aircraft configuration.
RADIO NAVIGATION
3 modes of tuning are available:
1. Automatic Tuning
2. Manual Tuning
3. Back up Tuning
If both FMGCs fail, flight crew can use RMP (Radio Management Panel) on pedestal for back up tuning.
RADIO ALTIMETERS
2 radio altimeters (RA) - CAPT PFD displays RA1 height, and F/O PFD displays RA2 height.
If one RA fails, both PFD display height from remaining RA.
ATA 34 SURVEILLANCE
EGPWS – ENHANCED GROUND PROXIMITY WARNING SYSTEM
 GPWS includes 5 basic modes active up to radio height of 2 500 ft
(Computes using pressure altitude, radio altitude, temperature, barometric reference)
1. EXCESSIVE RATE OF DESCENT - “SINK RATE, SINK RATE” – “PULL UP, PULL UP”
2. EXCESSIVE TERRAIN CLOSURE RATE - “TERRAIN, TERRAIN” – “PULL UP, TERRAIN”
3. ALTITUDE LOSS AFTER TAKEOFF - “DON’T SINK, DON’T SINK”
4. UNSAFE TERRAIN CLEARANCE WHEN NOT IN LANDING CONFIGURATION - “TOO LOW, GEAR” “TOO LOW, FLAPS”
5. DESCENT BELOW GLIDESLOPE - “GLIDESLOPE”
Predictive GPWS
(Based on DATABASE & GPS altitude):
 EGPWS (by Honeywell) provide Predictive Function TAD (Terrain Awareness Display).

TCAS
Traffic alert and Collision Avoidance System, detection capability is limited to intruders flying within a maximum range of 30 NM on either sides
and approximately 30 NM to 80 NM longitudinally (depending on aircraft configuration and external conditions), and within a maximum altitude
range of 9900ft above and below aircraft.
System includes:
‐ A single channel TCAS computer
‐ 2 TCAS antennas
‐ 2 MODE-S ATC transponders, one active or in standby
‐ An ATC /TCAS control panel.
TCAS divides space surrounding aircraft into following 4 zones:

‐ Other intruders – Closer than 30NM laterally. ◊
‐ Proximate intruders – Closer than 6NM laterally and ±1200ft vertically. ♦
‐ Traffic Advisory (TA) - Potential collision threat, TAU is about 40s. ●
‐ Resolution Advisory (RA) – Real Collision threat, TAU is about 25s. ■
*TAU = estimated time collision
TRAFFIC selector range:

THRT: Intruders are displayed only if a TA or RA is present, and y are within 2700ft above and 2700ft below aircraft.
ALL: 2700ft above, 2700ft below.
ABV: 9900ft above, 2700ft below.
BLW: 9900ft below, 2700ft above.
*GLA/C/D have max range of 7000ft.
RA INHIBITION below 1100ft in climb and 900ft in descent. In this case, RA are converted into TA.
Traffic is displayed in all ROSE modes and ARC mode when 10, 20 or 40 NM range is selected.
Only 8 most threatening intruders are displayed.
PWS
Predictive Wind Shear operates when WXR/PWS sw is in position 1 or 2 and the aircraft radio-height is below 1800ft/2300ft (depends on aircraft).
Windshear (FAC) inhibited during takeoff 100kts - 50ft. And During landing below 50ft.
ATA 36 PNEUMATIC
Pneumatic System supplies High-Pressure (HP) air for:
1. Air Conditioning (PACK).
2. Engine starting.
3. Wing anti-icing.
4. Water pressurization.
5. Hydraulic reservoir pressurization.
6. FWD & AFT cargo heating.
7. Fuel Tank Inerting System (FTIS).
HP air has 3 sources:

1. Engine bleed systems
2. APU load compressor
3. HP ground connection (Ground Pneumatic Unit)
2 BMC (Bleed Monitoring Computers) controls and monitors (bleed pressure, temperature, and valve position) each system.
If one BMC fails, or one takes over most of monitoring functions.
Each bleed valve is pneumatically operated and controlled electrically by its associated BMC
A leak detection system detects any overheating in vicinity of hot air ducts.
Air is normally bled from intermediate pressure stage (IP) to minimize fuel penalty.
At low engine speed, when pressure & temperature of IP too low, system bleeds air from HP stage and maintains it at 36 ± 4 PSI.
An IP check valve downstream closes to prevent air from HP stage from being circulated to IP stage.
Bleed Valve, which is downstream of junction of HP and IP ducting, acts as a shut-off and pressure regulating valve. It maintains at 45 ± 5 PSI.
Bleed Valve is fully closed:
‐ Pneumatically:
• If upstream pressure goes below 8 PSI.
• If there is return flow.
‐ Electrically by means of:
• BLEED pushbutton switch (switched OFF).
• ENG FIRE pushbutton (pushed).
• Bleed air Monitoring Computer (BMC) in following cases:
‐ Over temperature, overpressure, leak, open starter valve, engine shutdown, APU bleed ON, no bleed consumers.
If pressure regulation fails, overpressure valve closes when pressure goes over 85 PSI (NEO 75 PSI).

APU Bleed - When pb-sw is ON, APU bleed supplies pneumatic system, if APU speed is above 95 %. This opens crossbleed valve and closes engine
bleed automatically. It automatically closes in case of APU leak, left wing leak, or engine 1 leak (except during engine start).
Crossbleed valve on crossbleed duct allows air supply systems of two engines to be isolated or interconnected.
2 electric motors, 1 for automatic mode and 1 for manual mode, control valve.
In automatic mode, crossbleed opens when use APU bleed air. It closes, if system detects an air leak (except during engine start).
ATA 49 APU
APU (Auxiliary Power Unit) supplies aircraft with pneumatic and electrical power. Can be used on ground, or in flight.
APU may start from aircraft's batteries or normal electrical system, or from ground service.
APU starting is permitted throughout normal flight envelope.
ECB (Electronic Control Box) is a full-authority digital electronic controller that performs APU system logic for:
‐ Sequences start and monitors it.
- Controls fuel flow.
‐ Monitors speed and temperature.
‐ Monitors bleed air.
‐ Sequences shutdown.
‐ Controls automatic shutdown
ECB sets APU speed to 99 % for air conditioning temperatures -18 °C and 35 °C. For all or ECB sets APU speed to 100 %.
Left fuel feed line supplies APU. When fuel pressure is not available (batteries only or pumps off) APU FUEL PUMP starts automatically.
Normal shutdown by APU panel. For emergency shutdown:
‐ Push APU FIRE handle.
‐ Push APU SHUT OFF pushbutton on interphone panel under nose fuselage.
In case of APU FIRE:

‐ APU fire warnings in cockpit.
‐ A horn in nose gear bay sounds.
‐ AVAIL light goes out.
‐ MASTER SW FAULT lights up
‐ APU automatically shuts down.
‐ APU fire extinguisher discharges
ATA 70 ENGINES
FADEC – FULL AUTHORITY DIGITAL ENGINE CONTROL
- Performs complete engine management
- 2 Channel (1 active, 1 stand by)
- Magnetic Alternator for internal power source
FADEC system functions:

- Control of gas generator (Fuel Flow)
- Protection of Engine Limits (N1&N2 overspeed, EGT during start)
- Power management (Thrust)
- Engine starting (automatic & manual (passive monitoring))
- Engine parameters information
IDLE Modes
1. Modulated idle (CFM/IAE) Minimum Idle (LEAP)
2. Approach idle
3. Reverse idle
AUTOMATIC ENGINE START SEQUENCE

1. FIRST STEP (CFM/IAE/LEAP) - ENG MODE selector to IGN/START:
 ENG SD page appears on SD
 All engine parameters are available
 Pack valves automatically close
*After 30s (CFM/IAE), 1min (LEAP), if flight crew does not set ENG MASTER sw to ON, pack valves automatically open again.

2. SECOND STEP - ENG MASTER sw to ON:
Sequences CFM IAE LEAP
1 LP Fuel Valve Opens LP Fuel Valve Opens LP Fuel Valve Opens
2 Engine Start Valve Opens Engine Start Valve Opens Engine Start Valve Opens
3 When N2 > 16% Automatic Dry Crank 30s (GLD 1min) When N2 > 15%
- IGNITION starts After dry crank - IGNITION starts
*in flight immediately - IGNITION starts *in flight immediately
4 When N2 > 22% - HP fuel valve opens, FF Increase When N2 > 20%
- HP Fuel Valve Opens, FF Increase - HP Fuel Valve Opens, FF Increase
*N2 > 15% (in flight) *N2 > 20% (in flight)
5 15s after FF increase 20s after FF increase 15s after FF increase
- EGT & N1 increase - EGT increase - EGT & N1 increase
- N1 increase prior to 34% N2
When N2 > 50% When N2 > 43% When N2 > 55%
6 - IGNITION Stops (if on ground) - IGNITION Stops - IGNITION Stops
- Start Valve Closes (fully close at 6%) - Start Valve Closes When N2 > 60%
- Start Valve Closes
3. THIRD STEP (CFM, IAE, LEAP)

Automatic engine start is finished. ENG START selector to NORM.
ENGINE IDLE PARAMETERS

Engine CFM IAE LEAP
Parameters Thumb Rules Actual Thumb Rules Actual Thumb Rules Actual
N1 20 19% 20 21.4 % 20 19 %
EGT 400 390°C 400 414 °C 500 520 °C
N2 60 58.5% 60 57.8 % 70 68 %
FF 300 275kg/h 350 350kg/h 300 290 kg/h
EPR -------------------------------- 1.01 --------------------------------
Indication displayed AVAIL -------------------------------- AVAIL
Grey background on N2 indication disappears

AIRBUS PERFORMANCE
TAKE OFF
TREF Flat Rating Temperature, reference to a specific engine environmental limit (minimum TFlex) (ISA+29 CFM).
TMAX is an Engine maximum certified temperature (OAT) for takeoff.
TFLEX Flexible temperature (Assumed temperature thrust reduction for prolong engine life).
TMAXFLEX Maximum Flexible temperature (ISA + 53 CFM) (ISA +55 IAE NEO).
PLANNING
Calculation for block fuel FCOM Per-flight planning
1. Alternate fuel & Time
2. Holding fuel & Time
3. Destination landing weight = ZFW + alt fuel + holding fuel
4. Air distance departure - destination (wind component)
5. Trip fuel & Time
6. Taxi fuel (11.5kgs/minute)
7. Block fuel = Trip + Taxi + Contingency + Alt + Hold
ABNORMAL PROCEDURES
GOLDEN RULES
AIRBUS
1. Fly, navigate and communicate
2. In this order and with appropriate task sharing
3. Use the appropriate level of automation at all times
4. Understand the FMA at all times. Take action if things do not go as expected
CLEAR CONCEPT
C – Clarify the Problem (Understand and Confirm)
L – Look for Options (How urgent is diversion, limitations and performance calculation)
E – Evaluate Situations (Obtain weather, nearest suitable airport and requirements)
A – Actions (Initiate diversion base on weather and performance aspects)
R – Review Actions
DECISION CONSIDERATION
SAFETY -> REGULATIONS -> COST -> COMFORT
MEL – Minimum Equipment List

When to use (OM A 8.6 & Getting to Grips)
- Mel can be use up to commencement of flight (Take-off Thrust)

- Failure during taxi phase, before takeoff roll, any decision to continue subject to pilot judgment and good airmanship.
- Failure in-flight, procedures and limitations to be applied in flight are available in FCOM and QRH.
- However, MEL may be consulted in flight, only to decide where to perform an in-flight turn back, depending on:
 GO/NO GO status of failed item
 Possibility to repair failure at destination.
Rectification Interval Categories:

 Category A - Shall be rectified in accordance with conditions stated in MMEL. Start at day following day of discovery.
 Category B - Shall be rectified within 3 consecutive calendar days, excluding day of discovery.
 Category C - Shall be rectified within 10 consecutive calendar days, excluding day of discovery
 Category D - Shall be rectified within 120 consecutive calendar days, excluding day of discovery.

Engine Out During Cruise Procedure and Strategy
Standard Strategy:
MCT → A/T OFF → HDG → EO Ceiling (PROG-MAX EO) → ATC → SPD M.78/300 (wind milling) PULL →ALT PULL→ <VS-500 A/T ON → SPD PUSH
(LRC-QRH)
Obstacle Strategy
MCT → A/T OFF → HDG → Driftdown Ceiling (PERF-CRZ) → ATC → SPD Green Dot PULL → ALT PULL → (cleared obstacle revert to STD strategy) →
<VS-500 A/T ON → SPD PUSH (LRC-QRH)
Fixed Speed Strategy (ETOPS)
MCT → A/T OFF → HDG → ALT (Predetermine before dispatch) → ATC → SPD (Predetermine before dispatch) PULL →ALT PULL → <VS-500 A/T ON
→ SPD push (LRC-QRH)
COMMUNICATION FAILURE
OM A (12.18.4)
Try to establish contact on another frequency (secondary) appropriate to the route, if this attempt fails,
Try to establish communication with other aircraft or other ATC appropriate to the route. If the attempts are fail,
The aircraft shall transmit its message twice on both primary & secondary frequency preceded by the phrase “TRANSMITTING BLIND”
Set transponder code 7600
Visual Meteorological Conditions

1. Continue to fly in visual meteorological conditions;
2. Land at the nearest suitable aerodrome; and
3. Report its arrival by the most expeditious means to the appropriate air traffic control unit.
Instrument Meteorological Conditions

1. Follow LOST COMM Procedures prescribed on the chart. If no specific procedures on chart then,
2. In airspace where radar is not used, maintain the last assigned speed and level, or minimum (MEA,MORA etc.) for 20 minutes following
the failure position report over a reporting point and thereafter adjust level and speed in accordance with flight plan;
3. In airspace where radar is used, maintain the last assigned speed and level, or minimum (MEA, MORA, etc.) for 7 minutes following:
 The time the last assigned level or minimum flight altitude is reached; or
 The time the transponder is set to Code 7600; or
 The failure position report over a reporting point; whichever is later
And thereafter adjust level and speed in accordance with flight plan;
4. When being radar vectored, rejoin the current flight plan route no later than the next significant point,
5. Proceed to the designated navigation aid or fix and hold over this aid or fix until commencement of descent;
6. Commence descent from the navigation aid or fix at, or as close as possible to, the expected approach time last received or,
If no expected approach time has been received, at, or as close as possible to, the estimated time of arrival flight plan;
7. Complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and
8. Land, if possible, within 30 minutes after the estimated time of arrival or the last acknowledged expected approach time,
9. If unable to land, proceed to nominated alternate.
Color and Type of Signal Aircraft on the Ground Aircraft in the Flight
Steady Green Cleared for takeoff Cleared to land
████████████████
Flashing Green Cleared for taxi Return for landing
██ ██ ██ ██ ██ ██
Steady Red STOP Give way and continue circling
████████████████
Flashing Red Taxi clear of runway in use Airport unsafe, do not land
██ ██ ██ ██ ██ ██
Flashing White Return to starting point on airport ----
██ ██ ██ ██ ██ ██
Alternating Red and Green Exercise extreme caution
██ ██ ██ ██ ██ ██

MEMORY ITEMS SUMMARY
1. WINDSHEAR AHEAD
2. WINDSHEAR
3. STALL WARNING AT LIFT OFF
4. TCAS WARNINGS
5. UNRELIABLE SPEED INDICATION
6. STALL RECOVERY
7. EMER DESCENT
8. GPWS/EGPWS WARNINGS
9. LOSS OF BRAKING
1. 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 100kt until 50ft.
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
Landing:
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.
GO-AROUND...............................................................................................................PERFORM
AP (if engaged)............................................................................................................. KEEP ON
2. WINDSHEAR
“WINDSHEAR TOGA”
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.
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.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR.
3. STALL WARNING AT LIFT-OFF

“STALL, TOGA 15”
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.
4. TCAS WARNINGS
“TCAS I HAVE CONTROL”
Resolution advisory:
AP (if engaged)...........................................................................................................................OFF
BOTH FDs.................................................................................................................................. OFF
Respect stall, GPWS, or windshear warning.
Notify ATC.
GO AROUND procedure must be performed when a 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 reengaged as desired.

5. UNRELIABLE SPEED INDICATION (“UNRELIABLE SPEED”)
“UNRELIABLE SPEED”
If the safe conduct of the flight is impacted:
AP........................................................................................................................................... OFF
A/THR..................................................................................................................................... OFF
FD........................................................................................................................................... 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.
6. STALL RECOVERY
"STALL I HAVE CONTROL"
As soon as any stall indication (could be aural warning, buffet...) apply the immediate actions:
NOSE DOWN PITCH CONTROL.............................................................................................APPLY
BANK........................................................................................................................WINGS LEVEL
When out of stall (no longer stall indications):
THRUST.....................................................................................INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES...................................................................................................CHECK RETRACTED
FLIGHT PATH................................................................................................RECOVER SMOOTHLY
If in clean configuration and below 20000ft:
FLAP1................................................................................................................................ SELECT
7. EMER DESCENT
“EMERGENCY DESCENT”
First step: Apply the memory items
CREW OXY MASKS.....................................................................................................................USE
SIGNS........................................................................................................................................ ON
EMER DESCENT..................................................................................................................INITIATE
If A/THR not active: THR LEVERS.......................................................................................... IDLE
SPD BRK...................................................................................................................................FULL
Second step: Perform the read-&-do procedure (ECAM or QRH)
When descent established:
SPEED............................................................................................................. MAX/APPROPRIATE
ENG MODE SEL........................................................................................................................ IGN
ATC.................................................................................................................................... NOTIFY
EMER DESCENT (PA).....................................................................................................ANNOUNCE
ATC XPDR 7700..............................................................................................................CONSIDER
CREW OXY MASKS DILUTION...............................................................................................NORM
MAX FL: 100/MEA-MORA.
If CAB ALT above 14000ft:
OXYGEN PAX MASK MAN ON...............................................................................................PRESS
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
8. EGPWS ALERTS
“PULL UP TOGA” Simultaneously:
AP............................................................................................................................................ OFF
PITCH................................................................................................................................ PULL UP
Pull to full back stick and maintain in that position.
THRUST LEVERS.....................................................................................................................TOGA
SPEED BRAKES lever..........................................................................................CHECK RETRACTED
BANK........................................................................................................WINGS LEVEL or ADJUST
9. LOSS OF BRAKING
“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 OFF........................................................................................................................ ORDER
The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
A/SKID & N/W STRG............................................................................................................... OFF
BRAKE PEDALS.....................................................................................................................PRESS
MAX BRK PR.....................................................................................................................1000 PSI
If STILL NO BRAKING:
PARKING BRAKE...............................................................SHORT AND SUCCESSIVE APPLICATIONS

OM Part A SUMMARY - GENERAL
6. CREW HEALTH PRECAUTIONS

RESTING TIME BEFORE FLIGHT
 Alcohol 12hrs
 Diving 24hrs, Deep Diving 48hrs
 Blood Donation 48hrs
7. FLIGHT TIME LIMITATIONS

FLIGHT DUTY TIME
2 Pilots Crew 14 hours within 24 consecutive hours /// Enlarged 16 hours /// With FRFS (Flight Relief Facility Seat) 17 Hours
*note: Enlarged crew duty limited by 3 Sectors flight.
SPLIT FLIGHT DUTY TIME

Where rest is taken during a flight duty period, flight duty time may be extended beyond 14 hours
1. Advance notice of split flight duty time.
2. 1/3 of flight duty time precedes rest period.
3. A rest period of at least 4 hours in suitable accommodation is provided.
4. Rest is not interrupted.
5. flight duty time is extended by 1/2 length of rest period, maximum of 3 hours.
6. Rest period following split flight duty time is increased by an amount equal to extension to flight duty time.
UNFORSEEN
Extension of Flight Duty Time Max +3 hours
1. Next rest period + extended duty time
2. Pilots are in good condition
3. Submit full report
FLIGHT TIME
CREWS 24hrs 7 Days 1 Months 12 Months
2 Pilot 9hrs 30hrs 110hrs 1050hrs
30 Days 90 Days
Enlarged 12hrs 120hrs 300hrs 1050hrs
REST PERIOD
2 Pilot 10hrs (if FDT exceeded Rest Period Become 18hrs. Can reduce to 9hrs provided next rest become 11hrs)
Enlarged 12hrs
1 LOCAL NIGHT
A period of 8 consecutive hours between 22.00 - 06.00 LT.
If last Block-On ended after 20.00 LT prior to single DO, then the next duty after DO can only be assigned after 06.00 LT.
BLOCK-TO-BLOCK SUMMARY
Jakarta Base 14.5 hours: 0.5hrs sign off + 1.5hrs transport to home + 10hrs rest + 1.5hrs transport to airport + 1hrs sign on
Out Base 13.5 hours: 0.5hrs sign off + 1hrs transport to home/hotel + 10hrs rest + 1hrs transport to airport + 1hrs sign on
International Flight +30 minutes (15 minutes immigration + 15 minutes buffer
8. OPERATING PROCEDURES
PLANNING MINIMA (8.1.2.3)
For all planned airport with an instrument approach procedure, the minimum forecast weather condition for dispatch is:
VISIBILITY Prescribed VIS + 600 m with a minimum of 1,200 m
CEILING Prescribed HAT/HAA + 300ft
WIND Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
If no usable instrument approach procedure, the minimum forecast weather condition for dispatch is:
TAKE OFF ALTERNATE AIRPORT 10 km or more
ENROUTE ALTERNATE AIRPORT 5 km or more
VISIBILITY
DESTINATION AIRPORT 5 km or more
DESTINATION ALTERNATE AIRPORT 10 km or more
CEILING Above the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.)
WIND Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
Takeoff Alternate: 1 Hour Cruising on Single Engine

FUEL DEFINITIONS & POLICY (8.1.5)
TAXI fuel Taxi fuel at departure prior to Take Off + APU fuel consumption.
TRIP fuel Take off + Climb + Cruise (minimum 5 minutes) + Descent + Approach + Landing Destination Airport.
TAKE OFF fuel Block Fuel minus Taxi Fuel.
CONTIGENCY fuel 5% Trip Fuel (to cover any deviations from planned trip. Minimum 5 minutes holding at 1500ft at destination airport).
DESTINATION ALTERNATE fuel Go-around at destination + climb + cruise + descent + approach + landing at Alternate Airport (based on
Long Range Cruise - LRC).
FINAL RESERVE / Holding fuel 30 minutes at holding speed at 1,500ft above aerodrome elevation in standard conditions.
*If NO ALTERNATE / ISOLATED 2 hours at normal cruising fuel consumption above destination airport, including final reserve fuel.
*If NO ALTERNATE REQUIRED 45 minutes at holding speed at 1,500ft VMC (Separate Runway Usable, 1 hour before and after VIS 5km)
ADDITIONAL fuel Supplementary fuel (Traffic, NOTAM, etc. Include Tankering).
EXTRA fuel Fuel addition to PIC Decision.
BALLAST fuel Maintain A/C CG. It is not to be burned during the flight other than emergency. Prevent wing bending.
PFRM Planned fuel remaining.
NAV TECH FLIGHT PLAN (8.1.7.7.1)

Remarks definitions and example:
- PROGS 051200Z: Meteorological Prognosis in this example means the prognosis is based on data on the 05th of this month (issued date) at 1200Z
(issued time) and valid for 15 hours after issued time – in this example until 0300Z on the next day. The validity window is 6 hours.
- DV P11: ISA temperature deviation in this example +11 C at FL 350 TEMP M44 (flight plan), DV = SAT (OAT) – ISA @ FL = -44 – (15 – (2 x 35)) = 11.
- WS 2: Wind shear value, to alert dispatchers and flight crew to the POTENTIAL existence of clear air turbulence (CAT) along the route of flight
- A320/M-SDE2E3FGHIJ4M1WVR/LB1: A320 (A/C model), M (wake turbulence Medium), S (Standard VOR, ILS), D (DME), E2 E3 (ACARS), F (ADF), G
(GPS), H (HF), I (IRS), J4 (CPDLC), M1 (ATC satcom), W (RVSM), V (VHF), R (PBN).
- RAIM VALIDATION PASSED: See GPS Chapter at General Aviation.
PREPARATION TIME MANAGEMENT SUMMARY (8.3.2.2.1.5)

Domestic flight - 60 minutes reporting time:
1. 15 minutes for Flight crew and FOO briefing, Crew briefing, Medical Check, Others.
2. 10 minutes for transit to aircraft
3. 5 minutes buffer time (at aircraft 30 minutes before ETD)
4. 10 minutes for All A/C Preparations
5. 20 minutes for Passenger boarding
 Aim to complete passenger boarding 5 minutes before ETD
 In missing passenger case, decision not later than 10 minutes before ETD.
 Necessary documents should be done as soon as possible
International Flight - 90 minutes reporting time:

1. 15 minutes for Flight crew and FOO Crew briefing
2. 15 minutes for Immigration process
3. 10 minutes for transit to aircraft
4. 5 minutes buffer time (at aircraft at 45 minutes prior to ETD)
5. 10 minutes for All A/C Preparations
6. 20 minutes for Passenger boarding
7. 15 minutes buffer time
 Aim to complete passenger boarding 5 minutes before ETD
 In missing passenger case, decision not later than 10 minutes before ETD
 Necessary documents should be done as soon as possible
FUEL MANAGEMENT (8.4.7)

Phase of Flight Estimated Fuel Upon Landing
Normal Phase Equal or more than Alternate trip fuel PLUS 30 Minutes Final Reserve Fuel
Less than Alternate trip fuel PLUS 30 Minutes Final Reserve Fuel
Abnormal Phase
“MINIMUM FUEL”
Less than 30 Minutes Final Reserve Fuel WITHOUT Alternate Trip Fuel
Emergency Phase
“MAYDAY X3 (EMERGENCY) FUEL”
Required Minimum Remaining Fuel (8.4.7.1.4)

If it appears that fuel remaining at destination will be less than expected above, PIC should consider following:
1. Decrease aircraft speed (down to Max Range Speed)
2. Obtain a more direct route
3. Fly closer to optimum FL (taking wind into account)
4. Select a closer “suitable” alternate aerodrome
5. Land and refuel

FIREARMS (9.2.2)
Limitations of carrying this item are:
1. Maximum caliber is 9 mm.
2. Maximum bullets to be carried is 12 bullets per passenger.
3. Maximum bullets to be carried is 100 bullets per aircraft.
HIJACKING (10.1.6.6)
- Hijack code words “Captain I must come to the cockpit immediately”
- Transponder 7500
APPENDIX A
ENGINE OUT ACCELERATION HEIGHT (A.6.3.1)

Must be at least 400ft AGL (*FCTM), however Citilink has set 1,500ft AGL as default.
It may be higher due to obstacle clearance requirements, or it may be lower due to the maximum acceleration altitude limitation.
The acceleration heights to be concern are:
1. Circling Minima (3nm from the aerodrome)
2. Minimum Safe Altitude (25nm from prescribed fix)
3. Other Obstacle Clearance Altitude requirements.
The maximum acceleration altitude is limited by the 10 minutes Takeoff Thrust (TOGA / FLEX for Airbus fleet) limitation.
CI - Cost Index (A.7.2.1)

Fuel cost vs time cost ratio (Citilink default is 30)
OM Part B - A/C Manual
OM Part C - Airport Manual
OM Part D - Training Manual

LIMITATIONS & OTHER NUMBERS SUMMARY
General Auto Flight Oil
Maneuver load Clean config -1g to +2.5g Min Alt AP on T/O with SRS 100ft AGL & after 5s lift off TYPE CFM IAE LEAP
Slats and flaps extended 0g to +2g Min Alt Go Around AP engagement 100ft Max Cont. temp 140°C 155°C 140°C
Slats extended and flaps retracted 0g to +2g Max 15 mnts
Min AP on LDG NPA = MDA/D, ILS = 160ft 155°C 165°C 155°C
temp
Service Ceiling 39000ft Electrical Min Quantity 9.5qt 11qt 10.6qt
Weight CFM IAE LEAP Bat min ampere on prelim check 25.5A Consumption 0.5qt/h 0.3qt/h 0.45qt/h
Max Taxi Weight 77.4t 77.4t 79.4t Max Load per Generator 100% 90KVA APU
MTOW 77t 77t 79t Max Load per TR 200A Starter cycle 3 times → wait 60 min → …
MLW 64.5t 66t 66.3t Max Temp IDG 147°C Max EGT 675°C
MZFW 61t 62.5t 62.8t Battery 23ah Max N (reach max auto shutdown) 107%
Environmental Fuel Max start EGT (below 35000ft) 1090°C
R/W slope ±2% Max Imbalance Inner (full) 1500 kg Max start EGT (above 35000ft) 1120°C
R/W alt 9200ft / 14100ft Max Imbalance Outer 690kg APU for elec (100%) 90kva @ 25000ft
*limitation can be exceeded without significant
R/W width minimal 30m (70%) 63kva @ 39000ft
change
Max demo xwind T/O & LDG 38kts Temp JET A1 -43c – 54c APU for bleed One pack 22500ft
Max Tailwind T/O &LDG CFM 10kts/ IAE 15kts Hydraulic APU for bleed Two packs 15000ft
Max Wind pax door 65kts & cargo door 40kts Pressure 3000psi ±200psi APU for bleed Engine start 20000ft
Speed Power Plant Max Alt APU Start by battery 25000ft
MMO M.82 TYPE CFM IAE LEAP APU low level max 10hrs operation
VMO 350 kt Max N1 104% 100% 101% Cabin Pressure
Max spd L/G extended (VLE) 280kts/ M.67 Max N2 105% 100% 116.5% Max positive Diff Pressure 9 psi
Max spd L/G extension (VLO ext) 250kts Max EGT Starting 725°C 635°C 750°C Max negative Diff Pressure -1 psi
Max spd L/G retracted (VLO ret) 220kts Max EGT MCT 915°C 610°C 1025°C Safety relief valve setting 8.6 psi
Max Alt L/G extended 25000ft Max T/O or G/A EGT 950°C 635°C 1060°C Thrust Options
Max Tire Speed (GS) 195kt Max T/O Thrust 5 minutes normal / 10min N-1 TYPE CFM IAE LEAP
Max spd Windshield Wipers operation 230kts Flight Control TREF +29 +31 +29
Max spd Cockpit Window open 200kts Flaps Max ops alt 20000ft TMAX +40 +40
Taxi Landing Gear TMAXFLEX +53 +55 +55
Taxi Speed 30kts Max Brake temp for T/O 300°C (use brake fans)
Turning 90° Speed 10kts Max Brake temp for T/O 150°C (no brake fans)
Turning GW above 76T Speed 20kts Parking Brake on Accumulator 12hrs
Contaminated R/W Speed 10kts Autobrake Deceleration med 3m/s, lo 2m/s
Bleed
Prohibited use bleed air from the APU BLEED and from the HP Air Start Unit at the same time.
Prohibited use conditioned air from the packs and from the LP Air Conditioning Unit at the same time.
Engine Starter
CFM IAE LEAP
‐ 1 start = 1 cycle (standard auto start)
‐ 15s pause is required between cycles (ground start)
‐ 3 starts = 1 cycle (standard auto start)
‐ 3 failed cycles or 5min of continuous crank
‐ 20s pause is required between cycles ‐ 3 starts = 1 cycle (standard auto start)
required 30min cooling period
(ground start) ‐ 60s pause is required between cycles (ground start)
‐ For manual start,
‐ 4 failed cycles required 15min cooling ‐ 3 failed cycles required 15 min cooling period
observe a 2min maximum cycle time
period ‐ Starter must not be run when N2 > 59%.
‐ For crank, observe a 5min maximum cycle time
‐ Starter must not be run when N2 > 20%.
‐ Starter must not be run when
N2 > 10% on-ground Or N2 > 18 % in-flight.

Summary A320

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Summary A320

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A320-QG SUMMARY by OTX

A320-QG SUMMARY by OTX | 1

A320-QG SUMMARY by OTX | 3

RUNWAY DECLARED DISTANCES

FRONTS AND CONVERGENCE ZONES AND OTHER SYMBOLS

A320-QG SUMMARY by OTX | 4

B. Major City with Aerodrome (ex: B = Bangkok)

C. Latitude & Longitude

*note: BR mist VS FG fog; BR visibility > 1km, FG vis < 1km

ISA (INTERNATIONAL STANDARD ATMOSPHERE)

STANDARD ADIABATIC LAPSE RATE:

A320-QG SUMMARY by OTX | 5

A320-QG SUMMARY by OTX | 6

Rate of descent for reversal or racetrack procedure

Aircraft Approach Speed Category

Rate of descent in the final approach segment with no FAF

A320-QG SUMMARY by OTX | 7

STABILIZED APPROACH CRITERIA

MINIMUM ALTITUDE REQUIREMENTS

A320-QG SUMMARY by OTX | 8

AVIONICS VENTILATION CONFIGURATION

A320-QG SUMMARY by OTX | 9

FMGC has 2 parts:

FAC perform 4 main functions:

A320-QG SUMMARY by OTX | 10

CVR system consists of:

ELECTRICAL POWER priority:

RAT (Ram Air Turbine)

A320-QG SUMMARY by OTX | 11

ATA 26 FIRE PROTECTION

ENGINE FIRE PUSHBUTTON:

ATA 27 FLIGHT CONTROLS

Flight control surfaces are all Electrically-controlled and Hydraulically-activated.

A320-QG SUMMARY by OTX | 12

FULL EXTENSION - LANDING PHASE

FLAPS & SLATS

Take off Flap Selection

FLAPS POSITION: FULL 35° (CFM), 40° (IAE).

A320-QG SUMMARY by OTX | 13

FUEL TANKS CAPACITY QUANTITY USABILITY

FUEL FEED SEQUENCE

RESERVOIR PRESSURIZATION - Normally, HP bleed air from engine 1

PTU - POWER TRANSFER UNIT automatically transfer pressure

ACCUMULATORS - An accumulator in each system helps to maintain

PRIORITY VALVES – Cuts off heavy load user in case hydraulic

ATA 30 ICE & RAIN PROTECTION

A320-QG SUMMARY by OTX | 14

DMC - Display Management Computer

FWC - Flight Warning Computer

ECAM color code

A320-QG SUMMARY by OTX | 15

CVR - Refer to ATA 23 Communication

ATA 32 LANDING GEAR

LANDING GEAR GRAVITY EXTENSION

NOSE WHEEL STEERING

A320-QG SUMMARY by OTX | 16

Autobrake Deceleration: med 3m/s, lo 2m/s.

A320-QG SUMMARY by OTX | 17

TCAS divides space surrounding aircraft into following 4 zones:

TRAFFIC selector range:

HP air has 3 sources:

A320-QG SUMMARY by OTX | 18

In case of APU FIRE: