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Airbus A320. AIRCRAFT CHARACTERISTICS AIRPORT AND MAINTENANCE PLANNING (2016-2023) - page 18

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

!

Operational Consequences

TASK SHARING

•

The task of each pilot is essential and complementary.

The PF supervises the approach (trajectory, attitude, speed) and takes appropriate decisions in case of

failure and/or at DH.

Since the approach is flown with AP/ATHR ON, the PF must be continuously ready to take over

if any AP hardover is experienced,

if a major failure occurs and

if any doubt arises.

•

The PNF monitors the following parameters

the FMA (LAND - FLARE - THR IDLE),

the Auto Call out,

the A/C trajectory or attitude exceedances. He will carry out the following call outs as per the table

hereunder:

the possible failures.

Parameter

Exceedance

Call out

IAS

VAPP - 5 / + 10 kt

Speed

V/S

> 1000 ft/mn

Sink Rate

Pitch

> 10° < - 2.5°

Pitch

Bank

> 7°

Bank

LOC

> ¼ dot

Loc

G/S

> 1 dot

Glide

- Exceedances and PNF associated call out -

•

The PNF state of mind is to be “Go Around Minded”.

Additionally the PNF takes care of ATC communication and applies the specific procedures associated to

CAT II / III operations.

•

The PF is usually the Captain (CM1) and PNF is the F/O (CM2).

FAILURES

In case a failure occurs during final approach there are three possible strategies:

-

continue the approach down to DH,

-

continue the approach to HIGHER DH or

-

Go Around.

In case of major failure during final approach, the following general rule applies:

-

if the failure occurs ABOVE 1000 ft, take appropriate action; continue the approach down to applicable

minima.

-

if some failures occur BELOW 1000 ft and ABOVE 200 ft, Go-Around unless visual. Those failures are:

one AP OFF, Capability degradation (triple clic), Amber cautions, Engine failure, Std by Attitude indicator

flag.

-

if those occur BELOW 200 ft, continue the approach.

-

if AUTOLAND red light comes up BELOW 200 ft, Go-Around. (2 APs OFF, LOC - G/S signal loss, LOC - G/S

excessive deviation).

-

if NO FLARE at 30 ft R/A, Go-Around unless visual.

NOTE:

If LAND green does not come up by 350 ft R/A, a Go-Around must be initiated. This is not a failure as such;

however it means that the AP is not properly stabilized at that altitude, which might cause guidance instability

lower and no proper autoland.

If ALPHA FLOOR is triggered below 1000 ft with no visual references, Go-around.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

-

Some requirements are specific to CATIII with NO DH, because an Autoland is compulsory. These are not

necessarily monitored and thus not indicated.

• Incorrect ILS CRS (∆ 5° with runway CRS) leads to incorrect autopilot DECRAB.

Check ILS CRS at 350 ft. If incorrect, continue approach down to CAT II minima (AP must be set OFF at

80 ft latest).

• Nose Wheel Steering - Anti skid failure.

This will affect proper landing roll out function.

If failure ABOVE 350 ft R/A:

NWS failure

⇒ continue down to 50ft DH,

A/SKID failure

⇒ continue down to CAT II minima,

If failure BELOW 350 ft and ABOVE 200 ft

⇒ Go Around.

-

- The precision approaches are flown with AP/FD + ATHR ON. It is recommended to systematically set BOTH

APs ON even for CAT II or CAT III DH50 approaches.

In case ATHR goes OFF during the approach above 1000 ft:

-

try to set it back ON,

-

if only one AP is ON, set the other one ON and then try ATHR ON,

-

if ATHR is not recovered, only CAT II approach may be flown.

Always keep hands on thrust levers during final approach.

SUMMARY OF FAILURES AND CONSEQUENCES:

Failure

Action ABOVE 1000 ft

LANDING CATEGORY

1 Engine Out

ECAM procedure - Land CONF FULL

CAT III SINGLE

Loss of ATHR

Switch AP - Set ATHR back ON

CAT II if ATHR not recovered

NWS

N/A

CAT III SINGLE

(set AP OFF at touchdown)

A/SKID

N/A

CAT II

(set AP OFF at touchdown)

SLATS/FLAPS

N/A

CAT I

(set AP OFF at 500 ft latest)

2 R/A

Land in CONF 3

CAT I with raw data

1 PFD/1ND

Use switching to recover

CAT I if no recovery

Due to the loss of hydraulic redundancy.

REACHING DH

-

For precision approaches, DHs are lower than 100 ft and RVRs are very short. Therefore it is not easy for the

PF to get a good assessment of the A/C proper positioning versus the touchdown zone; and the time for this is

short.

• Before the approach initiation CAREFULLY adjust your seat position.

-

If no visual or if any doubt, Go Around immediately with NO ARGUMENTS

• Thrust levers TOGA

• Fly SRS FD Bars or AP

• Flaps retract on schedule.

In order to be ready mentally for Go Around, the CALL OUTs are essential; but for CATII approaches, the AUTO

CALL OUT is NOT mandatory; thus if not available the CALLOUT must be done by PNF.

For CATIII approaches, the AUTO CALL OUT is mandatory and has to be monitored by the PNF.

NOTE:

Actually in all cases of Autoland, Auto call out shall be available.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

!

Landing / Roll out

- Although when LAND mode appears on FMA, this ensures that all is set for autoland, it is most recommended

that the PNF announces FLARE. The PF should then notice a pitch up reaction of the aircraft.

- During FLARE, Decrab and Roll out, the PF shall watch outside to assess that the maneuver is OK considering

the available visual references or if DH is very low, to achieve the visual references.

- Note that landing lights might be prejudicial to acquire visual reference.

- AUTO BRAKE is recommended; it ensures a symmetrical brake pressure application. However be aware of

possible dissymmetry in case of Xwind and wet runway.

- Select MAX REV when MLG is on ground; this triggers the Partial Lift Dumping (PLD) which ensures that both

MLG will be properly on ground.

- Monitor the ROLL OUT with the available visual references.

- Once the A/C is properly controlled (speed and lateral trajectory), PNF advises ATC.

- In case of CAT II, Autoland is recommended. If the PF takes over, he shall do it 80 ft R/A at the latest; this

ensures a good transition for the manual landing.

!

Reaching DH - Visual Segment and Minimum RVR (A320)

Height/Dist.

CAT III

CAT II

DH

15 ft

50 ft

100 ft

Pitch

5.4°

4.7°

4.7°

Pilot eye

36 ft

71 ft

121 ft

Visual segment

60 m

60 m

120 m

Obscured

43 m

79 m

134 m

Minimum RVR

103 m

139 m

254 m

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

!

Approach briefing associated to precision approaches before TOD

Considering all the specifics of Precision Approaches, the approach briefing will outline additionally to the standard

approach briefing:

-

the airport specific requirements,

-

the general task sharing strategy, and exceedance call outs and

-

the general strategy in case of failure (above/below 1000 ft).

!

Precision Approach Minima Reminder

Approach Category

ICAO

FAA

JAA

DH

100 ft ≤ DH < 200 ft

100 ft ≤ DH < 200 ft

100 ft ≤ DH < 200 ft

CAT II

350 m ≤ RVR

350 m ≤ RVR < 800 m

300 m ≤ RVR

RVR

1200 ft ≤ RVR

1200 ft ≤ RVR < 2400 ft

1000 ft ≤ RVR

DH

No DH or DH < 100 ft

No DH or DH < 100 ft

DH < 100 ft typic 50 ft

CAT III A

(single)

200 m ≤ RVR

200 m ≤ RVR

200 m ≤ RVR

RVR

700 ft ≤ RVR

700 ft ≤ RVR

700 ft ≤ RVR

No DH or DH < 50 ft

DH

No DH or DH < 50 ft

No DH or DH < 50 ft

typic 20 ft

CAT III B

(dual)

50 m ≤ RVR < 200m

50 m ≤ RVR < 200 m

75 m ≤ RVR < 200 m

RVR

150 ft ≤ RVR < 700 ft

150 ft ≤ RVR < 700 ft

250 ft ≤ RVR < 700 ft

No DH

No DH

CAT III C

No RVR limitation

No RVR limitation

Acceptable operational correspondance meter/feet (ICAO)

15 m

=

50 ft

150 m

=

500 ft

250 m

=

800 ft

500 m

=

1600 ft

30 m

=

100 ft

175 m

=

600 ft

300 m

=

1000 ft

550 m

=

1800 ft

50 m

=

150 ft

200 m

=

700 ft

350 m

=

1200 ft

600 m

=

2000 ft

75 m

=

250 ft

400 m

=

1400 ft

800 m

=

2400 ft

100 m

=

300 ft

1000 m

=

3000 ft

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

13 - VAPP DETERMINATION

!

VAPP in Normal Configuration

-

VAPP is defined by the crew to perform the safest approach; it is a function of GW, CONF, WIND, ATHR ON/OFF,

ICING, DOWNBURST.

-

VAPP is computed out of VLS (1,23 VS1G) of the landing configuration:

5kts for ATHR

VAPP = VLS + ∆ maximum of

5kts for severe icing

1/3 of STEADY headwind (max 15 kts)

-

In 95% of the cases the FMGC provides the valuable VAPP on PERF APPR page, once FLAP 3 or FLAPS

FULL landing configuration has been inserted, as well as tower wind:

VAPP = VLS + max

5kts, 1/3 tower wind component on landing RWY in the FPLN

Be aware that the wind direction provided by the Tower or ATIS is given in the same reference as the runway direction

(magnetic or true) whereas the wind provided by VOLMET, METAR or TAF is always true.

On PERF APPR, the FMS considers the wind direction to be in the same reference as the runway direction; therefore if

the airport is magnetic referenced, insert the magnetic wind direction.

NOTE:

VAPP is computed at predicted LW while the A/C is in CRZ, DES phases. Once in APPR phase, VAPP is computed

using current GW.

-

Can you insert a lower VAPP if no wind ? Yes, provided the landing is performed manually with ATHR OFF and

there is no ice or expected downburst.

-

Can you increase the VAPP manually ? Yes in case of a strong suspected downburst. In that case:

• VAPP = VLS + max 15 kts can be inserted.

NOTE:

In case of expected downburst, you might obviously envisage to delay landing or divert.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

The GS mini guidance has 3 major benefits:

1. It allows an efficient management of the thrust in gusts or longitudinal shears. Thrust varies in the right sense

but in a smaller range (± 15% N1) in gusty situations which explains why it is recommended in such situations.

2. It provides additional but rational safety margins in shears.

3. It allows pilots "to understand what is going on" in perturbed approaches by monitoring the target speed magenta

bugs: when it goes up = head wind gust.

The following schematic explains those advantages:

Suppose VLS = 130 kts

and the tower wind from

ATIS is 20kts (head wind component)

The FMGS computes VAPP:

VAPP = VLS + max (5, 1/3 Tower wind)

VAPP = 137 kts

Thus GS mini = VAPP - Tower wind

GS mini = 117 kts

The FMGS will therefore compute the IAS target speed = GS mini + current wind.

In the 3 cases of the schematic, we will read on PFD speed scale:

a) Target speed = 137 kts,

b) Target speed = 157 kts,

c) Target speed = 137 kts (because VAPP is the minimum value).

We can notice that in between a) and b) we have a front gust. We shall see on the PFD speed scale the target speed

going up from 137 kts to 157 kts, while simultaneously the speed trend arrow and the IAS will go up for obvious

aerodynamic consequences; the thrust will increase, but not excessively because of the speed trend already

experienced.

160

160

Head wind gust:

IAS and speed trend arrow go up, target speed

goes up and N1 smoothly increases.

140

140

a)

b)

120

120

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

In case of a tailwind gust, which often follows a head wind gust in a shear, IAS and speed trend arrow go down, as well

as the target sped; N1 smoothly decreases - This is what happens in between b) and c).

160

160

Tailwind gust:

IAS and speed trend arrow go down, target

speed goes down and N1 smoothly

decreases.

140

140

Note that b) at the time of the tailwind gust,

the thrust was high which is safe.

b)

c)

120

120

NOTE:

• The ATIS and TOWER wind is a two minute average wind; gusts are considered if in the past 10 mn the peak wind

value exceeds by typically 10 kts or more the two minute average wind.

• The METAR is a ten minute average wind, with 10 minute gusts. It is always referenced to True North.

• The wind information used by the FMGS for the Managed Speed target control during the approach (GS mini

guidance) is provided by the onside IRS (update rate typically 10 times/sec); thus it is an instantaneous wind

information.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

14 - LANDING, FLARE, ROLLOUT AND BRAKING

There are 3 steps in the landing: Flare / Touchdown / Rollout.

!

Aircraft Approach and Landing Geometry at 50 ft (A 320)

A/C conditions

G/S path

Dm

dm

A 319/A 320/A 321

A/C ILS antenna at 50ft

2°5

227 m

348 m

236 m/223 m

CONF FULL - Pitch ≈ 4° No flare

3°

187 m

291 m

198 m/182 m

The pilot eyes are approximately at 56 ft when crossing runway threshold.

!

Flare

-

Once AP is set to OFF using the Instinctive Disconnect button on the stick either on short final or in the flare,

be smooth on the stick. The A/C is stable.

If you feel that you are very ACTIVE on the stick, release it; the A/C will stabilize.

-

When transitioning from IMC to VMC, watch the BIRD position versus the A/C attitude symbol in the center of

PFD; this gives a good assessment of the drift, thus in which direction to look for the runway.

But then:

- don’t turn towards the runway,

- don’t duck under.

-

The final approach with crosswind is conducted flying the aircraft track to the runway centreline, i.e. applying a

drift correction. This is a "crabbed approach" with wings level.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

FLARE ITSELF

-

When reaching 50 ft RA, the pitch law is modified to flare mode: indeed, the normal pitch law which provides

trajectory stability is not the best adapted for the flare maneuver. The system memorizes the attitude at 50 ft,

and that attitude becomes the initial reference for pitch attitude control. As the aircraft descends through 30 ft,

the system begins to reduce the pitch attitude (2° down in 8 sec). Consequently as the speed reduces, the pilot

will have to move the stick rearwards to maintain a constant path. The Flare technique is thus very

conventional.

Feedbacks and static stability augmentation are removed on ground.

The roll is a roll rate law till the A/C is on ground.

-

Start the Flare at around 20 ft; it is a progressive aft action on the stick. A continuous aft pressure has to be

applied as usual.

-

At 20 ft a call out « RETARD » reminds the pilot to retard thrust lever. It is a reminder, not an order. Indeed with

ATHR ON, SPEED mode is effective except if autoland (AP ON with LAND/FLARE). Therefore if you are late to

retard the thrust levers in a MANUAL landing, the ATHR will add thrust during the Flare to keep the A/C on

target speed.

-

In order to assess the Flare and the A/C position versus the ground, look out well ahead of the A/C.

-

However if PITCH > 10°, PNF shall announce it.

-

The typical pitch increment in Flare is approximately 4° which leads to a

- 1° flight path angle associated to a

10 kts speed decay in the maneuver. These are « typical » figures.

VASI - TVASI - PAPI approach slope / path indicators

VASI and TVASI are providing the crew with an aim point located adjacent to the installation, as well as a mean to

stabilize the aircraft on a proper constant visual approach path.

The boxed displays are to be used in approach. They ensure a wheel clearance above threshold of about 20

feet, on the A320 family.

DATE: JAN 2001

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NORMAL OPERATION

PAPI is aligned with a G/S path. As the VASI it provides an aiming point adjacent to the installation, and

materializes a constant visual approach path to assist the pilot in the visual part of the approach.

ICAO requirements specify that PAPIs should be positioned such that Minimum Eye Height over Threshold

(MEHT) gives adequate wheel clearance for aircraft which are regular users. Thus, for each runway PAPI are

adjusted so as to provide adequate wheel clearance to regular user aircraft.

MEHT is not easily accessible to pilots; they are only on national publications.

On the A320 the eye to wheel height is approximately 25 ft and the minimum wheel clearance over threshold is 20

ft. Thus a PAPI may be followed below 200 ft on A320 provided the MEHT > 45 ft.

!

Avoiding Tailstrike (refer to FCOM bulletin N°22)

-

Deviation from normal landing technique is the main cause of tailstrike at landing:

• too high speed drop below VAPP (pitch up to avoid high sink rate),

• prolonged hold off to do a « kiss » landing,

• flare too high and

• no control of the de-rotation once the A/C is on ground.

-

Once the A/C closes up the ground and touches, there are factors which increase the tendency of pitch up

such as the ground reaction itself at aft C.G., the ground spoilers deployment. Smoothly control the de-rotation.

Typical values of ground clearance in pitch:

A/C

Pitch with Ldg Gear

Pitch with Ldg Gear

compressed

extended

A 319

13.9°

15.7°

A 320

11.7°

13.7°

A 321

9.7°

11.4°

Typical values in bank for wing tip or engine scrape:

A/C

Bank with Ldg Gear

Bank with Ldg Gear

compressed

extended

A 319/A 320/A 321

16°

18°

CROSSWIND LANDING

-

During the Flare, the roll normal law is still effective. Thus when the pilot applies a RIGHT rudder pedal input

for example, the aircraft yaws and rolls to the RIGHT; but it stabilizes with a steady bank angle. The more

pedal input there is, the more induced yaw and bank there is with stick free. The aircraft will then turn gently to

the right.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

-

If the A/C comes for landing with wind from the LEFT, and if the pilot wishes the A/C to land with the fuselage

aligned with runway center line, he has to apply some rudder to the RIGHT. Thus, if he does not act laterally

on the stick, the A/C will turn to the right because of the resulting bank angle and because of the effect of the

wind.

In order to keep the A/C on the runway center line, the pilot will have to apply some stick to the left.

-

Hence the recommended technique for crosswind landing is:

• apply rudder to align the A/C on runway center line and

• act on the stick (on the opposite direction) to maintain the A/C on the center line, with possibly very slight

wing down into wind.

NOTE:

In strong crosswind, a full decrab might lead to a significant into wind aileron input causing a significant bank angle.

The pilot must be aware that there are aircraft geometry limitations in pitch and in bank not only to prevent incurring a

tailstrike but to prevent scrapping the engine pod, the flaps or the wing tip.

In such conditions, a partial decrab is preferable.

Example: with 30kt crosswind, a full decrab leads to 10° bank angle, whereas a partial decrab (5° crab angle

remaining) requires only 5° bank angle.

NOTE:

The Maximum Demonstrated Crosswind (maximum encountered crosswind component during flight test) is published

in the AFM. It is not an operating limitation (unless stated); it applies to a steady wind and does not necessarily reflect

the maximum capability of the aircraft.

A Maximum Computed Crosswind reflects the aircraft capability in terms of rudder, roll and wheel cornering capability.

DECRAB TECHNIQUE WITH CROSS CONTROLS

DECRAB TECHNIQUE = CROSS CONTROLS

NOTE:

Once on ground avoid putting stick into wind, for better steering efficiency.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

Thus the braking efficiency depends upon the A/C speed, the load on wheels, the wheel speed (free

rolling, skidding or locked wheels), the runway condition but also the brake temperature and wear.

The antiskid system maintains the skidding factor close to the point providing maximum friction force; with

full pedal braking with anti skid the typical deceleration rate is 10 kts/sec (or .5g).

The brake efficiency depends upon the brake temperature despite the fact that carbon brakes are tolerant

to thermal overloads and maintain maximum torque capability at high temperatures. A BRAKE HOT

warning comes up so that the temperature in the middle of the brakes is below the hydraulic fluid

ignition point, typically 400° C. The indicated brake temperature is provided by sensors located close to

the brakes but not inside the brakes; this is why the BRAKE HOT message comes up at 300°C.

BRAKE HOT WARNING PURPOSE IS TO PREVENT FIRE

AFTER L/G RETRACTION IN CASE OF HYD FLUID LEAKAGE

Thus the proper use of all braking means at landing and during subsequent taxi, as well as proper use of

brake fans will allow minimizing turn around time: indeed the minimum turn around time ensures that the

brakes will cool down sufficiently so as to have the capability to absorb the energy built up during an RTO,

should it occur during the next T/O; in other words, the cool down will be sufficient so that no BRAKE HOT

warning will be triggered during the next taxi for T/O.

Brake fans will therefore be used after the landing roll to cool down the brakes after a significant braking

action. The indicated temperature will drop faster than the actual brake temperature, because of the sensor

location (typically indicated temp 150°, actual brake temp 300°). The brake fans must not be used during T/O

roll or landing roll in order to avoid deterioration. After landing, it is advisable to select them on when brake

temperature rises and the aircraft reaches the gate to avoid thermal oxidation of the brakes.

When reaching the gate, if there is a significant difference in brake temperature between the wheels of the

same gear, this materializes a potential problem with brakes: e.g. if one wheel reaches the limit temperature

of 600° while all other wheels indicate less than 400° to 450°, this indicates that there is a potential problem

of brake binding/or permanent brake application on that wheel. If, on the contrary, one wheel is at or below

60° C whereas the others are beyond 200°, this indicates that there is a potential loss of braking on that

wheel.

The brake wear is a factor affecting braking efficiency more specifically in case of RTO: indeed the maximum

energy which can be absorbed by a brake is proportional to the weight of its heat sink. With Carbon brakes,

the wear is directly linked to the number of pedal applications; pressing the pedals and modulating the

pressure without releasing the pedals is therefore a recommended technic for minimizing the brake wear.

You may use either pedal braking or Auto Brake; Auto Brake may be used in LO or MED for landing, MAX is

used for RTO. It controls a given deceleration rate (.15g and .3g). The DECEL light indicates that the

selected deceleration rate is or is not achieved, irrespective of the functioning of the autobrake. For

example, DECEL might not come up when A/Brake is selected on a contaminated runway because the

deceleration rate is not reached with the A/Brake properly functioning, whereas DECEL light might come up

with LO selected on Dry runway while the only reversers achieve the selected deceleration rate without

A/Brake being actually activated (in other words DECEL light is not an indicator of the A/Brake operation as

such or not, but that the deceleration rate is reached).

The Autobrake minimizes the number of brake applications thus the brake wear; therefore, except for those

cases where A/Brake selection is strongly recommended, it is up to the Captain's discretion to select it,

whenever he foresees a significant need for wheel brake application.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

•

Landing distances in QRH

-

The actual landing distance published in FCOM and QRH (4.0) is the certified landing distance demonstrated

using manual landing technique, ground spoilers and full pedal braking from touch down to complete A/C stop,

but with no reverser. Therefore there is quasi no margin in the actual landing distance to stop the aircraft within

that distance, to the exception of the marginal effect of the reversers: in order to take into account runway

slope, temperature effect, landing speed uncertainties, runway wet conditions… the regulations define an

adequate coefficient to determine the "required landing distance” (or minimum required runway length) at

destination or alternate out of this actual landing distance.

Therefore the actual landing distance is used for two purposes:

* For aircraft dispatch, in order to determine the "required landing distance" at destination, which

represents the minimum runway length required for landing at destination.

* In flight, in case of landing in abnormal configuration, in order to determine the additional amount of

landing distance caused by this situation. The multiplicative factor determined in the QRH is to be applied

to the actual landing distance CONF FULL.

-

The Landing distances in autoland with Auto brake is to be used in flight in case of diversion or in case the

crew wishes to assess the landing distance at destination in case of wet & contaminated runway conditions for

example. Those distances are indeed determined in autoland with A/Brake LO and MED; thus the flare phase

is close to what an airline pilot will manually fly and the braking technic is more representative of the airline

pilot braking technic, than full pedal braking at touchdown as done in certification flights.

In case of a diversion, if autoland is expected with a failure affecting the landing distance, the resulting landing

coefficient factor is to be applied on the Actual Landing distance determined with manual landing technic, but

not on the landing distance determined in autoland.

GOOD LANDING IS ENSURED AFTER A PROPERLY STABILIZED APPROACH

ON PITCH, ON PATH, ON SPEED

OPTIMUM LANDING DISTANCE IS OBTAINED BY ADEQUATE USE OF BRAKING MEANS:

GND SPOILERS, REVERSERS, AUTO/MANUAL BRAKING

NOTE:

As a rule of thumb, if the aircraft flies above runway threshold at MLW:

-

at too high speed: + 10 kts, landing distance increased by 200 m

-

too high altitude: + 50 ft, landing distance increased by 300 m

-

with ground spoilers not armed, landing distance increased by 250 m

-

if runway wet, multiply landing distance by 1.3; if compacted snow, by 1.7; if slush, by 2; if icy, by 3.5…

These are typical values.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

15 - GO AROUND

The Go Around is always a touchy maneuver because it is often unexpected.

Thus if during the approach you feel the A/C is not properly stabilized, or will not be well positioned at MDA etc. DON’T

DELAY YOUR DECISION. An EARLY Go Around is SAFER than a low and last minute one.

The Go Around is initiated systematically by thrust levers to TOGA.

This ensures (if FLAP1 at least selected):

-

SRS and GA TRK modes to engage,

-

Missed approach becomes the ACTIVE F.PLN and the previously flown approach is strung back into the F.PLN

and

-

Go Around phase is activated.

NOTE:

If Go Around is triggered at higher height above landing airport or at low weight, you may consider to reduce thrust to

MCT or CLB whenever the a/c is established in pitch since, with TOGA thrust, the resulting rate of climb is very high.

The recommended flying reference for Go Around is ATTITUDE, because it is a dynamic maneuver.

Hence if BIRD was ON (NPA or VISUAL APPR) ask PNF to set it OFF (if applicable).

NOTE:

On certain versions of A320, the switching from BIRD ON to OFF is automatic at Go Around as well as the selection of

FDs ON.

The SRS mode guides the A/C on MAX of [VLS, VAPP or IAS at time of Go Around].

SRS mode remains active till GA ACCEL ALT, or engagement of any other pitch mode (ALT*, V/S …).

The GA TRK mode guides the A/C on the memorized track at the time of TOGA selection.

In order to fly the MISSED APPR, ask PNF to engage NAV mode or HDG mode, as suitable.

-

When the pilot sets TOGA thrust for Go Around, it takes some time for the engines to spool up due to the

acceleration capability of the high by pass ratio engines.

The engine certification criteria ensures a Maximum time to accelerate from 15% to 95% of the Go Around

thrust in 5 sec. (FAR 23). 15% of TOGA is typically the thrust required to fly VAPP in landing configuration on a

typical - 3° descent path.

The airframe certification criteria ensures that, within 8 sec., the thrust which can be achieved from approach idle,

allows the aircraft to fly the minimum "Landing climb gradient" 3.2%, with all engine operative in landing

configuration.

DATE: JAN 2001

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-

Therefore when the pilot initiates a Go Around while on the final descent path, he must be aware that the aircraft

will initially loose some altitude. This altitude loss will be greater:

• If the initial thrust is close to Idle.

• If the aircraft speed is lower than VAPP (backside of the thrust/speed curve).

During the Go Around phase the target speed is GREEN DOT above GA ACCEL ALT.

How to get out of Go Around phase ?

The purpose of getting out of the Go Around phase is to obtain the proper target speed, and proper predictions

depending upon the continuation of the flight as decided by the pilot.

During the missed approach the crew will elect a strategy which it will indicate to the FMS (indeed the FMS is unable to

choose a strategy!…):

-

either come back and land ➜ ACTIVATE APPR PHASE,

-

or divert to an ALTN airfield. There are 3 possibilities to indicate this to the FMS:

• the ALTN FPLN has been prepared

⇒ Lat Rev at TO WPT + ENABLE ALTN,

• the SEC FPLN has been prepared to a diversion airfield

⇒ ACTIVATE SEC FPLN (HDG mode must normally be active).

• Nothing has been prepared! Then select SPD 250 kt + OP CLB to initiate climb. Insert NEW DEST + CRZ FL;

then finalize the diversion FPLN.

The Go Around phase will automatically switch to CLB phase (or to appropriate phase - depending on altitude), and

managed speed target is then initial climb speed.

Once the aircraft has started the final approach, a Go Around or missed approach must be considered:

-

If there is a loss or a doubt about situation awareness.

-

If there is a malfunction which jeopardizes the safe completion of the approach.

-

If the ATC changes the final approach clearance resulting in rushed reaction from the crew or potentially unstable

approach.

-

If the approach is unstable in speed, altitude, flight path (vertical or lateral) or configuration, in such a way that

most probably it won't be stable by 1000 ft AGL in IMC, or by 500 ft AGL in VMC.

-

If adequate visual cues are not obtained at MDA or DH.

-

If any GPWS/TCAS or Windshear alert occurs.

DATE: JAN 2001

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16 - ETOPS

!

Background

ETOPS stands for Extended range Twin engine aircraft OPerationS.

ETOPS describes the operations of Twin Engine A/C over routes that contain waypoints located further than one hour

flying time from an adequate airport at one engine inoperative cruise speed.

The ETOPS regulations are applicable to overwater or overland operations and to all revenue flights with passengers

or freighters.

The purpose of ETOPS regulations is to provide a greater flexibility in twin engine aircraft operation while maintaining

a high level of safety.

In the 80’s ICAO formed an ETOPS study group to examine the flexibility of extended range operation, while the FAA

begun the design of AC 120-42 which defines the US criteria for ETOPS.

During the 80’s and 90’s the various aspects of ETOPS criteria have been thoroughly reviewed by the industry allowing

now to consider over 180 mn ETOPS (up to 207 mn is proposed by the US to day, for obvious reasons...!).

!

Regulatory Aspects of ETOPS

The purpose of the regulations is to ensure that twin engine A/C operating under ETOPS are at least as reliable as the

existing 3 or 4 engine A/C.

The regulations cover 2 aspects:

a)

The A/C ETOPS type design approval.

The A/C manufacturer has to demonstrate that the A/C complies with the ETOPS design criteria. Any changes required

to the A/C basic design are contained in the “Configuration, Maintenance and Procedure Standards” (CMP) which is an

authority approved document.

Design considerations cover the following issues:

→ Propulsion System Reliability,

→ Electric power redundancy and distribution consideration,

→ APU design,

→ Single Engine operation with adequate system redundancy,

→ Ice protection for engine and air frame,

→ all system safety assessment to take into account the max diversion time,

→ adequate fire extinguishing system for cargo and

→ crew workload consideration under failure conditions.

The ETOPS capability assessment is done by the Airworthiness Authorities who analyze the IFSD rates (In Flight Shut

Down) and all in-service events in order to grant the Maximum allowed ETOPS diversion time for the candidate A/C.

The A320 family is granted 120 mn with all installed engines. A319CJ is planed to be granted 180 mn in 2001. Up to

now, no airline has officially requested for the A320 family an extension of the diversion time up to 180 mn.

DATE: JAN 2001

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60 mn Diversion Circles and Maximum Diversion ARCS

Determination of the Maximum Diversion Distance

c)

Determination of SUITABLE Airports.

An adequate airport is SUITABLE when the weather forecasted at this airport is better in terms of ceiling and visibility

than the REQUIRED MINIMA FOR DISPATCH during the EN ROUTE ALTN SUITABILITY PERIOD. Landing wind

limitations are to be considered as well.

-

The required minimum at en route alternate for dispatch for ETOPS are HIGHER than the normal defined minima

at the airport. They are determined by the FAA or JAA regulations; they are published in FCOM 2.04.40.

e.g: ONE RUNWAY with one instrument approach ILS or NPA (+ Circling or not):

> minimum alternate airfield ceiling = [DH or MDH] + 400 ft or Circling minima,

> minimum alternate airfield visibility = authorized visibility + 1500m (JAA rule).

DATE: JAN 2001

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The surface conditions (forecast crosswind component, including gust) must not exceed the maximum permitted

crosswind for landing; fluid contaminated runway is to be considered (2.04.10).

e.g.:

for the A320 family (3.01.20):

-

max crosswind for LDG demonstrated 33 kts gusting 38kts and

-

max tailwind for LDG 10 kts.

Be aware that:

-

Runway course is MAGNETIC (except at very high latitudes),

-

METAR & TAF give TRUE wind,

-

VOLMET gives TRUE wind and

-

ATIS & TWR give MAGNETIC wind.

e.g.: SONDERSTROM

-

RUNWAY 10 is 100° magnetic. Variation 40° W,

-

METAR WIND 125°/ 35 kt is TRUE (= WIND 165°/ 35 kt is MAGNETIC),

+

CROSSWIND = 32 kt.

The EN ROUTE ALTN SUITABILITY period is determined as being between

-

ONE HOUR BEFORE THE EARLIEST TIME OF ARRIVAL and

-

ONE HOUR AFTER THE LATEST TIME OF ARRIVAL.

This suitability period is provided for the ESTIMATED TIME OF DEPARTURE. It must be UPDATED with the ACTUAL

DEPARTURE TIME.

En Route ALTN Suitability Period

Let us consider the example here above:

ETP1 - equitime point between departure and suitable airport 1,

ETP2 - equitime point between suitable airport 1 and 2,

ETPs are determined FOR THE ENG FAIL CASE (EO cruise altitude, wind, time).

NOTE:

The ETPs determined in the FMS are computed with two engine operative.

∆t 1 from departure to suitable 1 is determined at NORMAL CRUISE SPEED / FL, via ETP1.

∆t 2 idem to suitable 2 via ETP2.

PERIOD = (ETD + ∆t1 - 1h); (ETD + ∆t2 + 1h).

[EN ROUTE ALTN SUITABILITY PERIOD = (ETD + ∆t1 - 1h); (ETD + ∆t1 + 1h)]

DATE: JAN 2001

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d)

Fuel Requirements

The dispatcher determines the fuel required for a given route considering

-

STANDARD FUEL PLANNING and

-

SPECIFIC ETOPS FUEL REQUIREMENTS.

The STANDARD FUEL PLANNING is:

-

TAXI + TRIP + RSV + ALTN + 30 mn HOLD at ALTN.

The SPECIFIC ETOPS REQUIREMENTS consist in determining the fuel, which would be required to reach a suitable

airport in case of

-

an Engine out situation,

-

a failure of the pressurization system and

-

an engine failure linked to a pressurization failure.

This fuel is computed from each ETP to the associated suitable diversion airport, for each failure case.

The ETP on the route which is CRITICAL REGARDING THE ETOPS FUEL REQUIREMENTS is called CRITICAL

POINT (CP). It is usually the LAST ETP of the ETOPS SEGMENT.

The dimensioning FAILURE SCENARIOS are:

-

FAILURE OF PRESSURIZATION and

-

FAILURE OF PRESSURIZATION + EO, for the A320.

NOTE:

A contingency around 2% to 3% is recommended on the trip to CP although not required by regulations.

Considerations for ETOPS Fuel:

-

Diversion fuel tables from CP to LDG including holding/2 approaches/Go Around for the 2 dimensioning failure

scenarios are provided in FCOM 2.04.20.

-

Additional fuel is to be considered for ICING conditions:

> for EAI / WAI use and

> for potential ice accretion on unheated surfaces.

Additional fuel due to the potential drag of ice accretion on unheated surfaces is a %tage of the fuel burnt during the

considered exposure time. The value of this %tage is equal to 5 times the forecast exposure time in hours (1 hour +

5%, 2 hours +

10%).

If moderate icing is forecast, the above fuel provision is divided by 2 (see FCOM 2.04.40 - ETOPS CRITICAL FUEL

RESERVE).

Some airlines add a contingency on the trip from departure to CP (as recommended hereabove).

FUEL RQD FOR ETOPS SECTOR = MAX {STD FUEL, SPECIFIC ETOPS FUEL REQUIREMENT}

DATE: JAN 2001

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17 - RVSM

A few words about Reduced Vertical Separation Minimum airspace where the aircraft flying between FL 290

and FL 410 are separated vertically by 1000 ft instead of 2000 ft.

The purpose of RVSM is to allow to increase the traffic rates in saturated airspaces, while keeping up the same safety

level. Since vertical separation is planned to be reduced, this necessitates some requirements on aircraft equipment,

on flight crew training, on ATC personnel training, on aircraft maintenance and MEL, and on altitude performance

monitoring.

The RVSM has been first implemented in the NAT MNPS area initially between FL330 to FL370, then in the full altitude

intended range. This first operation has allowed to detect the existence of spurious Traffic advisories (this has dictated

the TCAS II change 7, amongst others), as well as some wake vortex encounters (this has dictated some specific

lateral

offset

procedures

in

case some special weather

conditions

are

encountered).

Then RVSM has been applied over Pacific, and will be applied over Europe.

As for any special operation of this type (ETOPS, RVSM, MNPS…) following considerations apply:

1. The A/C must be certified for RVSM:

- Minimum altimetry performance must be demonstrated (e.g. the mean Altimetry System Error must be within

80 ft).

- The A/C must carry a minimum set of equipment which in turn dictates the MMEL dispatch conditions which are:

-

2 ADR or 2 ADCs.

-

1 ATC transponder.

-

1 FCU for altitude selection and climb/descent AP mode selection (2 FCU channels minimum).

-

1 Autopilot.

-

1 FWC for altitude alert.

-

2 PFDs and DMCs for altitude display.

- A comparative check of altitude readings in flight at 3 different flight levels from all altimetry sources must fall

within tolerances (in FCOM 3-04-34 see below), and must be recorded.

2. The airline must be approved for RVSM operation by local Authorities, which necessitates that all operation

documentation has been amended, that flight crews are trained, that the maintenance program is reviewed and that

the airline participates to an "altitude keeping performance" monitoring program.

3. Specific procedures have to be applied,

- by the maintenance team, on the equipment required for RVSM,

- by the crews in flight.

The outstanding in flight procedures are:

• Cockpit preparation:

-

Maintenance log / form properly documented.

-

RVSM MEL dispatch conditions are fullfilled.

-

RVSM tolerances properly fulfilled on each PFD (on side ADR versus ADR3; ∆ ALT < 25 ft).

-

Review weather forecast with particular attention to severe turbulence.

-

Check letter W in field 10 of ATC Flight Plan.

• Before reaching RVSM airspace:

-

Any failure of the required equipment leads to rerouting away from RVSM airspace.

-

Two main altimeters indications on STD setting must be within 200 ft.

-

If one ADR fails, check the remaining ADRs versus the STD BY ALTI and note the δ. This will be useful in case of

a subsequent failure.

DATE: JAN 2001

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• Within RVSM

-

Use AP for cruise Flight and level change (OVERSHOOT < 150 ft).

-

Periodically check ADR tolerances (∆ ALT < 200 ft); use AP and ATC on side ADR in agreement.

NOTE:

The TCAS (unless change 7) may output some spurious TAs (and exceptionally RAs) when crossing or overtaking a

traffic.

• Problems within RVSM

The nature of the problem is linked to the ability to properly maintain a Flight Level:

-

Loss of altimeter redundancy (only one PFD indication)

-

Loss of two APs

-

Failure of a system affecting the aircraft's ability to maintain the flight level

-

Severe turbulences …

→ NOTIFY ATC; "Unable RVSM due to equipment or turbulences…" and apply the contingency procedure as

assigned by ATC.

→ Report the failure in the maintenance log.

Altitude Tolerances for RVSM operation

ADR1 / ADR2

ADR1 (ADR2)

STD BY ALT1/

IAS

on PFD

ADR3 on PFD

ADR1 - ADR2 - ADR3

[kt]

[ft]

[ft]

[ft]

GROUND

-

20

20

-

FL50

250

50

80

130

FL100

250

55

80

185

FL200

300

90

145

295

FL300

.78 M

130

355

390

FL410

.78 M

130

365

445

NOTE:

The Airline must report within 72 h to the responsible authority height keeping deviations if those exceed:

-

Over 300 ft (total vertical error as measured during altimeter monitoring program)

-

An altimeter system error over 245 ft.

-

A cleared altitude deviation over 300 ft.

DATE: JAN 2001

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18 - PERFORMANCE CONSIDERATIONS

I - General

The wing of the A320 has been designed to be best efficient at “around” a cruise Mach Number of 0.78 (which defines

its sweep angle and thickness).

However the cost of a given sector depends upon the fuel consumption but also of many other factors such as

→ Over flight charges,

→ Price of fuel at origin, destination leading to possible fuel tankering,

→ Price of flight time (crew, maintenance …),

→ Wind gradient, flight plan constraints (such as constant Mach …) and

→ Aircraft GW itself etc.

For each sector, the airline determines a cost factor:

COST 1 mn FLIGHT

the COST INDEX CI =

COST 1 mn FUEL

where the cost of variable items is considered. The greatest variables are FUEL / MAINTENANCE. However despite

the fact that the crew costs are fixed, duty time constraints leading to a night stop will modify the costs index of a given

sector.

Once a COST INDEX is determined for a given sector, this allows the FMS to generate a CLIMB / CRUISE /

DESCENT SPEED profile which will minimize the cost, by balancing the cost of fuel against the cost of time.

For example, if the fuel consumption is the essential economical factor on a given sector, the COST INDEX will be

LOW (0 is MAX RANGE), the time is the essential economical factor on a given sector, the COST INDEX will be HIGH

(999 is MIN TIME).

It is essential to understand that once the CI is defined for a given sector, the MANAGED SPEED PROFILE will be

computed by the FMS, as well as the OPTIMUM FLIGHT LEVEL, OPTIMUM STEP etc.

Furthermore with Cruise Wind variations and temperature changes, the Cruise Mach number will vary, as it varies also

with GW and cruise altitude.

For example at GW 65 t FL350 on an A320-212 / CFM56-5A3

CI

WIND COMPONENT

ECON CRZ MACH [M]

Head Wind 100 kt

0.782

0

Still Air

0.781

Tail Wind 100 kt

0.769

Head Wind 100 kt

0.790

50

Still air

0.796

Tail Wind 100 kt

0.802

Head Wind 100 kt

0.811

100

Still Air

0.804

Tail Wind 100 kt

0.803

As a consequence, the COST INDEX IS NOT TO BE MODIFIED BY THE CREW IN FLIGHT, unless for FUEL or

FLIGHT TIME CONSIDERATIONS.

If for any reason, the crew wishes to fly at a GIVEN FIXED CRUISE MACH NUMBER, SELECT IT ON THE FCU (all

predictions will be updated accordingly).

DATE: JAN 2001

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II - Take off Considerations

Unreliable Speed Indication

Before ACCEL ALT

) TOGA / PITCH 13°

Crossing ACCEL ALT

) CLB / PITCH 10°

+ 15 sec FLAP1

+ 15 sec FLAP0

Performance Data

T/O Segment Reminder

The ENGINE OUT ACCELERATION ALTITUDE must be

-

at least HIGHER than the MINIMUM ALTITUDE required for OBSTACLE CLEARANCE,

but limited to the ALTITUDE reached at the END of CLEAN UP with 10 mn TOGA THRUST

Definition of speeds associated to Take-off

VMCG:

mini control speed on the ground, using PRIMARY CONTROLS only (no NWS). Maximum rudder

force 68 kg / Maximum lateral deviation on ground 30 ft.

VEF:

engine failure speed allowing the crew to recognize the failure and act when reaching V1. There is

typically 1 sec between VEF and V1 (which leads to approx 4 kts).

On a twin engine, if the Take-off is CONTINUED following an engine failure BEFORE VEF, this leads

to a significant increase in Take off Dist (TOD). E.g if the failure occurs 8 sec below VEF, V2 will be

reached at 10 ft instead of 35 ft at the end of TOD.

VMBE:

maximum braking energy speed, at which the brakes can absorb all the energy required.

VMBE becomes a limiting factor at high OAT on long runways. An RTO achieved in such

circumstances may lead to very hot brakes, tires automatically deflated and potential fire.

V1:

Commital speed for Take off. V1 call out must be made so that “ONE” is called when V1 is reached.

VMU:

minimum unstick speed is the speed at which the aircraft can safely lift off the ground and continue

take off. VMU is a function of GW, Aircraft configuration and altitude.

VR:

rotation speed. Allows the aircraft to reach V2 at 35 ft with engine failed. A rotation initiated before VR

leads to a potential tailstrike.

The HIGHER THE FLAP SETTING, the GREATER THE TAIL CLEARANCE is.

V2:

minimum speed reached at 35 ft with one engine failed. It must be between 1.13 Vs1g and 1.28 Vs1g.

The HIGHEST V2 is, the BETTER IS THE A/C CLIMB OUT GRADIENT IN T/O SEGMENTS.

DATE: JAN 2001

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VMCA:

minimum control speed with one engine out using maximum rudder deflection and 5° bank angle

towards engine inoperative.

Flying BELOW VMCA leads to a significant INCREASE of the SLIDE SLIP (Beta Target); thus, if in

case of an engine failure the PILOT

IS

UNABLE TO CENTER BETA with FULL RUDDER →

ACCELERATE.

Relations between all those speeds:

VMCG

≤ VEF ≤ V1 ≤ VMBE

VR

≥ 1.05 VMCA

VLOF

≤ V MAX TIRE

V2

≥ 1.1 VMCA

On SA family, Vmax tire = 195 kt

A/C

VERSION

ENGINE

VMCG

VMCA [kt] (Alt = 0 ft)

VMBE

A319

A319-111

CFM 56-5-B5

105.5

108

170.6

A319-112

CFM 56-5-B6

108

111

164.2

A319-113

CFM 56-5-A4

104

108

166.9

A319-114

CFM 56-5-A5

107.5

111

171.4

A319-115

CFM 56-5-B7

113.5

114.5

169

A319-131

IAE V2522

104.5

107

173.1

A319-132

IAE V2524

107.5

109.5

172.2

A319-133

IAE V2527M

111.5

133

171.9

A320

A320-111

CFM 56-5-A1 *

107

105

174.2

A320-211

CFM 56-5-A1 *

107

105

160.2

A320-212

CFM 56-5-A3

110.5

110.5

156

A320-214

CFM 56-5-B4

111.5

110

155.1

A320-231

IAE V2500

101.5

108.5

160.7

A320-232

IAE V2527

112.5

111.5

158.7

A320-233

IAE V2527E

112.5

111.5

158.4

A321

A321-111

CFM 56-5-B1

104.5

109

171.9

A321-112

CFM 56-5-B2

106

110.5

171.4

A321-211

CFM 56-5-B3

106

114

173.4

A321-131

IAE V2530

109

112.5

167.9

A321-231

IAE V2533

109

114

170.1

* A320 - 111 MTOW 68 T; A320 - 211 MTOW 77 T

NOTE:

VMBE provided here is with no wind, no runway slope, ISA and CONF2.

VMCG and VMCA are function of altitude.

The certification of the A320 has matched the Amendment 42 of JAR / FAR which has considerably increased the

safety margins in case of an engine failure.

For A 319 & A 321, a so called “post amendment 42” applies which states that a 2 sec delay (at constant V1 speed) is

to be applied between the stop decision and the first pilot reaction in order to determine the acceleration/stop distance.

DATE: JAN 2001

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Influence factors for Take off performance:

There are obviously many factors influencing the take off performance such as aircraft GW, aircraft configuration,

outside conditions (OAT, wind, pressure), the runway available and the obstacles.

Those factors allow the basic T/O DATA to be determined, which have still to be modulated by other influence factors

which must be applied on tactical basis:

-

Runway is WET: this affects the acceleration/stop capability of the aircraft (as well as possibly, its lateral

controllability in case of crosswind). Thus once MTOW and associated T/O speeds, or FLX TEMP and associated

speeds

are

determined

on

a DRY runway

(this

is

the

basic

T/O

data),

- a weight decrement and associated speed decrease must be applied

- or a ∆TFLEX decrement and associated speed decrease must be applied.

-

AIR COND ON: the basic T/O data is often provided on the RTOW charts supposing AIR COND OFF. In that case

if PACKS are ON engine bleeds

-

a weight decrement and associated speed decrease must be applied for MTOW

-

or a ∆TFLEX decrement must be applied; NO speed decrease is to be applied, since the ∆TFLEX decrement

compensates for the thrust drop caused by the AIR COND.

-

QNH different from standard: in case of low pressure, the engine thrust is lower than in STD conditions. Thus in

case QNH << STD

-

a weight decrement and associated speed decrease must be applied for MTOW

-

or a ∆TFLEX decrement must be applied to compensate this thrust drop.

-

ANTI ICE: the same method applies. The decrements are often not provided on the RTOW charts but as defaulted

values in a FCOM specific table.

FLEXIBLE TEMP for T/O reduced thrust - RTOW chart use.

Whenever maximum T/O thrust is not necessary due to aircraft GW or/and runway conditions, it is most efficient to

REDUCE the T/O THRUST in order to SAVE ENGINE LIFE. By limiting the thrust, the centrifrugal forces are reduced

on engine components (blade tip less contact with compressor case). The deposit of molten metal is reduced further

back in the engine (which affects the aerodynamic and thermodynamic efficiency of the engines), the EGT is reduced

(thermal stresses are reduced on the blades, lowering the bending effects).

All A320 engines are high by-pass Turbo Fan engines FLAT RATED till a given temperature called TREF; this means

that BEYOND TREF the maximum thrust of the engine reduces.

Thus by determining an assumed value of outside air temperature which would allow the engines to provide the thrust

required to take off the aircraft in the current conditions, this allows to THE THRUST TO BE REDUCED. This

temperature value is called FLEX TEMP.

THE HIGHER THE FLX, THE MORE THE THRUST IS REDUCED,

THE LOWER IS THE ENGINE EROSION RATE.

DATE: JAN 2001

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The percentage of the effective Thrust reduction is a function of (FLX TEMP - OAT).

FLX TEMP - OAT [° C]

8°

14°

20°

25°

29°

EFFECTIVE THRUST

5

10

15

20

23

REDUCTION [%]

Indicative figures for A 320-212/ CFM56-5A3

FLX is limited as follows:

-

Max authorized FLX THRUST reduction 25%,

-

FLX T/O N1/EPR ≥ MAX CLB N1/EPR,

-

FLX TEMP by definition > TREF and OAT.

DATE: JAN 2001

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A/C

VERSION

ENGINE

TREF

TMAX

TMAX.FLEX

[°C]

[°C]

[°C]

A319

A319-111

CFM 56-5-B5

ISA + 30

ISA + 40

ISA + 45

A319-112

CFM 56-5-B6

ISA + 30

ISA + 40

ISA + 53

A319-113

CFM 56-5-A4

ISA + 30

ISA + 40

ISA + 44

A319-114

CFM 56-5-A5

ISA + 22

ISA + 40

ISA + 44

A319-115

CFM 56-5-B7

ISA + 29 up to 2000 ft

ISA + 40

ISA + 53

ISA + 18 between 5000 and 10 000 ft

+1 Deg.C per 1000 ft above 10 000 ft up to

ISA + 23 at 15 000 ft

Linear interpolation between

2000 and 5000 ft

A319

A319-131

IAE V2522

ISA + 40 at 8000 ft

ISA + 40

ISA + 65

ISA + 30 at 13 000 ft

Linear interpolation between 8000 ft and

13 000 ft

A319-132

IAE V2524

ISA + 40 at 0 ft

ISA + 40

ISA + 65

ISA + 30 at 5000 ft

Linear interpolation between 0 and 5000 ft

A319-133

IAE V2527M

TREF = f(Zp) TBC or Read it on Takeoff chart

ISA + 40

ISA + 53

A320

A320-111

CFM 56-5-A1

ISA + 15

ISA + 40

ISA + 41

A320-211

A320-212

CFM 56-5-A3

ISA + 15

ISA + 40

ISA + 45

A320-214

CFM 56-5-B4

ISA + 29 up to 2000 ft

ISA + 40

ISA + 53

ISA + 18 between 5000 and 10 000 ft

+1 Deg.C per 1000 ft above 10 000 ft up to

ISA + 23 at 15 000 ft

Linear interpolation between

2000 and 5000 ft

A320

A320-231

IAE V2500

ISA + 15

ISA + 40

ISA + 46

A320-232

IAE V2527

Read it on Takeoff chart

ISA + 40

ISA + 55

A320-233

IAE V2527E

Read it on Takeoff chart

ISA + 40

ISA + 55

A321

A320-231

IAE V2500

ISA + 15

ISA + 40

ISA + 46

A320-232

IAE V2527

Read it on Takeoff chart

ISA + 40

ISA + 55

A320-233

IAE V2527E

Read it on Takeoff chart

ISA + 40

ISA + 55

A321-111

CFM 56-5-B1

ISA + 15

ISA + 40

ISA + 43

A321-112

CFM 56-5-B2

ISA + 15

ISA + 40

ISA + 43

A321-211

CFM 56-5-B3

ISA + 15

ISA + 40

ISA + 43

A321-131

IAE V2530

ISA + 15

ISA + 40

ISA + 45

A321-231

IAE V2533

Read it on Takeoff chart

ISA + 40

ISA + 42

DATE: JAN 2001

Page 97

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

IF HOT BRAKES BEFORE T/O, DO NOT T/O.

IF HOT BRAKES DURING T/O, DO NOT RETRACT L/G.

DO NOT USE BRAKE FANS DURING T/O, OR IF FIRE.

Tires

Under inflation is one of the major cause of tire failure; it heats up faster and may cause a breakdown of the rubber

material.

The tire develops a BRAKING force when the tire is rolling (not when skidding).

The Brake coefficient is high on a dry runway and LOWER on a WET runway where the brake loss increases with

speed.

Tire wear favors Aquaplaning. With normal tire pressure (around 180 PSI) the aquaplaning speed on STANDING

WATER is around 120 kt, on SLUSH around 130 kt.

A tire failure causes longer T/O distances.

Line Up allowance

Line up allowances after a 90° turn or 180° turn are included in the take off data determination e.g.

ASDA

A 319

A 320

A 321

ASDA line up allowance (90° turn)

23.1 m

25.5 m

28.0 m

ASDA line up allowance (180° turn)

26.4 m

27.5 m

35.8 m

Some Rules of Thumb

Flex Temp [°C]

∆ Thrust [%]

∆ N1 [%]

∆ EGT [°C]

∆ EPR

+ 10

- 6

- 2,9

- 30

- 0,048

Air Cond

∆ Flex Temp [°C]

∆ Thrust [%]

∆ EGT [°C]

Off

+ 3

+ 2,4

- 10

∆ Thrust [%]

∆ N1 [%]

∆ EGT [°C]

∆ EPR

25

- 14

- 251

- 0,128

Runway shortening [m]

∆ TOW [t]

∆ OAT [°C]

- 100

- 1.5

- 5

DATE: JAN 2001

Page 99

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

III - Climb Considerations

Unreliable Speed Indication

MAX CLB THRUST

PITCH 7°

till FL 100

IAS ≅ 250 kt

PITCH 5°

FL > 100

IAS ≅ 280 kt

PITCH 3°

FL > 200

M 0.76

Performance data

En Route climb gradient (from 1500 ft AGL at origin):

-

Gross climb gradient with one EO

1.1 %

-

Net climb gradient

0

Obstacle clearance criteria:

-

Net flight path must be > 0, 1000 ft above all obstacles, 4.34 NM either side of track,

-

Drift down net slope after EO, 2000 ft above all obstacles, 4.34 NM either side of track.

Maximum altitude (FCOM 3.05.15)

-

0.2 g buffet margin,

-

limited by minimum rate of climb capability and

-

limited by flying CRZ MACH NR with MAX CRZ thrust.

Optimum altitude

-

for a given CRZ Mach Nr→ gives the best specific range

-

for the MANAGED SPD PROFILE → provides the best cost for the given sector. Thus it is directly affected by CI,

PERF FACTOR.

Step Climb (FCOM 3.05.15)

A step climb is worth being achieved if:

-

there is not a significant additional headwind at higher altitude (approx 25 kts),

-

the additional fuel consumed in climb (0.1% of GW) is compensated by enough Cruise time and descent.

FMS data

-

REC MAX ALT → 0.3 g buffet margin.

-

OPT ALT is a function of CI, PERF FACTOR, WIND and TEMP forecasted as a consequence of pilot’s entries and

remaining cruise distance.

Maximum gradient / V/S Climb Speeds with one engine inoperative

-

The Maximum Climb gradient speed is the speed, which allows the aircraft to reach a given altitude within the

SHORTEST DISTANCE. (e.g close obstacles ),

MAX CLB GRADIENT SPEED = G.DOT

varies from 205 kt at 60 t to 225 kt at 70 t ➔ + 2 kt/1 t

G.DOT is close to the best L/D ratio speed - It increases with Zp.

The Maximum V/S climb speed all engine running is used to expedite through a given FL; in other words when the a/c

is asked to cross a given FL in SHORTEST TIME (TMA altitude constraints etc.).

DATE: JAN 2001

Page 100

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

I.e.: Aircraft weight = 70 000 kg

MAX V/S CLIMB SPD with ALL ENG OPERATIVE ≅ CLOSE TO TURB SPD

varies from 279 kt at FL100 to 260 kt at FL250 ➔ - 1.3 kt/1000 ft

NOTE:

This is also the Minimum Consumption - Distance speed in climb, in other words the speed for which the fuel

consumption in climb is the lowest.

From FL100 to FL250

MAX V/S CLIMB SPD with ONE ENG OPERATIVE = G.DOT

Varies from 210 kt at 55 t to 225 kt at 70 t ➔ 1 kt/ 1 t

NOTE:

OEO G.DOT speed = AEO G.DOT - 10 kt.

Rules of thumb for A 320:

OAT < ISA + 15:

-

OPT FL = 570 - 3 x GW (t) OPTo

-

MAX FL = OPT FL + 15

-

Time to MAX = 30 mn / Fuel burned = 2.2 t / D (NM) to TOC = 120 NM + GW (t). Correction per - 1000 ft/ - 2 mn /-

15 NM.

OAT ≥ ISA + 20:

OPT FL = MAX FL = OPTo - 10

Time to MAX

=

36 mn

/

Fuel burned

=

2.6 t

/

D

(NM) to TOC

=

140 NM

+ GW

(t)

Various other considerations in Climb

-

Slats and Flaps extended are penalizing with regard to Climb gradient. Furthermore the loss of climb gradient in

turn WITH SLATS/FLAPS EXTENDED is greater than in CLEAN CONF.

-

This is why in single engine operations the FG BANK ANGLE is LIMITED to 15° while S/F are extended and speed

is below F or S. In clean CONF when IAS ≥ G.DOT, the FG bank angle is limited to 25°.

-

Obstacles must be clearly identified on departure, as well as for low altitude turn backs (even with EGPWS which

does not necessarily carry artificial obstacles in its data base). Maneuvering below MSA or below circling minima

must be fully studied by the crew and is done under the sole responsibility of the Capt.

-

It may not always be possible to achieve MSA within 25 NM before starting to turn away from the Final T/O

segment; in such cases a SAFE ALTITUDE must be determined above terrain to allow the aircraft to maneuver

back towards the airport.

DATE: JAN 2001

Page 101

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

IV - Cruise Considerations

Unreliable Speed Indication

N1 82 %

Pitch 2°

M 0.76

FL ≥ 250

NOTE:

Even on IAE engines where the thrust is controlled using EPR, it is preferable to use N1 as reference in such

circumstances.

Performance data - as for climb

The FMS is an essential assistance for the pilot to achieve an efficient monitoring of the cruise, and an efficient cruise.

-

Reaching the first CRZ FL, ensure ALT CRZ mode on FMA. This means that:

• the aircraft will fly at the intended CRZ MACH No,

• the AP will operate in altitude soft mode for more efficient thrust regulation.

-

Insert WINDS and TEMP at successive waypoints of the cruise. It is not necessary to insert them at all waypoints

obviously, but when winds and /or temp vary by more than approx 30° or 30 kt and 5°.

-

Having done that, the OPTIMUM FUNCTIONS of the FMS are valuable:

• the OPT FL is meaning full.

-

MANAGED SPEED is mostly recommended. Indeed it allows the aircraft to fly an ECON SPEED profile during

cruise as determined by the FMS.

-

The COST INDEX is a strategic parameter in cruise. It is to be changed only for STRATEGIC purposes such as

XTRA FUEL getting close to 0.

-

In case the ETA at destination is beyond schedule and ETA is an important cruise management factor on the

sector, insert SCHEDULE TIME of ARRIVAL as time constraint at destination. The FMS will adapt the ECON SPD

profile so as to best match the ETA time constraint.

-

The FMS MAX REC ALT is 0.3 g buffet limit altitude. The crew may elect to fly higher if necessary. He will be

advised that he is flying beyond the 0.3 g boundary by a message. The MAX [MAX ALT] above which managed

modes are no longer available is defined by the 0.2 g limit.

-

In case ATC requires the aircraft to fly at a FIXED CRZ MACH NR, SELECT IT on the FCU. All predictions are

updated accordingly in cruise till next STEP or T/D, where the FMS assumes that Managed speed will be resumed.

NOTE:

It is absurd and pointless to try to adjust a Cost Index to match such a tactical ATC constraint. A Tactical

constraint is to be matched using the FCU per design. Furthermore per definition, the ECON CRZ MACH profile

varies with the flight progress.

FCOM 3.05.15 provides all the data necessary for proper cruise management.

Do not forget the effects of:

-

AIR COND LO

- 0.6 %

-

ENG A/I

+ 3 %

-

ENG + WING A/I

+ 6 %

ISA deviation

ISA + 10

+ [0.05 % x Dist] [kg]

Turbulence

-

Light

< 1.2 g

-

Moderate

1.2 to 1.5g

Speed 250 (FL200)/275/0.76 for A319 and A320

Speed 265 (FL230)/300/0.76 for A321

-

Severe

> 1.5 g

DATE: JAN 2001

Page 103

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

V - Descent Considerations

Unreliable Speed Indication

Thrust Idle

Pitch

- 2°

0.76 / 280 kt

-

The MAXIMUM SPD in DESCENT allows MAXIMUM V/S IN DESCENT when thrust is idle.

-

THE MINIMUM GRADIENT DESCENT is obtained at G. DOT SPEED.

-

The wind in descent has a significant influence on the descent FPA and thus on the descent distance:

• with TAILWIND, FPA decreases and GND DIST increases.

-

When the A/C is HIGH ABOVE PATH:

• SELECT HIGHER SPD (as allowed by ATC) + SPD BRK EXTEND with OP DES,

• KEEP HIGH SPD TILL ALT*,

• only then SELECT LOWER SPD (or Activate Appr) and RETRACT SPD BRK when getting close to intended

Target Speed.

-

The FMS provides an efficient assistance to properly carry out the descent provided the LATERAL FPLN and

VERTICAL FPLN are properly filled in, descent winds if significant, are properly inserted, and PERF APPR page

completed:

• the FMS computes a DESCENT PROFILE; it provides, on EFIS PFD and MCDU PROG, the VERTICAL

DEVIATION of the A/C vertical position versus the descent profile (VDEV also called YOYO).

• the VDEV is an excellent cue to monitor the descent when in NAV mode or when in HDG (TRK) modes as long

as XTK is within 5 NM.

• when in HDG (TRK) modes, on latest versions of the FMS, it computes the ENERGY CIRCLE displayed on

the ND which represents the distance required to descend from present altitude down to landing elevation, and

to decelerate from descent speed to VAPP (including SPD LIM) and land.

• On previous versions, this information is available on MCDU PROG page.

• when SELECTING A SPD on the FCU (e.g for TURBULENCE), the A/C is still guided on the original descent

path.

• The

level off symbol on the ND along the F. PLN or TRK LINE materializes the position where the A/C

will reach the FCU in the CURRENT AP/FD ACTIVE mode.

-

EMERGENCY DESCENT One of the goals of the Emergency Descent is to reach a lower level (FL < 140) without

triggering the PAX O2 mask deployment. Thus the emergency descent is achieved with

• IDLE THRUST,

• HIGH SPEED (up to VMO-MMO if failure permits),

• SPD BRAKES extended.

On A320, the rate of descent is approximately 6000 ft/mn; which means that it takes approximately 5 mn to

descend from FL 390 to FL 100, and approximately 40 NM.

-

Holding Speed and Configuration The MAXIMUM ENDURANCE HOLDING is achieved:

• with CLEAN CONF,

• at G. DOT speed (actually the speed is slightly lower than max L/D ratio speed),

• at level as high as approximately FL 250.

Rules of thumb to monitor descent:

D [NM] = ∆ FL x 3 + 10 + 2 % per 10 kt tailwind

Crosscheck with FPA:

D [NM] = ∆ FL / FPA [°]

V/S [ft/mn] = GS x FPA [%] = GS x FPA [°] / 0.6

DATE: JAN 2001

Page 104

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

VI - Approach Considerations

Unreliable Speed Indication

CONFIG

Speed [kt]

AOA

Pitch attitude [°]

Slope [°]

N1 [%]

Clean

250

3.0

-

63

Clean

G.Dot

5.5

5.5

-

55

1

S

7.5

7.5

-

57

2

F

8.0

8.0

-

55

3

F

7.0

7.0

-

58

3/GD

F

7.0

4.0

- 3.0

50

FULL/GD

VLS + 5

5.5

2.5

- 3.0

53

FULL/GD

VLS

7.0

4.0

- 3.0

51

Rules of thumb:

•

At Green Dot speed, clean aircraft configuration, set N1 to the aircraft weight value in tons.

•

On final approach, landing configuration, set N1 to the aircraft weight value minus 2%.

Performance Data

There are runway distance limitations

On Dry Rwy

Landing Dist Avaible

≥ Actual Landing Distance /0.6

On Wet Rwy

LDA wet

≥ 1.15 x Actual Landing Dist /0.6

LDA wet

≥ 1.92 x Actual Landing Dist

On Contaminated Rwy LDA contaminated

≥ 1.92 x Actual Landing Dist

The Actual Landing Distances are provided in QRH and are used essentially for dispatch considerations to determine

the Landing Distance Available (LDA) which is to be compared to the runway length at destination.

The GO Around limitation requirements are twofold:

Approach Climb criteria

-

minimum gradient 2.1 % - OEO/TOGA/L/G UP/FLAPS one detent up, as compared to approach configuration.

Landing Climb criteria

-

minimum gradient 3.2 % - AEO/Thrust after 8 sec from flight idle /L/G DN, FLAPS in APPR CONF - A320 is

NEVER landing climb limited.

Aircraft Category

A/C

IAS [kt] at

IAS [kt]

Circling

Final App

Missed

Final Missed

Category

threshold

initial App

[kt]

[kt]

App [kt]

App [kt]

C

121/140

160/240

180

115/160

160

240

D

141/165

185/250

205

130/185

185

265

A319/A320/A321 are Category C aircraft.

PCN/ACN

The Aircraft Classification Number must be lower than the Pavement Classification number. PCN varies with the life of

the pavement since it is a function of the traffic, traffic distribution etc. On a FLEXIBLE pavement (asphalt - concrete)

occasional movements with ACN = PCN + 10 % are allowed.

On a rigid pavement (concrete surface) occasional movements with ACN=PCN + 5% are allowed.

Actual Landing distance / Landing distance determined with autoland

-

Actual landing distance is used for dispatch in order to determine the minimum runway length which should be

available for landing (or minimum LDA).

-

Actual landing distance CONF FULL is to be used in ABNORMAL CONFIGURATION, where a multiplicative factor

is provided in QRH in order to determine the expected landing distance in such configuration whether in manual

landing, or in autoland.

DATE: JAN 2001

Page 106

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

-

Landing distance determined in Autoland with Auto Brake LOW/MED are very realistic distances which are used in

flight, for example in case of diversion (no coefficient to be applied).

APPROACH SPEED VAPP

-

In most cases in normal configuration the FMS computes VAPP considering the STEADY WIND inserted by the

pilot in PERF APPR and the landing configuration selected.

-

In case of suspected wind shear or downburst, or in case of strong gusty cross wind, the FMS VAPP may be

overwritten by the pilot (up to VLS + 15 max).

-

In all those cases, use MANAGED SPEED in approach.

-

In case of ABNORMAL CONFIGURATION determine VAPP

• either as PFD displayed VLS + ∆VLS from ECAM + WIND CORR,

• or as VREF (VLS CONF FULL) + ∆ VREF + WIND CORR from QRH 2.23.

In such a case use SELECTED SPEED in approach.

OVERWEIGHT LANDING

-

Overweight landing may be achieved exceptionally with care (limit V/S to 360 ft/mn).

-

Determine if CONF3 or CONF FULL shall be used depending upon the Approach climb gradient requirement

(QRH).

-

Be aware that the transition from FPA - 3° in approach to the Go Around climb gradient requires a lot of energy and

therefore some altitude loss (< 100 ft).

MISSED APPROACH CLIMB GRADIENT

-

The crews must be aware that the 2.1% approach climb gradient requirement has nothing to do with the actual

climb gradients which may be necessary in a missed approach.

-

The crews must consider the obstacles, which are in the missed approach flight path.

-

The SAFE ALTITUDE to use as a reference for acceleration is either the published missed approach altitude, or

the MSA.

In case of COLD TEMPERATURE the target altitudes must be corrected.

-

When significantly below ISA, the height above the field must be corrected by adding the following corrections:

Corrections to be added [ft]

HEIGHT [ft]

ISA - 10 °C

ISA - 20 °C

ISA - 30 °C

500

20

40

60

1000

40

80

120

2000

80

160

240

3000

140

260

380

4000

180

340

500

5000

220

420

620

DATE: JAN 2001

Page 107

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

19 - USE OF FLYING REFERENCES - ATTITUDE OR BIRD (FPV)

On the PFD 2 flying references may be selected:

-

The ATTITUDE

-

The FLIGHT PATH VECTOR called BIRD.

The selection is done on the FCU by pressing the P/B identified as HDG - V/S (for ATTITUDE) TRK - FPA (for BIRD).

THE ATTITUDE is a flying reference to be used for DYNAMIC MANEUVERS such as T/O and GO AROUND.

Indeed an action on the stick has an immediate effect on the A/C attitude; thus the pilot can immediately and accurately

control this parameter in those maneuvers.

The BIRD or FLIGHT PATH VECTOR (FPV) represents the A/C trajectory; in dynamic maneuvers it is directly affected

by the A/C inertia. It reacts with a delay. Thus it is difficult to control in dynamic but when the pilot wishes to fly a

STABILIZED SEGMENT OF TRAJECTORY, then the BIRD is well adapted.

FD - Modes

FLYING REFERENCE SELECTION ON THE FCU

When to use the BIRD ?

-

The BIRD may be used in all flight phases, except T/O and GO AROUND.

It is more specifically recommended for NPAs, VISUAL CIRCUITS, VISUAL FLYING.

What to check when pressing the HDG - V/S / TRK - FPA knob ?

-

If you press this P/B, this means that you wish to select the BIRD ON or OFF.

Hence, when you press this P/B, CHECK BIRD ON or BIRD OFF on the PFD.

If the APs/FDs are ON, the internal FG guidance parameters are a function of the flying reference you have selected:

-

If BIRD ON, the basic guidance parameters of AP/FD will be TRK-FPA.

-

If ATTITUDE ON, the basic guidance parameters of AP/FD will be HDG-V/S.

This explains the name of the P/B located on the FCU.

As a consequence if the APs/FDs are in the basic modes HDG - V/S and you select the BIRD ON, the basic modes will

change to TRK - FPA.

In all other cases the modes do not change (e.g. NAV - LOC - CLB - DES - ALT - G/S …).

DATE: JAN 2001

Page 108

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

The BIRD is a very efficient flying reference in APPROACH since:

-

It gives the TRAJECTORY PARAMETERS flown by the A/C,

-

It rapidly warns the pilot of WIND DIRECTION changes and

-

It rapidly warns the pilot of DOWNBURST.

Along with the GS MINI target speed, it is an excellent indicator of shears, or wind variations.

Furthermore just by looking at the BIRD versus the center of PFD, the pilot gets immediately the FEELING of the wind

direction; consequently when the A/C reaches MDA, the pilot knows the direction where to search for the runway.

EXAMPLE:

Bird drifts to the right. Hence wind from the

LEFT.

Target approach speed is increasing.

Hence HEADWIND gusts.

BIRD + Target Approach Speed

= Wind Interpretation

The BIRD is computed out of IRS data. It is therefore affected by the errors of the ADIRS.

This is most obvious on the TRK, which, at the end of a flight, may be typically wrong by 1,5° to 2°.

This may be easily determined during the approach.

When FD P/B is set to ON, the Flight Path Director (FPD) symbol is displayed on PFD and referred to the bird. The bird

represents the A/C trajectory (TRK and FPA) and is thus affected by the A/C inertia.

The FPD is also referred to TRK and FPA thus affected by the A/C inertia; this gives the pilot the impression of some

kind of sluggishness of the FPD orders as compared to the orders of the FD crossbars. This is inherent to the BIRD

and FPD type of information.

Thus be smooth when you follow FPD orders.

BIRD ON with PFD

DATE: JAN 2001

Page 109

UDY0102

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

20 - USE OF AP/FD

These are some highlights regarding the use of AP/FD.

-

The APs/FDs are an assistance to the pilot to fly the aircraft WITHIN the NORMAL FLIGHT envelope in order to

achieve the best performance in T/O, GA, CLB or DES phases. In order to follow the ATC clearances (lateral or

vertical) and in order to fly down and autoland the A/C repetitively with very high accuracy for CAT II and CAT III

conditions.

+ AP can be set ON when the aircraft is within the Flight Envelope (attitude, bank, speed). It automatically goes

OFF, when normal flight envelope is significantly exceeded.

+ Don’t try to engage the AP when it is out of the Flight Envelope; the FBW control laws are there to assist you to

BEST come back within the flight envelope according to your chosen strategy.

-

The APs/FDs operate in MANAGED & SELECTED modes. The choice of the modes is a strategic decision of the

pilot. The pilot chooses Managed modes when he expects the aircraft to fly along the preplanned F.PLN he has

inserted in the MCDU. He chooses Selected modes for specific ATC interventions (e.g. radar vectors), or when

time does not permit to reprogram the FMS to fulfill an ATC clearance.

As a general rule the MANAGED modes may be used when the FMS works properly, which essentially means

that:

• the FMS Navigation Accuracy has been crosschecked and is good, or if GPS available, GPS is primary,

• the ACTIVE F.PLN is meaningful: in other words, the intended lateral & vertical trajectory is inserted, and the

sequencing of the F.PLN is properly monitored.

+ If these 2 conditions are NOT fulfilled, use SELECTED modes and monitor using Raw Data.

-

The 2 main interfaces to AP/FD are the FCU and the MCDU.

• The FCU is the SHORT TERM interface to AP/FD. This means that when you have to achieve a short term

intervention (ATC HDG, expedite, speed etc…). SELECT it on the FCU. You will do it head up and by far more

rapidly.

• The MCDU is the LONG TERM interface to AP/FD. This means that, in most cases except DIR TO. You will

prepare the long term lateral or vertical revisions or you will PRESET SPEEDs for next flight phases on the

MCDU. This is the reason why it is important to use all the facilities available to get prepared for future events

(e.g Preset of speeds, SEC.FPLN, etc.).

If future events are prepared, this allows you to use the MCDU for SHORTER TERM type of interventions such

as LATE CHANGE of RWY, CIRCLING, DIVERSION en ROUTE, or DIVERSION to ALTN.

ANTICIPATE WITH THE FMS

DATE: JAN 2001

Page 110

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