FCTM_A318_to_A321

INTRODUCTION

TABLE OF CONTENTS

FLIGHT CREW TRAINING MANUAL

00.010

00.030

00.040

00.070

GENERAL INTRODUCTION

-- FOREWORD

-- COMMENT - QUESTIONS - SUGGESTIONS

AIRCRAFT ALLOCATION TABLE

LIST OF SECTIONS

LIST OF MODIFICATIONS

00.000

JUL 28/05

1

1

ENV A318/A319/A320/A321 FLEET FCTM Page 1 of 1


Introduction

GENERAL INTRODUCTION

00.010

JUL 28/05

FOREWORD

ALL

The Flight Crew Training Manual (FCTM) is published as a supplement to the

Flight Crew Operating Manual (FCOM) and is designed to provide pilots with practical information on how to operate the Airbus aircraft. It should be read in conjunction with the FCOM. In the case of any conflict, the FCOM is the over-riding authority.

Airline training policy may differ in certain areas. Should this be the case, the airline training policy is the over-riding authority.

COMMENT - QUESTIONS - SUGGESTIONS

ALL

FCTM holders and users are encouraged to submit questions and suggestions regarding this manual to: [email protected]

or

AIRBUS

1, rond point Maurice BELLONTE

31707 BLAGNAC CEDEX- FRANCE

ATTN: Flight Operations Support STLT



INTRODUCTION

AIRCRAFT ALLOCATION TABLE

00.030

JUL 28/05

VERS.

10X01

10X02

15X01

24X01

78Y01

89Y01

AAA01

AAA01

AAA01

AAA01

AAA01

AAA01

AAA01

AAA01

AAA01

AAA01

AAR01

AAR02

AAR03

AAR04

AAR05

ACA01

ACA02

ACA03

ACA04

ACA05

ACI01

ADR01

ADR01

ADR01

FLEET TABLE

FSN

BLOCKS

MODEL STD ENGINE OPERATOR NAME

320-232 ST1 V2527A5

319-131 ST3 V2522A5

KINGFISHER AIRLINES

KINGFISHER AIRLINES

320-214 ST1 56-5-B4

320-232 ST1 V2527A5

JAZEERA AIRLINES

OMAN VIP

320-214 ST1 56-5-B4 VIRGIN AMERICA BEST AIR

320-214 ST1 56-5-B4

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

STARFLYER

AIR MENPHIS

AIR MOLDOVA

AIRLUXOR LDA

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

ARMAVIA

BH AIR

EAGLE AVIATION SA

320-211

320-211

ST1

ST1

56-5-A1

56-5-A1

320-211 ST1 56-5-A1

LAT CHARTER AIRLINES

MENAJET

NOUVELAIR

321-131

321-231

ST2

ST2

V2530A5

V2533A5

321-131 ST2 V2530A5

321-231 ST2 V2533A5

UKRAINIAN

MEDITERRANEAN AIR

ASIANA AIRLINES

ASIANA AIRLINES

ASIANA AIRLINES

ASIANA AIRLINES

ASIANA AIRLINES 320-232 ST1 V2527A5

320-211 ST1 56-5-A1

319-114 ST3 56-5-A5

319-112

321-211

ST3

ST2

56-5-B6

56-5-B3

320-214 ST1 56-5-B4

320-232 ST1 V2527A5

AIR CANADA

AIR CANADA

AIR CANADA

AIR CANADA

AIR CANADA

AIR CALEDONIE

INTERNATIONAL

320-211 ST1 56-5-A1 BAVARIA INT’L AIRCRAFT

LEASE

320-211 ST1 56-5-A1 TRANSPORTES AEREOS

PORTUGUES

320-231 ST1 V2500A1 ADRIA AIRWAYS



INTRODUCTION


00.030

JUL 28/05

AFL03

AFR01

AFR01

AFR01

AFR02

AFR02

AFR03

AFR05

AFR06

AFR07

AFR08

AFR09

AFR10

AFR11

AHY01

AIH01

AIH01

AIH01

VERS.

AEF01

AEF01

AEF01

AEF02

AEF02

AEF02

AEF02

AEF02

AES01

AES01

AES02

AES02

AFL01

AFL02

ENV A318/A319/A320/A321 FLEET FCTM

FSN

BLOCKS


320-232 ST1 V2527A5 AERO FLIGHT GMBH

320-232 ST1 V2527A5 AMERICA WEST AIRLINES

320-232 ST1 V2527A5

321-231 ST2 V2533A5

NIKI

AERO FLIGHT GMBH

LIVINGSTON SPA 321-231 ST2 V2533A5

321-231 ST2 V2533A5

321-231 ST2 V2533A5

321-231 ST2 V2533A5

NIKI

ONUR AIR

SPIRIT AIRLINES

320-233 ST1 2527EA5

320-233 ST1 2527EA5

320-233 ST1 2527EA5

VALUAIR

WIZZ AIR LIMITED

ACES-AEROLINEAS DE

COLOMBIA

320-233 ST1 2527EA5

320-214 ST1 56-5-B4

319-111 ST3 56-5-B5

WIZZ AIR LIMITED

AEROFLOT - RUSSIAN

AIRLINES

AEROFLOT - RUSSIAN

AIRLINES

321-211 ST2 56-5-B3

320-111 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A3

321-211 ST2 56-5-B1

321-211 ST2 56-5-B3

319-111 ST3 56-5-B5

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

AEROFLOT - RUSSIAN

AIRLINES

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

VIETNAM AIRLINES

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

320-214 ST1 56-5-B4

318-111 ST4 56-5-B8

319-111 ST3 56-5-B5

320-214 ST1 56-5-B4

319-115

319-111

ST3

ST3

56-5-B7

56-5-B5

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

SOCIETE AIR FRANCE

AZERBAIJAN HAVA

YOLLARI

320-214 ST1 56-5-B4 MYTRAVEL AIRWAYS A/S

320-214 ST1 56-5-B4 PHILIPPINE AIR LINES INC.

320-214 ST1 56-5-B4 VUELING

Page 2 of 90


INTRODUCTION


00.030

JUL 28/05

ANA02

ANA03

ANZ01

ANZ01

ANZ02

AUA01

AUA02

AUA03

AUA04

AUA05

AWE02

AWE03

AWE04

AWE05

AXM01

AZA01

AZA02

VERS.

AIH02

AIH03

AIH03

AIH03

AIH04

AIH04

AIH04

AJM01

ALK01

AMC01

AMC01

AMM01

AMM02

AMU01

ANA01

FSN

BLOCKS



321-211 ST2 56-5-B3 AIRTOURS INT’L AIRWAYS


321-211 ST2 56-5-B3 TURK HAVA YOLLARI

320-214 ST1 56-5-B4 AIRTOURS INT’L AIRWAYS

320-214 ST1 56-5-B4 MYTRAVEL AIRWAYS

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

VUELING

AIR JAMAICA

320-231 ST1 V2500A1

320-211 ST1 56-5-A1

SRILANKAN AIRLINES

AIR ARABIA

320-211 ST1 56-5-A1 AIR MEDITERRANEE

320-214 ST1 56-5-B4 FIRST CHOICE AIRWAYS


321-231 ST2 V2533A5 AIR MACAU CO LTD

320-211 ST1 56-5-A1 ALL NIPPON AIRWAYS CO

LTD

321-131 ST2 V2530A5 ALL NIPPON AIRWAYS CO

LTD

320-211 ST1 56-5-A1 ALL NIPPON AIRWAYS CO

LTD

320-232 ST1 V2527A5 AIR NEW ZEALAND LTD

320-232 ST1 V2527A5 SAAD AIR

320-232 ST1 V2527A5

321-111 ST2 56-5-B1

FREEDOM AIRLINES

AUSTRIAN AIRLINES

320-214 ST1 56-5-B4

321-211

319-112

ST2

ST3

56-5-B3

321-211 ST2 56-5-B3

56-5-B6

AUSTRIAN AIRLINES

AUSTRIAN AIRLINES

AUSTRIAN AIRLINES

AUSTRIAN AIRLINES





320-214 ST1 56-5-B4 AIR ASIA SDN BHD

321-112 ST2 56-5-B2

320-214 ST1 56-5-B4

ALITALIA-LINEE AEREE

ITALIAN


ITALIAN



INTRODUCTION


00.030

JUL 28/05

VERS.

AZA04

BAW06

BAW07

BCA01

BCA01

BER01

BLR01

BMA01

BMA01

BMA02

BMA03

BMA04

BMA05

C8J01

B2A01

B2A01

B2A01

B2A01

B2A01

B2A01

B2A02

BAW01

BAW02

BAW03

BAW04

BAW05

BAW06

C8J01

C8J01

C8J01

C8J01

C8J01

FSN

BLOCKS


319-112 ST3 56-5-B6

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4


ITALIAN

SKYSERVICE F.B.O. INC.

USA 3000 AIRLINES


320-232 ST1 V2527A5 JETSTAR ASIA

320-232 ST1 V2527A5

320-232 ST1 V2527A5

320-232 ST1 V2527A5

319-131 ST3 V2522A5

TAM - LINHAS AERAS

TIGER AIRWAYS

WIZZ AIR LIMITED

BRITISH AIRWAYS

321-231 ST2 V2533A5

320-232 ST1 V2527A5

320-232 ST1 V2527A5

321-231 ST2 V2533A5

GB AIRWAYS LTD

BRITISH AIRWAYS

GB AIRWAYS LTD

321-231 ST2 V2533A5

321-231

321-231

320-214

319-132

ST2

ST2

ST1

ST3

V2533A5

V2533A5

320-111 ST1 56-5-A1

320-211 ST1 56-5-A1

56-5-B4

V2524A5

BMED

BRITISH AIRWAYS

GB AIRWAYS LTD

GB AIRWAYS LTD

BRITISH AIRWAYS

BRITISH AIRWAYS

AIR BERLIN

INDEPENDENCE AIR

321-231 ST2 V2533A5 BMI - BRITISH MIDLAND

321-231 ST2 V2533A5 TURK HAVA YOLLARI





319-133 ST3 2527MA5 AERO SERVICES

EXECUTIVE

319-133 ST3 2527MA5

319-133 ST3 2527MA5

AIRLUXOR LDA

QATAR AIRWAYS

319-133 ST3 2527MA5 QATAR AMIRI FLIGHT

319-133 ST3 2527MA5 REPUBLICA BOLIVARIANA

VENEZU

319-133 ST3 2527MA5 VOLKSWAGEN AIR

SERVICE



INTRODUCTION


00.030

JUL 28/05

C8J02

C8J02

C8J03

C9G01

C9G02

C9G03

C9G06

C9G07

C9G08

C9G09

C9G09

C9G09

C9G09

C9G09

C9G09

C9G10

C9G11

C9G12

C9G12

C9G12

CBF01

CBF01

VERS.

C8J02

C8J02

C8J02

C8J02

C8J02

C8J02

CCA01

FSN

BLOCKS


319-115 ST3 56-5-B7

319-115 ST3 56-5-B7 GOVERNMENT OF ITALY

319-115 ST3 56-5-B7 NATIONAL AIR SERVICES

319-115 ST3 56-5-B7

AERO SERVICES

EXECUTIVE

319-132 ST3 V2524A5

319-133 ST3 2527MA5

RTAF - ROYAL THAI AIR

FORCE

PRIVATAIR

FORCA AEREA

BRASILEIRA

319-133 ST3 2527MA5 QATAR AIRWAYS

319-133 ST3 2527MA5 UNDISCLOSED CUSTOMER

319-115 ST3 56-5-B7 AZERBAIJAN HAVA

YOLLARI


321-131 ST2 V2530A5 ASIANA AIRLINES

320-214 ST1 56-5-B4

321-231 ST2 V2533A5

319-111 ST3 56-5-B5

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

LTU - LUFTTRANSPORT

UNTERNEH

ASIANA AIRLINES

AIR CHINA

AIR JAMAICA

VUELING

320-232 ST1 V2527A5

320-232 ST1 V2527A5

AERO FLIGHT GMBH

CHINA SOUTHERN

AIRLINES

320-232 ST1 V2527A5 HELLAS JET

320-232 ST1 V2527A5 ROYAL BRUNEI AIRLINES

320-232 ST1 V2527A5

319-112 ST3 56-5-B6

TIGER AIRWAYS


319-132 ST3 V2524A5

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

321-231 ST2 V2533A5

321-231 ST2 V2533A5

PRIVATAIR

CEBU PACIFIC AIR

VUELING

CHINA NORTHERN

AIRLINES

CHINA SOUTHERN

AIRLINES

319-131 ST3 V2522A5 AIR CHINA



INTRODUCTION


00.030

JUL 28/05

VERS.

CCA01

CCA02

CDN01

CDN01

CDN01

CDN01

CDN01

CDN01

CDN01

CDN01

CEB01

CES01

CES02

CES03

CES04

CFG01

CFG02

CFG02

CHH01

CJG01

CMM01

CMM01

CMM01

CNW01

CSC01

CSC02

CSC03

CSN01

CSN01

CSN02

FSN

BLOCKS


319-131 ST3 V2522A5 AIR CHINA ZHEJIANG

COMPANY

319-115 ST3 56-5-B7

320-211

320-211

ST1

ST1

56-5-A1

320-211 ST1 56-5-A1

56-5-A1

AIR CHINA

AIR CANADA

FREE BIRD AIRLINES

WIND JET S.P.A

320-211 ST1 56-5-A3 ARMENIAN INT’L AIRWAYS

320-212 ST1 56-5-A3

320-212 ST1 56-5-A3

320-212

320-212

ST1

ST1

56-5-A3

56-5-A3

CROATIA AIRLINES

GERMANWINGS

GULF AIR

USA 3000 AIRLINES

319-111 ST3 56-5-B5 CEBU PACIFIC AIR

320-214 ST1 56-5-B4 CHINA EASTERN AIRLINES




320-212 ST1 56-5-A3 CONDOR BERLIN GMBH

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

CONDOR BERLIN GMBH

319-111 ST3 56-5-B5

THOMAS COOK AIRLINE

UK

HAINAN AIRLINES

COMPANY LTD

320-214 ST1 56-5-B4

319-111 ST3 56-5-B5

AIR CHINA

AIR CHINA

319-112 ST3 56-5-B6 MEXICANA DE AVIACION

319-112 ST3 56-5-B6 SKYSERVICE F.B.O. INC.


321-231

320-232

319-133 ST3 2527MA5

320-232 ST1 2527EA5

320-232

ST2

ST1

ST1

V2533A5

2527EA5

V2527A5

SICHUAN AIRLINES

SICHUAN AIRLINES

SICHUAN AIRLINES

CHINA SOUTHERN

AIRLINES

CHINA SOUTHERN

AIRLINES

320-214 ST1 56-5-B4 CHINA SOUTHERN

AIRLINES



INTRODUCTION


00.030

JUL 28/05

VERS.

FSN

BLOCKS


CSN03

CSN03

CSZ01

CTN01

CTN02

CYP01

CYP01

CYP02

D2F01

D2F02

D2F04

D2F05

D2F05

DKN01

DLH01

DLH01

DLH02

DLH03

DLH03

DLH03

DLH04

DLH05

DRK01

EDW01

EIN01

EIN02

EIN04

EWG01

EZY01

FFT01

319-112

319-115

ST3

ST3

56-5-B6

56-5-B7

CHINA SOUTHERN

AIRLINES

CHINA SOUTHERN

AIRLINES

319-115 ST3 56-5-B7

319-112 ST3 56-5-B6

SHENZHEN AIRLINES

CROATIA AIRLINES

320-214 ST1 56-5-B4

320-231 ST1 V2500A1

CROATIA AIRLINES

CYPRUS AIRWAYS LTD

320-231 ST1 V2500A1 FINANCIAL INSTITUTIONS

319-132 ST3 V2524A5

320-232 ST1 V2527A5

321-231 ST2 V2533A5

320-232 ST1 V2527A5

CYPRUS AIRWAYS LTD

BANGKOK AIRWAYS

SPIRIT AIRLINES

KINGFISHER AIRLINES

319-132 ST3 V2524A5

319-132 ST3 V2524A5

320-232 ST1 V2527A5

ATLAS INTERNATIONAL

AIRWAYS

PT METRO BATAVIA

AIR DECCAN

320-211 ST1 56-5-A1 DEUTSCHE LUFTHANSA

AG

GERMANWINGS 320-211 ST1 56-5-A1

321-131 ST2 V2530A5 DEUTSCHE LUFTHANSA

AG

319-114

319-114

ST3

ST3

56-5-A5

56-5-A5

CROATIA AIRLINES

DEUTSCHE LUFTHANSA

AG

GERMANWINGS 319-114 ST3 56-5-A5

321-231 ST2 V2533A5 DEUTSCHE LUFTHANSA

AG

320-211 ST1 56-5-A1 DEUTSCHE LUFTHANSA

AG

319-115

320-214

ST3

ST1

56-5-B7

56-5-B4

321-211 ST2 56-5-B3

320-214 ST1 56-5-B4

DRUK AIR

EDELWEISS AIR AG.

AER LINGUS LIMITED

AER LINGUS LIMITED

AER LINGUS LIMITED 320-214 ST1 56-5-B4

319-112 ST3 56-5-B6

319-111 ST3 56-5-B5

319-111 ST3 56-5-B5

GERMANWINGS

EASYJET PLC

FRONTIER AIRLINES



INTRODUCTION


00.030

JUL 28/05

VERS.

FSN

BLOCKS


G2F03

G2P01

G2P01

G2P01

G2P01

G2P01

G2P01

G2P01

G2P01

G2P01

G2P01

FFT01

FFT01

FFT02

FIN01

FIN02

FIN03

G2F01

G2F01

G2F02

G2F03

G2F03

G2P01

G2P01

G2X01

G2X01

G2X01

G2X01

G2X01

319-111 ST3 56-5-B6

319-112 ST3 56-5-B6

318-111 ST4 56-5-B8

321-211 ST2 56-5-B3

319-112 ST3 56-5-B6

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

FRONTIER AIRLINES

FRONTIER AIRLINES

FRONTIER AIRLINES

FINNAIR O/Y

FINNAIR O/Y

320-214 ST1 56-5-B4

FINNAIR O/Y

LTU - LUFTTRANSPORT

UNTERNEH

TRANSPORTES AEREOS

PORTUGUES

321-211

320-214

320-214

ST2

ST1

ST1

56-5-B3

56-5-B4

56-5-B4

LTU - LUFTTRANSPORT

UNTERNEH

STAR AIRLINES

THOMAS COOK AIRLINE

BELGIUM

320-214 ST1 56-5-B4

320-211 ST1 56-5-A1

VUELING

AIR CANADA

320-211 ST1 56-5-A1 DONBASSAERO AIRLINES

320-211 ST1 56-5-A1 NOUVELAIR

320-212 ST1 56-5-A1

320-212 ST1 56-5-A1

320-212

320-212

ST1

ST1

56-5-A3

56-5-A3

NOUVELAIR

SOCIETE AIR FRANCE

BH AIR

EIRJET

320-212 ST1 56-5-A3 MONARCH AIRLINES LTD

320-212 ST1 56-5-A3 NOUVELAIR

320-231 ST1 V2500A1 INDIAN AIRLINES

CORPORATION

320-231 ST1 V2500A1 WIND JET S.P.A


320-211 ST1 56-5-A1

320-211 ST1 56-5-A3

TRANSPORTES AEREOS

PORTUGUES

AZERBAIJAN HAVA

YOLLARI

320-211 ST1 56-5-A3

320-211 ST1 56-5-A3

320-211 ST1 56-5-A3

FREE BIRD AIRLINES

JORDAN AVIATION

ROYAL JORDANIAN

AIRLINES

320-211 ST1 56-5-A3 SOCIETE AIR FRANCE G2X01



INTRODUCTION


00.030

JUL 28/05

VERS.

FSN

BLOCKS


G2X01

G2X01

G2X01

G2X01

G2X01

G2X03

G2X04

G2X04

G2X04

G2X04

G2X04

G2X04

G2Z01

G2Z01

G2Z01

G4I01

G4I01

G8E01

G8E01

G8E01

G8E01

G8E01

G8E01

G8E01

G8E02

G8E02

G8E02

G8E03

G8E03

G8E03

320-211 ST1 56-5-A3 THOMAS COOK AIRLINE

BELGIUM

FREE BIRD AIRLINES 320-212 ST1 56-5-A3

320-212

320-212

ST1

ST1

56-5-A3

56-5-A3

SOCIETE AIR FRANCE

THOMAS COOK AIRLINE

BELGIUM

320-212 ST1 56-5-A3 VOLARE AIRLINES S.P.A.

320-214 ST1 56-5-B4 STAR AIRLINES

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

AIR MALTA CO LTD.

EUROFLY SPA

THOMAS COOK AIRLINE

BELGIUM

320-232 ST1 V2527A5 MARTINAIR HOLLAND N.V.

320-232 ST1 V2527A5 TIGER AIRWAYS

320-233 ST1 2527EA5 TRANSP AEREOS

ECUATORIANO

321-211 ST2 56-5-B3

321-211 ST2 56-5-B3

AIGLE AZUR

CSA CZECH AIRLINES

321-211 ST2 56-5-B3 ROYAL JORDANIAN

AIRLINES


319-115 ST3 56-5-B7 GOVERNMENT OF ITALY

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

AIGLE AZUR

AIR CHINA

320-214 ST1 56-5-B4 ATLAS INTERNATIONAL

AIRWAYS


320-214 ST1 56-5-B4 EUROFLY SPA

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

IBERWORLD AIRLINES

THOMAS COOK AIRLINE

UK

321-211 ST2 56-5-B3 AIGLE AZUR


321-211 ST2 56-5-B3 LTE INTERNATIONAL

AIRWAYS SA

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

AIR JAMAICA

EIRJET

EUROFLY SPA



INTRODUCTION


00.030

JUL 28/05

VERS.

G8E03

G8E03

G8E03

G8E03

G8E03

G8E03

G8E03

G8E04

G8E04

G8E04

G8E04

G8E05

G8E05

G8E07

G8E08

GFA01

GFA01

GFA01

HDA01

HDA02

HDA03

HVN01

I2L01

I2L01

I2L01

I2L01

I2L01

I2L01

I2L01

I2L01

FSN

BLOCKS


320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

IBERWORLD AIRLINES

LOTUS AIRLINE

320-214 ST1 56-5-B4

LTE INTERNATIONAL

AIRWAYS SA

LTU - LUFTTRANSPORT

UNTERNEH


320-214 ST1 56-5-B4 NOUVELAIR

320-214 ST1 56-5-B4

321-211 ST2 56-5-B3

321-211 ST2 56-5-B3

USA 3000 AIRLINES

AIR JAMAICA

KIBRIS TURK HAVA

YOLLARI LTD

321-211 ST2 56-5-B3

321-211 ST2 56-5-B3

319-111 ST3 56-5-B5 FRONTIER AIRLINES


320-214 ST1 56-5-B4

319-112 ST3 56-5-B6

MYTRAVEL AIRWAYS

TURK HAVA YOLLARI

VUELING

GERMANWINGS

320-212 ST1 56-5-A3

320-212 ST1 56-5-A3

320-212 ST1 56-5-A3

320-232 ST1 V2527A5

321-231 ST2 V2533A5

GULF AIR

WIND JET

HONG KONG DRAGON

AIRLINES

HONG KONG DRAGON

AIRLINES

320-232 ST1 V2527A5

321-231 ST2 V2533A5

320-211 ST1 56-5-A1

HONG KONG DRAGON

AIRLINES

VIETNAM AIRLINES

SOCIETE AIR FRANCE

320-211 ST1 56-5-A3

320-212 ST1 56-5-A3

GERMANWINGS

AIR JAMAICA

320-212 ST1 56-5-A3 MONARCH AIRLINES LTD

320-231 ST1 V2500A1 MEXICANA DE AVIACION

320-232 ST1 2527EA5 SICHUAN AIRLINES


320-232 ST1 V2527A5 ATLAS INTERNATIONAL

AIRWAYS



INTRODUCTION


00.030

JUL 28/05

VERS.

I2L01

I2L01

I2L04

I2L05

I2L05

I2L05

I2L05

I2L05

I2L05

I2L01

I2L01

I2L02

I2L02

I2L02

I2L03

I2L03

I2L03

I2L04

I2L04

I2L04

I2L06

I2L07

I2L08

I2L09

I2L10

I2L12

I2L14

I2L15

I2L16

I2L18

I2L19

I2L21


FSN

BLOCKS


320-232

320-232

320-232 ST1 V2527A5

320-232 ST1 V2527A5

SICHUAN AIRLINES

WIND JET

320-231 ST1 V2500A1 AIRBLUE


320-231

321-131

ST1

ST1

ST1

ST2

V2527A5

V2527A5

V2500A1

V2530A5

321-131 ST2 V2530A5

321-131 ST2 V2530A5

BLUE WINGS

LTE INTERNATIONAL

AIRWAYS SA

WIND JET S.P.A

AIR MACAU CO LTD

ONUR AIR

SICHUAN AIRLINES

AER LINGUS LIMITED 321-211 ST2 56-5-B3

321-211 ST2 56-5-B3

321-231 ST2 V2533A5

AIR JAMAICA

HONG KONG DRAGON

AIRLINES

ONUR AIR 321-231 ST2 V2533A5

320-212 ST1 56-5-A3

320-212 ST1 56-5-A3

320-214 ST1 56-5-B4

MY WAY AIRLINES

SATA INTERNACIONAL

STAR AIRLINES

320-232

320-232

320-232

ST1

ST1

ST1

V2527A5

V2527A5

V2527A5

AIR MACAU CO LTD

AIRBLUE

HONG KONG DRAGON

AIRLINES



319-111 ST3 56-5-B5 IBERIA LINEAS AEREAS

ESPANA

320-232 ST1 V2527A5

321-231 ST2 V2533A5

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

321-231 ST2 V2533A5

JETBLUE AIRWAYS

SPANAIR

MY WAY AIRLINES


HONG KONG DRAGON

AIRLINES

AIR MACAU CO LTD 319-132 ST3 V2524A5

321-231 ST2 V2533A5

319-112 ST3 56-5-B6

321-211 ST2 56-5-B3

AIR MACAU CO LTD


AIR JAMAICA

Page 11 of 90


INTRODUCTION


00.030

JUL 28/05

VERS.

I2L22

I2L23

I2L23

I2L24

I2L25

I2L26

I2L28

I2L28

I2L29

I2L30

I2L32

I2L34

I2L34

IAC01

IBE01

IBE03

IBE03

IBE03

IBE03

IBE03

IBE04

IBE05

ITF01

ITF01

ITF01

ITF01

ITF01

ITF02

FSN

BLOCKS


320-214

319-132

ST1

ST3

56-5-B4

2527MA5

SWISS INTERNATIONAL

AIRLINES

CHINA SOUTHERN

AIRLINES

319-132 ST3 V2524A5

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

319-111 ST3 56-5-B6

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

321-231 ST2 V2533A5

319-132 ST3 V2524A5

320-111 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

320-211 ST1 56-5-A1

321-111 ST2 56-5-B1

CHINA SOUTHERN

AIRLINES

AIR JAMAICA

AIR MALTA CO LTD.

AIR MALTA CO LTD.

AER LINGUS LIMITED

AIR ARABIA

NOVA AIRLINES AB

CHINA SOUTHERN

AIRLINES

SATA INTERNACIONAL 320-214 ST1 56-5-B4

320-232

320-232

320-231

320-211

ST1

ST1

ST1

ST1

V2527A5

V2527A5

V2500A1

56-5-A1

320-214 ST1 56-5-B4 IBERIA LINEAS AEREAS

ESPANA



320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

321-211 ST2 56-5-B3

SHENZHEN AIRLINES

TURK HAVA YOLLARI

IBERIA LINEAS AEREAS

ESPANA

319-111 ST3 56-5-B5

ATLAS INTERNATIONAL

AIRWAYS

JETSTAR ASIA

INDIAN AIRLINES

CORPORATION


ESPANA


ESPANA

SOCIETE AIR FRANCE

CROATIA AIRLINES

JETCLUB LIMITED

SOCIETE AIR FRANCE

WIND JET S.P.A

SOCIETE AIR FRANCE



INTRODUCTION


00.030

JUL 28/05

VERS.

FSN

BLOCKS


ITF03

IWD01

J3K01

JKK01

JKK02

K2W01

K2W01

K2W01

K2W01

K2W01

K2W01

K2W01

K2W01

K9G01

KAC01

KAC02

L4C01

LAJ01

LAN01

LAN02

LBT01

LEI01

LTU01

LTU02

LUR01

LUR01

M4G01

MAU01

MEA01

MON01

319-113 ST3 56-5-A4

320-214 ST1 56-5-B4

320-232

321-231

ST1

ST2

V2527A5

V2533A5

SOCIETE AIR FRANCE

IBERWORLD AIRLINES

JETBLUE AIRWAYS

SPANAIR

SPANAIR 320-232 ST1 V2527A5


CORPORATION


320-231 ST1 V2500A1 MYTRAVEL AIRWAYS

320-231 ST1 V2500A1

320-232 ST1 2527EA5

TRANSASIA AIRWAYS

ATLAS INTERNATIONAL

AIRWAYS


320-232 ST1 V2527A5 HELLAS JET

320-232 ST1 V2527A5

319-132 ST3 V2524A5

320-212 ST1 56-5-A3

TAM - LINHAS AERAS

KHARAFI GROUP

320-212 ST1 56-5-A3

KUWAIT AIRWAYS

CORPORATION

KUWAIT AIRWAYS

CORPORATION

319-133 ST3 2527MA5 DAIMLERCHRYSLER

AVIATION

321-231 ST2 V2533A5

320-233 ST1 2527EA5

320-231 ST1 V2500A1

320-231 ST1 V2500A1

BMED

LAN AIRLINES SA

319-132 ST3 V2524A5 LAN AIRLINES SA

320-214 ST1 56-5-B4 NOUVELAIR


320-214 ST1 56-5-B4

321-211 ST2 56-5-B3

LTU - LUFTTRANSPORT

UNTERNEH

LTU - LUFTTRANSPORT

UNTERNEH

EGYPTAIR

INDIAN AIRLINES

CORPORATION

319-133 ST3 2527MA5 SHARJAH RULER’S FLIGHT

319-112 ST3 56-5-B6 AIR MAURITIUS

321-231 ST2 V2533A5 MIDDLE EAST AIRLINES

321-231 ST2 V2533A5 MONARCH AIRLINES LTD



INTRODUCTION


00.030

JUL 28/05

VERS.

MON02

MSR01

MSR02

MSR03

MXA01

MXA01

MXA02

MXA03

NKS01

NKS02

NLY01

NWA01

NWA01

NWA02

NWA02

NWA03

NWA03

OHY01

OYC01

OYC01

OYC01

OYC01

PAA01

PAA01

PAA01

PAA01

PAA01

PAA01

PAA01

FSN

BLOCKS


321-231 ST2 V2533A5 MONARCH AIRLINES LTD

320-231 ST1 V2500A1 EGYPTAIR

321-231 ST2 V2533A5

320-232 ST1 V2527A5

320-231 ST1 V2500A1

EGYPTAIR

EGYPTAIR

INDIAN AIRLINES

CORPORATION




319-132 ST3 V2524A5 SPIRIT AIRLINES

321-231

320-214

ST2

ST1

V2533A5

56-5-B4

320-211 ST1 56-5-A1

SPIRIT AIRLINES

NIKI

320-211

320-211

ST1

ST1

56-5-A3

56-5-A1

NORTHWEST AIRLINES

INC.

NORTHWEST AIRLINES

INC.

NORTHWEST AIRLINES

INC.

320-212 ST1 56-5-A3 NORTHWEST AIRLINES

INC.

319-113

319-114

ST3

ST3

56-5-A5

56-5-A5

NORTHWEST AIRLINES

INC.

NORTHWEST AIRLINES

INC.

ONUR AIR 321-131 ST2 V2530A5

320-231 ST1 V2500A1

320-231 ST1 V2500A1

320-231 ST1 V2500A1

INDIAN AIRLINES

CORPORATION

MYTRAVEL AIRWAYS

SRILANKAN AIRLINES

320-231 ST1 V2500A1 WIND JET S.P.A

320-231 ST1 V2500A1 AIRTOURS INT’L AIRWAYS


320-231 ST1 V2500A1 BMED


CORPORATION



320-231 ST1 V2500A1 SRILANKAN AIRLINES



INTRODUCTION


00.030

JUL 28/05

RJA01

RJA02

S2A05

S2A05

S2A05

S2A05

S2A05

S2A06

S2A06

S2A07

S2A01

S2A01

S2A01

S2A01

S2A01

S2A01

S2A03

S2A04

S2A05

S2A05

VERS.

PAL01

QAF01

QFA01

QTR01

QTR02

RAM01

RBA02

RGA01

RJA01

RJA01

FSN

BLOCKS



320-232 ST1 V2527A5 QATAR AMIRI FLIGHT

320-232 ST1 V2527A5 JETSTAR AIRWAYS PTY

LTD

320-232 ST1 V2527A5 QATAR AIRWAYS

321-231 ST2 V2533A5 QATAR AIRWAYS

321-211 ST2 56-5-B3 ROYAL AIR MAROC

319-132 ST3 V2524A5 ROYAL BRUNEI AIRLINES

320-214 ST1 56-5-B4

320-211 ST1 56-5-A1

VIETNAM AIRLINES

TUNIS AIR -

SOC.TUNISIENNE

320-211 ST1 56-5-A3 ROYAL JORDANIAN

AIRLINES

320-212

320-232

ST1

ST1

56-5-A3

V2527A5

320-232 ST1 V2527A5 AIR DECCAN


320-232 ST1 V2527A5

320-232 ST1 V2527A5

BMED

JETBLUE AIRWAYS

320-232 ST1 V2527A5

320-232 ST1 V2527A5

321-231 ST2 V2533A5

ROYAL JORDANIAN

AIRLINES

ROYAL JORDANIAN

AIRLINES

QATAR AIRWAYS

TAM - LINHAS AERAS

IRAN AIR

320-232 ST1 V2527A5

320-232 ST1 V2527A5

GB AIRWAYS LTD

BMED

320-232 ST1 V2527A5 JETSTAR AIRWAYS PTY

LTD

320-232 ST1 V2527A5 MARTINAIR HOLLAND N.V.


320-232 ST1 V2527A5

320-232 ST1 V2527A5

320-232 ST1 V2527A5

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

321-211 ST2 56-5-B3

TAM - LINHAS AERAS

TURK HAVA YOLLARI

VALUAIR

CSA CZECH AIRLINES

TURK HAVA YOLLARI

LTU - LUFTTRANSPORT

UNTERNEH



INTRODUCTION


00.030

JUL 28/05

SLK01

SLK01

SLK02

SWR01

SWR01

SWR01

SWR01

SWR01

SWR02

SWR02

VERS.

S2A08

S2A09

S2A11

S2A11

S2A11

S2A12

SAA01

SAA02

SAB01

SAB01

SAB02

SAB02

SAB02

SAB02

SAB02

SAB02

SAB02

SAB02

SAB03

SAB03

SAS01

FSN

BLOCKS


321-231 ST2 V2533A5

321-231 ST2 V2533A5

320-232

320-232

ST1

ST1

V2527A5

V2527A5

LIVINGSTON SPA

BMED

AIR DECCAN

JETSTAR ASIA

320-232 ST1 V2527A5

320-232 ST1 V2527A5

320-231 ST1 V2500A1

TAM - LINHAS AERAS

BMED

TAM - LINHAS AERAS

319-131 ST3 V2522A5 SOUTH AFRICAN AIRWAYS

321-211 ST2 56-5-B3 KIBRIS TURK HAVA

YOLLARI LTD

321-211 ST2 56-5-B3

319-112 ST3 56-5-B6

319-112 ST3 56-5-B6

NOUVELAIR

BLUE MOON AVIATION

319-112 ST3 56-5-B6

319-112 ST3 56-5-B6

COMPAGNIE CORSE

MEDITERRANEE

FINNAIR O/Y

KHALIFA AIRWAYS

319-112 ST3 56-5-B6 MERIDIANA SPA



319-112 ST3 56-5-B6 SN BRUSSELS AIRLINES

320-214 ST1 56-5-B4 MONARCH AIRLINES LTD


321-232 ST2 V2530A5 SCANDINAVIAN AIRLINES

SYSTEM

320-232 ST1 V2527A5

320-233 ST1 2527EA5

319-132 ST3 V2524A5

321-111 ST2 56-5-B1

321-111 ST2 56-5-B1

321-111 ST2 56-5-B1

SILKAIR

SILKAIR

SILKAIR

AIR MEDITERRANEE

BLUE WINGS

SWISS INTERNATIONAL

AIRLINES

321-111 ST2 56-5-B1

321-111 ST2 56-5-B3

320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

TURK HAVA YOLLARI

AIR MEDITERRANEE

AIRLUXOR LDA

COMPAGNIE CORSE

MEDITERRANEE



INTRODUCTION


00.030

JUL 28/05

TAI02

TAI02

TAI03

TAI03

TAI04

TAI05

TAM01

TAM02

TAM03

TAP01

TAP02

TAP03

TAR01

TAR02

VERS.

SWR02

SWR02

SWR03

SWR03

SWR03

SWR04

SYR01

TAI01

TAI01

TAI02

TAI02

FSN

BLOCKS


320-214 ST1 56-5-B4

320-214 ST1 56-5-B4

319-112

319-112

319-112

ST3

ST3

ST3

56-5-B6

56-5-B6

56-5-B6

320-233 ST1 2527EA5

320-233 ST1 2527EA5

319-132

319-132

ST3

ST3

V2524A5

V2524A5

320-233 ST1 2527EA5

SWISS INTERNATIONAL

AIRLINES

TURK HAVA YOLLARI

AIR BURKINA

LOTUS AIRLINE

SWISS INTERNATIONAL

AIRLINES

320-214 ST1 56-5-B4 VOLARE AIRLINES S.P.A.

320-232 ST1 V2527A5 SYRIAN ARAB AIRLINES

320-233 ST1 2527EA5

320-233 ST1 2527EA5

LACSA

320-233 ST1 2527EA5

320-233 ST1 2527EA5

TACA INTERNATIONAL

AIRLINES

BLUE WINGS

PACIFIC AIRLINES

HOLDING CO.

SICHUAN AIRLINES

TACA INTERNATIONAL

AIRLINES

TACA INTERNATIONAL

AIRLINES

TAM - LINHAS AERAS

321-231 ST2 V2533A5

TACA INTERNATIONAL

AIRLINES

TACA INTERNATIONAL

AIRLINES

TAM - LINHAS AERAS 319-132 ST3 V2524A5

320-232 ST1 V2527A5

320-232 ST1 V2527A5

319-111 ST3 56-5-B5

TAM - LINHAS AERAS

TAM - LINHAS AERAS

TRANSPORTES AEREOS

PORTUGUES

320-214 ST1 56-5-B4

321-211

320-211

319-114

ST2

ST1

ST3

56-5-B3

56-5-A1

56-5-A5

TRANSPORTES AEREOS

PORTUGUES

TRANSPORTES AEREOS

PORTUGUES

TUNIS AIR -

SOC.TUNISIENNE

TUNIS AIR -

SOC.TUNISIENNE



INTRODUCTION


00.030

JUL 28/05

VERS.

TAR03

TAS01

THY01

TNA01

TNA02

TNA03

UAL01

UAL01

UAL02

UAL03

UAL03

UAL04

UAL04

USA01

USA01

USA02

USA03

FSN

BLOCKS


320-211

321-131

320-232

ST1

ST2

ST1

56-5-A1 TUNIS AIR -

SOC.TUNISIENNE

320-212 ST1 56-5-A3

320-232 ST1 V2527A5

LOTUS AIRLINE

TURK HAVA YOLLARI


V2530A5

320-232 ST1 V2527A5

V2527A5

320-232 ST1 V2527A5

TRANSASIA AIRWAYS

TRANSASIA AIRWAYS

BLUE SKY AVIATION

UNITED AIRLINES

319-131 ST3 V2522A5

320-232 ST1 V2527A5

320-232 ST1 V2527A5

319-131 ST3 V2522A5

UNITED AIRLINES

ANSETT AUSTRALIA

HOLDINGS

UNITED AIRLINES

319-131

319-112

ST3

ST3

V2522A5

56-5-B6

319-112 ST3 56-5-B6

320-214 ST1 56-5-B4

321-211 ST2 56-5-B3

ANSETT AUSTRALIA

HOLDINGS

UNITED AIRLINES

GERMANWINGS

U.S. AIRWAYS

U.S. AIRWAYS

U.S. AIRWAYS

AIRCRAFT TABLE

MSN OPERATOR ID

0002 ENV

0003

0004

ENV

0005

0006

0007

0008

0010

0011

ENV

ENV

ENV

ENV

ENV

ENV

0012

0013

0014

ENV

ENV

ENV

ENV


FSN

0008

0010

0009

0001

0001

0002

0002

0011

0003

0012

0013

0004

REGISTRATION

F-GFKQ

F-GGEG

F-GGEF

F-GFKA

G-BUSB

F-GFKB

G-BUSC

F-GGEA

G-BUSD

F-GGEB

F-GGEC

F-GFKD

VERSION RANK

AFR01 0017

ITF01 0010

ITF01 0009

AFR01 0001

BCA01 0001

AFR01 0002

BCA01 0002

ITF01 0001

BCA01 0003

ITF01 0002

ITF01 0003

AFR01 0004

Page 18 of 90


0046

0047

0048

0049

0050

0051

0052

0034

0035

0036

0037

0038

0039

0040

0041

0042

0043

0044

0045

0023

0024

0025

0026

0027

0028

0029

MSN OPERATOR ID

0016 ENV

0017

0018

ENV

ENV

0019

0020

0021

0022

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0030

0031

0032

0033

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0303

0002

0067

0003

0004

0006

0304

0305

0007

0001

0068

0001

0002

0003

0004

0005

0006

0007

0620

0003

0004

0005

0006

0001

0007

0008

0301

0302

0066

FSN

0015

0004

0005

0005

0006

0007

0001

0002

REGISTRATION

F-GGEE

G-BUSE

G-BUSF

F-GFKE

F-GFKF

F-GFKG

CS-TQG

CS-TQH

TS-INJ

SU-PBD

UR-UFB

5B-DAT

LZ-BHA

F-GZZZ

N301US

N302US

F-GHQA

N303US

5B-DAU

F-GHQB

5B-DAV

5B-DAW

G-BUSG

N304US

N305US

G-BUSH

S5-AAA

F-GHQC

VT-EPB

VT-EPC

VT-EPD

VT-EPE

VT-EPF

VT-EPG

VT-EPH

N620AW

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

ITF01 0005

BCA01 0004

BCA01 0005

AFR01 0005

AFR01 0006

AFR01 0007

AAA01 0001

AAA01 0002

AAA01 0003

AAA01 0004

AAA01 0005

AAA01 0006

CYP01 0001

AAA01 0007

AAA01 0008

NWA01 0001

NWA01 0002

ITF01 0006

NWA01 0003

CYP01 0002

ITF01 0007

CYP01 0003

CYP01 0004

BCA01 0006

NWA01 0004

NWA01 0005

BCA01 0007

ADR01 0001

ITF01 0008

IAC01 0001

IAC01 0002

IAC01 0003

IAC01 0004

IAC01 0005

IAC01 0006

IAC01 0007

PAA01 0001

Page 19 of 90


0083

0084

0085

0086

0087

0088

0089

0090

0076

0077

0078

0080

0081

0082

0070

0071

0072

0073

0074

0075

0060

0061

0062

0063

0064

0065

MSN OPERATOR ID

0053 ENV

0054

0055

ENV

ENV

0056

0057

0058

0059

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0066

0067

0068

0069

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0627

0628

0202

0001

0002

0003

0004

0203

0011

0012

0306

0031

0032

0033

0625

0626

FSN

0621

0622

0624

0008

0009

0010

0201

0006

0204

0052

0007

0001

0002

0015

0016

0629

0631

0005

0014

0632

0633

REGISTRATION

N621AW

N622AW

N624AW

VT-EPI

VT-EPJ

VT-EPK

C-FDQQ

N306US

F-GFKH

F-GFKI

F-GFKJ

N625AW

N626AW

N627AW

N628AW

C-FDQV

D-AIPA

D-AIPB

D-AIPC

D-AIPD

C-FDRH

VT-EPL

VT-EPM

N629AW

N631AW

D-AIPE

VT-EPO

N632AW

N633AW

D-AIPF

C-FDRK

EI-CTD

D-AIPH

JY-AYA

JY-AYB

VT-EPP

VT-EPQ

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

PAA01 0002

PAA01 0003

PAA01 0004

IAC01 0008

IAC01 0009

IAC01 0010

ACA01 0001

NWA01 0006

AFR01 0008

AFR01 0009

AFR01 0010

PAA01 0005

PAA01 0006

PAA01 0007

PAA01 0008

ACA01 0002

DLH01 0001

DLH01 0002

DLH01 0003

DLH01 0004

ACA01 0003

IAC01 0011

IAC01 0012

PAA01 0009

PAA01 0010

DLH01 0005

IAC01 0014

PAA01 0011

PAA01 0012

DLH01 0006

ACA01 0004

G2P01 0001

DLH01 0007

RJA01 0001

RJA01 0002

IAC01 0015

IAC01 0016

Page 20 of 90


0123

0124

0125

0126

0127

0128

0129

0130

0117

0118

0119

0120

0121

0122

0110

0111

0112

0113

0114

0115

0116

MSN OPERATOR ID

0091 ENV

0093

0094

ENV

ENV

0095

0096

0097

0098

0099

ENV

ENV

ENV

ENV

0100

0101

0102

0103

0104

0106

0107

0108

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0015

0309

0001

0010

0310

0205

0012

0013

0503

0002

0003

0072

0014

0007

0002

0311

0206

0207

0037

0038

0073

0034

0035

0036

0008

0010

0307

0308

0071

FSN

0634

0008

0009

0017

0018

0019

0636

0637

REGISTRATION

N634AW

D-AIPK

D-AIPL

VT-EPR

VT-EPS

VT-EPT

N636AW

N637AW

F-GFKK

F-GFKL

F-GFKM

G-BUSI

D-AIPM

N307US

N308US

F-GHQD

D-AIPP

D-AIPR

A6-ABY

S5-AAB

S5-AAC

F-GHQE

D-AIPS

D-AIPT

N309US

TS-IMB

G-BUSK

N310NW

C-FDRP

TS-IME

TS-IMC

N311US

C-FDSN

C-FDST

F-GFKN

F-GFKO

F-GHQF

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

PAA01 0013

DLH01 0008

DLH01 0009

IAC01 0017

IAC01 0018

IAC01 0019

PAA01 0015

PAA01 0016

AFR01 0011

AFR01 0012

AFR01 0013

BCA01 0008

DLH01 0010

NWA01 0007

NWA01 0008

ITF01 0011

DLH01 0012

DLH01 0013

AMC01 0001

ADR01 0002

ADR01 0003

ITF01 0012

DLH01 0014

DLH01 0015

NWA01 0009

TAR01 0001

BCA01 0010

NWA01 0010

ACA01 0005

RJA01 0003

TAR01 0002

NWA01 0011

ACA01 0006

ACA01 0007

AFR01 0014

AFR01 0015

ITF01 0013

Page 21 of 90


0160

0161

0162

0163

0164

0165

0166

0167

MSN OPERATOR ID

0131 ENV

0132

0133

ENV

ENV

0134

0135

0136

0137

0138

ENV

ENV

ENV

ENV

0139

0140

0141

0142

0143

0144

0145

0146

0147

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0148

0149

0150

0151

0152

0153

ENV

ENV

ENV

ENV

ENV

ENV

0154

0155

ENV

ENV

ENV

0156

0157

0158

0159

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0002

0009

0208

0010

0003

0201

0202

0004

0018

FSN

0226

0002

0039

0001

0016

0002

0017

0001

0003

0209

0210

0004

0312

0313

0211

0074

0075

0011

0005

0212

0314

0019

0020

0001

0005

0001

0002

0005

REGISTRATION

F-GLGM

TC-FBE

F-GFKP

EC-GRE

D-AIPU

EC-GRF

D-AIPW

JA8381

JA8382

TS-ING

C-FDSU

YL-BBC

EC-GRG

F-GJVA

F-GJVB

EC-GRH

D-AIPX

JA8383

C-FFWI

C-FFWJ

JA8384

N312US

N313US

C-FFWM

F-GHQG

F-GHQH

TS-INH

EC-FCB

C-FFWN

N314US

D-AIPY

D-AIPZ

I-LINH

4R-ABF

SU-GBA

SU-GBB

JA8385

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G2X01 0001

G2X01 0002

AFR01 0016

IBE01 0001

DLH01 0016

IBE01 0002

DLH01 0017

ANA01 0001

ANA01 0002

AAA01 0009

ACA01 0008

AAA01 0010

IBE01 0003

ITF01 0014

ITF01 0015

IBE01 0004

DLH01 0018

ANA01 0003

ACA01 0009

ACA01 0010

ANA01 0004

NWA01 0012

NWA01 0013

ACA01 0011

ITF01 0016

ITF01 0017

AAA01 0011

IBE01 0005

ACA01 0012

NWA01 0014

DLH01 0019

DLH01 0020

OYC01 0001

OYC01 0002

MSR01 0001

MSR01 0002

ANA01 0005

Page 22 of 90


0191

0192

0193

0194

0195

0196

0185

0186

0187

0188

0189

0190

0178

0179

0180

0181

0182

0183

0184

MSN OPERATOR ID

0168 ENV

0169

0170

ENV

ENV

0171

0172

ENV

ENV

0173

0174

0175

0176

0177

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0197

0198

0199

0200

0201

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0202

0203

0204

ENV

ENV

ENV


0317

0005

0009

0022

0023

0024

0231

0001

0052

0316

0006

0004

0003

0007

0051

0040

0041

0042

0003

0004

0402

0007

0008

0003

0005

0005

0001

0002

0213

0076

FSN

0003

0006

0006

0315

0021

0006

0401

F-GFKS

F-GFKT

F-OHFR

F-OHFU

CS-TNB

N316US

G-VCED

SU-GBD

9K-AKC

JA8387

N317US

SU-GBE

EC-ICQ

D-AIQB

D-AIQC

D-AIQD

F-GLGG

F-GJVC

REGISTRATION

VT-EYD

4R-ABE

JA8386

N315US

D-AIQA

EC-FDB

C-GPWG

C-FPWE

EC-FDA

EC-GRI

SU-GBC

VT-EYE

5B-DBA

9K-AKA

9K-AKB

C-FTJO

F-GHQI

CS-TNA

F-GFKR

INTRODUCTION


00.030

JUL 28/05

AFR01 0019

AFR01 0020

G2X01 0003

G2X01 0004

ADR01 0005

NWA01 0016

OYC01 0006

MSR01 0004

KAC01 0003

ANA01 0007

NWA01 0017

MSR01 0005

IBE01 0009

DLH01 0022

DLH01 0023

DLH01 0024

G2P01 0002

ITF01 0019

VERSION RANK

OYC01 0003

OYC01 0004

ANA01 0006

NWA01 0015

DLH01 0021

IBE01 0006

CDN01 0001

CDN01 0002

IBE01 0007

IBE01 0008

MSR01 0003

OYC01 0005

CYP01 0005

KAC01 0001

KAC01 0002

ACA01 0013

ITF01 0018

ADR01 0004

AFR01 0018

Page 23 of 90


0230

0231

0232

0233

0234

0235

0236

0224

0225

0226

0227

0228

0229

0217

0218

0219

0220

0221

0222

0223

MSN OPERATOR ID

0205 ENV

0206

0207

ENV

ENV

0208

0209

ENV

ENV

0210

0211

0212

ENV

ENV

0213

0214

0215

0216

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0237

0238

0239

0240

0241

ENV

ENV

ENV

ENV

ENV

ENV


0002

0008

0320

0077

0401

0026

0027

0028

FSN

0003

0318

0010

0319

0025

0403

0009

0232

0053

0054

0011

0012

0501

0043

0044

0045

0012

0502

0404

0405

0214

0101

0227

0083

0084

0645

0078

0013

0014

REGISTRATION

TS-IMD

N318US

EC-FGV

N319US

D-AIQE

C-GQCA

HB-IJZ

JA8388

N320US

F-GHQJ

F-GJVE

D-AIQF

D-AIQH

D-AIQK

JA8389

F-GLGH

LZ-BHD

TS-INE

EC-FGH

EC-FGR

VT-EYF

F-GFKU

F-GFKV

F-GFKX

EK 32008

G-SSAS

C-FPWD

C-FDCA

C-FTJP

JY-JAR

F-GKXB

F-GHQK

F-GHQM

N645AW

F-GHQL

EC-ICR

EC-ICS

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

TAR01 0003

NWA01 0018

IBE01 0010

NWA01 0019

DLH01 0025

CDN01 0003

ITF01 0020

ANA01 0008

NWA01 0020

ITF01 0021

ITF01 0022

DLH01 0026

DLH01 0027

DLH01 0028

ANA01 0009

G2P01 0003

G2P01 0004

G2P01 0005

IBE01 0011

IBE01 0012

PAA01 0017

AFR01 0021

AFR01 0022

AFR01 0023

AAA01 0012

PAA01 0018

CDN01 0004

CDN01 0005

ACA01 0014

G2X01 0005

G2X01 0006

ITF01 0023

ITF01 0024

PAA01 0019

ITF01 0025

IBE01 0013

IBE01 0014

Page 24 of 90


MSN OPERATOR ID

0242 ENV

0243

0244

0245

ENV

ENV

0246

0247

0248

ENV

ENV

ENV

0249

0250

0251

ENV

ENV

ENV

0252

0253

0254

ENV

ENV

ENV

0255

0256

0257

ENV

ENV

ENV

0258

0259

0260

ENV

ENV

ENV

0261

0262

0263

ENV

ENV

ENV

0264

0265

0266

0267

0268

0269

0270

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0271

0272

0273

0274

ENV

ENV

ENV

ENV

ENV

0275

0276

0277

0278

ENV

ENV

ENV

ENV


0101

0002

0003

0004

0321

0322

0001

0217

0218

0219

0006

0505

FSN

0215

0001

0402

0010

0015

0504

0216

0002

0003

0004

0016

0220

0017

0029

0030

0031

0403

0646

0323

0324

0018

0005

0006

0221

0080

N322US

EC-ICT

C-FKCK

EC-FLP

D-AIQL

D-AIQM

D-AIQN

F-GJVG

N646AW

N323US

N324US

EC-FLQ

F-OHMI

F-OHMJ

C-FKCO

F-GHQO

REGISTRATION

C-FTJQ

PT-MZP

F-GJVF

JA8390

EC-GRJ

VT-EVO

C-FTJR

PR-MAF

PT-MZO

PT-MZS

F-OHME

C-FTJS

C-FGYL

C-FGYS

5B-DBB

VT-EVP

9A-CTF

F-OHMF

F-OHMG

F-OHMH

N321US

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

ACA01 0015

SAA01 0001

ITF01 0026

ANA01 0010

IBE01 0015

PAA01 0020

ACA01 0016

SAA01 0002

SAA01 0003

SAA01 0004

MXA01 0001

ACA01 0017

ACA01 0018

ACA01 0019

CYP01 0006

PAA01 0021

ITF01 0027

MXA01 0002

MXA01 0003

MXA01 0004

NWA01 0021

NWA01 0022

IBE01 0016

ACA01 0020

IBE01 0017

DLH01 0029

DLH01 0030

DLH01 0031

ITF01 0028

PAA01 0022

NWA01 0023

NWA01 0024

IBE01 0018

MXA01 0005

MXA01 0006

ACA01 0021

ITF01 0029

Page 25 of 90


MSN OPERATOR ID

0279 ENV

0280

0281

ENV

ENV

0282

0283

0284

0285

0286

ENV

ENV

ENV

ENV

0287

0288

0289

0290

0291

0292

0293

0294

0295

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0296

0297

0298

0299

0300

0301

0302

0303

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV 0304

0305

0306

0307

0308

0309

0310

0311

ENV

ENV

ENV

ENV

ENV

ENV

0312

0313

0314

0315

ENV

ENV

ENV

ENV

ENV


0048

0103

0104

0222

0508

0509

0002

0055

0007

FSN

0406

0507

0325

0326

0407

0408

0046

0047

0007

0327

0328

0056

0011

0057

0409

0019

0003

0410

0329

0330

0511

0411

0223

0224

0020

0801

0512

0004

REGISTRATION

C-FLSF

N280RX

N325US

N326US

TC-FBY

C-FLSS

F-GFKY

F-GFKZ

F-GKXA

TC-FBF

F-OHGB

C-FKCR

N291MX

N292MX

F-GYAI

LZ-BHB

5B-DBC

F-OHMK

N327NW

N328NW

TS-INF

JA8391

TS-INI

C-FMEQ

EC-ICU

4R-ABC

C-FMES

N329NW

N330NW

VT-EVS

C-FLSU

C-FKPS

C-FKPO

EC-ICV

TC-OAC

VT-EVT

4R-ABD

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CDN01 0006

PAA01 0023

NWA01 0025

NWA01 0026

CDN01 0007

CDN01 0008

AFR01 0024

AFR01 0025

AFR01 0026

G2X01 0007

G2X01 0008

ACA01 0022

PAA01 0024

PAA01 0025

AMC01 0002

G2P01 0006

CYP01 0007

MXA01 0007

NWA01 0027

NWA01 0028

G2P01 0007

ANA01 0011

G2P01 0008

G2P01 0009

IBE01 0019

PAA01 0026

G2P01 0010

NWA01 0029

NWA01 0030

PAA01 0027

CDN01 0009

ACA01 0023

ACA01 0024

IBE01 0020

GFA01 0001

PAA01 0028

PAA01 0029

Page 26 of 90


0340

0341

0342

0343

0344

0345

0346

0347

MSN OPERATOR ID

0316 ENV

0317

0318

ENV

ENV

0319

0320

0321

0322

0323

ENV

ENV

ENV

ENV

0324

0325

0326

0327

ENV

ENV

ENV

ENV

ENV

0328

0329

0330

0331

ENV

ENV

ENV

0332

0333

0334

0335

ENV

ENV

ENV

ENV

ENV

0336

0337

0338

0339

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0348

0349

0350

0351

0352

ENV

ENV

ENV

ENV

ENV

ENV


0517

0334

0335

0228

0229

0106

0003

0803

0032

0501

0058

0059

0230

0006

0082

0333

0226

0105

0001

0227

0005

0006

0516

0081

FSN

0008

0644

0331

0332

0008

0009

0001

0021

0225

0802

0002

0515

0012

REGISTRATION

5B-DBD

N644AW

N331NW

N332NW

F-OHML

F-OHMM

SU-GCL

EC-FNR

C-FKPT

A4O-EB

VT-EYG

VT-EVQ

JA8392

N333NW

C-FKOJ

N332MX

C-FKAJ

PT-MZR

PT-MZQ

VT-EVR

F-GHQP

G-GTDK

N334NW

N335NW

C-FPDN

C-FMJK

OO-TCK

VT-EYH

TC-OAD

D-AIQP

N347TM

TS-IND

LZ-BHC

C-FMST

SU-GBF

F-GHQQ

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CYP01 0008

PAA01 0030

NWA01 0031

NWA01 0032

MXA01 0008

MXA01 0009

LUR01 0001

IBE01 0021

ACA01 0025

GFA01 0002

LUR01 0002

PAA01 0031

ANA01 0012

NWA01 0033

ACA01 0026

G2X01 0009

TNA01 0001

ACA01 0027

SAA01 0005

SAA01 0006

PAA01 0032

ITF01 0030

PAA01 0033

NWA01 0034

NWA01 0035

ACA01 0028

ACA01 0029

G2X01 0010

G2P01 0011

GFA01 0003

DLH01 0032

K2W01 0001

G2P01 0012

G2P01 0013

ACA01 0030

MSR01 0006

ITF01 0031

Page 27 of 90


0384

0385

0386

0387

0388

0389

0390

0369

0370

0371

0372

0373

0375

0363

0364

0365

0366

0367

0368

0357

0358

0359

0360

0361

0362

MSN OPERATOR ID

0353 ENV

0354

0355

ENV

ENV

0356 ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0376

0377

0378

0379

ENV

ENV

ENV

ENV

0380

0381

0382

0383

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0002

0004

0504

0340

0504

0804

0503

0002

0013

0007

0339

0012

0401

0085

0232

0001

FSN

0010

0502

0336

0022

0503

0337

0231

0338

0009

0502

0341

0342

0033

0014

0233

0001

0402

0343

0344

0002

0005

REGISTRATION

F-OHMN

VT-EYJ

N336NW

EC-FQY

XA-UCZ

N337NW

C-FMSV

N338NW

N361DA

VT-EYC

I-LINB

TC-ONS

JA8393

SU-GBG

N339NW

N368MX

N369MX

TS-IMF

EI-DFO

N340NW

N304ML

A4O-ED

VT-EYA

F-GHQR

C-FMSX

G-MPCD

N341NW

N342NW

D-AIQR

JA8394

C-FMSY

TC-ONJ

VT-EYB

N343NW

N344NW

G-OZBB

TS-IMG

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

MXA01 0010

K2W01 0002

NWA01 0036

IBE01 0022

K2W01 0003

NWA01 0037

ACA01 0031

NWA01 0038

MXA01 0011

G2P01 0014

G2P01 0015

OHY01 0002

ANA01 0013

MSR01 0007

NWA01 0039

MXA01 0012

TNA01 0002

TAR01 0004

CDN01 0010

NWA01 0040

K2W01 0004

GFA01 0004

MXA01 0013

ITF01 0032

ACA01 0032

G2P01 0016

NWA01 0041

NWA01 0042

DLH01 0033

ANA01 0014

ACA01 0033

OHY01 0001

MXA01 0014

NWA01 0043

NWA01 0044

G2P01 0017

TAR01 0005

Page 28 of 90


MSN OPERATOR ID

0391 ENV

0392

0393

ENV

ENV

0394

0395

0396

0397

0398

ENV

ENV

ENV

ENV

0399

0400

0401

0402

0403

ENV

ENV

ENV

ENV

ENV

0404

0405

0406

ENV

ENV

ENV

0407

0408

0409

ENV

ENV

ENV

0410

0411

0412

ENV

ENV

ENV

0413

0414

0415

ENV

ENV

ENV

ENV

ENV 0416

0417

0418

0419

0420

0421

0422

0423

ENV

ENV

ENV

ENV

ENV

ENV

0424

0425

0426

0427

ENV

ENV

ENV

ENV

ENV


0348

0505

0107

0015

0003

0007

0416

0008

0002

0108

0347

0506

FSN

0062

0063

0001

0002

0107

0020

0505

0021

0345

0346

0034

0006

0415

0022

0349

0350

0805

0109

0806

0502

0023

0506

0101

0234

0265

REGISTRATION

EI-DIJ

G-MONX

I-LINF

AP-BGU

CS-TNE

VT-ESA

EK-32001

VT-ESB

N345NW

N346NW

D-AIQS

TS-IMH

C-FNVU

C-FNVV

N405MX

4R-ABB

F-OHGC

N347NW

A4O-EO

N348NW

VT-EYK

D-AIRH

JA8395

I-LING

N415MX

VT-ESC

N349NW

N350NW

A4O-EE

OO-TCM

EI-DNP

6Y-JMB

VT-ESD

G-CRPH

SX-BVA

C-FNNA

N265AV

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G2P01 0018

G2P01 0019

I2L02 0001

I2L02 0002

G2X01 0011

IAC01 0020

CDN01 0011

IAC01 0021

NWA01 0045

NWA01 0046

DLH01 0034

TAR01 0006

CDN01 0012

CDN01 0013

MXA01 0015

ALK01 0002

G2X01 0012

NWA01 0047

CDN01 0014

NWA01 0048

K2W01 0005

DLH02 0007

ANA01 0015

I2L02 0003

I2L02 0004

IAC01 0022

NWA01 0049

NWA01 0050

GFA01 0005

G2X01 0013

GFA01 0006

I2L01 0002

IAC01 0023

K2W01 0008

K2W01 0009

ACA01 0034

CDN01 0015

Page 29 of 90


MSN OPERATOR ID

0428 ENV

0429

0430

ENV

ENV

0431

0432

0434

0435

0436

ENV

ENV

ENV

ENV

0437

0438

0439

0440

0441

0442

0443

0444

0445

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0446

0447

0448

0449

0450

0451

ENV

ENV

ENV

ENV

ENV

ENV

0452

0453

0454

ENV

ENV

ENV

0455

0456

0457

ENV

ENV

ENV

0458

0459

0460

ENV

ENV

ENV

0461

0462

0463

ENV

ENV

ENV

0464

0465

ENV

ENV

ENV


REGISTRATION

N428MX

G-BYTH

XA-TXT

VT-ESE

VT-ESF

I-BIXU

N401UA

OO-TCL

G-FTDF

A4O-EG

N402UA

PT-MZN

B-22306

N403UA

AP-BGV

G-FHAJ

A4O-EH

G-OZBJ

N447MX

N640AW

G-JOEM

N404UA

VT-ESG

N405UA

PT-MZM

N406UA

N638AW

N407UA

N408UA

D-AIRA

A4O-EI

TC-OGK

TC-OGL

N409UA

N410UA

N411UA

N412UA

0405

0151

0406

0638

0407

0408

0501

0006

0640

0520

0404

0026

0101

0809

0053

0054

0409

0410

0411

0412

0525

0807

0402

0007

0509

0403

0005

0519

0808

FSN

0053

0518

0004

0024

0025

0005

0401

0110

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

I2L01 0003

PAA01 0034

I2L02 0005

IAC01 0024

IAC01 0025

AZA01 0005

UAL01 0001

G2X01 0014

K2W01 0006

GFA01 0007

UAL01 0002

SAA01 0007

K2W01 0007

UAL01 0003

I2L02 0006

PAA01 0035

GFA01 0008

I2L01 0001

I2L02 0007

K2W01 0010

PAA01 0036

UAL01 0004

IAC01 0026

UAL01 0005

K2W01 0011

UAL01 0006

G2P01 0020

UAL01 0007

UAL01 0008

DLH02 0001

GFA01 0009

K2W01 0012

K2W01 0013

UAL01 0009

UAL01 0010

UAL01 0011

UAL01 0012

Page 30 of 90


MSN OPERATOR ID

0466 ENV

0467

0468

ENV

ENV

0469

0470

0471

0472

0473

ENV

ENV

ENV

ENV

0474

0475

0476

0477

0478

0479

0480

0482

0483

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0484

0485

0486

0487

0488

0489

ENV

ENV

ENV

ENV

ENV

ENV

0490

0491

0492

ENV

ENV

ENV

0493

0494

0495

ENV

ENV

ENV

0496

0497

0498

ENV

ENV

ENV

0499

0500

0501

ENV

ENV

ENV

0502

0503

ENV

ENV

ENV


REGISTRATION

A4O-EJ

N467RX

D-AIRB

VT-ESH

N413UA

N639AW

N414UA

D-AIRC

D-AIRD

N415UA

G-GTDL

I-BIXA

VT-EYI

N416UA

G-MEDA

JA8396

N417UA

D-AIRE

N418UA

VT-ESI

N419UA

I-BIXE

N420UA

VT-ESJ

F-GJVW

VT-ESK

D-AIRF

I-BIXI

I-BIXO

EC-JIB

A4O-EL

F-GMZA

VT-ESL

N421UA

JA8609

D-AIRK

N422UA

0029

0411

0030

0106

0003

0004

0105

0418

0028

0419

0002

0420

0054

0812

0101

0031

0421

0017

0108

0422

0104

0415

0522

0001

0523

0416

0524

0016

0417

FSN

0810

0521

0102

0027

0413

0639

0414

0103

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

GFA01 0010

PAA01 0037

DLH02 0002

IAC01 0027

UAL01 0013

G2P01 0021

UAL01 0014

DLH02 0003

DLH02 0004

UAL01 0015

PAA01 0038

AZA01 0001

PAA01 0039

UAL01 0016

PAA01 0040

ANA01 0016

UAL01 0017

DLH02 0005

UAL01 0018

IAC01 0028

UAL01 0019

AZA01 0002

UAL01 0020

IAC01 0029

I2L01 0004

IAC01 0030

DLH02 0006

AZA01 0003

AZA01 0004

I2L01 0005

GFA01 0012

ITF02 0001

IAC01 0031

UAL01 0021

ANA01 0017

DLH02 0008

UAL01 0022

Page 31 of 90


MSN OPERATOR ID

0504 ENV

0505

0506

ENV

ENV

0507

0508

0509

0510

0511

ENV

ENV

ENV

ENV

0512

0513

0514

0515

0516

0517

0518

0519

0520

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0521

0522

0523

0524

0525

0526

ENV

ENV

ENV

ENV

ENV

ENV

0527

0528

0529

ENV

ENV

ENV

0530

0531

0532

ENV

ENV

ENV

0533

0534

0535

ENV

ENV

ENV

0537

0538

0539

ENV

ENV

ENV

0540

0541

ENV

ENV

ENV


REGISTRATION

N423UA

D-AIRL

N424UA

JA8654

N425UA

F-GMZB

N426UA

TS-IMI

N427UA

I-BIXL

I-BIXM

I-BIXF

I-BIXG

F-GYAP

D-AIRM

D-ANJA

HB-IOC

F-GMZC

TC-JMA

N428UA

I-BIXB

D-AKNX

I-BIXC

N619AW

6Y-JMA

F-GMZD

D-ANNE

JA8304

I-BIXD

F-GYFK

JA8313

F-GYAN

A4O-EN

B-22601

N429UA

B-2340

TC-JMB

0619

0508

0104

0056

0019

0008

0103

0203

0428

0006

0510

0007

0001

0020

0280

0814

0101

0429

0051

0205

0427

0011

0012

0009

0010

0276

0110

0277

0278

FSN

0423

0109

0424

0018

0425

0102

0426

0008

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

UAL01 0023

DLH02 0009

UAL01 0024

ANA01 0018

UAL01 0025

ITF02 0002

UAL01 0026

TAR01 0007

UAL01 0027

AZA01 0011

AZA01 0012

AZA01 0009

AZA01 0010

SWR01 0001

DLH02 0010

SWR01 0002

SWR01 0003

ITF02 0003

SWR01 0004

UAL01 0028

AZA01 0006

I2L01 0006

AZA01 0007

I2L01 0007

I2L01 0008

ITF02 0004

I2L01 0009

ANA01 0019

AZA01 0008

SWR02 0001

ANA01 0020

SWR01 0005

GFA01 0014

TNA02 0001

UAL01 0029

I2L01 0010

SWR01 0006

Page 32 of 90


MSN OPERATOR ID

0542 ENV

0543

0544

ENV

ENV

0545

0546

0547

0548

0549

ENV

ENV

ENV

ENV

0550

0551

0552

0553

0554

0555

0556

0557

0558

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0559

0560

0561

0562

0563

0564

ENV

ENV

ENV

ENV

ENV

ENV

0565

0566

0567

ENV

ENV

ENV

0568

0569

0570

ENV

ENV

ENV

0571

0572

0573

ENV

ENV

ENV

0574

0575

0576

ENV

ENV

ENV

0577

0578

ENV

ENV

ENV


REGISTRATION

EI-CUM

N605AW

F-GMZE

TC-JLA

C-GBIP

EK 32009

F-GYFL

JA8300

B-2286

B-2341

OE-LBA

TC-JLH

JA8400

B-22602

B-2342

B-MAB

N981LR

TC-JLI

D-AIRN

N991LR

TC-JLB

D-AIRO

D-AIRP

N602AW

TC-JLC

D-AIRR

N430UA

F-OGYC

OE-LBB

N431UA

C-FYNS

B-6025

TC-JLD

D-ARFE

I-BIXN

HB-IJI

HB-IPV

0602

0005

0114

0430

0003

0477

0003

0111

0002

0004

0112

0113

0431

0251

0054

0006

0001

0013

0234

0201

0201

0052

0476

0002

0022

0102

0053

0202

0001

FSN

0105

0605

0105

0001

0285

0013

0002

0021

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

I2L01 0016

I2L01 0017

ITF02 0005

SWR02 0002

ACA02 0028

AAA01 0013

SWR02 0003

ANA01 0021

I2L03 0001

I2L01 0011

AUA01 0001

SWR02 0004

ANA01 0022

TNA02 0002

I2L01 0012

I2L03 0002

TAI01 0001

SWR02 0005

DLH02 0011

TAI01 0002

SWR02 0006

DLH02 0012

DLH02 0013

AEF01 0001

SWR02 0007

DLH02 0014

UAL01 0030

RJA01 0004

AUA01 0002

UAL01 0031

ACA02 0007

I2L01 0013

SWR02 0008

AEF01 0002

AZA01 0013

SWR02 0009

SWR03 0001

Page 33 of 90


MSN OPERATOR ID

0579 ENV

0580

0581

ENV

ENV

0582

0583

0584

0585

0586

0587

0588

ENV

ENV

ENV

ENV

ENV

ENV

0589

0590

0591

ENV

ENV

ENV

0592

0593

0594

ENV

ENV

ENV

0595

0596

0597

ENV

ENV

ENV

0598

0599

0600

ENV

ENV

ENV

0601

0603

0604

ENV

ENV

ENV

ENV

ENV 0605

0606

0607

0608

0609

0610

0611

0612

ENV

ENV

ENV

ENV

ENV

ENV

0613

0614

0615

0616

ENV

ENV

ENV

ENV

ENV


0115

0236

0204

0901

0017

0902

0433

0001

0202

0434

0016

0002

FSN

0552

0052

0478

0055

0014

0642

0235

0015

0432

0202

0003

0237

0205

0004

0104

0005

0903

0201

0202

0006

0203

0435

0206

0014

0203

F-GPMB

S7-ASC

HB-IJL

TC-OAP

S7-ASD

B-22605

S7-ASE

F-GPMC

D-AILA

D-AILB

S7-ASF

HB-IPX

N435UA

TC-OAR

F-OKRM

D-AILC

REGISTRATION

D-AKNY

D-ARFC

OE-LBC

B-6026

I-BIXP

N642AW

HB-IJJ

I-BIXQ

N432UA

F-OOUA

N433UA

S7-ASA

B-2293

N434UA

I-BIXR

S7-ASB

D-AIRS

HB-IJK

B-MAR

F-GPMA

I-BIXS

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CDN01 0016

AEF01 0003

AUA01 0003

I2L01 0014

AZA01 0014

G2P01 0022

SWR02 0010

AZA01 0015

UAL01 0032

SWR03 0002

UAL01 0033

RGA01 0001

I2L03 0003

UAL01 0034

AZA01 0016

RGA01 0002

DLH02 0015

SWR02 0011

I2L03 0004

ITF03 0001

AZA01 0017

ITF03 0002

RGA01 0003

SWR02 0012

I2L03 0005

RGA01 0004

TNA02 0004

RGA01 0005

ITF03 0003

DLH03 0001

DLH03 0002

RGA01 0006

SWR03 0003

UAL01 0035

I2L03 0006

AAA01 0014

DLH03 0003

Page 34 of 90


MSN OPERATOR ID

0617 ENV

0618

0619

ENV

ENV

0620

0621

0622

0623

0624

ENV

ENV

ENV

ENV

0625

0626

0627

0628

0629

0630

0631

0632

0633

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0634

0635

0636

0637

0638

0639

ENV

ENV

ENV

ENV

ENV

ENV

0640

0641

0642

ENV

ENV

ENV

0643

0644

0645

ENV

ENV

ENV

0646

0647

0648

ENV

ENV

ENV

0649

0650

0651

ENV

ENV

ENV

0652

0653

ENV

ENV

ENV


REGISTRATION

S7-ASG

F-GPMD

S7-ASH

B-MAF

HB-IPY

ER-AXV

D-AILD

6Y-JAF

F-GPME

6Y-JAG

D-AILE

6Y-JAI

SU-LBF

6Y-JAJ

B-MAG

EK32010

B-HTF

C-FYIY

HB-IJM

D-AILF

F-GPMF

N436UA

C-FYJB

TC-OGI

D-AILH

F-GYAO

HB-IJN

F-GPMG

D-AKNZ

D-AKNF

F-GPMH

S7-ASI

C-FYJD

S7-ASJ

D-AILI

D-AIRT

F-GRSD

0104

0207

0282

0239

0947

0553

0252

0238

0206

0906

0436

0253

0001

0948

0009

0254

0010

0208

0116

0201

0905

0002

0205

0003

0205

0004

0208

0016

0103

FSN

0007

0904

0008

0207

0204

0015

0204

0001

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

RGA01 0007

ITF03 0004

RGA01 0008

I2L03 0007

SWR03 0004

AAA01 0015

DLH03 0004

AJM01 0001

ITF03 0005

AJM01 0002

DLH03 0005

AJM01 0003

SWR03 0005

AJM01 0004

I2L03 0008

AAA01 0016

I2L04 0001

ACA02 0001

SWR02 0013

DLH03 0006

ITF03 0006

UAL01 0036

ACA02 0002

I2L01 0015

DLH03 0007

SWR01 0007

SWR02 0014

ITF03 0007

CDN01 0017

EWG01 0001

ITF03 0008

RGA01 0009

ACA02 0003

RGA01 0010

DLH03 0008

DLH02 0016

G2X03 0001

Page 35 of 90


MSN OPERATOR ID

0654 ENV

0655

0656

ENV

ENV

0657

0658

0659

0660

0661

ENV

ENV

ENV

ENV

0662

0663

0664

0665

0666

0667

0668

0669

0670

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0671

0672

0673

0674

0675

0676

ENV

ENV

ENV

ENV

ENV

ENV

0677

0678

0679

ENV

ENV

ENV

0680

0681

0682

ENV

ENV

ENV

0683

0684

0685

ENV

ENV

ENV

0686

0687

0688

ENV

ENV

ENV

0689

0690

ENV

ENV

ENV


REGISTRATION

D-AKNG

N437UA

C-FYJE

F-GRSE

JA8997

OE-LOE

F-GPMI

N603AW

ER-AXW

TC-OAE

HB-IOH

B-2356

6Y-JMD

OE-LOF

TC-OAF

JA8946

C-FYJG

9A-CTM

C-FYJH

HB-IJO

OK-CEC

F-OHGU

TC-OGJ

G-OOAF

N438UA

D-AILK

SU-GBT

HB-IJP

C-FYJI

N439UA

OK-CED

JA8947

N801UA

SU-GBU

C-FYJP

D-AILL

N802UA

0001

0438

0209

0101

0241

0258

0554

0257

0240

0101

0005

0107

0439

0102

0025

0801

0102

0259

0210

0802

0017

0252

0283

0051

0351

0054

0253

0024

0256

FSN

0002

0437

0255

0202

0023

0002

0949

0603

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

EWG01 0002

UAL01 0037

ACA02 0004

G2X03 0002

ANA01 0023

AEF01 0004

ITF03 0009

AEF01 0005

AAA01 0017

I2L04 0002

SWR01 0008

CNW01 0001

I2L04 0003

AEF01 0006

I2L04 0004

ANA01 0024

ACA02 0005

CDN01 0018

ACA02 0006

SWR02 0015

G2Z01 0001

G2Z01 0002

I2L01 0018

LEI01 0001

UAL01 0038

DLH03 0009

MSR02 0001

SWR02 0016

ACA02 0008

UAL01 0039

G2Z01 0003

ANA01 0025

UAL02 0001

MSR02 0002

ACA02 0009

DLH03 0010

UAL02 0002

Page 36 of 90


MSN OPERATOR ID

0691 ENV

0692

0693

ENV

ENV

0694

0695

0696

0697

0698

ENV

ENV

ENV

ENV

0699

0700

0701

0702

0703

ENV

ENV

ENV

ENV

ENV

0704

0705

0706

ENV

ENV

ENV

0707

0709

0710

ENV

ENV

ENV

0711

0712

0713

ENV

ENV

ENV

0714

0715

0716

ENV

ENV

ENV

ENV

ENV 0717

0718

0719

0720

0721

0722

0723

0724

ENV

ENV

ENV

ENV

ENV

ENV

0725

0726

0727

0728

ENV

ENV

ENV

ENV

ENV


0264

0007

0206

0002

0103

0003

0003

0004

0001

0201

0005

0006

FSN

0260

0117

0261

0211

0262

0001

0263

0002

0118

0212

0242

0440

0243

0213

0008

0265

0009

0266

0010

0214

0202

0104

0101

0207

0267

REGISTRATION

C-FYKC

D-AIRU

C-FYKR

D-AILM

C-FYKW

B-2343

C-FZUG

B-2345

D-AIRW

D-AILN

HB-IJQ

N440UA

HB-IJR

B-2346

B-2347

RP-C3221

B-2354

B-2459

B-2401

C-FZUH

B-2350

HB-IPU

G-BXKA

SU-GBV

G-BXKB

D-AILP

B-2351

C-FZUJ

B-2352

C-FZUL

B-2353

D-AILR

B-2355

SU-GBW

EK32007

HB-IPT

C-GAPY

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

ACA02 0010

DLH02 0017

ACA02 0011

DLH03 0011

ACA02 0012

CSN01 0001

ACA02 0013

CSN01 0002

DLH02 0018

DLH03 0012

SWR02 0017

UAL01 0040

SWR02 0018

CSN01 0003

CSN01 0004

PAL01 0001

G8E01 0001

CSN01 0005

CSN01 0006

ACA02 0014

CSN01 0007

SWR03 0006

G8E01 0002

MSR02 0003

G8E01 0003

DLH03 0013

CSN01 0008

ACA02 0015

CSN01 0009

ACA02 0016

CSN01 0010

DLH03 0014

G8E01 0004

MSR02 0004

AAA01 0018

SWR03 0007

ACA02 0017

Page 37 of 90


0759

0760

0761

0762

0763

0764

0765

0753

0754

0755

0756

0757

0758

0747

0748

0749

0750

0751

0752

0737

0738

0739

0740

0741

0742

0743

0744

0745

0746

MSN OPERATOR ID

0729 ENV

0730

0731

ENV

ENV

0732 ENV

0733

0734

0735

0736

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0004

0052

0002

0051

0273

0152

0203

0803

0008

0001

0441

0272

0804

0109

0007

0647

0051

0009

0018

0007

0216

0001

0270

0202

0271

0002

0217

0003

0106

FSN

0215

0005

0105

0268

0201

0208

0006

0269

REGISTRATION

D-AILS

G-BXKC

B-22606

C-GAQL

N451TA

HB-IPS

G-BXKD

C-GAQX

I-EEZH

D-AILT

9V-VLC

C-GAQZ

N452TA

C-GARG

9V-VLD

D-AILU

RP-C3223

B-22607

N453TA

N803UA

I-EEZI

CS-TTA

N441UA

C-GARJ

RP-C3224

B-2357

CS-TTB

B-HSD

C-GARO

PT-MZV

N804UA

AP-BGW

F-GTAF

N647AW

CS-TTC

TC-OGE

I-BIXT

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

DLH03 0015

G8E01 0005

TNA02 0005

ACA02 0018

TAI02 0001

SWR03 0008

G8E01 0006

ACA02 0019

G8E01 0007

DLH03 0016

AES01 0001

ACA02 0020

TAI02 0002

ACA02 0021

AES01 0002

DLH03 0017

PAL01 0003

TNA02 0006

TAI02 0003

UAL02 0003

G8E01 0008

TAP01 0001

UAL01 0041

ACA02 0022

PAL01 0004

CNW01 0002

TAP01 0002

I2L05 0001

ACA02 0023

S2A01 0001

UAL02 0004

I2L05 0002

G2Z01 0004

S2A01 0002

TAP01 0003

G8E01 0009

AZA01 0018

Page 38 of 90


MSN OPERATOR ID

0766 ENV

0767

0768

ENV

ENV

0769

0770

0771

0772

0773

ENV

ENV

ENV

ENV

0774

0775

0776

0777

0778

0779

0780

0781

0782

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0783

0784

0785

0786

0787

0788

ENV

ENV

ENV

ENV

ENV

ENV

0789

0790

0791

ENV

ENV

ENV

0792

0793

0794

ENV

ENV

ENV

0795

0796

0797

ENV

ENV

ENV

0798

0799

0800

ENV

ENV

ENV

0801

0802

ENV

ENV

ENV


REGISTRATION

N351NW

9A-CTG

OE-LBN

C-GBHM

N648AW

HL7588

B-2360

C-GBHN

D-AICA

6Y-JME

OE-LBO

F-GTAD

N352NW

C-GBHO

N442UA

G-OOAH

HB-IJS

N805UA

B-HSE

C-GBHR

N353NW

TC-OAI

N806UA

VN-A168

CS-TTD

B-22310

I-LIVD

D-AICB

D-AKNH

CS-TKJ

F-GTAE

OE-LBP

N807UA

B-2361

C-GBHY

N354NW

JA101A

0204

0052

0003

0204

0002

0003

0805

0052

0277

0353

0151

0806

0555

0132

0428

0807

0002

0278

0354

0051

0001

0352

0427

0131

0352

0276

0442

0101

0244

FSN

0351

0001

0426

0274

0648

0001

0001

0275

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

NWA02 0001

CTN01 0001

AUA02 0001

ACA02 0024

S2A01 0003

AAR01 0001

G8E01 0010

ACA02 0025

CFG01 0001

I2L04 0005

AUA02 0002

AFR02 0001

NWA02 0002

ACA02 0026

UAL01 0042

G8E02 0001

SWR02 0019

UAL02 0005

I2L05 0003

ACA02 0027

NWA02 0003

AEF02 0001

UAL02 0006

TAI02 0004

TAP01 0004

TNA03 0001

AEF02 0002

CFG01 0002

EWG01 0003

I2L05 0004

AFR02 0002

AUA02 0003

UAL02 0007

G8E01 0011

ACA02 0029

NWA02 0004

ANA02 0001

Page 39 of 90


0828

0829

0830

0831

0832

0833

0834

0835

MSN OPERATOR ID

0803 ENV

0804

0805

ENV

ENV

0806

0807

0808

0809

0810

ENV

ENV

ENV

ENV

0811

0812

0813

0814

0815

0816

0817

0818

0819

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0820

0821

0822

0823

0824

0825

ENV

ENV

ENV

ENV

ENV

ENV

0826

0827

ENV

ENV

ENV

0836

0837

0838

0839

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0052

0001

0279

0556

0501

0053

0280

0356

0019

FSN

0649

0808

0111

0251

0355

0002

0003

0252

0443

0003

0004

0003

0444

0809

0445

0284

0003

0281

0357

0282

0358

0002

0446

0001

0447

0004

0053

0003

REGISTRATION

N649AW

N808UA

B-MAH

TC-JMC

N355NW

F-GUAA

D-AICC

TC-JMD

JA102A

B-HSG

C-GBHZ

EI-DJH

EI-CPC

B-HSF

C-GBIA

N356NW

I-BIXV

N443UA

CS-TTE

B-22311

F-HBAB

N444UA

N809UA

N445UA

F-GYAQ

B-2362

C-GBIJ

N357NW

C-GBIK

N358NW

9A-CTH

N446UA

G-MIDC

N447UA

CS-TTF

B-2358

HA-LPA

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

S2A01 0004

UAL02 0008

I2L05 0005

BMA01 0001

NWA02 0005

G2Z01 0005

CFG01 0003

BMA01 0002

ANA02 0002

HDA01 0001

ACA02 0030

I2L05 0006

I2L04 0006

I2L05 0007

ACA02 0031

NWA02 0006

AZA01 0019

UAL01 0043

TAP01 0005

TNA03 0002

G2Z01 0006

UAL01 0044

UAL02 0009

UAL01 0045

SWR01 0009

G8E01 0012

ACA02 0032

NWA02 0007

ACA02 0033

NWA02 0008

CTN01 0002

UAL01 0046

BMA03 0001

UAL01 0047

TAP01 0006

CNW01 0003

AES01 0003

Page 40 of 90


0871

0872

0873

0874

0875

0876

MSN OPERATOR ID

0840 ENV

0841

0842

ENV

ENV

0843

0844

0845

0846

0847

ENV

ENV

ENV

ENV

0848

0849

0850

0851

0852

0853

0854

0855

0856

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0857

0858

0859

0860

0861

0862

ENV

ENV

ENV

ENV

ENV

ENV

0863

0864

0865

ENV

ENV

ENV

0866

0867

0868

ENV

ENV

ENV

0869

0870

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0104

0002

0451

0651

0815

0105

0001

0813

0012

0219

0103

0814

0101

0245

0816

0001

0817

0205

0220

0203

0020

0011

0812

0449

0002

0218

0054

0002

0650

FSN

0283

0502

0448

0810

0102

0284

0359

0811

REGISTRATION

C-GBIM

EI-CPD

N448UA

N810UA

N102UW

C-GBIN

N359NW

N811UA

I-BIXZ

B-2365

N812UA

N449UA

G-OOAE

D-AILW

B-2359

HL7589

N650AW

EP-MSJ

N813UA

B-2366

D-AILX

N103US

N814UA

N104UW

G-MIDE

N451UA

N651AW

N815UA

N105UW

TS-IMJ

CS-TQD

N816UA

9V-SLA

N817UA

EI-TAE

D-AILY

B-2376

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

ACA02 0034

I2L04 0007

UAL01 0048

UAL02 0010

USA02 0002

ACA02 0035

NWA02 0009

UAL02 0011

AZA01 0020

CSN01 0011

UAL02 0012

UAL01 0049

LEI01 0002

DLH03 0018

CNW01 0004

AAR01 0002

S2A01 0005

UAL01 0050

UAL02 0013

CSN01 0012

DLH03 0019

USA02 0003

UAL02 0014

USA02 0004

BMA01 0003

UAL01 0051

S2A01 0006

UAL02 0015

USA02 0005

TAR02 0001

SWR02 0020

UAL02 0016

SLK01 0001

UAL02 0017

TAI02 0005

DLH03 0020

CJG01 0001

Page 41 of 90


MSN OPERATOR ID

0877 ENV

0878

0879

ENV

ENV

0880

0881

0882

0883

0884

ENV

ENV

ENV

ENV

0885

0886

0887

0888

0889

0890

0891

0892

0893

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0894

0895

0896

0897

0898

0899

ENV

ENV

ENV

ENV

ENV

ENV

0900

0901

0902

ENV

ENV

ENV

0903

0904

0905

ENV

ENV

ENV

0906

0907

0908

ENV

ENV

ENV

0909

0910

0911

ENV

ENV

ENV

0912

0913

ENV

ENV

ENV


REGISTRATION

B-HSH

B-2370

EC-GZD

TS-IMK

B-2367

N818UA

B-2363

D-AICD

N700UW

YK-AKA

D-AIRX

F-HBAC

N801AW

N701UW

F-GYAR

HA-LPC

N819UA

D-AICE

B-2368

N702UW

B-2372

N820UA

9V-SLB

B-2369

D-AIRY

B-6049

N360NW

N703UW

D-AICF

CS-TTG

N361NW

B-MAJ

B-2375

A6-ESH

N362NW

B-2348

G-OMAK

0015

0120

0057

0360

0703

0006

0005

0014

0702

0055

0820

0002

0005

0361

0001

0056

0001

0362

0058

0001

0700

0001

0119

0002

0801

0701

0285

0004

0819

FSN

0054

0101

0001

0102

0013

0818

0004

0004

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

I2L05 0008

CSC01 0001

G8E01 0013

TAR02 0002

CSN01 0013

UAL02 0018

G8E01 0014

CFG01 0004

USA01 0001

SYR01 0001

DLH02 0019

G8E01 0015

AWE02 0001

USA01 0002

SWR01 0010

AES01 0004

UAL02 0019

CFG01 0005

CSN01 0014

USA01 0003

CNW01 0005

UAL02 0020

SLK01 0002

CSN01 0015

DLH02 0020

TAI02 0006

NWA02 0010

USA01 0004

CFG01 0006

TAP01 0007

NWA02 0011

AMU01 0001

CNW01 0006

M4G01 0001

NWA02 0012

TAI02 0007

K9G01 0001

Page 42 of 90


0933

0934

0935

0936

0937

0938

0939

0940

0941

0942

0943

0944

0945

0946

MSN OPERATOR ID

0914 ENV

0915

0916

ENV

ENV

0917

0918

0919

0920

0921

ENV

ENV

ENV

ENV

0922

0923

0924

0925

0926

0927

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0928

0929

0930

0931

0932

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0947

0948

0949

0950

ENV

ENV

ENV

ENV

ENV


0701

0009

0821

0101

0706

0702

0822

0707

0016

0101

0001

0976

0057

0021

0001

0055

0803

0008

0007

0201

0480

0704

0363

0802

0101

0001

0001

0007

0705

FSN

0005

0102

0001

0006

0002

0001

0479

0204

REGISTRATION

B-2201

B-2371

D-ANNA

CS-TTH

YK-AKB

B-2373

OE-LBD

B-2377

N704US

N363NW

N802AW

B-2202

EI-CPE

A7-AAG

A7-ABR

N705UW

B-HSI

N803AW

VT-ADX

CS-TTI

G-MIDZ

OE-LBE

N101UW

SU-LBC

F-GRHA

B-2378

I-BIXH

OH-LZA

HB-IHX

VT-ADY

N821UA

CS-TNG

N706US

HB-IHY

N822UA

N707UW

B-2391

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G8E01 0016

CSC01 0002

TAI02 0008

TAP01 0008

SYR01 0002

CSC02 0001

AUA03 0001

CJG01 0002

USA01 0005

NWA02 0013

AWE02 0002

G8E01 0017

EIN01 0001

QAF01 0001

S2A01 0007

USA01 0006

I2L05 0009

AWE02 0003

S2A01 0008

TAP01 0009

BMA02 0001

AUA03 0002

USA02 0001

TAS01 0001

AFR03 0001

CNW01 0007

AZA01 0021

FIN01 0001

EDW01 0001

S2A01 0009

UAL02 0021

TAP02 0001

USA01 0007

EDW01 0002

UAL02 0022

USA01 0008

CSN01 0016

Page 43 of 90


MSN OPERATOR ID

0951 ENV

0952

0953

ENV

ENV

0954

0955

0956

0957

0958

ENV

ENV

ENV

ENV

0959

0960

0961

0962

0963

0964

0965

0966

0967

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

0968

0969

0970

0971

0972

ENV

ENV

ENV

ENV

ENV

0973

0974

0975

ENV

ENV

ENV

ENV

ENV 0976

0977

0978

0979

0980

0981

0982

0983

ENV

ENV

ENV

ENV

ENV

ENV

0984

0985

0986

0987

ENV

ENV

ENV

ENV

ENV


0103

0003

0101

0008

0708

0401

0104

0010

0001

0010

0015

0022

0151

0002

0364

0053

0365

0824

0017

0058

FSN

0101

0823

0652

0152

0452

0001

0007

0009

0053

0825

0366

0102

0101

0059

0951

0060

0286

REGISTRATION

I-BIKA

N823UA

N652AW

TC-OAK

N452UA

VN-A343

D-AICG

TS-IML

I-BIXJ

CS-TNH

OH-LZB

N364NW

JA103A

N365NW

N824UA

B-2392

B-2379

G-MIDH

9V-SLC

TS-IQA

D-AICH

N708UW

F-GRSI

G-MIDI

TS-IMM

PT-MZA

VT-ADZ

TC-OGF

CS-TTJ

N825UA

N366NW

CS-TNI

G-MARA

B-2205

F-GRHB

B-2206

HB-IOK

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AZA02 0001

UAL02 0023

AWE03 0001

AEF02 0003

UAL01 0052

AFR02 0003

CFG01 0007

TAR03 0001

AZA01 0022

TAP02 0002

FIN01 0002

NWA02 0014

ANA02 0003

NWA02 0015

UAL02 0024

CSN01 0017

CNW01 0008

BMA01 0004

SLK01 0003

SAB01 0001

CFG01 0008

USA01 0009

I2L05 0010

BMA01 0005

TAR03 0002

TAM01 0001

S2A01 0010

G8E01 0018

TAP01 0010

UAL02 0025

NWA02 0016

TAP02 0003

MON01 0001

CNW01 0009

AFR03 0002

CNW01 0010

SWR01 0011

Page 44 of 90


MSN OPERATOR ID

0988 ENV

0989

0990

ENV

ENV

0991

0992

0993

0994

0995

0996

0997

ENV

ENV

ENV

ENV

ENV

ENV

0998

0999

1000

ENV

ENV

ENV

1001

1002

1003

ENV

ENV

ENV

1004

1005

1006

ENV

ENV

ENV

1007

1008

1009

ENV

ENV

ENV

1010

1011

1012

ENV

ENV

ENV

ENV

ENV 1013

1014

1015

1016

1017

1018

1019

1020

ENV

ENV

ENV

ENV

ENV

ENV

1021

1022

1023

1024

ENV

ENV

ENV

ENV

ENV


0153

0102

0102

0056

0054

0151

0977

0102

0978

0453

0901

0653

FSN

0367

0826

0003

0503

0007

0101

0418

0102

0368

0709

0002

0369

0503

0002

0202

0102

0004

0103

0209

0710

0952

0201

0827

0002

0102

9A-CTJ

PT-MZB

N369NW

TC-KTY

B-2397

G-MIDY

G-OJEG

D-AKNI

F-OIVU

HB-IPR

N710UW

F-GRHE

EC-HUH

N827UA

EI-CPG

B-HTE

REGISTRATION

N367NW

N826UA

EI-DIU

EI-CPF

TC-JLE

B-HTD

B-2416

TS-IQB

N368NW

N709UW

F-GRHC

I-BIKE

F-GRHD

N453UA

TC-ANA

N653AW

TC-OAL

B-2203

EC-IXY

B-6027

JA104A

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

NWA02 0017

UAL02 0026

AEF01 0007

I2L04 0008

IBE03 0001

I2L04 0009

IBE03 0002

SAB01 0002

NWA02 0018

USA01 0010

AFR03 0003

AZA02 0002

AFR03 0004

UAL01 0053

G4I01 0001

AWE03 0002

AEF02 0004

G8E01 0019

G8E02 0002

TAI02 0009

ANA02 0004

CTN02 0001

TAM01 0002

NWA02 0019

SAB01 0003

CSC02 0002

BMA02 0002

MON01 0002

EWG01 0004

G8E02 0003

SWR03 0009

USA01 0011

AFR03 0005

IBE04 0001

UAL02 0027

EIN01 0002

I2L04 0010

Page 45 of 90


MSN OPERATOR ID

1025 ENV

1026

1027

ENV

ENV

1028

1029

1030

1031

1032

ENV

ENV

ENV

ENV

1033

1034

1035

1036

1037

1038

1039

1040

1041

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1042

1043

1044

1045

1046

1047

ENV

ENV

ENV

ENV

ENV

ENV

1048

1049

1050

ENV

ENV

ENV

1051

1052

1053

ENV

ENV

ENV

1054

1055

1056

ENV

ENV

ENV

1057

1058

1059

ENV

ENV

ENV

1060

1061

ENV

ENV

ENV


REGISTRATION

F-GRHF

HB-IHZ

EC-HUI

B-2207

9A-CTI

B-2209

N828UA

YK-AKC

N711UW

CS-TTK

B-2393

F-GRHG

N370NW

N712US

B-2395

N713UW

B-2211

JA105A

N804AW

N106US

G-MIDJ

N714US

EC-HAF

EI-DFP

N805AW

N654AW

N715UW

N107US

D-ADNA

TC-JLG

N716UW

N806AW

B-2396

N301NB

EC-HAG

HL7590

N108UW

0551

0805

0654

0715

0107

0001

0055

0804

0106

0003

0714

0102

0008

0716

0806

0020

0501

0103

0051

0108

0711

0008

0018

0954

0370

0712

0019

0713

0061

FSN

0953

0703

0202

0201

0003

0202

0828

0003

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AFR03 0006

EDW01 0003

IBE04 0002

CES01 0001

CTN01 0003

CES01 0002

UAL02 0028

SYR01 0003

USA01 0012

TAP01 0011

CSN01 0018

AFR03 0007

NWA02 0020

USA01 0013

CSN01 0019

USA01 0014

CNW01 0011

ANA02 0005

AWE02 0004

USA02 0006

BMA03 0002

USA01 0015

IBE03 0003

SAB02 0001

AWE02 0005

AWE03 0003

USA01 0016

USA02 0007

L4C01 0001

SAB03 0001

USA01 0017

AWE02 0006

CSN01 0020

NWA03 0001

IBE03 0004

AAR02 0001

USA02 0008

Page 46 of 90


MSN OPERATOR ID

1062 ENV

1063

1064

ENV

ENV

1065

1066

1067

1068

1069

ENV

ENV

ENV

ENV

1070

1071

1072

1073

1074

1075

1076

1077

1078

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1079

1080

1081

1082

1083

1084

ENV

ENV

ENV

ENV

ENV

ENV

1085

1086

1087

ENV

ENV

ENV

1088

1089

1090

ENV

ENV

ENV

1091

1092

1093

ENV

ENV

ENV

1094

1095

1096

ENV

ENV

ENV

1097

1098

ENV

ENV

ENV


REGISTRATION

N302NB

RP-C3225

N807AW

N109UW

N471TA

EC-HDK

F-GYFM

N717UW

B-2208

N303NB

B-2400

OH-LVA

9V-SBA

N655AW

YK-AKD

D-AKNK

N304NB

N656AW

D-AISB

G-MRJK

G-EUPA

N657AW

D-AKNL

YK-AKE

F-GYFN

EC-HDN

N808AW

D-AKNM

N305NB

N306NB

PT-MZC

B-2399

EI-CPH

N721UW

PT-MZD

N722US

9V-SBB

0005

0553

0152

0808

0003

0505

0656

0151

0602

0001

0657

0002

0506

0003

0104

0003

0721

0004

0722

0102

0203

0503

0103

0101

0101

0655

0004

0001

0504

FSN

0502

0005

0807

0109

0301

0105

0101

0717

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

NWA03 0002

IBE03 0005

AWE02 0007

USA02 0009

TAI03 0001

IBE03 0006

SAB02 0002

USA01 0018

CES01 0003

NWA03 0003

G8E01 0020

FIN02 0001

SLK02 0001

AWE03 0004

SYR01 0004

USA01 0019

NWA03 0004

AWE03 0005

DLH04 0001

SAB03 0002

BAW01 0001

AWE03 0006

USA01 0020

SYR01 0005

SAB02 0003

IBE03 0007

AWE02 0008

USA01 0021

NWA03 0005

NWA03 0006

TAM01 0003

G8E01 0021

EIN01 0003

USA01 0022

TAM01 0004

USA01 0023

SLK02 0002

Page 47 of 90


MSN OPERATOR ID

1099 ENV

1100

1101

ENV

ENV

1102

1103

1104

1105

1106

ENV

ENV

ENV

ENV

1107

1108

1109

1110

1111

1112

1113

1114

1115

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1116

1117

1118

1119

1120

1121

ENV

ENV

ENV

ENV

ENV

ENV

1122

1123

1124

ENV

ENV

ENV

1125

1126

1127

ENV

ENV

ENV

1128

1129

1130

ENV

ENV

ENV

1131

1133

1134

ENV

ENV

ENV

1135

1136

ENV

ENV

ENV


REGISTRATION

EC-HDO

CS-TTL

EC-HDP

EI-DEY

PT-MZE

N454UA

N455UA

CS-TTM

OH-LVB

B-2398

N723UW

N658AW

N809AW

N110UW

N472TA

N111US

G-EUPB

N810AW

YK-AKF

G-EUPC

EC-HDT

CS-TTN

TS-INA

N724UW

N503JB

F-OHJY

I-EEZK

N307NB

CS-TTO

N456UA

N308NB

EC-IMU

N309NB

F-GTAH

N112US

N725UW

D-AKNN

0724

0503

0555

0031

0507

0012

0810

0006

0003

0108

0011

0001

0456

0508

0005

0509

0133

0112

0725

0004

0102

0105

0723

0658

0809

0110

0302

0111

0002

FSN

0106

0009

0107

0554

0005

0454

0455

0010

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

IBE03 0008

TAP01 0012

IBE03 0009

SAB02 0004

TAM01 0005

UAL01 0054

UAL01 0055

TAP01 0013

FIN02 0002

G8E01 0022

USA01 0024

I2L07 0001

AWE02 0009

USA02 0010

TAI03 0002

USA02 0011

BAW01 0002

AWE02 0010

SYR01 0006

BAW01 0003

IBE03 0010

TAP01 0014

LBT01 0001

USA01 0025

S2A01 0011

SAB02 0005

SWR04 0001

NWA03 0007

TAP01 0015

UAL01 0056

NWA03 0008

G8E03 0001

NWA03 0009

AFR02 0004

USA02 0012

USA01 0026

USA01 0027

Page 48 of 90


MSN OPERATOR ID

1137 ENV

1138

1139

1140

ENV

ENV

1141

1142

1143

ENV

ENV

ENV

1144

1145

1146

ENV

ENV

ENV

1147

1148

1149

ENV

ENV

ENV

1150

1151

1152

ENV

ENV

ENV

1153

1154

1155

ENV

ENV

ENV

1156

1157

1158

ENV

ENV

ENV

1159

1160

1161

ENV

ENV

ENV

ENV

ENV 1163

1164

1165

1166

1167

1168

1169

1170

1171

1172

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1173

1174

ENV

ENV

ENV


0004

0351

0006

0504

0002

0102

0005

0114

0510

0430

0955

0266

FSN

0429

0103

0006

0303

0113

0004

0101

0287

0102

0457

0659

0512

0104

0979

0007

0115

0005

0505

0005

0304

0557

0152

0458

0511

0013

REGISTRATION

OE-LBQ

I-BIKI

PT-MZF

N473TA

N113UW

G-EUPD

PT-MZG

HB-IOL

F-GYJM

N457UA

D-AKNO

N114UW

N310NB

OE-LBR

F-GRHH

N266AV

G-MIDK

EC-HGR

D-AKNP

N504JB

MM-62174

PT-MZH

N474TA

OO-SSG

D-AISC

N458UA

N311NB

CS-TTP

N659AW

N312NB

I-BIKO

F-GRHI

D-AKNQ

N115US

D-AKNJ

N505JB

G-MIDL

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AUA02 0004

AZA02 0003

TAM01 0006

TAI03 0003

USA02 0013

BAW01 0004

TAM02 0001

SWR01 0012

SAB02 0006

UAL01 0057

USA01 0028

USA02 0014

NWA03 0010

AUA02 0005

AFR03 0008

G8E03 0002

BMA01 0006

I2L08 0001

USA01 0029

I2L09 0001

G4I01 0002

TAM02 0002

TAI03 0004

SAB02 0007

DLH04 0002

UAL01 0058

NWA03 0011

TAP01 0016

AWE03 0007

NWA03 0012

AZA02 0004

AFR03 0009

USA01 0030

USA02 0015

EWG01 0005

S2A01 0012

BMA01 0007

Page 49 of 90


MSN OPERATOR ID

1175 ENV

1176

1177

ENV

ENV

1178

1180

1181

1182

1183

ENV

ENV

ENV

ENV

1184

1185

1187

1188

1189

1190

1191

1192

1193

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1194

1195

1196

1197

1198

1199

ENV

ENV

ENV

ENV

ENV

ENV

1200

1201

1202

ENV

ENV

ENV

1203

1204

1205

ENV

ENV

ENV

1206

1207

1208

ENV

ENV

ENV

1209

1210

1211

ENV

ENV

ENV

1212

1213

ENV

ENV

ENV


REGISTRATION

TS-INB

F-GRHJ

G-MIDX

N812AW

EC-HGS

CS-TNJ

N730US

G-MIDW

OH-LVH

OH-LZC

TS-IMN

D-AISD

OE-LBS

F-GRHK

N314NB

N459UA

G-EUPE

G-MEDE

N583NK

N604AW

G-EUPF

N267AV

D-ARFB

EC-HGY

F-GRHL

EP-AGB

N732US

JA106A

N733UW

CS-TNK

G-MIDM

EC-HGZ

D-AKNR

N116US

N829UA

VP-CVX

6Y-JMF

0153

0981

0151

0732

0056

0733

0012

0001

0604

0006

0267

0154

0104

0006

0154

0008

0116

0829

0001

0101

0108

0003

0011

0153

0431

0956

0514

0459

0005

FSN

0051

0980

0301

0812

0352

0103

0730

0203

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G8E03 0003

AFR03 0010

BMA02 0003

AWE02 0011

I2L08 0002

TAP02 0004

USA01 0031

BMA02 0004

SAB02 0008

FIN01 0003

TAR03 0003

DLH04 0003

AUA02 0006

AFR03 0011

NWA03 0014

UAL03 0001

BAW01 0005

S2A01 0013

AEF02 0005

S2A01 0014

BAW01 0006

G8E03 0004

AEF02 0006

IBE03 0011

AFR03 0012

S2A03 0001

USA01 0032

ANA02 0006

USA01 0033

TAP02 0005

BMA03 0003

IBE03 0012

USA01 0034

USA02 0016

UAL04 0001

C8J01 0001

G8E03 0005

Page 50 of 90


MSN OPERATOR ID

1214 ENV

1215

1216

ENV

ENV

1217

1218

1219

1220

1221

ENV

ENV

ENV

ENV

1222

1223

1224

1225

1226

1227

1228

1229

1230

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1231

1232

1233

1234

1235

1236

ENV

ENV

ENV

ENV

ENV

ENV

1237

1238

1239

ENV

ENV

ENV

1240

1241

1242

ENV

ENV

ENV

1243

1245

1246

ENV

ENV

ENV

1247

1248

1249

ENV

ENV

ENV

1250

1251

ENV

ENV

ENV


REGISTRATION

D-AISE

G-TTOA

F-GRHM

I-BIKU

D-ARFA

TC-JME

I-BIXK

EC-HHA

G-EUPG

N813AW

N117UW

G-EUPH

I-BIKB

JA107A

9V-SBC

EC-HSE

N315NB

CS-TNL

G-EUPJ

TC-JMF

N660AW

N506JB

G-EUPK

9A-CTK

G-DHJH

G-EUPL

N507JB

OH-LZD

EI-CVA

N830UA

N737US

PT-MZI

EC-HGT

N460UA

N316NB

G-NIKO

PT-MZJ

0152

0103

0011

0507

0004

0201

0105

0009

0202

0660

0506

0010

0830

0737

0103

0353

0460

0516

0104

0104

0007

0813

0117

0008

0106

0057

0103

0109

0515

FSN

0154

0001

0982

0105

0155

0201

0023

0155

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

DLH04 0004

S2A04 0001

AFR03 0013

AZA02 0005

AEF02 0007

G8E04 0001

AZA01 0023

IBE03 0013

BAW01 0007

I2L06 0001

USA02 0017

BAW01 0008

AZA02 0006

ANA02 0007

SLK02 0003

IBE03 0014

NWA03 0015

TAP02 0006

BAW01 0009

G8E04 0002

AWE03 0008

I2L09 0002

BAW01 0010

CTN02 0002

G8E04 0003

BAW01 0011

J3K01 0001

FIN01 0004

EIN02 0001

UAL04 0002

USA01 0035

TAM02 0003

I2L08 0003

UAL03 0002

NWA03 0016

G8E04 0004

TAM02 0004

Page 51 of 90


MSN OPERATOR ID

1252 ENV

1253

1254

ENV

ENV

1255

1256

1257

1258

1260

ENV

ENV

ENV

ENV

1261

1262

1263

1264

1265

1266

1267

1268

1269

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1270

1271

1272

1273

1274

1275

ENV

ENV

ENV

ENV

ENV

ENV

1276

1277

1279

ENV

ENV

ENV

1280

1281

1282

ENV

ENV

ENV

1283

1284

1285

ENV

ENV

ENV

1286

1287

1288

ENV

ENV

ENV

1289

1290

ENV

ENV

ENV


REGISTRATION

9A-CTL

B-HSJ

N738US

EC-HSF

F-GSVU

N508JB

G-EUPM

D-AISF

G-EUPN

EC-HYC

N739US

N118US

N740UW

N461UA

F-GRHN

N119US

N741UW

N509JB

F-GRHO

N462UA

D-AISG

N662AW

N742US

EC-HPM

D-AKNS

G-EUPO

N510JB

N814AW

N463UA

EI-DEZ

N661AW

B-2331

N120US

N744US

EC-HYD

N745UW

N464UA

0001

0009

0014

0510

0814

0463

0509

0958

0462

0156

0662

0742

0559

0661

0151

0120

0744

0113

0745

0464

0013

0111

0739

0118

0740

0461

0957

0119

0741

FSN

0004

0002

0738

0110

0001

0508

0012

0155

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CTN01 0004

HDA01 0002

USA01 0036

IBE03 0015

C8J01 0002

J3K01 0002

BAW01 0012

DLH04 0005

BAW01 0013

IBE03 0016

USA01 0037

USA02 0018

USA01 0038

UAL03 0003

AFR03 0014

USA02 0019

USA01 0039

J3K01 0003

AFR03 0015

UAL03 0004

DLH04 0006

AWE03 0009

USA01 0040

JKK01 0001

USA01 0041

BAW01 0014

J3K01 0004

I2L06 0002

UAL03 0005

SAB02 0009

AWE03 0010

G8E05 0001

USA02 0020

USA01 0042

IBE03 0018

USA01 0043

UAL03 0006

Page 52 of 90


MSN OPERATOR ID

1291 ENV

1292

1293

ENV

ENV

1294

1295

1296

1297

1298

ENV

ENV

ENV

ENV

1299

1300

1301

1302

1303

1304

1305

1306

1307

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1309

1310

1311

1312

1313

1314

ENV

ENV

ENV

ENV

ENV

ENV

1315

1316

1317

ENV

ENV

ENV

1318

1319

1320

ENV

ENV

ENV

1321

1323

1324

ENV

ENV

ENV

1325

1326

1327

ENV

ENV

ENV

1328

1329

ENV

ENV

ENV


REGISTRATION

N831UA

EC-HUJ

HL7549

N121UW

G-EUPP

B-2210

N746UW

N122US

F-GTAI

N461TA

N747UW

N516JB

B-2332

CC-COC

EI-DFA

G-OOAP

CS-TJE

OH-LVC

N123UW

N748UW

B-2335

N749US

N124US

N750UW

B-2212

N751UW

EC-HUK

N752US

G-OOAR

N832UA

N815AW

N317NB

N318NB

N753US

N517JB

N754UW

G-EUPR

0750

0062

0751

0115

0752

0002

0103

0123

0748

0204

0749

0124

0832

0815

0517

0518

0753

0517

0754

0016

0134

0210

0747

0516

0152

0001

0560

0001

0201

FSN

0831

0114

0052

0121

0015

0205

0746

0122

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

UAL04 0003

IBE03 0019

AAR02 0002

USA02 0021

BAW01 0015

CJG01 0003

USA01 0044

USA02 0022

AFR02 0005

TAI04 0001

USA01 0045

J3K01 0005

G8E05 0002

LAN01 0001

SAB02 0010

C9G01 0001

TAP03 0001

FIN02 0003

USA02 0023

USA01 0046

CES01 0004

USA01 0047

USA02 0024

USA01 0048

CNW01 0012

USA01 0049

IBE03 0020

USA01 0050

C9G01 0002

UAL04 0004

AWE02 0012

NWA03 0017

NWA03 0018

USA01 0051

J3K01 0006

USA01 0052

BAW01 0016

Page 53 of 90


1356

1357

1358

1359

1360

1361

1350

1351

1352

1353

1354

1355

1344

1345

1346

1347

1348

1349

1338

1339

1340

1341

1342

1343

MSN OPERATOR ID

1330 ENV

1331

1332

ENV

ENV

1333 ENV

1334

1335

1336

1337

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1362

1363

1364

1365

1366

ENV

ENV

ENV

ENV

ENV

ENV


0101

0206

0762

0467

0763

0207

0816

0003

0104

0213

0760

0004

0354

0468

0109

0036

0051

0959

0063

0519

0116

0758

0101

0017

0212

0756

0465

0757

0466

FSN

0205

0755

0002

0002

0211

0001

0561

0035

EC-HRP

N816AW

CC-COE

OH-LVD

N464TA

N760US

CC-COF

HL7594

B-2337

N762US

N467UA

N763US

B-2338

EC-HKO

N468UA

OH-LVI

D-AIQU

EC-HRG

REGISTRATION

B-2336

N755US

CC-COD

EC-HQZ

N462TA

A7-HHJ

OO-SSK

D-AIQT

G-EUPS

N463TA

N756US

N465UA

N757UW

N466UA

F-GRHP

B-2213

N319NB

EC-HUL

N758US

INTRODUCTION


00.030

JUL 28/05

JKK02 0001

AWE02 0013

LAN01 0003

FIN02 0004

TAI04 0004

USA01 0057

LAN01 0004

C9G02 0001

CES01 0006

USA01 0058

UAL03 0009

USA01 0059

CES01 0007

I2L08 0004

UAL03 0010

SAB02 0012

DLH05 0002

I2L10 0001

VERSION RANK

CES01 0005

USA01 0053

LAN01 0002

JKK01 0002

TAI04 0002

C8J01 0003

SAB02 0011

DLH05 0001

BAW01 0017

TAI04 0003

USA01 0054

UAL03 0007

USA01 0055

UAL03 0008

AFR03 0016

CNW01 0013

NWA03 0019

IBE03 0021

USA01 0056

Page 54 of 90


1397

1398

1399

1400

1401

1402

1403

MSN OPERATOR ID

1367 ENV

1368

1369

1370

ENV

ENV

1371

1372

1373

ENV

ENV

ENV

1374

1375

1376

ENV

ENV

ENV

1377

1378

1379

ENV

ENV

ENV

ENV

1380

1381

1382

1383

ENV

ENV

ENV

1384

1385

1386

ENV

ENV

ENV

1387

1388

1389

ENV

ENV

ENV

1390

1391

1392

ENV

ENV

ENV

1393

1394

1395

1396

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0432

0563

0768

0102

0769

0520

0770

0202

0819

0157

0820

0519

0202

0215

0833

0010

0161

0153

0766

0156

0018

0009

0767

0204

0019

0101

0154

FSN

0037

0105

0764

0603

0765

0051

0817

0214

0818

0106

REGISTRATION

D-AIQW

PT-MZK

N764US

G-OZBK

N765US

SU-LBD

N817AW

N465TA

N818AW

PT-MZL

B-2333

N766US

EC-HQG

G-EUPT

D-AICI

N767UW

G-MIDV

G-EUPU

D-ALTB

B-2334

OE-LBT

OO-SSM

N768US

EI-DKG

N769US

N320NB

N770UW

EI-CVB

N819AW

EC-HQI

N820AW

N519JB

CS-TJF

N470TA

N833UA

D-AICJ

N161UW

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

DLH05 0003

TAM02 0005

USA01 0060

SAB03 0003

USA01 0061

G8E03 0006

AWE02 0014

TAI04 0005

AWE02 0015

TAM02 0006

G8E05 0003

USA01 0062

IBE03 0022

BAW01 0018

CFG01 0009

USA01 0063

BMA02 0005

BAW01 0019

C9G03 0001

G8E05 0004

AUA02 0007

SAB02 0013

USA01 0064

G8E03 0007

USA01 0065

NWA03 0020

USA01 0066

EIN02 0002

AWE02 0016

IBE03 0023

AWE02 0017

I2L09 0003

TAP03 0002

TAI04 0006

UAL04 0005

CFG01 0010

USA03 0001

Page 55 of 90


MSN OPERATOR ID

1404 ENV

1405

1406

1407

ENV

ENV

1408

1409

1410

ENV

ENV

ENV

1411

1412

1413

ENV

ENV

ENV

1414

1415

1416

ENV

ENV

ENV

1417

1418

1419

ENV

ENV

ENV

1420

1421

1422

ENV

ENV

ENV

1423

1424

1425

ENV

ENV

ENV

1426

1427

1428

1429

1430

1431

1432

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1433

1434

1435

ENV

ENV

ENV

1436

1437

1438

ENV

ENV

ENV

1439

1440

ENV

ENV

ENV


0834

0156

0004

0020

0303

0164

0521

0961

0011

0163

0205

0663

FSN

0960

0201

0821

0302

0002

0469

0822

0014

0162

0009

0835

0470

0101

0564

0158

0165

0471

0102

0522

0472

0166

0012

0003

0001

0021

REGISTRATION

F-GRHQ

OH-LXA

N821AW

G-MIDU

N584NK

N469UA

N822AW

G-ERAA

N162UW

TC-JLF

N321NB

F-GRHR

D-AICK

N163US

G-MIDT

N663AW

N834UA

TC-OAN

9V-SLD

G-EUPV

G-MIDS

N164UW

N835UA

N470UA

G-TTIA

N429MX

EC-HQJ

N165US

N471UA

G-TTIB

N322NB

N472UA

N166US

D-AICL

N585NK

OK-GEA

G-EUPW

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AFR03 0017

FIN03 0001

AWE02 0018

BMA02 0006

AEF02 0008

UAL03 0011

AWE02 0019

S2A05 0001

USA03 0002

S2A06 0001

NWA03 0021

AFR03 0018

CFG01 0011

USA03 0003

BMA02 0007

AWE03 0011

UAL04 0006

AEF02 0009

SLK01 0004

BAW01 0020

BMA02 0008

USA03 0004

UAL04 0007

UAL03 0012

BAW02 0001

SAB02 0014

IBE03 0024

USA03 0005

UAL03 0013

BAW02 0002

NWA03 0022

UAL03 0014

USA03 0006

CFG01 0012

AEF02 0010

S2A06 0002

BAW01 0021

Page 56 of 90


1470

1471

1472

1473

1474

1475

1476

1477

1464

1465

1466

1467

1468

1469

MSN OPERATOR ID

1441 ENV

1442

1443

ENV

ENV

1444

1445

1446

1447

1448

ENV

ENV

ENV

ENV

1449

1450

1451

1452

1453

1454

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1455

1456

1457

1458

1459

ENV

ENV

ENV

ENV

1460

1461

1462

1463

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0836

0160

0170

0823

0522

0171

0023

0204

0001

0473

0202

0983

0172

0109

0837

0474

0135

0838

0963

0002

0105

0521

0523

0159

0169

0524

0108

0481

0004

FSN

0151

0167

0203

0962

0022

0520

0168

0107

REGISTRATION

D-ALTC

N167US

EI-CVC

F-GRHS

G-EUPX

N520JB

N168US

I-BIKC

F-GRHT

OK-GEB

TC-KTC

N521JB

N323NB

EC-HQK

N169UW

N324NB

I-BIKD

OE-LBF

OE-LOR

N836UA

EC-HQL

N170US

N823AW

N522JB

N171US

G-EUPY

EI-CVD

0001

N473UA

OH-LXB

F-GRHU

N172US

I-BIKF

N837UA

N474UA

F-GTAJ

N838UA

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G8E03 0008

USA03 0007

EIN02 0003

AFR03 0019

BAW01 0022

I2L09 0004

USA03 0008

AZA02 0007

AFR03 0020

S2A06 0003

G8E04 0005

I2L09 0005

NWA03 0023

IBE03 0025

USA03 0009

NWA03 0024

AZA02 0008

AUA04 0001

AEF01 0008

UAL04 0008

IBE03 0026

USA03 0010

I2L06 0003

I2L09 0006

USA03 0011

BAW01 0023

EIN02 0004

C8J01 0004

UAL03 0015

FIN03 0002

AFR03 0021

USA03 0012

AZA02 0009

UAL04 0009

UAL03 0016

AFR02 0006

UAL04 0010

Page 57 of 90


1498

1499

1500

1501

1502

1503

1504

1505

1506

1507

1508

1509

1510

1511

1492

1493

1494

1495

1496

1497

1486

1487

1488

1489

1490

1491

MSN OPERATOR ID

1478 ENV

1479

1480

ENV

ENV

1481

1482

1483

1484

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1512

1513

1514

1515

ENV

ENV

ENV

ENV

ENV


0526

0176

0217

0527

0651

0201

0174

0152

0565

0475

0175

0102

0107

0105

0901

0111

0824

0005

FSN

0433

0103

0110

0173

0216

0525

0161

0201

0964

0523

0839

0476

0218

0024

0003

0006

0025

0477

0902

N481TA

N327NB

F-GKXC

6Y-JMH

OE-LTU

F-GRHV

N523JB

N839UA

N476UA

N483TA

G-EUPZ

HL7703

CC-COH

G-EUOA

N477UA

N902FR

REGISTRATION

OE-LBU

TS-IMO

I-BIKG

N173US

N482TA

N325NB

EC-HQM

PT-MZT

OE-LOS

N901FR

I-BIKL

N824AW

CC-COG

N174US

D-ALTD

N320NP

N475UA

N175US

EC-HXA

N326NB

N176UW

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AUA02 0008

TAR02 0003

AZA02 0010

USA03 0013

TAI04 0007

NWA03 0025

IBE03 0027

TAM02 0007

AEF02 0011

FFT01 0001

AZA02 0011

AWE02 0020

LAN01 0005

USA03 0014

G8E03 0009

SAB02 0015

UAL03 0017

USA03 0015

JKK02 0002

NWA03 0026

USA03 0016

TAI04 0008

NWA03 0027

AFR05 0001

G8E04 0006

G2F01 0001

AFR03 0022

J3K01 0007

UAL04 0011

UAL03 0018

TAI04 0009

BAW01 0024

AAR03 0001

LAN01 0006

BAW01 0025

UAL03 0019

G8E05 0005

Page 58 of 90


MSN OPERATOR ID

1516 ENV

1517

1518

ENV

ENV

1519

1520

1521

1522

1523

ENV

ENV

ENV

ENV

1524

1525

1526

1527

1528

1529

1530

1531

1532

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1533

1534

1535

1536

1537

1538

ENV

ENV

ENV

ENV

ENV

ENV

1539

1540

1541

ENV

ENV

ENV

1542

1543

1544

ENV

ENV

ENV

1545

1546

1547

ENV

ENV

ENV

1548

1549

1550

ENV

ENV

ENV

1551

1552

ENV

ENV

ENV


REGISTRATION

EC-HTA

N177US

PT-MZU

N178US

N328NB

N179UW

N840UA

N484TA

F-GRHX

N180US

CC-COI

N825AW

N524JB

G-EUOB

EC-HTB

N181UW

B-2219

N478UA

N826AW

N371NW

N182UW

G-EUOC

N479UA

N183UW

EC-HTC

B-2215

B-2220

N329NB

OH-LXC

N841UA

N526JB

N827AW

CC-COK

N330NB

EC-HTD

B-2216

N828AW

0183

0119

0155

0209

0529

0203

0478

0826

0371

0182

0027

0479

0841

0526

0827

0008

0530

0162

0156

0828

0965

0180

0007

0825

0524

0026

0118

0181

0208

FSN

0117

0177

0108

0178

0528

0179

0840

0219

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

IBE03 0028

USA03 0017

TAM02 0008

USA03 0018

NWA03 0028

USA03 0019

UAL04 0012

TAI04 0010

AFR03 0023

USA03 0020

LAN01 0007

AWE02 0021

J3K01 0008

BAW01 0026

IBE03 0029

USA03 0021

CES01 0008

UAL03 0020

AWE02 0022

NWA02 0021

USA03 0022

BAW01 0027

UAL03 0021

USA03 0023

IBE03 0030

G8E05 0006

CES01 0009

NWA03 0029

FIN03 0003

UAL04 0013

J3K01 0009

AWE02 0023

LAN01 0008

NWA03 0030

IBE03 0031

G8E05 0007

AWE02 0024

Page 59 of 90


1580

1581

1582

1583

1584

1585

1573

1574

1575

1576

1577

1578

1579

1567

1568

1569

1570

1571

1572

MSN OPERATOR ID

1553 ENV

1554

1555

ENV

ENV

1557

1558

1559

1560

1561

ENV

ENV

ENV

ENV

1562

1563

1564

1565

1566

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1586

1587

1588

1589

1590

ENV

ENV

ENV

ENV

ENV

ENV


0843

0029

0305

0831

0287

0003

0904

0531

0009

0842

0532

0001

0204

FSN

0202

0203

0480

0527

0028

0481

0903

0005

0286

0829

0260

0830

0001

0109

0844

0533

0905

0482

0845

0483

0001

0204

0001

0030

REGISTRATION

D-ALTF

EC-IIG

N480UA

N527JB

G-EUOD

N481UA

N903FR

9V-SLE

C-GITP

N829AW

N260AV

N830AW

A7-ADA

N331NB

CC-COL

N842UA

N332NB

G-OOAS

EC-IGK

N843UA

G-EUOE

N475TA

N831AW

C-GITQ

EC-HZU

N904FR

PT-MZW

N844UA

N333NB

N905FR

N482UA

N845UA

N483UA

OY-KBK

OH-LXD

VP-CIE

G-EUOF

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G2F01 0002

IBE04 0003

UAL03 0022

J3K01 0010

BAW01 0028

UAL03 0023

FFT01 0002

SLK01 0005

ACA03 0001

AWE02 0025

G8E03 0010

AWE02 0026

QTR01 0001

NWA03 0031

LAN01 0009

UAL04 0014

NWA03 0032

AMM01 0001

IBE04 0004

UAL04 0015

BAW01 0029

TAI03 0005

AWE02 0027

ACA03 0002

G8E03 0011

G8E05 0008

TAM02 0009

UAL04 0016

NWA03 0033

FFT01 0003

UAL03 0024

UAL04 0017

UAL03 0025

SAS01 0001

FIN03 0004

C8J01 0007

BAW01 0030

Page 60 of 90


MSN OPERATOR ID

1591 ENV

1592

1593

ENV

ENV

1594

1595

1596

1597

1598

1600

1601

ENV

ENV

ENV

ENV

ENV

ENV

1602

1603

1604

ENV

ENV

ENV

1605

1606

1607

ENV

ENV

ENV

1608

1609

1610

ENV

ENV

ENV

1611

1612

1613

ENV

ENV

ENV

1614

1615

1616

ENV

ENV

ENV

ENV

ENV 1617

1618

1619

1620

1621

1622

1623

1624

ENV

ENV

ENV

ENV

ENV

ENV

1625

1626

1627

1628

ENV

ENV

ENV

ENV

ENV


0011

0484

0529

0452

0051

0112

0451

0158

0032

0002

0033

0302

FSN

0528

0001

0110

0031

0111

0301

0101

0001

0846

0157

0302

0261

0966

0485

0201

0002

0486

0664

0967

0453

0220

0002

0010

0847

0113

PT-MZX

B-2281

N261AV

F-GRHY

N485UA

N618MX

OY-KBL

N486UA

N664AW

F-GRHZ

C-GIUB

EI-TAB

N62TY

CC-COM

N847UA

PT-MZY

REGISTRATION

N528JB

3B-NBF

PT-MZZ

G-EUOG

PR-MAA

B-2280

EC-IAG

XA-UAQ

N846UA

B-2217

C-GITU

B-2222

G-EUOH

G-OOAT

G-EUOI

D-ALSD

PR-MAH

N484UA

N529JB

C-GITY

N612MX

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

J3K01 0011

MAU01 0001

TAM02 0010

BAW01 0031

TAM02 0011

CBF01 0001

IWD01 0001

CMM01 0001

UAL04 0018

G8E05 0009

ACA04 0001

G8E05 0010

BAW01 0032

AMM01 0002

BAW01 0033

S2A07 0001

TAI03 0006

UAL03 0026

J3K01 0012

ACA04 0002

CMM01 0002

TAM02 0012

CBF01 0002

G8E03 0012

AFR03 0024

UAL03 0027

SAB02 0016

SAS01 0002

UAL03 0028

AWE03 0012

AFR03 0025

ACA04 0003

TAI04 0011

CMM01 0003

LAN01 0010

UAL04 0019

TAM02 0013

Page 61 of 90


MSN OPERATOR ID

1629 ENV

1630

1631

ENV

ENV

1632

1633

1634

1635

1636

ENV

ENV

ENV

ENV

1637

1638

1639

1640

1641

1642

1643

1644

1645

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1646

1647

1648

1649

1650

ENV

ENV

ENV

ENV

ENV

1651

1652

1653

ENV

ENV

ENV

ENV

ENV 1654

1655

1656

1657

1658

1659

1660

1661

ENV

ENV

ENV

ENV

ENV

ENV

1662

1663

1664

1665

ENV

ENV

ENV

ENV

ENV


0374

0848

0002

0849

0531

0184

0533

0850

0151

0120

0101

0003

0455

0210

0968

0373

0003

0832

0665

0969

FSN

0301

0288

0103

0454

0372

0202

0005

0201

0102

0136

0534

0805

0201

0535

0114

0851

0208

REGISTRATION

D-ALSA

C-GITT

EC-IAZ

C-GIUE

N372NW

N634MX

HA-LPB

HL7711

G-OOAU

C-GIUF

B-2221

F-GRXA

N373NW

OY-KBB

N832AW

N665AW

F-GRXB

N374NW

N848UA

A7-ADB

N849UA

N531JB

N184US

N533JB

N850UA

B-2225

EC-IEF

A7-CJA

EC-ICK

F-GTAK

N334NB

N805FR

G-EUUA

N335NB

PR-MAB

N851UA

G-EUUH

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

G2F02 0001

ACA03 0003

JKK02 0003

ACA04 0004

NWA02 0022

SAB02 0017

AES02 0001

AAR02 0003

AMM01 0003

ACA04 0005

CES01 0010

AFR03 0026

NWA02 0023

SAS01 0003

AWE02 0028

AWE03 0013

AFR03 0027

NWA02 0024

UAL04 0020

QTR01 0002

UAL04 0021

J3K01 0013

USA03 0024

J3K01 0014

UAL04 0022

C9G07 0001

IBE03 0032

C8J01 0008

IWD01 0002

AFR02 0007

NWA03 0034

FFT02 0005

BAW03 0001

NWA03 0035

TAM02 0014

UAL04 0023

BAW03 0008

Page 62 of 90


MSN OPERATOR ID

1666 ENV

1667

1668

ENV

ENV

1669

1670

1671

1672

1673

ENV

ENV

ENV

ENV

1674

1675

1676

1677

1678

1679

1680

1681

1682

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1683

1684

1685

1686

ENV

ENV

ENV

ENV

ENV

1687

1688

1689

1690

ENV

ENV

ENV

ENV

ENV 1691

1692

1693

1694

1695

1696

1697

1698

ENV

ENV

ENV

ENV

ENV

ENV

1699

1700

1701

1702

ENV

ENV

ENV

ENV

ENV


0536

0906

0537

0201

0002

0853

0202

0001

0137

0301

0538

0121

0004

0221

0984

0205

0152

0488

0205

0104

FSN

0185

0001

0289

0487

0251

0852

0115

0290

0122

0104

0203

0304

0104

0985

0012

0186

0489

REGISTRATION

N185UW

CS-TMW

C-GJTC

N487UA

HL7712

N852UA

PR-MAC

C-GJTA

EC-IEG

OY-KBH

EI-TAC

F-GRXC

OH-LXE

B-2223

N488UA

EC-ILO

EC-ICL

N336NB

N906FR

N337NB

C-FTDQ

G-TTOB

N853UA

G-EUUB

G-MEDF

F-GTAL

F-GRSN

N338NB

EC-IEI

B-HTG

G-EUUC

G-MIDR

9V-SBD

F-GRXD

TS-IMP

N186US

N489UA

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

USA03 0025

G2F01 0003

ACA03 0004

UAL03 0029

C9G06 0001

UAL04 0024

TAM02 0015

ACA03 0005

IBE03 0033

SAS01 0004

TAI04 0012

AFR03 0028

FIN03 0005

C9G07 0002

UAL03 0030

IBE04 0005

JKK02 0004

NWA03 0036

G8E05 0011

NWA03 0037

B2A01 0001

BAW04 0001

UAL04 0025

BAW03 0002

BAW05 0001

AFR02 0008

G2F03 0001

NWA03 0038

IBE03 0034

I2L15 0001

BAW03 0003

BMA02 0009

SLK02 0004

AFR03 0029

TAR03 0004

USA03 0026

UAL03 0031

Page 63 of 90


MSN OPERATOR ID

1703 ENV

1704

1705

ENV

ENV

1706

1707

1708

1709

1710

ENV

ENV

ENV

ENV

1711

1712

1713

1714

1715

1716

1717

1718

1719

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1720

1721

1722

1723

1724

1725

ENV

ENV

ENV

ENV

ENV

ENV

1726

1727

1728

ENV

ENV

ENV

1729

1730

1731

ENV

ENV

ENV

1732

1733

1734

ENV

ENV

ENV

1735

1736

ENV

ENV

ENV

1737

1738

1739

ENV

ENV

ENV


0456

0253

0490

0101

0222

0854

0353

0056

0201

0004

0188

0262

0002

0206

0203

0540

0003

0206

0019

0291

0235

FSN

0012

0187

0534

0101

0103

0212

0539

0667

0305

0986

0053

0207

0123

0855

0541

0535

REGISTRATION

PR-MAI

N187US

N534JB

N706MX

G-OZBE

G-EUUL

N339NB

N667AW

G-MEDG

OH-LXF

CS-TJG

N340NB

G-TTOC

EC-ILP

EC-ICN

C-GJVS

C-GJVT

G-OOAV

B-HSK

I-BIMA

G-TTOD

N188US

N262AV

C-GJVX

D-APAC

N490UA

5B-DBO

N486TA

N854UA

G-MIDP

F-GRXE

HL7713

OH-LXG

EC-ILQ

N855UA

N341NB

N535JB

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

TAI03 0007

USA03 0027

J3K01 0015

CMM01 0004

MON02 0001

BAW03 0012

NWA03 0039

AWE03 0014

BAW05 0002

FIN03 0006

TAP03 0003

NWA03 0040

BAW04 0002

IBE04 0006

G8E03 0013

ACA03 0006

ACA05 0001

AMM02 0001

HDA01 0003

AZA04 0001

BAW04 0003

USA03 0028

G8E03 0014

ACA04 0006

C8J02 0001

UAL03 0032

CYP02 0001

TAI04 0013

UAL04 0026

BMA02 0010

AFR03 0030

AAR02 0004

FIN03 0007

IBE03 0035

UAL04 0027

NWA03 0041

J3K01 0016

Page 64 of 90


MSN OPERATOR ID

1740 ENV

1741

1742

ENV

ENV

1743

1744

1745

1746

1747

ENV

ENV

ENV

ENV

1748

1749

1750

1751

1752

1753

1754

1755

1756

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1757

1758

1759

1760

1761

1762

ENV

ENV

ENV

ENV

ENV

ENV

1763

1764

1765

ENV

ENV

ENV

1766

1767

ENV

ENV

ENV

1768

1769

1770

ENV

ENV

ENV

ENV 1771

1772

1773

1774

1775

1776

ENV

ENV

ENV

ENV

ENV


0402

0601

0908

0204

0909

0102

0104

0668

0294

0544

0004

0102

0001

0204

0116

0458

0003

0545

0020

0303

0457

0151

0102

0104

0543

0153

0005

0492

0293

FSN

0202

0491

0292

0907

0002

0203

0542

0103

C-GJWE

EI-DJI

B-MAK

N908FR

G-EUUD

N909FR

D-ALTG

G-OZBF

N668AW

C-GJWF

N344NB

EC-IEQ

5B-DBP

EC-JDK

I-BIMO

PR-MAD

REGISTRATION

I-BIME

N491UA

C-GJVY

N907FR

TS-INC

I-BIMI

N342NB

6Y-JMI

C-GJWD

EC-IEJ

N750MX

6Y-JMJ

N343NB

B-2339

G-TTOE

N492UA

C-GJWI

A7-ADC

N345NB

EC-IEP

B-2282

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AZA04 0002

UAL03 0033

ACA03 0007

FFT01 0004

LBT01 0002

AZA04 0003

NWA03 0042

C9G08 0001

ACA04 0007

JKK02 0005

CMM01 0005

G8E03 0015

NWA03 0043

CMM01 0006

BAW04 0004

UAL03 0034

ACA03 0008

I2L12 0001

I2L16 0001

G8E05 0012

BAW03 0004

FFT01 0005

LTU01 0001

MON02 0002

AWE03 0015

ACA03 0009

NWA03 0044

G8E03 0016

CYP02 0002

G2F03 0002

AZA04 0004

TAM02 0016

ACA04 0008

QTR01 0003

NWA03 0045

G8E03 0017

CBF01 0003

Page 65 of 90


MSN OPERATOR ID

1777 ENV

1778

1779

ENV

ENV

1780

1781

1782

1783

1784

ENV

ENV

ENV

ENV

1785

1786

1787

1788

1789

1790

1791

1792

1793

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1794

1795

1796

1797

1798

1799

ENV

ENV

ENV

ENV

ENV

ENV

1800

1801

1802

ENV

ENV

ENV

1803

1804

1805

ENV

ENV

ENV

1806

1807

1808

ENV

ENV

ENV

1809

1810

1811

ENV

ENV

ENV

1812

1814

ENV

ENV

ENV


REGISTRATION

G-OOAW

B-2227

I-BIMJ

OY-VKL

N910FR

G-EUUE

C-GJWN

N536JB

N537JB

B-2226

OO-TCJ

B-2283

N375NC

B-MAL

OH-LVE

N669AW

EC-ILR

N586NK

MM-62209

N346NB

D-ALTH

OY-KBE

CS-TNM

N347NB

PR-MAL

N542JB

N912FR

PR-MAE

C-GKNW

D-ALTI

OY-KBF

OH-LVF

EC-ILS

N348NB

C-GJWO

N376NW

G-EUUF

0547

0007

0542

0912

0117

0295

0004

0003

0546

0001

0005

0304

0103

0006

0106

0125

0548

0460

0376

0206

0537

0160

0303

0304

0375

0602

0105

0669

0124

FSN

0403

0159

0205

0404

0910

0205

0459

0536

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AMM01 0004

G8E05 0013

AZA04 0005

I2L14 0001

FFT01 0006

BAW03 0005

ACA04 0009

J3K01 0017

J3K01 0018

G8E05 0014

G2F03 0003

CBF01 0004

NWA02 0025

I2L16 0002

FIN02 0005

AWE03 0016

IBE03 0036

D2F02 0001

C8J02 0002

NWA03 0046

LTU01 0002

SAS01 0005

TAP02 0007

NWA03 0047

TAM01 0007

J3K01 0019

G8E05 0015

TAM02 0017

ACA03 0010

LTU01 0003

SAS01 0006

FIN02 0006

IBE03 0037

NWA03 0048

ACA04 0010

NWA02 0026

BAW03 0006

Page 66 of 90


MSN OPERATOR ID

1815 ENV

1816

1817

ENV

ENV

1818

1819

1820

1821

1823

ENV

ENV

ENV

ENV

1824

1825

1826

1827

1828

1829

1831

1832

1833

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1834

1835

1836

1837

1838

1839

ENV

ENV

ENV

ENV

ENV

ENV

1840

1841

1842

ENV

ENV

ENV

1843

1844

1845

ENV

ENV

ENV

1846

1847

1848

ENV

ENV

ENV

1849

1850

1851

ENV

ENV

ENV

1852

1853

ENV

ENV

ENV


REGISTRATION

N349NB

CS-TNN

LN-RKI

PR-MAJ

N350NB

N351NB

N493UA

N543JB

N352NB

PR-MAK

PR-MAM

N546JB

N353NB

G-EUUG

PR-MAN

PR-MAG

N354NB

N834VX

N544JB

EC-IJN

PR-MAO

D-ALTJ

N355NB

N494UA

N914FR

N495UA

EC-IJU

N833AW

N496UA

C-GTDX

N497UA

SE-REG

N547JB

B-MAP

N915FR

I-EEZC

C-GKOB

0494

0914

0495

0003

0833

0496

0006

0544

0207

0010

0002

0555

0201

0497

0008

0547

0254

0915

0306

0296

0552

0119

0008

0546

0553

0207

0009

0120

0554

FSN

0549

0305

0007

0118

0550

0551

0493

0543

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

NWA03 0049

TAP02 0008

SAS01 0007

TAM02 0018

NWA03 0050

NWA03 0051

UAL03 0035

J3K01 0020

NWA03 0052

TAM02 0019

TAM01 0008

J3K01 0021

NWA03 0053

BAW03 0007

TAM01 0009

TAM02 0020

NWA03 0054

AES02 0002

J3K01 0022

IBE04 0007

TAM01 0010

LTU01 0004

NWA03 0055

UAL03 0036

G8E05 0016

UAL03 0037

JKK01 0003

AWE02 0029

UAL03 0038

C9G10 0001

UAL03 0039

SAS01 0008

J3K01 0023

I2L18 0001

FFT01 0008

G2X04 0001

ACA03 0011

Page 67 of 90


1883

1884

1885

1886

1887

1888

1889

1890

MSN OPERATOR ID

1854 ENV

1855

1856

1857

1858

1859

ENV

ENV

ENV

ENV

ENV

1860

1861

1862

1863

ENV

ENV

ENV

1864

1865

1866

ENV

ENV

ENV

1867

1868

1869

ENV

ENV

ENV

1870

1871

1872

ENV

ENV

ENV

1873

1874

1875

ENV

ENV

ENV

1876

1877

ENV

ENV

ENV

1878

1879

1880

1881

1882

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0556

0209

0652

0603

0237

0557

0236

0498

0651

0264

0548

0103

0916

0013

0001

0652

FSN

0011

0013

0051

0153

0012

0138

0263

0552

0152

0913

0254

0001

0653

0210

0654

0604

0297

0051

0154

0102

0917

N357NB

N916FR

CC-COQ

F-ORME

F-GKXE

D-APAD

OY-VKA

N882MX

G-EUUJ

C-GTDT

F-GKXF

C-GKOC

OY-VKE

PR-MAR

OY-VKM

N917FR

REGISTRATION

CC-COO

PR-MAQ

TC-JLJ

PR-MAP

CC-COP

F-GTAM

N263AV

N552JB

EC-IIZ

N913FR

C-GKOD

N498UA

N866MX

N264AV

N548JB

G-TTIC

N356NB

G-EUUI

N872MX

F-GKXD

C-GKOE

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

LAN01 0011

TAM01 0011

S2A05 0002

TAM02 0021

LAN01 0012

AFR02 0009

G8E03 0018

J3K01 0028

JKK02 0006

FFT01 0007

ACA05 0002

UAL03 0040

MXA02 0001

G8E03 0019

J3K01 0024

BAW02 0003

NWA03 0056

BAW03 0009

MXA02 0002

AFR06 0001

ACA05 0003

NWA03 0057

FFT01 0009

LAN01 0013

MEA01 0001

AFR06 0002

C8J02 0003

AIH02 0001

MXA02 0003

BAW03 0010

I2L19 0001

AFR07 0001

ACA03 0012

AIH03 0001

S2A05 0003

AIH01 0001

FFT01 0010

Page 68 of 90


1920

1921

1922

1923

1924

1925

1926

1927

1928

1913

1914

1915

1916

1917

1918

1907

1908

1909

1910

1911

1912

1901

1902

1903

1904

1905

1906

MSN OPERATOR ID

1891 ENV

1892

1893

ENV

ENV

1894

1895

ENV

ENV

1896

1897

1898

1899

1900

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0107

0559

0006

0307

0002

0018

0214

0212

0604

0208

0105

0558

0559

0606

0656

0255

0561

0201

0556

0354

0211

0213

0001

0052

0554

0211

0605

0655

0008

0014

FSN

0550

0007

0603

0653

0004

0553

0558

REGISTRATION

N550JB

HA-LPE

B-MAM

F-GKXG

A7-ADD

N553JB

N358NB

N554JB

G-EUUK

F-GKXJ

C-GTDS

HA-LPD

CC-COT

N556JB

6Y-JMR

B-2228

G-EUUM

HS-TYR

TC-JLK

G-EUUN

B-2229

B-MAN

OH-LXH

EC-ILH

N558JB

OH-LVG

N559JB

G-TTOF

I-EEZD

OY-VKB

G-MEDH

N359NB

F-GKXH

N925MX

B-MAQ

N561JB

A7-ADS

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

J3K01 0025

AES02 0003

I2L16 0003

AFR06 0003

QTR01 0004

J3K01 0026

NWA03 0058

J3K01 0027

BAW03 0011

AFR07 0002

I2L19 0002

AES02 0004

LAN01 0014

J3K01 0029

I2L21 0001

CES02 0001

BAW03 0013

C8J02 0004

S2A05 0004

BAW03 0014

CES02 0002

I2L16 0004

FIN03 0008

JKK02 0007

J3K01 0030

FIN02 0007

I2L09 0007

BAW04 0005

G2X04 0002

AIH02 0002

S2A05 0005

NWA03 0059

AFR10 0001

MXA02 0004

I2L18 0002

J3K01 0031

QTR02 0001

Page 69 of 90


MSN OPERATOR ID

1929 ENV

1931

1932

ENV

ENV

1933

1934

1935

1936

1937

ENV

ENV

ENV

ENV

1938

1939

1940

1941

1942

1943

1944

1945

1946

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1947

1948

1949

1950

1951

1952

ENV

ENV

ENV

ENV

ENV

ENV

1953

1954

1955

ENV

ENV

ENV

1956

1957

ENV

ENV

ENV

1958

1959

1960

1961

1962

ENV

ENV

ENV

ENV

1963

1964

1965

1966

ENV

ENV

ENV

ENV

ENV


0251

0562

0607

0201

0254

0307

0002

0104

0252

0003

0005

0970

0801

0238

0105

0103

0918

0019

0020

0052

FSN

0101

0003

0003

0106

0306

0601

0002

0308

0215

0560

0004

0101

0605

0298

0213

0105

0355

EC-INB

D-APAA

N562JB

F-GKXI

I-LIVA

HB-IJU

N477TA

F-ORMF

OY-VKS

D-APAB

F-ORMG

A7-ADE

G-EUUO

N360NB

OY-VKD

G-SUEW

REGISTRATION

D-AICM

D-ALTK

OY-VKC

EC-IMB

N476TA

N601AW

3B-NBH

I-EEZE

F-GRXF

N801FR

C-FZUB

G-OZBG

OY-VKR

N918FR

PH-MPD

PH-MPE

B-MAO

C-FWTF

B-2230

G-DHJZ

6Y-JMS

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CFG02 0001

LTU01 0005

AIH02 0003

JKK02 0008

TAI03 0008

B2A01 0002

MAU01 0002

G2X04 0003

AFR09 0001

FFT02 0001

ACA05 0004

MON02 0003

AIH04 0001

FFT01 0011

S2A05 0006

S2A05 0007

I2L10 0002

C9G11 0001

J3K01 0032

AFR10 0002

S2A08 0001

I2L22 0001

TAI03 0009

MEA01 0002

AIH04 0002

C9G11 0002

MEA01 0003

QTR01 0005

BAW03 0015

NWA03 0060

AIH03 0002

AIH04 0003

I2L16 0005

ACA03 0013

CES02 0003

AIH04 0004

I2L21 0002

Page 70 of 90


MSN OPERATOR ID

1967 ENV

1968

1969

ENV

ENV

1970

1971

1972

1973

1974

ENV

ENV

ENV

ENV

1975

1976

1977

1978

1979

1980

1981

1982

1983

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

1984

1986

1987

1988

1989

1990

ENV

ENV

ENV

ENV

ENV

ENV

1991

1992

1993

ENV

ENV

ENV

1994

1995

1996

ENV

ENV

ENV

1997

1998

1999

ENV

ENV

ENV

2000

2001

2002

ENV

ENV

ENV

2003

2004

ENV

ENV

ENV


REGISTRATION

F-ORMH

G-TCKE

G-TTOG

I-LIVB

B-6018

G-SMTJ

JA201A

B-2284

OO-TCI

N361NB

F-ORMI

OH-LZE

EC-INM

N919FR

B-6001

N362NB

I-EEZF

B-HTH

B-6019

G-MIDO

6Y-JMW

OH-LXI

N363NB

N802FR

SX-BVB

G-TTOH

D-ALSB

B-2285

TC-JLL

N920FR

EC-IOH

F-GYAS

B-6022

I-EEZG

N364NB

G-KKAZ

B-6020

0802

0101

0008

0351

0306

0053

0151

0102

0206

0356

0209

0563

0920

0108

0101

0001

0026

0564

0106

0103

0309

0561

0005

0005

0107

0919

0214

0562

0025

FSN

0004

0102

0007

0202

0101

0052

0026

0305

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

MEA01 0004

CFG02 0002

BAW04 0006

S2A08 0002

I2L23 0001

AIH03 0003

ANA03 0001

CBF01 0005

G2X04 0004

NWA03 0061

MEA01 0005

FIN01 0005

JKK02 0009

G8E05 0017

CES02 0004

NWA03 0062

G8E03 0020

HDA02 0001

I2L23 0002

BMA02 0011

I2L21 0003

FIN03 0009

NWA03 0063

FFT02 0002

C9G09 0001

BAW04 0007

LTU02 0001

CBF01 0006

S2A05 0008

G8E05 0018

JKK02 0010

C8J02 0005

CCA01 0001

G8E03 0021

NWA03 0064

AIH04 0005

I2L23 0003

Page 71 of 90


MSN OPERATOR ID

2005 ENV

2006

2007

ENV

ENV

2008

2009

2010

2011

2012

ENV

ENV

ENV

ENV

2013

2014

2015

2016

2017

2018

2019

2020

2021

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2022

2023

2024

2026

2027

2028

ENV

ENV

ENV

ENV

ENV

ENV

2029

2030

2031

ENV

ENV

ENV

2032

2033

2034

ENV

ENV

ENV

2035

2036

2037

ENV

ENV

ENV

2038

2039

2040

ENV

ENV

ENV

2041

2042

ENV

ENV

ENV


REGISTRATION

D-ALSC

N563JB

B-6023

B-6021

D-ALTL

N921FR

EC-INZ

N922FR

N365NB

HC-CDY

B-6024

SX-BVC

N803FR

C-FXCD

N923FR

N564JB

B-HTI

B-6002

V8-RBP

HB-IJV

N366NB

EC-IPI

N567NB

N670AW

N924FR

N565JB

V8-RBR

I-BIMB

B-6003

F-GUGA

B-6005

G-EZAM

G-EUUP

N568NB

G-EUUR

HL7722

N566JB

0670

0924

0565

0002

0206

0216

0215

0001

0255

0566

0109

0567

0801

0217

0001

0216

0568

0217

0202

0566

0565

0401

0003

0102

0803

0239

0923

0564

0152

FSN

0352

0563

0002

0104

0004

0921

0103

0922

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

LTU02 0002

J3K01 0033

CCA01 0002

I2L23 0004

LTU01 0006

FFT01 0012

IWD01 0003

G8E05 0019

NWA03 0065

G2X04 0005

CCA01 0003

C9G09 0002

FFT02 0003

ACA05 0005

G8E05 0020

J3K01 0034

HDA02 0002

CES02 0005

RBA02 0001

I2L22 0002

NWA03 0066

JKK02 0011

NWA03 0067

AWE03 0017

G8E05 0021

J3K01 0035

RBA02 0002

AZA04 0006

CES02 0006

AFR08 0001

CES02 0007

EZY01 0001

BAW03 0016

NWA03 0068

BAW03 0017

AAR02 0005

J3K01 0036

Page 72 of 90


MSN OPERATOR ID

2043 ENV

2044

2045

ENV

ENV

2046

2047

2048

2049

2050

ENV

ENV

ENV

ENV

2051

2052

2053

2054

2055

2056

2057

2058

2059

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2060

2061

2062

2063

2064

2065

ENV

ENV

ENV

ENV

ENV

ENV

2066

2067

2068

ENV

ENV

ENV

2069

2070

2071

ENV

ENV

ENV

2072

2073

2074

ENV

ENV

ENV

2075

2076

2077

ENV

ENV

ENV

2078

2079

ENV

ENV

ENV


REGISTRATION

G-EZDC

HC-CDZ

HL7723

9K-AKD

N369NB

6Y-JMK

B-6008

G-EZNC

N804FR

VP-BWA

G-EZMH

JA202A

F-ORMJ

B-6007

I-BIMC

9V-SLF

F-GUGB

TC-JMG

JA203A

G-EZSM

N568JB

CN-RNX

OH-LXK

XA-CMA

B-2288

B-6006

VP-BDM

SU-GBZ

F-GUGC

VP-BDN

SU-GCA

I-BIMD

N569JB

CN-RNY

N671AW

XA-MXA

SU-GCB

0202

0307

0220

0002

0201

0803

0204

0028

0005

0568

0001

0210

0003

0202

0208

0569

0002

0671

0203

0203

0804

0001

0004

0027

0006

0219

0207

0006

0802

FSN

0002

0402

0203

0004

0569

0405

0218

0003

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

EZY01 0002

G2X04 0006

AAR02 0006

KAC02 0001

NWA03 0069

I2L24 0001

CES02 0008

EZY01 0003

FFT02 0004

AFL02 0001

EZY01 0004

ANA03 0002

MEA01 0006

CES02 0009

AZA04 0007

SLK01 0006

AFR08 0002

AIH03 0004

ANA03 0003

EZY01 0005

J3K01 0037

RAM01 0001

FIN03 0010

MXA02 0005

CBF01 0007

CES02 0010

AFL02 0002

MSR03 0001

AFR08 0003

AFL02 0003

MSR03 0002

AZA04 0008

J3K01 0038

RAM01 0002

AWE03 0018

MXA02 0006

MSR03 0003

Page 73 of 90


MSN OPERATOR ID

2080 ENV

2081

2082

ENV

ENV

2083

2084

2085

2086

2087

ENV

ENV

ENV

ENV

2088

2089

2090

2091

2092

2093

2094

2095

2096

2097

2098

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2099

2100

2101

ENV

ENV

ENV

2102

2103

2104

ENV

ENV

ENV

ENV

ENV 2105

2106

2107

ENV

ENV

2108

2109

2110

2112

ENV

ENV

ENV

2113

2114

2115

ENV

ENV

ENV

2116

2117

ENV

ENV

ENV


0570

0805

0211

0224

0925

0126

0106

0101

0202

0103

0806

0054

0003

0701

0002

0208

0102

0055

0204

0101

0002

0004

0378

0051

0205

FSN

0308

0804

0377

0209

0223

0001

0210

0570

0571

0102

0006

0401

REGISTRATION

B-2287

F-GUGD

N377NW

I-BIMF

N487TA

ZK-OJA

I-BIMG

N370NB

SU-GCC

CC-COU

ZK-OJB

VP-BDO

N378NW

VP-BWG

SU-GCD

N371NB

CC-COX

A7-ADF

G-DBCA

N570JB

F-GUGE

I-BIMH

N489TA

N925FR

EC-JFH

G-OZBH

VP-BDK

A7-ADT

D-ARFD

F-GUGF

HL7729

ZK-OJC

9H-AEG

EC-JDO

EC-ITN

VP-BWD

TC-KTD

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CBF01 0008

AFR08 0004

NWA02 0027

AZA04 0009

TAI04 0014

ANZ01 0001

AZA04 0010

NWA03 0070

MSR03 0004

LAN02 0001

ANZ01 0002

AFL02 0004

NWA02 0028

AFL02 0005

MSR03 0005

NWA03 0071

LAN02 0002

QTR01 0006

BMA04 0001

J3K01 0039

AFR08 0005

AZA04 0011

TAI04 0015

FFT01 0013

IBE03 0038

MON02 0004

AFL01 0001

QTR02 0002

C9G09 0003

AFR08 0006

AAR04 0001

ANZ01 0003

I2L26 0001

AIH01 0002

IBE04 0008

AFL01 0002

AIH03 0005

Page 74 of 90


2148

2149

2150

2151

2152

2153

2154

2134

2135

2136

2137

2138

2139

2140

2141

2142

2143

2128

2129

2130

2131

2132

2133

2122

2123

2124

2125

2126

2127

MSN OPERATOR ID

2118 ENV

2119

2120

ENV

ENV

2121 ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2144

2145

2146

2147

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0256

0101

0580

0009

0008

0102

0654

0581

0406

0127

0104

0008

0004

0451

0579

0103

FSN

0225

0006

0007

0007

0702

0027

0110

0571

0657

0212

0104

0240

0211

0582

0005

0584

0583

0105

0001

0006

0212

REGISTRATION

N488TA

G-EZEA

G-EZEB

A7-ADG

9H-AEH

EC-ISI

OH-LVK

N571JB

XA-NCA

I-BIML

D-ARFF

G-EZEC

ZK-OJD

OE-LDA

N579JB

VP-BWE

HB-IJW

V8-RBS

N580JB

G-TTOI

A7-ADH

V8-RBT

F-GKXK

N581JB

9H-AEF

EC-JFG

VP-BWF

C-FZQS

OH-LXL

N582JB

ZK-OJE

N584JB

N583JB

VP-BWH

F-OJSB

ZK-OJF

OH-LXM

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

TAI04 0016

EZY01 0006

EZY01 0007

QTR01 0007

I2L26 0002

G8E03 0022

FIN02 0008

J3K01 0040

MXA02 0007

AZA04 0012

C9G09 0004

EZY01 0008

ANZ01 0004

AUA05 0001

J3K01 0041

AFL01 0003

I2L22 0003

C9G09 0005

J3K01 0042

BAW04 0008

QTR01 0008

C9G09 0006

AFR06 0004

J3K01 0043

I2L25 0001

IBE03 0039

AFL01 0004

ACA05 0006

FIN03 0011

J3K01 0044

ANZ01 0005

I2L09 0008

J3K01 0045

AFL01 0005

ACI01 0001

ANZ01 0006

FIN03 0012

Page 75 of 90


2178

2179

2180

2181

2182

2183

2172

2173

2174

2175

2176

2177

2162

2163

2164

2165

2166

2167

MSN OPERATOR ID

2155 ENV

2156

2157

ENV

ENV

2158

2159

2160

2161

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2168

2169

2170

2171

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2184

2185

2186

2187

ENV

ENV

ENV

ENV

2188

2189

2190

2191

ENV

ENV

ENV

ENV

ENV


0310

0052

0101

0011

0408

0007

0004

0007

0452

0268

0010

0587

0012

0102

0703

0269

0006

0106

0023

0001

0412

0501

FSN

0224

0022

0010

0411

0585

0586

0009

0153

0101

0009

0407

0402

0409

0203

0205

REGISTRATION

B-6016

9V-VLA

G-TTOJ

A6-ABA

N585JB

N586JB

A7-ADI

RP-C3228

VP-BWI

9V-VLB

HB-XY7

A6-ABB

PH-MPF

EC-IVG

VH-JQG

G-EZED

B-6028

B-6031

ZK-OJG

OE-LDB

N268AV

G-EZEF

N587JB

9H-AER

VP-BWJ

G-OOAX

G-EZEG

B-6029

RP-C3227

HB-JZF

VH-JQL

9H-AEJ

N269AV

G-DBCB

9H-AEI

G-MEDJ

EI-DEA

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

CES02 0017

S2A05 0009

BAW04 0009

I2L28 0001

J3K01 0046

J3K01 0047

QTR01 0009

AIH01 0003

AFL01 0006

S2A05 0010

G8E03 0023

I2L28 0002

G2X04 0007

JKK02 0012

S2A05 0011

EZY01 0009

CES02 0011

CCA01 0004

ANZ01 0007

AUA05 0002

G8E03 0024

EZY01 0010

J3K01 0048

G2X04 0008

AFL02 0006

AMM01 0005

EZY01 0011

CES02 0012

AIH01 0004

EZY01 0012

S2A05 0012

I2L26 0003

G8E03 0025

BMA04 0002

I2L25 0002

S2A09 0001

I2L28 0003

Page 76 of 90


2215

2216

2217

2218

2219

2220

2209

2210

2211

2212

2213

2214

2203

2204

2205

2206

2207

2208

MSN OPERATOR ID

2193 ENV

2194

2195

ENV

ENV

2196

2197

ENV

ENV

2198

2199

2200

2201

2202

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2221

2222

2223

2224

2225

ENV

ENV

ENV

ENV

ENV

ENV

2226

2227

2228

2229

ENV

ENV

ENV

ENV

ENV


0206

0003

0006

0927

0110

0256

0105

0588

0005

0106

0502

0006

FSN

0672

0403

0105

0013

0103

0926

0410

0806

0222

0209

0223

0053

0111

0015

0128

0221

0751

0014

0589

0257

0207

0252

0004

0752

0003

REGISTRATION

N672AW

G-DBCC

9V-TAB

HB-JZG

VH-JQX

N926FR

B-6030

B-6039

N588JB

B-6032

B-6040

9V-TAA

B-6033

EI-DEB

EC-IZD

OH-LZF

N927FR

EC-IYG

SE-RDN

B-6015

F-GRXG

G-EZEJ

N589JB

SE-RDO

EI-DEC

N806FR

B-6009

EC-IXD

B-6010

VP-BWK

EC-IZK

G-EZEK

EC-IZH

HL7730

EC-JAB

F-GRXH

B-HSL

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

AWE03 0019

BMA04 0003

C9G09 0007

EZY01 0013

S2A05 0013

FFT01 0014

CES02 0013

I2L30 0001

J3K01 0049

CCA01 0005

I2L30 0002

G2X04 0009

CCA01 0006

I2L28 0004

C9G09 0008

FIN01 0006

FFT01 0015

JKK02 0013

I2L29 0001

CES02 0014

AFR11 0001

EZY01 0014

J3K01 0050

I2L29 0002

I2L28 0005

FFT02 0006

CES02 0015

IBE04 0009

CES02 0016

AFL02 0007

JKK02 0014

EZY01 0015

IBE03 0040

AAR04 0002

AIH04 0006

AFR11 0002

HDA03 0001

Page 77 of 90


MSN OPERATOR ID

2230 ENV

2231

2232

ENV

ENV

2233

2234

2235

2236

2237

ENV

ENV

ENV

ENV

2238

2239

2240

2241

2242

2243

2244

2245

2246

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2247

2248

2249

2250

2251

2252

ENV

ENV

ENV

ENV

ENV

ENV

2253

2254

2255

ENV

ENV

ENV

2256

2257

2258

ENV

ENV

ENV

2259

2260

2261

ENV

ENV

ENV

2262

2263

2264

ENV

ENV

ENV

2265

2266

ENV

ENV

ENV


REGISTRATION

HB-JZH

N590JB

B-6041

VP-BWM

G-OZBI

B-6011

N928FR

B-6034

B-HSM

B-6012

N929FR

N930FR

EC-IZR

VP-BWL

B-6013

HB-JZI

N591JB

HL7731

XA-UDU

G-EZEO

EI-DEE

G-EZEP

9V-SLG

N931FR

HS-PGU

VN-A344

EI-DEF

ZK-OJH

N932FR

N592JB

N933FR

VN-A345

OE-LDC

FAB2101

EC-JAZ

HB-JZJ

OH-LVL

0931

0001

0001

0209

0008

0932

0204

0130

0018

0208

0019

0007

0592

0933

0002

0453

0001

0301

0020

0111

0004

0226

0929

0930

0129

0054

0227

0017

0591

FSN

0016

0590

0107

0151

0107

0225

0928

0101

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

EZY01 0016

J3K01 0051

I2L30 0003

AFL01 0007

MON02 0005

CES02 0018

FFT01 0016

CCA02 0001

HDA03 0002

CES02 0019

G8E05 0022

FFT01 0017

IBE03 0041

AFL02 0008

CES02 0020

EZY01 0017

J3K01 0052

AAR02 0007

IBE03 0042

EZY01 0018

EIN04 0001

EZY01 0019

SLK01 0007

G8E05 0023

D2F01 0001

HVN01 0001

EIN04 0002

ANZ01 0008

FFT01 0018

J3K01 0053

G8E05 0024

HVN01 0002

AUA05 0003

C8J02 0007

IBE05 0001

EZY01 0020

FIN02 0009

Page 78 of 90


2293

2294

2295

2296

2297

2298

2299

2300

2301

2302

2303

MSN OPERATOR ID

2267 ENV

2268

2269

ENV

ENV

2270

2271

2272

2273

2274

ENV

ENV

ENV

ENV

2275

2276

2277

2278

2279

2280

2281

2282

2283

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2284

2285

2286

2287

2288

ENV

ENV

ENV

ENV

ENV

ENV

2289

2290

2291

2292

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0594

0103

0595

0934

0010

0023

0205

0414

0001

0201

0807

0803

0413

0753

0593

0002

0226

0022

FSN

0003

0001

0102

0210

0021

0210

0108

0228

0104

0211

0103

0804

0009

0105

0002

0024

0227

0834

0004

REGISTRATION

VN-A347

ZS-SFD

B-6035

G-EZEU

N594JB

B-6036

N595JB

N934FR

A7-ADJ

G-EZEV

HL7735

9H-AEK

VH-VQZ

G-EZET

EI-DEG

B-6042

B-6017

B-2403

N807FR

N803BR

A6-ABC

F-GRXI

N593JB

ZS-SFE

N490TA

B-6037

EI-DEH

CC-COY

N804BR

ZK-OJI

B-6038

VH-VQY

G-EZEW

N491TA

N834AW

VN-A348

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

HVN01 0003

SAA02 0001

CCA02 0002

IBE04 0010

EZY01 0021

EIN04 0003

I2L30 0004

CES02 0021

C9G09 0009

FFT02 0007

BLR01 0001

I2L28 0006

AFR11 0003

J3K01 0054

SAA02 0002

TAI04 0017

EZY01 0022

J3K01 0055

CCA02 0003

J3K01 0056

G8E05 0025

QTR01 0010

EZY01 0023

AAR02 0008

I2L25 0003

QFA01 0001

CCA02 0004

EIN04 0004

LAN02 0003

BLR01 0002

ANZ01 0009

CCA02 0005

QFA01 0002

EZY01 0024

TAI04 0018

AWE02 0030

HVN01 0004

Page 79 of 90


2331

2332

2333

2334

2335

2336

2323

2324

2325

2326

2327

2328

MSN OPERATOR ID

2304 ENV

2305

2306

ENV

ENV

2307

2308

2309

2310

2311

ENV

ENV

ENV

ENV

2312

2313

2314

2315

2316

2317

2318

2319

2320

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2321

2322

ENV

ENV

ENV

2329

2330

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2337

2338

2339

2340

ENV

ENV

ENV

ENV

ENV


0103

0104

0270

0004

0271

0801

0004

0201

0673

0301

0598

0302

0001

0807

0935

FSN

0104

0101

0001

0597

0003

0301

0002

0302

0025

0102

0105

0003

0002

0704

0802

0202

0805

0599

0202

0005

0308

0003

G-EUXD

CC-CPE

VH-VQX

G-EUXE

G-EUXF

N270AV

ZS-SFG

N271AV

XA-UBQ

VH-VQW

VP-BWN

9V-TAC

9H-AEL

XA-UBR

B-2407

N805BR

REGISTRATION

CC-COZ

G-EUXC

A5-RGF

N597JB

ZS-SFF

B-2289

HS-PGV

EC-JEI

N673AW

B-6043

N598JB

B-2290

9V-JSA

F-GUGG

N935FR

G-EZEX

N599JB

VP-BWO

VH-VQV

N478TA

9V-TAD

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

LAN02 0004

BAW06 0001

DRK01 0001

J3K01 0057

SAA02 0003

CES03 0001

D2F01 0002

IBE05 0002

AWE03 0020

CSC03 0001

J3K01 0058

CES03 0002

B2A01 0003

AFR08 0007

G8E05 0026

EZY01 0025

BAW06 0002

LAN02 0005

QFA01 0003

BAW06 0003

BAW06 0004

B2A01 0004

SAA02 0004

G8E03 0026

MXA03 0001

QFA01 0004

AFL03 0001

B2A01 0005

I2L26 0004

MXA03 0002

C9G09 0010

BLR01 0003

J3K01 0059

AFL03 0002

QFA01 0005

TAI03 0010

B2A01 0006

Page 80 of 90


MSN OPERATOR ID

2341 ENV

2342

2343

ENV

ENV

2344

2345

2346

2347

2348

ENV

ENV

ENV

ENV

2349

2350

2351

2352

2353

2354

2355

2356

2357

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2358

2359

2360

2361

2362

2363

ENV

ENV

ENV

ENV

ENV

ENV

2364

2365

2366

ENV

ENV

ENV

2367

2368

2369

ENV

ENV

ENV

2370

2371

2372

ENV

ENV

ENV

2373

2374

2375

ENV

ENV

ENV

2376

2377

ENV

ENV

ENV


REGISTRATION

A7-CJB

VP-BWP

B-2405

F-GUGH

B-2374

A5-RGG

XA-UDT

B-6045

A6-ABD

F-GUGI

G-EUXG

N603JB

G-EZEY

B-2406

ZS-SFH

9V-JSB

EC-JDM

XA-UBS

N674AW

G-EZEZ

B-2408

N806BR

G-EUXH

EI-DEJ

EC-JDL

VT-ADV

XA-UBT

N605JB

N372NB

G-EZMK

B-2294

PR-MAS

N373NB

EI-DEI

ZS-SFI

VT-ADW

XA-UBU

0212

0303

0024

0804

0605

0572

0803

0674

0027

0052

0806

0106

0028

0109

0121

0573

0213

0006

0025

0805

0415

0809

0105

0603

0026

0051

0005

0002

0211

FSN

0102

0203

0203

0808

0204

0002

0131

0302

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

C8J02 0008

AFL03 0003

C9G09 0011

AFR08 0008

C9G09 0012

DRK01 0002

IBE03 0043

CSC03 0002

I2L28 0007

AFR08 0009

BAW06 0005

J3K01 0060

EZY01 0026

CSN02 0001

SAA02 0005

B2A01 0007

IBE04 0011

MXA03 0003

AWE03 0021

EZY01 0027

CSN02 0002

BLR01 0004

BAW06 0006

EIN04 0005

IBE05 0003

S2A11 0001

MXA03 0004

J3K01 0061

NWA03 0072

EZY01 0028

I2L30 0005

B2A01 0008

NWA03 0073

I2L28 0008

SAA02 0006

S2A11 0002

MXA03 0005

Page 81 of 90


MSN OPERATOR ID

2378 ENV

2379

2380

ENV

ENV

2381

2382

2383

2384

2385

ENV

ENV

ENV

ENV

2386

2387

2388

2389

2390

2391

2392

2393

2394

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2395

2396

2397

2398

2399

2400

ENV

ENV

ENV

ENV

ENV

ENV

2401

2402

2403

ENV

ENV

ENV

2404

2405

2406

ENV

ENV

ENV

2407

2408

2409

ENV

ENV

ENV

2410

2411

2412

ENV

ENV

ENV

2413

2414

ENV

ENV

ENV


REGISTRATION

G-EZMS

ZS-SFJ

G-EJJB

EC-JEJ

9H-AEM

N807BR

N606JB

G-EZPG

N607JB

G-EZBS

EC-JFF

G-DBCD

CS-TKK

EC-JFN

N936FR

PR-MAV

XA-UBV

9V-JSC

N808BR

HL7737

G-HMCC

EI-DEK

N937FR

9V-JSD

G-EZNM

VP-CMS

N809BR

N675AW

N938FR

EC-JGM

B-2295

EI-DEL

SE-RDP

EI-DEM

G-EJAR

VT-KFA

N810BR

0004

0034

0001

0809

0675

0938

0003

0808

0301

0033

0214

0937

0006

0110

0215

0258

0216

0035

0101

0810

0607

0032

0005

0404

0416

0132

0936

0122

0806

FSN

0029

0007

0030

0212

0705

0807

0606

0031

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

EZY01 0029

SAA02 0007

EZY01 0030

IBE04 0012

I2L26 0005

BLR01 0005

J3K01 0062

EZY01 0031

J3K01 0063

EZY01 0032

G8E07 0001

BMA04 0004

I2L32 0001

IBE03 0044

FFT01 0019

B2A01 0009

MXA03 0006

S2A11 0003

BLR01 0006

AAR05 0001

EZY01 0033

I2L28 0009

FFT01 0020

S2A11 0004

EZY01 0034

ANZ01 0010

BLR01 0007

AWE03 0022

FFT01 0021

G8E07 0002

I2L30 0006

I2L28 0010

I2L29 0003

EIN04 0006

EZY01 0035

D2F04 0001

BLR01 0008

Page 82 of 90


MSN OPERATOR ID

2415 ENV

2416

2417

ENV

ENV

2418

2419

2420

2421

2422

ENV

ENV

ENV

ENV

2423

2424

2425

2426

2427

2428

2429

2430

2431

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2432

2433

2434

2435

2436

2437

ENV

ENV

ENV

ENV

ENV

ENV

2438

2439

2440

ENV

ENV

ENV

2441

2442

2443

ENV

ENV

ENV

2444

2445

2446

ENV

ENV

ENV

2447

2448

2449

ENV

ENV

ENV

2450

2451

ENV

ENV

ENV


REGISTRATION

N608JB

OE-LDD

PR-MAW

ZS-SFK

RP-C3240

G-EZIA

VP-CCJ

N676AW

TC-OGO

N501NK

CS-TKL

B-2296

G-EZIB

B-HSN

G-DBCE

N677AW

N811BR

EI-DEN

N502NK

N492TA

B-2297

G-EZIC

B-2410

ZS-SFL

RP-C3241

F-ONAS

G-MEDK

G-EZID

VT-KFB

N479TA

ZK-OJK

G-EZIE

N612JB

N939FR

N613JB

G-EZIF

B-2411

0009

0005

0001

0026

0039

0102

0217

0102

0228

0112

0038

0229

0309

0101

0040

0612

0939

0613

0041

0230

0005

0101

0417

0111

0037

0005

0405

0677

0811

FSN

0608

0454

0123

0008

0004

0036

0001

0676

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

J3K01 0064

AUA05 0004

S2A11 0005

SAA02 0008

C9G12 0001

EZY01 0036

C8J02 0009

AWE03 0023

I2L34 0001

NKS01 0001

I2L32 0002

I2L30 0007

EZY01 0037

HDA03 0003

BMA04 0005

AWE03 0024

BLR01 0009

I2L28 0011

NKS01 0002

TAI04 0019

I2L30 0008

EZY01 0038

CES02 0022

SAA02 0009

C9G12 0002

C8J02 0010

S2A12 0001

EZY01 0039

D2F04 0002

TAI03 0011

ANZ02 0001

EZY01 0040

J3K01 0065

FFT01 0022

J3K01 0066

EZY01 0041

CES02 0023

Page 83 of 90


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2456

2457

2458

2459

2460

2461

MSN OPERATOR ID

2452 ENV

2453

2454

ENV

ENV

2455 ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2474

2475

2476

2477

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2484

2485

2486

2487

2488

ENV

ENV

ENV

ENV

ENV

ENV


0815

0010

0103

0044

0213

0104

0104

0043

0574

0940

0406

0814

0575

0007

0005

0045

FSN

0812

0006

0007

0006

0754

0007

0835

0302

0042

0615

0231

0154

0005

0046

0678

0941

0053

0105

0218

0101

0214

REGISTRATION

N812BR

TC-OGP

B-2404

VH-VQU

F-GRXJ

TC-OGR

N835AW

HL7738

G-EZIG

N615JB

G-TTID

G-EZIH

N374NB

N940FR

G-DBCF

N814BR

N815BR

ZS-SFM

N503NK

G-EZII

EC-JGS

N504NK

N375NB

VH-VQT

N587NK

G-EZIJ

B-2412

EC-JJD

VN-A349

G-EZIK

N678AW

N941FR

B-6251

N505NK

EI-DEO

4K-AZ01

EC-JDR

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

BLR01 0010

I2L34 0002

CCA01 0007

QFA01 0006

AFR11 0004

I2L34 0003

AWE02 0031

AAR05 0002

EZY01 0042

J3K01 0067

BAW06 0007

EZY01 0043

NWA03 0074

FFT01 0023

BMA04 0006

BLR01 0011

BLR01 0012

SAA02 0010

NKS01 0003

EZY01 0044

IBE04 0013

NKS01 0004

NWA03 0075

QFA01 0007

NKS02 0001

EZY01 0045

CES02 0024

JKK02 0015

HVN01 0005

EZY01 0046

AWE03 0025

FFT01 0024

CSN02 0003

NKS01 0005

EIN04 0007

C8J03 0001

IBE04 0014

Page 84 of 90


MSN OPERATOR ID

2489 ENV

2490

2491

ENV

ENV

2492

2493

2494

2495

2496

ENV

ENV

ENV

ENV

2497

2498

2499

2500

2501

2502

2503

2504

2505

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2506

2507

2508

2509

2510

2511

ENV

ENV

ENV

ENV

ENV

ENV

2512

2513

2514

2515

2516

ENV

ENV

ENV

ENV

ENV

2517

2518

2519

2520

2521

ENV

ENV

ENV

ENV

ENV

2522

2523

2524

2525

ENV

ENV

ENV

ENV

ENV


0054

0004

0107

0003

0303

0055

0050

0124

0051

0008

0001

0942

0233

0106

0102

0011

0104

0049

0623

0113

FSN

0618

0106

0621

0047

0232

0455

0048

0103

0008

0943

0251

0624

0309

0001

0807

0001

0108

REGISTRATION

N618JB

N506NK

N621JB

G-EZIL

B-2413

OE-LDE

G-EZIM

VT-KFC

N942FR

B-2415

B-2364

ZK-OJL

ZS-SFN

VT-KFD

G-EZIN

N623JB

B-6205

B-6252

MM-62243

B-6004

HS-PGW

B-6054

B-6253

G-EZIO

PR-MAZ

G-EZIP

VH-VQS

4K-AZ03

9V-SLH

N943FR

B-6200

N624JB

B-2417

VT-KFE

XA-UBW

VT-DKZ

B-6014

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

J3K01 0068

NKS01 0006

J3K01 0069

EZY01 0047

CES02 0025

AUA05 0005

EZY01 0048

D2F04 0003

FFT01 0025

CES02 0026

CCA02 0006

ANZ02 0002

SAA02 0011

D2F04 0004

EZY01 0049

J3K01 0070

I2L30 0009

CSN02 0004

C8J02 0011

CCA02 0007

D2F01 0003

CSC03 0003

CSN02 0005

EZY01 0050

TAM03 0001

EZY01 0051

QFA01 0008

AHY01 0001

SLK01 0008

FFT01 0026

CSN03 0001

J3K01 0071

CBF01 0009

10X01 0001

MXA03 0007

DKN01 0001

CCA02 0008

Page 85 of 90


2556

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2562

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2549

2551

2552

2553

2554

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2543

2544

2545

2546

2547

2548

MSN OPERATOR ID

2526 ENV

2527

2528

2529

ENV

ENV

2530

2531

2532

ENV

ENV

ENV

2533

2534

2535

ENV

ENV

ENV

2536

2537

ENV

ENV

ENV

2538

2539

2540

2541

2542

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV


0253

0456

0055

0304

0111

0809

0007

0252

0219

0303

0808

0110

FSN

0009

0052

0053

0001

0310

0002

0109

0011

0304

0625

0108

0010

0054

0001

0401

0151

0152

0001

0001

0153

0008

0107

0002

0106

0215

REGISTRATION

VH-VQR

G-EZIR

G-EZIS

OE-LEA

B-2418

VT-KFF

B-6044

ZK-OJM

B-2298

N625JB

G-EUXI

VH-VQQ

G-EZIT

B-6201

B-2291

XA-UBX

B-6046

B-6202

OE-LDF

G-EZIU

B-2292

B-6047

XA-UBY

N566TA

B-6203

RP-C3189

B-6210

B-6048

N507NK

B-6211

INTRODUCTION


00.030

JUL 28/05

CCA02 0010

CSN03 0003

AUA05 0006

EZY01 0055

CES03 0004

CCA02 0011

MXA03 0009

TAI05 0001

CSN03 0004

CSN03 0005

CEB01 0001

CHH01 0001

CSN03 0006

CCA01 0008

NKS01 0007

CHH01 0002

CES02 0027

IBE04 0015

VERSION RANK

QFA01 0009

EZY01 0052

EZY01 0053

NLY01 0001

CBF01 0010

10X01 0002

CCA02 0009

ANZ01 0011

CSC03 0004

J3K01 0072

BAW06 0008

QFA01 0010

EZY01 0054

BER01 0001

C9G12 0003

CSN03 0002

I2L28 0012

CES03 0003

MXA03 0008

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2579

MSN OPERATOR ID

2564 ENV

2565

2566

ENV

ENV

2567

2568

2569

2570

2571

ENV

ENV

ENV

ENV

2572

2573

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2586

2587

2588

2589

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

ENV

2598

2599

2600

2601

2603

ENV

ENV

ENV

ENV

ENV

ENV


0629

0003

0810

0220

0002

0107

0114

0810

0003

0627

0057

0115

0002

0012

0002

0155

FSN

0002

0056

0001

0108

0105

0001

0836

0004

0106

0011

0006

0107

0012

0837

0008

0305

0101

0216

0013

0811

0109

REGISTRATION

VT-DKY

G-EZIV

A4O-AA

N508NK

9V-SBE

N836AW

CC-CPF

VH-VQP

B-6206

XA-UBZ

VT-KFG

N629JB

G-EZIW

B-6207

N627JB

B-6212

F-GUGJ

CC-CPI

RP-C3190

VH-VQO

ZK-OJN

N837AW

B-2299

VH-VQN

F-GUGK

N509NK

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

DKN01 0002

EZY01 0056

24X01 0001

NKS01 0008

SLK02 0005

15X01 0001

AWE04 0001

B2A02 0001

LAN02 0006

QFA01 0011

I2L30 0010

MXA03 0010

10X01 0003

J3K01 0073

EZY01 0057

I2L30 0011

J3K01 0074

CHH01 0003

AFR08 0010

I2L28 0013

15X01 0002

LAN02 0007

CEB01 0002

QFA01 0012

AHY01 0002

JKK02 0016

NKS02 0002

CES02 0028

ANZ01 0012

AWE04 0002

C9G12 0004

CSC03 0005

RJA02 0001

IBE04 0016

QFA01 0013

AFR08 0011

NKS01 0009

Page 87 of 90


MSN OPERATOR ID

2604 ENV

2605

2606

2607

ENV

ENV

ENV

2608

2609

2610

ENV

ENV

2611

2612

2613

ENV

ENV

ENV

2614

2615

2616

ENV

ENV

ENV

2617

2619

2620

2621

2622

ENV

ENV

ENV

ENV

ENV

2623

2625

2626

2627

2628

2630

ENV

ENV

ENV

ENV

ENV

ENV

2631

2632

2633

ENV

ENV

ENV

2634

2635

2636

ENV

ENV

ENV

2637

2638

2639

ENV

ENV

ENV

2640

2643

2644

2646

ENV

ENV

ENV

ENV

ENV


0101

0253

0002

0052

0221

0059

0009

0003

0055

0109

0252

0680

0056

0004

0306

0630

0010

0006

0060

0004

0001

0679

0009

0838

0001

0005

0002

0001

0051

0110

FSN

0008

0058

0108

0251

0014

0054

0402

REGISTRATION

VH-VQM

D-AVXQ

B-6215

N679AW

D-AVXS

N838AW

VT-KFH

RP-C3191

N680AW

VT-KFI

RP-C3192

B-2300

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

I2L34 0004

EZY01 0058

CES02 0029

G8E08 0001

QFA01 0014

THY01 0001

TAI05 0002

CHH01 0004

AXM01 0001

AWE05 0001

CCA01 0009

AWE04 0003

78Y01 0001

CHH01 0005

BER01 0002

89Y01 0001

10X02 0001

NKS01 0010

C9G12 0005

CEB01 0003

THY01 0002

CES02 0030

G8E08 0002

AWE05 0002

D2F05 0001

G8E08 0003

AXM01 0002

10X02 0002

I2L28 0014

EZY01 0059

CSN02 0006

CEB01 0004

CSC03 0006

J3K01 0075

CCA01 0010

CHH01 0006

EZY01 0060

Page 88 of 90


MSN OPERATOR ID

2648 ENV

2649

2651

ENV

ENV

2652

2653

2654

2655

ENV

ENV

ENV

2656

2657

2658

ENV

ENV

ENV

2659

2660

2663

ENV

ENV

ENV

2664

2665

2666

ENV

ENV

ENV

2667

2668

2669

ENV

ENV

ENV

2670

2672

2673

ENV

ENV

ENV

2674

2677

2678

ENV

ENV

ENV

ENV

ENV 2679

2681

2682

2683

2684

2687

2690

2691

ENV

ENV

ENV

ENV

ENV

ENV

2692

2693

2697

2698

ENV

ENV

ENV

ENV

ENV


0116

0002

0839

0004

0001

0112

0111

0104

0013

0053

0419

0311

FSN

0102

0102

0016

0457

0003

0003

0103

0003

0310

0002

0002

0061

0006

0113

0062

0105

0004

0002

0403

0840

0063

0103

0401

0408

0114

REGISTRATION

ZK-OJO

VT-KFJ

OE-LEB

VT-KFK

INTRODUCTION


00.030

JUL 28/05

VERSION RANK

D2F05 0002

RJA02 0002

QFA01 0016

AUA05 0007

LAJ01 0001

BER01 0003

D2F05 0003

AXM01 0003

TAI03 0012

89Y01 0002

NKS01 0011

D2F05 0004

ANZ01 0013

10X02 0003

I2L25 0004

TAI03 0013

I2L30 0012

NLY01 0002

AWE04 0004

10X01 0004

CSZ01 0001

NKS01 0012

78Y01 0002

EZY01 0061

C9G12 0007

NKS01 0013

EZY01 0062

BAW07 0001

AXM01 0004

CSZ01 0002

TAI05 0003

AWE04 0005

EZY01 0063

RJA02 0003

CES04 0001

BMA05 0002

NKS01 0014

Page 89 of 90


MSN OPERATOR ID

2702 ENV

INTRODUCTION


FSN

0064

REGISTRATION

00.030

JUL 28/05

VERSION RANK

EZY01 0064


INTRODUCTION

LIST OF SECTIONS


Section

00.010

00.030

00.040

00.070

01.010

01.020

01.030

01.040

02.010

02.020

02.030

02.040

02.050

02.060

02.070

02.080

02.090

02.100

02.110

02.120

02.130

02.140

02.150

02.160

02.170

02.180

03.010

03.020

03.022

03.024

03.026

03.027

03.028

03.029

03.032

03.034

03.070

03.090

04.010

04.020

04.030


Date

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

Section

04.040

04.050

04.060

04.070

00.040

JUL 28/05

Date

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

Page 1 of 1


INTRODUCTION

LIST OF MODIFICATIONS

00.070

JUL 28/05

Rev.

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

MOD

SB

20139

.. ....

20141

.. ....

20141

.. ....

20141

.. ....

20165

.. ....

20165

.. ....

20165

.. ....

20165

.. ....

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

20165

.. ....

20165

.. ....

20165

.. ....

20165

.. ....

20165

.. ....

20268

.. ....

MP

J0016

Title

Validity

LANDING GEAR - MAIN LANDING GEAR -

INSTALL A 4 WHEEL BOGIE -

P0107 STANDARD PRACTICES - ENGINE - INSTALL

CFM56-5-A1 ENGINE RATED AT 23500 BLS

P0115

POWER PLANT - ENGINE - INSTALL CFM

56-5A1 ENGINE RATED AT 25.000 LBS

P0896 ENGINE - INSTALL CFM 56-5-A1 ENGINE

REQUIRED FOR FIRST FLIGHT OF A320 A/C

P0116 STD. PRACTICES-ENGINE - INSTALL IAE

V2500 ENGINE RATED AT 23500 LBS

P0117

POWER PLANT - ENGINE - INSTALL IAE

V2500 ENGINE RATED AT 25.000 LBS

P0706 POWER PLANT - V2500 PROPULSION

SYSTEM CHANGE (MODIFIED BOOSTER)

P1300

P1466

P1879

P1880

ENGINE FUEL AND CONTROL - V2500

ENGINE - PANEL 22VU - PROVIDE N1 BAK

UP MODE SELECTION

AUTO FLIGHT - IMPROVED STANDARD OF

IAE - FAC -

POWER PLANT-V2500 ENGINE -FAN EXIT

GUIDE VANEINCORPORATE REVISED

BONDING PROCESS

OIL - V2500 ENGINE -INCORPORATE

MODIFIED N

˚4 AND N˚5 BEARING OIL

SCAVENGE TUBE ASSEM BLIES

P1922 ENGINE-V2500 ENGINE OIL -REPLACE THE

CLIPPINGBRACKETS ON THE OIL TANK AT

CP0787 AND CP0788

P1941

ENGINE - V2500 ENGINE - INCORPORATE

RE-ROUTEDEGT HARNESS ASSY

J0071 WINGS-WING TIP FENCES-INTRODUCE

WING TIPS INCLUDING FENCES-



INTRODUCTION


00.070

JUL 28/05

Rev.

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

MOD

SB

22013

.. ....

22093

72-1010

22249

22-1015

22989

.. ....

23008

.. ....

23083

.. ....

23083

.. ....

JUL 28/05 23119

29-1055

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

23151

.. ....

23152

.. ....

23885

34-1119

24035

.. ....

24044

32-1136

32-1263

24105

.. ....

MP

K2113

Title

Validity

FUSELAGE - REAR FUSELAGE SECTION 16A

- DEFINE A321 BASIC STRUCTURE

P2219 POWER PLANT - ENGINE - INSTALL CFM

56-5-A3 ENGINE RATED AT 26.500 LBS

P2316

AUTO FLIGHT - ACTIVATE WINDSHEAR

FUNCTION

P2500 POWER PLANT - INSTALL IAE V2500 A5

ENGINES ON A321 RATED AT 30.000 LBS

P2652

POWER PLANT - IAE - INSTALL DERATED

V2500-A5 ON A320 A/C

P2566 POWER PLANT - INSTALL CFM 56-5B1

ENGINES RATED AT 30.000 LBS FOR A321.

P3239

ELECTRICAL POWER - PROVIDE A NEW

GCU STANDARD TO INCORPORATE A

CFM56 ENGINE COOLING

K2962 HYDRAULIC POWER-BLUE MAIN HYDRAULIC

POWER-IMPROVE MAINTENANCE STATUS

OF BLUE HYDRAULIC RESERVOIR

K2984

FUSELAGE - FLOOR PANELS -

INSTALLATION OF FLOOR PANELS AT DOOR

NR 2 RH (AREA 30)

P2930

POWER PLANT - ENGINES - INSTALL CFM

56-B2 ENGINE RATED AT 31.000 LBS

P3345 NAVIGATION - SATELLITE NAVIGATION -

INSTALL DUAL LITTON GPS

P3379

INDICATING/RECORDING SYSTEMS -

GENERAL- DEFINE CPIP3

P3341 LANDING GEAR - WHEELS AND BRAKES -

INSTALL MESSIER GOODRICH WHEELS AND

BRAKES ON A321

K3154

FUSELAGE - REAR FUSELAGE - ADAPT

SECTION 17/19 STRUCTURE TO A319

DEFINITION



INTRODUCTION


00.070

JUL 28/05

Rev.

JUL 28/05

MOD

SB

24160

.. ....

JUL 28/05 24189

22-1026

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

24197

.. ....

24211

31-1068

24215

22-1022

24251

.. ....

24309

22-1059

24404

.. ....

24405

.. ....

24588

22-1038

24932

.. ....

24946

32-1162

25068

72-1012

MP

P3476

P3515

Title

Validity


GENERAL - DEFINE PIN PROGRAMMING

FOR UA1 VERSION



FOR ENERGY MANAGEMENT RETROFIT

P3437

AUTO FLIGHT - A320 - INHIBIT ENERGY

MANAGEMENT FUNCTIONS FOR IAE AND

CFM ENGINES

P3516 INDICATING/RECORDING SYSTEMS -


FOR CPIP3 RETROFIT

P3511

P2981

P3560

P3060

AUTO FLIGHT - FAC - INSTALL TWO FACS

P/N BAM 0509

POWER PLANT - A320 - CFM 56 - INSTALL

DERATED ENGINES CFM 56-B4

AUTO FLIGHT - FMGC - PROVIDE TIME

CONSTRAINT AND TEN CHARACTERS RTE

IDENT FUNCTIONS

POWER PLANT - GENERAL - A321 - CFM

56-5B 1/2 (30KBLS) - INSTALL ENGINE WITH

DOUBLE ANNULAR COMBUSTOR

P3605 POWER PLANT - GENERAL - A320 - CFM

56-5B - 4/2 (26.5 KLBS) - INSTALL ENGINE

WITH DOUBLE ANNULAR COMBUSTOR

P3686

AUTO FLIGHT-FAC-INTRODUCE FAC P/N

BAM 510

P3916

POWER PLANT-INSTALL CFM 56-5B5

ENGINES FOR A319 (22 KLBS)

P3924

P3978

LANDING GEAR - MLG - MESSIER -

INTRODUCE BRAKES P/N C202253

POWER PLANT - INSTALL IAE V2527E A5

ENGINES (INCREASED TAKE-OFF THRUST

AT HIGH ALTITUDES)



INTRODUCTION


00.070

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Rev.

JUL 28/05

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JUL 28/05

JUL 28/05

JUL 28/05

25225

22-1057

25238

.. ....

25286

.. ....

JUL 28/05 25534

22-1052

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

MOD

SB

25205

34-1132

25287

.. ....

25643

.. ....

25863

22-1058

25951

32-1174

26111

34-1143

26152

.. ....

26298

.. ....

MP

P4085

Title

Validity

NAVIGATION-PRIMARY MEANS USING

HONEYWELL GPS (HYBRID ARCHITETURE)

PROVIDING RAIM FUNCTION (CL)

P4089

AUTO FLIGHT-FMGC-REDUCE VAPP FOR

A320 CFM/IAE

P4100 POWERPLANT - INSTALL CFM 56-5A4

ENGINES FOR A319 (22KBS)

P4122

P4125

POWERPLANT - GENERAL - INSTALL ON

A319 RATED VERSION OF CFM 56-5A5 AT

23500 LBS

POWERPLANT - GENERAL - INSTALL ON

A319 ENGINE RATED VERSION OF CFM

56-5B6 23500 LBS

P4197 AUTO FLIGHT-F.A.C.-INTRODUCE

WINDSHEAR -2 FAC (AAM0509 AND CAM

0101)

P4390

P4319

P4507

P4391

POWER PLANT - GENERAL - INSTALL IAE

V2533-A5 ENGINE ON A321-231 RATED AT

33000 LBS

AUTO FLIGHT - FCU - DEFINE FLIGHT

DIRECTOR ENGAGEMENT IN CROSSED

BARS AT GO AROUND

LANDING GEAR - INSTALL ABS A321

WHEELS AND BRAKES ON A320

NAVIGATION - GPS - ACTIVATE A PRIMARY

GPS MEANS OF NAVIGATION USING LITTON

GPS (CLASS C1 - HYBRID ARCHITECTURE)

P4658

POWER PLANT - GENERAL - IAE V2522-A5

AT 22000 LBF (97.9 KN) NOMINAL THRUST

A319-131

P4771 POWER PLANT-GENERAL-INTRODUCE IAE

V2524-A5 ON A319-132 A/C



INTRODUCTION


00.070

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JUL 28/05 26497

22-1072

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

MOD

SB

26359

.. ....

26485

34-1155

26760

32-1188

26925

.. ....

26965

.. ....

26999

34-1162

27567

72-1020

27568

.. ....

27640

.. ....

27773

32-1196

32-1232

27917

34-1167

MP

P4599

Title

Validity

POWER PLANT-GENERAL-INTRODUCE CFM

56-5B3 ENGINE RATED AT 330K LBS

P5358 NAVIGATION-MMR-INSTALL SEXTANT MMR

PROVIDING ILS FUNCTION (FM IMMUNE)

AND GPS FUNCTION IN AUTONOMOUS

ARCHITECTURE

P4320

P5345

AUTO FLIGHT-GENERAL-ACTIVATE GLOBAL

SPEED PROTECTION AND F/D

DISENGAGEMENT UPON SPEED

CONSTRAINTS

LANDING GEAR-MLG-REPLACE BF

GOODRICH WHEELS AND BRAKES BY

MESSIER BUGATTI WHEELS AND BRAKES

(SEPCARD III)

P4576

P4808

P5168

P5261

P5262

P5594

P5518

LANDING GEAR-ALTERNATE BRAKING-

INTRODUCE MODIFIED ALTERNATE

BRAKING SYSTEM

LANDING GEAR-WHEELS AND BRAKES-

INTRODUCE BSCU COMMON STD

NAVIGATION - MMR - INSTALL COLLINS

MMR PROVIDING ILS AND GPS FUNCTION

POWER PLANT - GENERAL - INTRODUCE

THIRD RATING ON CFM 56-5B7 FOR A319

A/C

POWER PLANT-GENERAL-INTRODUCE

THIRD RATING ON IAE ENGINES V2527-M-A5

FOR A319 A/C

ENGINE - GENERAL - INSTALL

CFM56-5B3/2P ENGINES AT 33.000 LBS

LANDING GEAR-NORMAL BRAKING-

INTRODUCE STD 8 BSCU (TWIN VERSION)

P5721

NAVIGATION - INSTALL LITTON ADIRS

(4MCU) INSTEAD OF HONEYWELL ADIRS

(4MCU) - FOR RETROFIT ONLY



INTRODUCTION


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JUL 28/05

JUL 28/05

28382

34-1186

34-1232

28399

.. ....

JUL 28/05 28495

34-1232

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

MOD

SB

28160

24-1096

28290

.. ....

28497

.. ....

28551

.. ....

28917

.. ....

30062

32-1201

30241

34-1207

30631

34-1208

MP

P5768

P5983

Title

Validity

ELEC PWR-AC EMERGENCY GENERATION-

ACTIVATE A319/A321 ELECTRICAL

EMERGENCY CONFIGURATION ON A320 A/C

AUTO FLIGHT - GENERAL - DE-ACTIVATE

THE ’SPEED PROTECTION’ PACKAGE

(ANTI-MOD 26497)

P6054 NAVIGATION - MMR - ACTIVATE GPS

PRIMARY FUNCTION (HYBRID) IN SEXTANT

MMR (WITH HONEYWELL OR LITTON ADIRU)

P6025 AUTOFLIGHT - FMGC - DEACTIVATE THE ’

REDUCED VAPP’ FUNCTION FOR A320

CFM/IAE VERSIONS

P6183

NAVIGATION - MMR - REMOVE COLLINS

MMR PROVIDING ILS (FM IMMUNE) AND

GPS PRIMARY FUNCTION (PREVIOUS SPEC.)

P6193

AUTOFLIGHT - FMS - DEACTIVATE BATCH 1

OPTION OF FMS (PREVIOUS SPEC.)

P6197 AUTOFLIGHT - FCU - DEACTIVATE

FUNCTION ’FD’ ENGAGEMENT IN CROSSED

BARS ’GOAROUND’ FROM FCU (PREVIOUS

SPEC.)

P6387 ELECTRICAL POWER-AC EMERGENCY

GENERATION-REINSTALL A320 ELECTRICAL

EMERGENCY CONFIGURATION

P6375

P6551

LANDING GEAR-PARKING/ULTIMATE

EMERGENCY BRAKING-INTRODUCE A

PRESSURE SWITCH

NAVIGATION-MMR-INSTL COLLINS MMR

PROVIDING ILS (FM IMMUNE) AND GPS

PRIMARY FUNCTION INSTEAD OF SEXTANT

MMR

P6755 NAV-ILS (MMR)-INSTL COLLINS MMR

PROVIDING ILS FUNCTION (FM IMMUNE)

AND GPS FUNCTION IN AUTONOMOUS

ARCHITECTURE



INTRODUCTION


00.070

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Rev.

JUL 28/05

MOD

SB

31896

22-1089

JUL 28/05 31897

22-1090

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

JUL 28/05

32028

.. ....

32150

32-1245

32-1276

32238

32-1244

32239

32-1242

32-1276

32311

32-1247

32332

.. ....

32333

.. ....

32401

22-1124

MP

P7519

P7520

Title

Validity

AUTOFLIGHT-FMGC-INSTALL FMGC CFM

C13042AA01 (EQUIPPED WITH FMS2)

HONEYWELL

AUTOFLIGHT-FMGC-INSTALL FMGC IAE

C13042BA01 (EQUIPPED WITH FMS2

HONEYWELL)

P7598 ENGINE FUEL AND CONTROL - GENERAL-

INSTALL CFM56-5B8/P ENGINES AT 21600

LBS ON A318

P7688

LANDING GEAR-WHEELS AND

BRAKES-INSTALL BFG WHEELS AND

BRAKES IN PLACE OF MESSIER WHEELS

AND BRAKES (BY SB)

P7692

P7691

P7721

P7706


INSTALL MESSIER WHEELS&SEPCARB III

PLUS BRAKES IN PLACE OF GOODRICH

WHEELS AND BRAKES


INSTALL MESSIER WHEELS &SUBCARB III

PLUS BRAKES IN PLACE OF ABS(A321TYPE)

WHEELS&BRAKES

LANDING GEAR-WHEELS AND

BRAKES-CANCEL MIXABILITY BETWEEN

GOODRICH BRAKES 2-1600-2 AND -3

AUTHOR. WITH MOD 31803

AUTOFLIGHT-FMGC-RE-INSTALL FMS1 CFM

P/N B546CAM0103 (ANTI MOD 31896) (CFM

GPS+ACARS)

P7707

AUTOFLIGHT-FMGC-RE-INSTALL FMS1 IAE

P/N B546CCM0105 (ANTI MOD 31897) (IAE

GPS+ACARS)

P7372

AUTOFLIGHT - FMGC DEFINE AND INSTALL

FMGC IAE C13043BA01 THALES(EQUIPPED

WITH FMS2 THALES/SMITH)



INTRODUCTION


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JUL 28/05 32656

73-1075

JUL 28/05

JUL 28/05

JUL 28/05

MOD

SB

32402

22-1130

32475

22-1103

22-1152

32600

22-1123

32929

22-1116

22-1153

33181

.. ....

MP

P7373

Title

Validity

AUTOFLIGHT - FMGC DEFINE AND INSTALL

FMGC CFM C13043AA01 THALES(EQUIPPED

WITH FMS2 THALES/SMITH)

P7808

AUTOFLIGHT - FMGC - INSTALL NEW

THALES FMGC EQUIPED WITH FMS2

SMITHS (REV 01) FOR CFM ENGINES (BY

RETROFIT ONLY)

P7790

P8194

AUTO FLIGHT - FLIGHT MANAGEMENT AND

GUIDANCE SYSTEM - ACTIVATE FMA

ENHANCEMENT FUNCTION

P7876 ENGINE FUEL AND CONTROL -

CONTROLLING - INTRODUCE EEC

SOFTWARE STANDARD ’SCN17’ ON

V2500-A5 ENGINES

P7666

AUTO FLIGHT - FMGC DEVELOP FMS 2ND

GENERATION THALES/SMITH REV 1

STANDARD

P8161

AUTO FLIGHT-FMS- ACTIVATE LOC

BACK-BEAM APPROACH & BACK COURSE

TAKE OFF OPTION ON THALES &

HONEYWELL FMS2

NAVIGATION - ADIRS ACTIVATE ALIGNMENT

IMPROVEMENT FUNCTION ON ADIRU


OPERATIONAL PHILOSOPHY

TABLE OF CONTENTS


01.010

01.020

01.030

01.040

INTRODUCTION

-- INTRODUCTION

-- OPERATIONAL GOLDEN RULES

FLIGHT CONTROLS

-- INTRODUCTION

-- NORMAL LAW

-- ALTERNATE LAW

-- DIRECT LAW

-- INDICATIONS

-- PROTECTIONS

-- MECHANICAL BACKUP

-- ABNORMAL ATTITUDES

-- SIDESTICK AND PRIORITY P/B

AP / FD / ATHR

-- AUTOPILOT/FLIGHT DIRECTOR

-- AUTOTHRUST (A/THR)

-- AP, FD, A/THR MODE CHANGES AND REVERSIONS

-- TRIPLE CLICK

ECAM

-- PURPOSE OF THE ECAM

-- MAIN PRINCIPLES

-- ECAM HANDLING

-- USE OF SUMMARIES

01.000

JUL 28/05

1

1

1

5

19

28

1

1

3

8

20

21

22

7

8

1

1

6

7




INTRODUCTION

01.010

JUL 28/05

INTRODUCTION

ALL

The Airbus cockpit is designed to achieve pilot operational needs throughout the aircraft operating environment, while ensuring maximum commonality within the

Fly by Wire family. The cockpit design objectives are driven by three criteria:

.

Reinforce the safety of flight

.

Improve efficiency of flight

.

Answer pilot requirements in a continuously changing environment

Airbus operational rules result from the design concept, more particularly from the following systems:

.

The Fly by wire system with its control laws and protections, commanded through the side stick,

.

An integrated Auto Flight System (AFS) comprising:

-- The FMS interfaced through the MCDU,

-- The AP/FD interfaced through the FCU,

-- The A/THR interfaced through the non back driven thrust levers,

-- The FMA, providing Guidance targets and Information, to monitor the AFS

.

A set of Display units (DU) providing information and parameters required by the crew

-- To operate and to navigate the aircraft (the EFIS)

-- To communicate (the DCDU)

-- To manage the aircraft systems (the ECAM)

-- FMA interface to provide Guidance targets and information to monitor the

AFS/FD

.

A Forward Facing Cockpit Layout with "Lights out" or "Dark Cockpit" concept assisting the crew to properly control the various aircraft systems.

The operational rules applicable to these specific features are given in the other sections of this chapter.

OPERATIONAL GOLDEN RULES

ALL

1. The aircraft can be flown like any other aircraft



INTRODUCTION


2. Fly, navigate, communicate - in that order

3. One head up at all times

4. Cross check the accuracy of the FMS

5. Know your FMA at all times

6. When things dont go as expected - take over

7. Use the proper level of automation for the task

8. Practice task sharing and back-up each other

01.010

JUL 28/05




FLIGHT CONTROLS

01.020

JUL 28/05

INTRODUCTION

ALL

The relationship between the Pilot Flyings (PFs) input on the sidestick, and the aircrafts response, is referred to as control law. This relationship determines the handling characteristics of the aircraft.

There are three sets of control laws, and they are provided according to the status of the: Computers, peripherals, and hydraulic generation.

The three sets of control laws are:

.

Normal law

.

Alternate law

.

Direct law.

NORMAL LAW

ALL

OBJECTIVES

The aim of normal law is to provide the following handling characteristics within the normal flight envelope (regardless of aircraft speed, altitude, gross weight and CG):

.

Aircraft must be stable and maneuverable

.

The same response must be consistently obtained from the aircraft

.

The Actions on the sidestick must be balanced in pitch and in roll.

The normal law handling characteristics, at the flight envelope limit are:

.

The PF has full authority to achieve Maximum aircraft Performance

.

The PF can have instinctive/immediate reaction, in the event of an emergency

.

There is a reduced possibility of overcontrolling or overstressing the aircraft.

Normal Law is the law that is most commonly available, and it handles single failures.




FLIGHT CONTROLS

01.020

JUL 28/05

CHARACTERISTICS IN PITCH

IN FLIGHT

When the PF performs sidestick inputs, a constant G-load maneuver is ordered, and the aircraft responds with a G-Load/Pitch rate. Therefore, the PFs order is consistent with the response that is "naturally" expected from the aircraft: Pitch rate at low speed; Flight Path Rate or G, at high speed.

So, if there is no input on the stick:

.

The aircraft maintains the flight path, even in case of speed changes

.

In case of configuration changes or thrust variations, the aircraft compensates for the pitching moment effects

.

In turbulence, small deviations occur on the flight path. However, the aircraft tends to regain a steady condition.

AIRBUS PITCH CHARACTERISTIC

Sidestick pushed

Sidestick released

Sidestick released

Sidestick pulled

Sidestick released

+ 2.5 g

+ 1.0 g

0 g

− 1.0 g

NOF 01020 04064 0001

Operational Recommendation:

Since the aircraft is stable and auto-trimmed, the PF needs to perform minor corrections on the sidestick, if the aircraft deviates from its intended flight path.

The PF should not fight the sidestick, or overcontrol it. If the PF senses an overcontrol, the sidestick should be released.

AT TAKEOFF AND LANDING




FLIGHT CONTROLS

01.020

JUL 28/05

The above-mentioned pitch law is not the most appropriate for takeoff and flare, because the stable flight path is not what the PF naturally expects.

Therefore, the computers automatically adapt the control laws to the flight phases:

.

GROUND LAW: The control law is direct law

.

FLARE LAW: The control law is a pitch demand law.


Takeoff and landing maneuvers are naturally achieved. For example, a flare requires the PF to apply permanent aft pressure on the sidestick, in order to achieve a progressive flare.

Whereas, derotation consists of smoothly flying the nosegear down, by applying slight aft pressure on the sidestick.

LATERAL CHARACTERISTICS

NORMAL CONDITIONS

When the PF performs a lateral input on the sidestick, a roll rate is ordered and naturally obtained.

Therefore, at a bank angle of less than 33 degrees, with no input on the sidestick, a zero roll rate is ordered, and the current bank angle is maintained.

Consequently, the aircraft is laterally stable, and no aileron trim is required.

However, lateral law is also a mixture of roll and yaw demand with:

-- Automatic turn coordination

-- Automatic yaw damping

-- Initial yaw damper response to a major aircraft assymetry.

In addition, if the bank angle is less than 33 degrees, pitch compensation is provided.

If the bank angle is greater than 33 degrees, spiral stability is reintroduced and pitch compensation is no longer available. This is because, in normal situations, there is no operational reason to fly with such high bank angles for a long period of time.

AIRBUS LATERAL CHARACTERISTIC




FLIGHT CONTROLS

01.020

JUL 28/05

Turn coordination provided

33°

Pitch and bank remain constant

Attitude maintained

No Pitch compensation

Bank angle reduces

67°

Bank angle limit

Return to 33°

(When pilot releases the stick) to 33°

67°

Bank angle limit

NOF 01020 04065 0001


During a normal turn (bank angle less than 33 degrees), in level flight:

.

The PF moves the sidestick laterally (the more the sidestick is moved laterally, the greater the resulting roll rate - e.g. 15 degrees/second at max deflection)

.

Not necessary to make a pitch correction

.

Not necessary to use the rudder.

In the case of steep turns (bank angle greater than 33 degrees), the PF must apply:

.

Lateral pressure on the sidestick to maintain bank

.

Aft pressure on the sidestick to maintain level flight.

ENGINE FAILURE

If an engine failure occurs, and no input is applied on the sidestick, lateral normal law controls the natural tendency of the aircraft to roll and yaw.

If no input is applied on the sidestick, the aircraft will reach an approximate

5-degree constant bank angle, a constant sideslip, and a slowly-diverging heading rate.

The lateral behavior of aircraft is safe.

However, the PF is best suited to adapt the lateral trimming technique, when necessary. From a performance standpoint, the most effective flying technique, in




FLIGHT CONTROLS

01.020

JUL 28/05 the event of an engine failure at takeoff, is to fly a constant heading with roll surfaces retracted. This technique dictates the amount of rudder that is required, and the resulting residual sideslip.

As a result, to indicate the amount of rudder that is required to correctly fly with an engine-out at takeoff, the measured sideslip index is shifted on the PFD by the computed, residual-sideslip value. This index appears in blue, instead of in yellow, and is referred to as the beta target. If the rudder pedal is pressed to center the beta target index, the PF will fly with the residual slip, as required by the engine-out condition. Therefore, the aircraft will fly at a constant heading with retracted roll surfaces.

BETA TARGET ON PFD

Blue Side Slip target or

Bêta Target NOF 01020 04066 0001


In the case of an engine failure at takeoff, the PF must:

.

Smoothly pitch the aircraft down to maintain safe speed (as per SRS)

.

Not be in a hurry to react on the pedals, since the aircraft is laterally safe.

.

Center the Beta target, using the rudder pedals

.

Zero the residual heading drift, by applying small lateral sidestick inputs.

AVAILABLE PROTECTIONS

Normal Law provides five different protections (Refer to the "Protections" paragraph):

.

High angle-of-attack protection

.

Load factor protection

.

High pitch attitude protection

.

Bank angle protection

.

High speed protection.



FLIGHT CONTROLS

01.020

JUL 28/05


ALTERNATE LAW

ALL

In some double failure cases, the integrity and redundancy of the computers and of the peripherals are not sufficient to achieve normal law and associated protections. System degradation is progressive, and will evolve according to the availability of remaining peripherals or computers.

Alternate law characteristics (usually triggered in case of a dual failure):

.

In pitch: Same as in normal law with FLARE in DIRECT

.

In roll: Roll DIRECT

.

Most protections are lost, except Load factor protection

At the flight envelope limit, the aircraft is not protected, i.e.:

.

In high speed, natural aircraft static stability is restored with an overspeed warning

.

In low speed, the auto pitch trim stops at Vc prot (below VLS), and natural longitudinal static stability is restored, with a stall warning at 1.03 VS1g.

In certain failure cases, such as the loss of VS1g computation or the loss of two

ADRs, the longitudinal static stability cannot be restored at low speed. In the case of a loss of three ADRs, it cannot be restored at high speed.

In alternate law, VMO setting is reduced to 320 kt, and A FLOOR is inhibited.

(On A318, MMO setting is also reduced to .77.)


The handling characteristics within the normal flight envelope, are identical in pitch with normal law.

Outside the normal flight envelope, the PF must take appropriate preventive actions to avoid losing control, and/or avoid high speed excursions. These actions are the same as those that would be applied in any case where non protected aircraft (e.g. in case of stall warning: add thrust, reduce pitch, check speedbrakes retracted).

DIRECT LAW




FLIGHT CONTROLS

01.020

JUL 28/05

ALL

In most triple failure cases, direct law triggers. When this occurs:

.

Elevator deflection is proportional to stick deflection. Maximum deflection depends on the configuration and on the CG

.

Aileron and spoiler deflections are proportional to stick deflection, but vary with the aircraft configuration

.

Pitch trim is commanded manually

Handling characteristics are natural, of high-quality aircraft, almost independent of the configuration and of the CG.

Therefore, the aircraft obviously has no protections, no automatic pitch trim, but overspeed or stall warnings.


The PF must avoid performing large thrust changes, or sudden speedbrake movements, particularly if the center of gravity is aft. If the speedbrakes are out, and the aircraft has been re-trimmed, the PF must gently retract the speedbrakes, to give time to retrim, and thereby avoid a large, nose-down trim change.

ALL

INDICATIONS

The ECAM and PFD indicate any control law degradation.

.

On the ECAM

-- In ALTN Law:

FLT CTL ALTN LAW (PROT LOST)

MAX SPEED......320(320/.77 on A318)

-- In Direct Law:

FLT CTL ALTN LAW (PROT LOST)

MAX SPEED......320/.77

MAN PITCH TRIM USE

.

On the PFD

The PFD enhances the PFs awarness of the status of flight controls.

Specific symbols (= in green), and specific formatting of low speed information on the speed scale in normal law, indicate which protections are available.




FLIGHT CONTROLS

01.020

JUL 28/05

When protections are lost, amber crosses (X) appear, instead of the green protection symbols (=).

When automatic pitch trim is no longer available, the PFD indicates this with an amber USE MAN PITCH TRIM" message below the FMA.

FLY-BY-WIRE STATUS AWARENESS VIA THE PFD

USE MAN PITCH TRIM

NORMAL ALTN DIRECT

NOF 01020 04068 0001

Therefore, by simply looking at this main instrument (PFD), the flight crew is immediately aware of the status of flight controls, and the operational consequences.

PROTECTIONS

MSN 0031-0032 0034 0040-0041 0043 0045-0051 0056-0058 0060 0074-0075 0080 0089-0090

0095-0097 0106-0107 0113-0114 0118-0119 0121 0123-0125 0152-0153 0160 0171 0185

0191-0192 0197 0205-0206 0208 0213 0221-0222 0230 0234 0247 0252 0259-0263 0272-0273

0275-0276 0281-0282 0294 0296-0299 0301 0306-0307 0318-0321 0325 0329 0332 0338-0340

0345 0347 0349 0353 0355 0358 0360-0361 0367-0375 0380-0381 0387-0388 0390 0395-0400

0402 0406-0410 0416-0419 0421 0423 0427 0431-0432 0441 0451 0467 0469 0478

OBJECTIVES

One of the PF’s primary tasks is to maintain the aircraft within the limits of the normal flight envelope. However, some circumstances, due to extreme situations or aircraft mishandling, may provoke the violation of these limits.

The protections are not designed to allow PFs to exceed the normal flight envelope, as this is not authorized. In addition, these protections are not designed to be structural limit protections (e.g. opposite rudder pedal inputs).




FLIGHT CONTROLS

01.020

JUL 28/05

Rather, they are designed to assist the PF in emergency and stressful situations, where only instinctive and rapid reactions will be effective.

Protections are intended to:

.

Provide full authority to the PF to consistently achieve the best possible aircraft performance in extreme conditions

.

Reduce the risks of overcontrolling, or overstressing the aircraft

.

Provide PF with an instinctive and immediate procedure to ensure that the PF achieves the best possible result.

BANK ANGLE PROTECTION

Bank angle protection prevents that any major upset, or PF mishandling, causes the aircraft to be in a high-bank situation (wherein aircraft recovery is complex, due to the difficulty to properly assess such a situation and readily react).

Bank angle protection provides the PF with full authority to efficiently achieve any required roll maneuver.

The maximum achievable bank angle is plus or minus:

.

67 degrees, within the Normal Flight envelope (2.5 g level flight)

.

45 degrees, in high Speed protection (to prevent spiral dive)

HIGH SPEED PROTECTION

When flying beyond maximum design speeds VD/MD (which are greater that

VMO/MMO), there is an increased potential for aircraft control difficulties and structural concerns, due to high air loads. Therefore, the margin between

VMO/MMO and VD/MD must be such that any possible overshoot of the normal flight envelope should not cause any major difficulty.

High speed protection adds a positive nose-up G demand to a sidestick order, in order to protect the aircraft, in the event of a dive or vertical upset. As a result, this enables a reduction in the margin betwen VMO/MMO and VD/MD.

Therefore, in a dive situation:

.

If there is no sidestick input on the sidestick, the aircraft will slightly overshoot

VMO/MMO and fly back towards the envelope.

.

If the sidestick is maintained full forward, the aircraft will significantly overshoot

VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO +

0.04, the pitch nose-down authority smoothly reduces to zero (which does not mean that the aircraft stabilizes at that speed).

AIRBUS HIGH SPEED PROTECTION




FLIGHT CONTROLS

01.020

JUL 28/05 a)

360

360 340

340

320

HSP activation

360

320 b)

360

380

340

16

340

16

360

320

320

340

High speed protection activation: a) stick free b) stick full forward

NOF 01020 04070 0001

The PF, therefore, has full authority to perform a high speed/steep dive escape maneuver, when required, via a reflex action on the sidestick.

Note:

1. An OVERSPEED warning is provided.

2. At high altitude, this may result in activation of the angle of attack protection.

Depending on the ELAC standard, the crew may have to push on the stick to get out of this protection law.

LOAD FACTOR PROTECTION

On commercial aircraft, high load factors can be encountered during evasive maneuvers due to potential collisions, or CFIT

Pulling "g" is efficient, if the resulting maneuver is really flown with this "g" number.

If the aircraft is not able to fly this trajectory, or to perform this maneuver, pulling "g" will be detrimental.

On commercial aircraft, the maximum load that is structurally allowed is:

.

2.5 g in clean configuration,

.

2.0 g with the flaps extended.




FLIGHT CONTROLS

01.020

JUL 28/05

AIRBUS LOAD FACTOR PROTECTION AND SAFETY

2.5 g trajectory when aircraft within proper flight domain.

2.5 g pull shallow trajectory when a/c out of proper flight domain.

NOF 01020 04071 0001

On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very remote. Furthermore, as G Load information is not continuously provided in the cockpit, airline PFs are not used to controlling this parameter. This is further evidenced by inflight experience, which reveals that: In emergency situations, initial PF reaction on a yoke or sidestick is hesitant, then aggressive.

With load factor protection, the PF may immediately and instinctively pull the sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time.

Then, if the PF still needs to maintain the sidestick full aft stick, because the danger still exists, then the high AOA protection will take over. Load factor protection enhances this high AOA protection.

Load factor protection enables immediate PF reaction, without any risk of overstressing the aircraft.

Flight experience has also revealed that an immediate 2.5 g reaction provides larger obstacle clearance, than a hesitant and delayed high G Load maneuver

(two-second delay).

HIGH PITCH ATTITUDE PROTECTION

Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to hazardous situations:

.

Too high a nose-up u Very rapid energy loss

.

Too low a nose-down u Very rapid energy gain

Furthermore, there is no emergency situation that requires flying at excessive attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus

30 degrees/minus 15 degrees.

Pitch attitude protection enhances high speed protection, high load factor protection, and high AOA protection.

HIGH ANGLE-OF-ATTACK (AOA) PROTECTION

High AOA protection enables the PF to pull the sidestick full aft in dangerous situations, and thus consistently achieve the best possible aircraft lift.

This




FLIGHT CONTROLS

01.020

JUL 28/05 action on the sidestick is instinctive, and the high AOA protection minimizes the risk of stalls or control loss.

High AOA protection is an aerodynamic protection:

.

The PF will notice if the normal flight envelope is exceeded for any reason, because the autopitch trim will stop, the aircraft will sink to maintain its current

AOA (alpha PROT, strong static stability), and a significant change in aircraft behavior will occur.

.

If the PF then pulls the sidestick full aft, a maximum AOA (approximately corresponding to CL Max) is commanded. In addition, the speedbrakes will automatically retract, if extended.

AIRBUS AOA PROTECTION

CL

VLS

V prot

V Max

AOA

Max Full aftstick

Prot Stick Neutral

THS stopped

VLS Angle of attack corresponding to minimum allowed speed

Floor − ATHR function

NOF 01020 04072 0001

In addition to this aerodynamic protection, there are three more energy features:

.

If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the target speed is below VLS

.

If the angle-of-attack still increases and reaches ALPHA Floor threshold, the

A/THR triggers TOGA thrust and engages (unless in some cases of one engine-out).




FLIGHT CONTROLS

01.020

JUL 28/05

In case of an emergency situation, such as Windshear or CFIT, the PF is assisted in order to optimize aircraft performance via the:

.

A/THR: Adds thrust to maintain the speed above VLS

.

ALPHA FLOOR: Provides TOGA thrust

.

HIGH AOA protection: Provides maximum aerodynamic lift

.

Automatic speedbrake retraction: Minimizes drag.

Operational Recommendations:

When flying at alpha max, the PF can make gentle turns, if necessary.

The PF must not deliberately fly the aircraft in alpha protection, except for brief periods, when maximum maneuvering speed is required.

If alpha protection is inadvertently entered, the PF must exit it as quickly as possible, by easing the sidestick forward to reduce the angle-of-attack, while simultaneously adding power (if alpha floor has not yet been activated, or has been cancelled). If alpha floors has been triggered, it must be cancelled with the disconnect pushbutton (on either thrust lever), as soon as a safe speed is resumed.

In case of GPWS/SHEAR:

.

Set the thrust levers to TOGA

.

Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick).

.

Initially maintain the wings level

This immediately provides maximum lift/maximum thrust/minimum drag. Therefore,

CFIT escape maneuvers will be much more efficient.

PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY




FLIGHT CONTROLS

01.020

JUL 28/05

200

100

ALT (ft)

Initial a/c conditions:

Landing Conf.

VAPP

V/S − 1500ft/mn

PROTECTED A/C

ALTITUDE

−100 NON

2500

DIST (ft)

GPWS PULL UP

Call out

1000

1500

2000

NOF 01020 04073 0001

The above-illustrated are typical trajectories flown by all protected or not protected aircraft, when the PF applies the escape procedure after an aural

GPWS PULL UP" alert.

The graph demonstrates the efficiency of the protection, to ensure a duck-under that is 50 percent lower, a bucket-distance that is 50 percent shorter, a safety margin that more than doubles (due to a quicker reaction time), and a significant altitude gain (+/- 250 ft).

These characteristics are common to all protected aircraft, because the escape procedure is easy to achieve, and enables the PF to fly the aircraft at a constant AOA, close to the max AOA.

It is much more difficult to fly the stick shaker AOA on an aircraft that is not protected.

MSN 0002-0030 0033 0035-0039 0042 0044 0052-0055 0059 0061-0073 0076-0078 0081-0088

0091-0094 0098-0104 0108-0112 0115-0117 0120 0122 0126-0151 0154-0159 0161-0170

0172-0184 0186-0190 0193-0196 0198-0204 0207 0209-0212 0214-0220 0223-0229 0231-0233

0235-0246 0248-0251 0253-0258 0264-0271 0274 0277-0280 0283-0293 0295 0300 0302-0305

0308-0317 0322-0324 0326-0328 0330-0331 0333-0337 0341-0344 0346 0348 0350-0352

0354 0356-0357 0359 0362-0366 0376-0379 0382-0386 0389 0391-0394 0401 0403-0405

0411-0415 0420 0422 0424-0426 0428-0430 0434-0440 0442-0450 0452-0466 0468 0470-0477

0479-2702

OBJECTIVES

One of the PF’s primary tasks is to maintain the aircraft within the limits of the normal flight envelope. However, some circumstances, due to extreme situations or aircraft mishandling, may provoke the violation of these limits.

The protections are not designed to allow PFs to exceed the normal flight envelope, as this is not authorized. In addition, these protections are not designed to be structural limit protections (e.g. opposite rudder pedal inputs).




FLIGHT CONTROLS

01.020

JUL 28/05

Rather, they are designed to assist the PF in emergency and stressful situations, where only instinctive and rapid reactions will be effective.

Protections are intended to:

.

Provide full authority to the PF to consistently achieve the best possible aircraft performance in extreme conditions

.

Reduce the risks of overcontrolling, or overstressing the aircraft

.

Provide PF with an instinctive and immediate procedure to ensure that the PF achieves the best possible result.

BANK ANGLE PROTECTION

Bank angle protection prevents that any major upset, or PF mishandling, causes the aircraft to be in a high-bank situation (wherein aircraft recovery is complex, due to the difficulty to properly assess such a situation and readily react).

Bank angle protection provides the PF with full authority to efficiently achieve any required roll maneuver.

The maximum achievable bank angle is plus or minus:

.

67 degrees, within the Normal Flight envelope (2.5 g level flight)

.

45 degrees, in high Speed protection (to prevent spiral dive)

HIGH SPEED PROTECTION

When flying beyond maximum design speeds VD/MD (which are greater that

VMO/MMO), there is an increased potential for aircraft control difficulties and structural concerns, due to high air loads. Therefore, the margin between

VMO/MMO and VD/MD must be such that any possible overshoot of the normal flight envelope should not cause any major difficulty.

High speed protection adds a positive nose-up G demand to a sidestick order, in order to protect the aircraft, in the event of a dive or vertical upset. As a result, this enables a reduction in the margin betwen VMO/MMO and VD/MD.

Therefore, in a dive situation:

.

If there is no sidestick input on the sidestick, the aircraft will slightly overshoot

VMO/MMO and fly back towards the envelope.

.

If the sidestick is maintained full forward, the aircraft will significantly overshoot

VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO +

0.04, the pitch nose-down authority smoothly reduces to zero (which does not mean that the aircraft stabilizes at that speed).

AIRBUS HIGH SPEED PROTECTION




FLIGHT CONTROLS

01.020

JUL 28/05 a)

360

360 340

340

320

HSP activation

360

320 b)

360

380

340

16

340

16

360

320

320

340

High speed protection activation: a) stick free b) stick full forward

NOF 01020 04075 0001

The PF, therefore, has full authority to perform a high speed/steep dive escape maneuver, when required, via a reflex action on the sidestick.

Note:

1. An OVERSPEED warning is provided.

2. At high altitude, this may result in activation of the angle of attack protection.

Depending on the ELAC standard, the crew may have to push on the stick to get out of this protection law.

LOAD FACTOR PROTECTION

On commercial aircraft, high load factors can be encountered during evasive maneuvers due to potential collisions, or CFIT

Pulling "g" is efficient, if the resulting maneuver is really flown with this "g" number.

If the aircraft is not able to fly this trajectory, or to perform this maneuver, pulling "g" will be detrimental.

On commercial aircraft, the maximum load that is structurally allowed is:

.

2.5 g in clean configuration,

.

2.0 g with the flaps extended.




FLIGHT CONTROLS

01.020

JUL 28/05

AIRBUS LOAD FACTOR PROTECTION AND SAFETY

2.5 g trajectory when aircraft within proper flight domain.

2.5 g pull shallow trajectory when a/c out of proper flight domain.

NOF 01020 04076 0001

On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very remote. Furthermore, as G Load information is not continuously provided in the cockpit, airline PFs are not used to controlling this parameter. This is further evidenced by inflight experience, which reveals that: In emergency situations, initial PF reaction on a yoke or sidestick is hesitant, then aggressive.

With load factor protection, the PF may immediately and instinctively pull the sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time.

Then, if the PF still needs to maintain the sidestick full aft stick, because the danger still exists, then the high AOA protection will take over. Load factor protection enhances this high AOA protection.

Load factor protection enables immediate PF reaction, without any risk of overstressing the aircraft.

Flight experience has also revealed that an immediate 2.5 g reaction provides larger obstacle clearance, than a hesitant and delayed high G Load maneuver

(two-second delay).

HIGH PITCH ATTITUDE PROTECTION

Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to hazardous situations:

.

Too high a nose-up u Very rapid energy loss

.

Too low a nose-down u Very rapid energy gain

Furthermore, there is no emergency situation that requires flying at excessive attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus

30 degrees/minus 15 degrees.

Pitch attitude protection enhances high speed protection, high load factor protection, and high AOA protection.

HIGH ANGLE-OF-ATTACK (AOA) PROTECTION

High AOA protection enables the PF to pull the sidestick full aft in dangerous situations, and thus consistently achieve the best possible aircraft lift.

This




FLIGHT CONTROLS

01.020

JUL 28/05 action on the sidestick is instinctive, and the high AOA protection minimizes the risk of stalls or control loss.

High AOA protection is an aerodynamic protection:

.

The PF will notice if the normal flight envelope is exceeded for any reason, because the autopitch trim will stop, the aircraft will sink to maintain its current

AOA (alpha PROT, strong static stability), and a significant change in aircraft behavior will occur.

.

If the PF then pulls the sidestick full aft, a maximum AOA (approximately corresponding to CL Max) is commanded. In addition, the speedbrakes will automatically retract, if extended.

AIRBUS AOA PROTECTION

CL

VLS

V prot

V Max

AOA

Max Full aftstick

Prot Stick Neutral

THS stopped

VLS Angle of attack corresponding to minimum allowed speed

Floor − ATHR function

NOF 01020 04077 0001

In addition to this aerodynamic protection, there are three more energy features:

.

If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the target speed is below VLS

.

A "LOW ENERGY" aural alert triggers, when the aircraft energy level drops below a specific threshold function of, for example, IAS, ACCEL/DECEL, or

FPA.

For example, if the aircraft decelerates at 1 kt/sec, and:

-- The FPA is -3 degrees, the alert will trigger at approximately VLS -8,




FLIGHT CONTROLS

01.020

JUL 28/05

-- The FPA is -4 degrees, the alert will trigger at approximately VLS -2.

This "SPEED, SPEED, SPEED" alert draws the PF’s attention to the SPEED scale, and indicates the need to adjust thrust.

It comes immediately before the ALPHA Floor, and is available when the aircraft is below 2000 feet RA and is in CONF

≥ 2.

.

If the angle-of-attack still increases and reaches ALPHA Floor threshold, the

A/THR triggers TOGA thrust and engages (unless in some cases of one engine-out).

In case of an emergency situation, such as Windshear or CFIT, the PF is assisted in order to optimize aircraft performance via the:

.

A/THR: Adds thrust to maintain the speed above VLS

.

Low Energy Speed - Speed warning: Enhances PF awareness

.

ALPHA FLOOR: Provides TOGA thrust

.

HIGH AOA protection: Provides maximum aerodynamic lift

.

Automatic speedbrake retraction: Minimizes drag.

Operational Recommendations:

When flying at alpha max, the PF can make gentle turns, if necessary.

The PF must not deliberately fly the aircraft in alpha protection, except for brief periods, when maximum maneuvering speed is required.

If alpha protection is inadvertently entered, the PF must exit it as quickly as possible, by easing the sidestick forward to reduce the angle-of-attack, while simultaneously adding power (if alpha floor has not yet been activated, or has been cancelled). If alpha floors has been triggered, it must be cancelled with the disconnect pushbutton (on either thrust lever), as soon as a safe speed is resumed.

In case of GPWS/SHEAR:

.

Set the thrust levers to TOGA

.

Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick).

.

Initially maintain the wings level

This immediately provides maximum lift/maximum thrust/minimum drag. Therefore,

CFIT escape maneuvers will be much more efficient.

PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY




FLIGHT CONTROLS

01.020

JUL 28/05

200

100

ALT (ft)

Initial a/c conditions:

Landing Conf.

VAPP

V/S − 1500ft/mn

PROTECTED A/C

ALTITUDE

−100 NON

2500

DIST (ft)

GPWS PULL UP

Call out

1000

1500

2000

NOF 01020 04078 0001

The above-illustrated are typical trajectories flown by all protected or not protected aircraft, when the PF applies the escape procedure after an aural "

GPWS PULL UP" alert.

The graph demonstrates the efficiency of the protection, to ensure a duck-under that is 50 percent lower, a bucket-distance that is 50 percent shorter, a safety margin that more than doubles (due to a quicker reaction time), and a significant altitude gain (+/- 250 ft).

These characteristics are common to all protected aircraft, because the escape procedure is easy to achieve, and enables the PF to fly the aircraft at a constant AOA, close to the max AOA.

It is much more difficult to fly the stick shaker AOA on an aircraft that is not protected.

MECHANICAL BACKUP

ALL

The purpose of the mechanical backup is to achieve all safety objectives in

MMEL dispatch condition: To manage a temporary and total electrical loss, the temporary loss of five fly-by-wire computers, the loss of both elevators, or the total loss of ailerons and spoilers.

It must be noted that it is very unlikely the mechanical backup will be used, due to the fly-by-wire architecture. For example, in case of electrical emergency configuration, or an all-engine flameout, alternate law remains available.




FLIGHT CONTROLS

01.020

JUL 28/05

In the unlikely event of such a failure, mechanical backup enables the PF to safely stabilize the aircraft, using the rudder and manual pitch trim, while reconfiguring the systems.

In such cases, the objective is not to fly the aircraft accurately, but to maintain the aircraft attitude safe and stabilized, in order to allow the restoration of lost systems.

The pitch trim wheel is used to control pitch. Any action on the pitch trim wheel should be applied smoothly, because the THS effect is significant due to its large size.

The rudder provides lateral control, and induces a significant roll with a slight delay. The PF should apply some rudder to turn, and wait for the aircraft reaction.

To stabilize and level the wings, anticipate by releasing the rudder pedals.

A red MAN PITCH TRIM ONLY" message appears on the PFD to immediately inform the PF that the mechanical backup is being used.

BACK-UP INDICATION ON PFD

MAN PITCH TRIM ONLY

NOF 01020 04069 0001

ABNORMAL ATTITUDES

ALL

If the aircraft is, for any reason, far outside the normal flight envelope and reaches an abnormal attitude, the normal controls are modified and provide the

PF with maximum efficiency in regaining normal attitudes. (An example of a typical reason for being far outside the normal flight envelope would be a mid-air collision).

The so-called "abnormal attitude" law is :




FLIGHT CONTROLS

01.020

JUL 28/05

.

Pitch alternate with load factor protection (without autotrim)

.

Lateral direct law with yaw alternate

These laws trigger, when extreme values are reached:

.

Pitch (50 degrees up, 30 degrees down)

.

Bank (125 degrees)

.

AOA (30 degrees, -10 degrees)

.

Speed (440 kt, 60 kt)

.

Mach (0.96, 0.1).

It is very unlikely that the aircraft will reach these attitudes, because fly-by-wire provides protection to ensure rapid reaction far in advance.

This will minimize the effect and potential for such aerodynamic upsets.

The effectiveness of fly-by-wire architecture, and the existence of control laws, eliminate the need for upset recovery maneuvers to be trained on protected

Airbus aircraft.

SIDESTICK AND PRIORITY P/B

ALL

When the Pilot Flying (PF) makes an input on the sidestick, an order (an electrical signal) is sent to the fly-by-wire computer. If the Pilot Not Flying (PNF) also acts on the stick, then both signals/orders are added.

Therefore, as on any other aircraft type, PF and PNF must not act on their sidesticks at the same time. If the PNF (or Training Captain) needs to take over, the PNF must press the sidestick priority pushbutton, and announce: "I have control".

If a flight crewmember falls on a sidestick, or a mechanical failure leads to a jammed stick (there is no associate ECAM caution), the "failed" sidestick order is added to the "non failed" sidestick order.

In this case, the other not affected flight crewmember must press the sidestick priority pushbutton for at least 40 seconds, in order to deactivate the "failed" sidestick.

A pilot can at any time reactivate a deactivated stick by momentarily pressing the takeover push button on either stick.




FLIGHT CONTROLS

01.020

JUL 28/05

In case of a "SIDE STICK FAULT" ECAM warning, due to an electrical failure, the affected sidestick order (sent to the computer) is forced to zero. This automatically deactivates the affected sidestick. This explains why there is no procedure associated with that warning.

Note: When a sidestick is deactivated by the opposite sidestick priority pushbutton, it can be reactivated with its own sidestick priority pushbutton.




AP / FD / ATHR

01.030

JUL 28/05

AUTOPILOT/FLIGHT DIRECTOR

ALL

OBJECTIVE

The Auto Pilot (AP) and Flight Director (FD) assist the flight crew to fly the aircraft within the normal flight envelope, in order to:

.

Optimize performance in the takeoff, go-around, climb, or descent phases

.

Follow ATC clearances (lateral or vertical)

.

Repeatedly fly and land the aircraft with very high accuracy in CAT II and

CAT III conditions.

To achieve these objectives:

.

The AP takes over routine tasks. This gives the Pilot Flying (PF) the necessary time and resources to assess the overall operational situation.

.

The FD provides adequate attitude or flight path orders, and enables the PF to accurately fly the aircraft manually.

MANAGED AND SELECTED MODES

The choice of mode is a strategic decision that is taken by the PF.

Managed

To fly along the pre−planned F−PLN, entered in the MCDU

Selected

For specific ATC requests, or when there is not sufficient time to modify the MCDU F−PLN

NOF 01030 04079 0001

Managed modes require:

.

Good FMS navigation accuracy (or GPS PRIMARY)

.

An appropriate ACTIVE F-PLN (i.e. the intended lateral and vertical trajectory is entered, and the sequencing of the F-PLN is monitored).




AP / FD / ATHR

01.030

JUL 28/05

If these two conditions are not fulfilled

MAIN INTERFACES WITH THE AP/FD

Revert to selected modes

NOF 01030 04080 0001

MCDU

Long−term* interface

To prepare lateral or vertical revisions, or to preset the speed for the next phase.

FCU

Short−term interface

To select the ATC HDG, expedite, speed, etc.

(quickly performed "head−up")

NOF 01030 04081 0001

*The DIR TO function is an exception to this rule.

OPERATIONAL RECOMMENDATION:

With the FMS, anticipate flight plan updates by preparing:

.

EN ROUTE DIVERSIONS

.

DIVERSION TO ALTN

.

CIRCLING

.

LATE CHANGE OF RWY in the SEC F-PLN. This enables the MCDU to be used for short-term actions.

TASKSHARING AND COMMUNICATIONS

The FCU and MCDU must be used, in accordance with the rules outlined below, in order to ensure:

.

Safe operation (correct entries made)




AP / FD / ATHR

.

Effective inter-pilot communication (knowing each other’s intentions)

.

Comfortable operations (use "available hands", as appropriate)

01.030

JUL 28/05

MCDU entries are performed by the

PF, during a temporary transfer of command to the PNF.

FCU entries are performed by:

− The PF, with the AP on.

− The PNF (upon PF request), with the AP off.

A crosscheck must be performed.

FCU entries must be announced.

Time−consuming entries should be avoided below 10000 feet.

Entries should be restricted to those that have an operational benefit.

Upon FCU entries:

The PF must check and announce the corresponding PFD/FMA target and mode.

(PERF APPR, DIR TO, DIR TO

INTERCEPT, RAD NAV, LATE

CHANGE OF RUNWAY, ACTIVATE

SEC F−PLN, ENABLE ALTN)

The PNF must crosscheck and announce "CHECKED".

NOF 01030 04082 0001

AP/FD MONITORING

The FMA indicates the status of the AP, FD, and A/THR, and their corresponding operating modes.

The PF must monitor the FMA, and announce any FMA changes. The flight crew uses the FCU or MCDU to give orders to the AP/FD.

The aircraft is expected to fly in accordance with these orders.

The main concern for the flight crew should be:

WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW ?

WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT ?

If the aircraft does not fly as expected:

And, if in managed mode Select the desired target

NOF 01030 04083 0001

- Or, disengage the AP, and fly the aircraft manually.




AP / FD / ATHR

01.030

JUL 28/05

AUTOPILOT (AP) OPERATION

The AP can be engaged within the normal flight envelope, 5 seconds after liftoff and at least 100ft.

It automatically disengages, when the aircraft flies significantly outside the normal flight envelope limits.

The AP cannot be engaged, when the aircraft is outside the flight envelope.

Flight control laws are designed to assist the flight crew to return within the flight envelope, in accordance with the selected strategy.

The AP may be used:

.

For autoland: Down to the aircraft landing rollout, in accordance with the limitations indicated in the FCOM

.

For other approaches, down to:

-- The MDA for straight in Non Precision Approach

-- MDA-100 ft for circling approach

-- 160 ft for ILS approach with CAT1 displayed on FMA

-- 500 ft for all others phases.

It may also be used, in case of:

.

Engine failure: Without any restriction, within the demonstrated limits, including for autoland

.

Abnormal configuration (e.g. slats/flaps failure): Down to 500 feet AGL. Extra vigilance is required in these configurations. The flight crew must be ready to take over, if the aircraft deviates from its intended, safe flight path.

The sidestick’s instinctive disconnect pushbutton should be used to disengage the

AP.

Instinctive override action on the sidestick consists of pushing or pulling the sidestick, when the AP is engaged.

This action disengages the AP, and should be done as per design, i.e. in case of an instinctive reaction (to an AP hard over for example).

USE OF THE FD WITHOUT THE AP

When manually flying the aircraft with the FDs on, the FD bars or the FPD symbol provide lateral and vertical orders, in accordance with the active modes that the flight crew selects.

Therefore:

⇒ Fly with a centered FD or FPD

⇒ If not using FD orders, turn off the FD.

It is strongly recommended to turn off both FDs, to ensure that the A/THR is in

SPEED mode, if the A/THR is active.



AUTOTHRUST (A/THR)


AP / FD / ATHR

01.030

JUL 28/05

MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091

0095-0099 0112-0114 0119 0123-0124 0138-0139 0148 0151 0163-0170 0178-0182 0189-0190

0193-0196 0198 0205 0212 0219 0221-0222 0225 0230 0238 0243 0245 0247 0249-0251

0256-0258 0271 0289 0293-0295 0299-0301 0304 0308 0314-0317 0322 0326-0328 0334-0336

0338 0343-0344 0348-0349 0351 0354 0357 0362-0363 0365-0366 0370-0371 0376 0379

0383 0386 0389-0394 0396 0398 0402 0406 0411 0413-0414 0416 0422-0425 0429-0432

0437 0440-0441 0443-0444 0446-0448 0451 0453 0455 0460-0461 0469 0471 0476 0478

0480-0482

OBJECTIVE

The A/THR computer (within the FG) interfaces directly with the engine computer, referred to as the FADEC.

The A/THR sends to the FADEC the thrust targets that are needed to:

.

Obtain and maintain a target speed, when in SPEED mode

.

Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.

INTERFACE

When the A/THR is active, the thrust lever position determines the maximum thrust that the A/THR can command in SPEED or THRUST mode. Therefore, with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.

The A/THR computer does not drive back the thrust levers. The PF sets them to a specific detent on the thrust lever range.

The A/THR system provides cues that indicate the energy of the aircraft:

.

Speed, acceleration, or deceleration, obtained by the speed trend vector

.

N1, and N1 command on the N1 gauge.

All these cues are in the flight crews direct line of vision.

In other words, the Thrust Lever Position (TLP) should not be used to monitor correct A/THR operation. Neither should the thrust lever position of a conventional autothrottle, be considered a cue because, in many hazardous situations, the thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).

THE TLP DETERMINES MAX THRUST FOR THE A/THR




AP / FD / ATHR

01.030

JUL 28/05

CLB

MCT

CLB

MCT

5

60.0

5

TLP

60.0

Thrust Lever

Position

(TLP)

NOF 01030 04084 0001

NORMAL OPERATIONS

The A/THR can only be active, when the thrust levers are between IDLE and the

CLB detent.

When the thrust levers are beyond the CLB detent, thrust is controlled manually to the thrust lever position, and the A/THR is armed (A/THR appears in blue on the FMA). This means that the A/THR is ready to be re-activated, when the flight crew sets the thrust levers back to the CLB detent (or below).

A/THR OPERATING SECTORS _ ALL ENGINES OPERATING

AT

HR

ON

Sector

CLB

MCT

AT

H

R

M

A

N

Armed H

R

IDLE STOP TOGA

NOF 01030 04085 0001

At Takeoff

The thrust levers are set either full forward to TOGA, or to the FLX detent.

Thrust is manually controlled to the TLP, and A/THR is armed.

The FMA indicates this in blue.

After Takeoff

When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers back to the CLB detent. This activates A/THR. MAX CLB will, therefore, be the




AP / FD / ATHR

01.030

JUL 28/05 maximum normal thrust setting that will be commanded by the A/THR in CLB,

CRZ, DES, or APPR, as required.

Thrust Lever(s) below the CLB Detent

If one thrust lever is set to below the CLB detent, the FMA triggers a LVR

ASYM message, as a reminder to the flight crew (e.g. this configuration might be required due to an engines high vibration level). However, if all thrust levers are set to below the CLB detent, with the A/THR active, then CLB or LVR CLB flashes in the first FMA column. This is because there is no operational reason to be in such a situation, and to permanently limit A/THR authority on all engines. In this case, all thrust levers should either be brought back to the CLB detent, or the A/THR should be set to OFF.

Thrust Levers Beyond the CLB Detent

If all thrust levers are set to beyond the CLB detent, when A/THR is active, the flight crew manually controls thrust to the Thrust Lever Position. The FMA displays THR or MAN THR in the first FMA column, and the A/THR is armed.

As a reminder, CLB or LVR CLB flashes on the FMA. This technique is most efficient, when the aircraft speed goes significantly below the target. When the aircraft speed or acceleration is satisfactory, the thrust levers should be brought back to the CLB detent. This re-activates the A/THR.

SPEED DROP IN APPROACH: RECOMMENDED RECOVERY TECHNIQUE

Push levers beyond CLB

Bring levers back into CLB detent

(if acceleration satisfactory)

IAS Iower than target speed with ATHR SPEED mode

MAN THR with ATHR blue

Thrust Increases

NOF 01030 04086 0001

Note: When using this technique during approach (e.g. to regain VAPP), the thrust levers should be moved past the CLB detent, but not beyond the

MCT.

In most cases, it is not necessary to go beyond MCT, and the PF may inadvertently advance thrust levers all the way to the TOGA stop, and thereby engage go-around mode.

OPERATIONS WITH ONE ENGINE INOPERATIVE




AP / FD / ATHR

01.030

JUL 28/05

The above-noted principles also apply to an one-engine inoperative situation, except that A/THR can only be active, when the thrust levers are set between

IDLE and MCT.

A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE

When A Floor triggered

TOGA thrust

(although levers Idle)

A FLOOR A/THR

When out of A FLOOR

TOGA LK

TOGA LK A/THR

NOF 01030 04091 0001

In case of engine failure, the thrust levers will be in MCT detent for remainder of the flight.

This is because MCT is the maximum thrust that can usually be commanded by the A/THR for climb or acceleration, in all flight phases (e.g.

CLB, CRZ, DES or APPR ).

TO SET AUTOTHRUST TO OFF

HOW TO SET A/THR OFF

AT

HR

ON

Sector

IDLE

MCT

A

T

H

R

M

A

N

Armed

T

H

R

TOGA

NOF 01030 04087 0001

1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON




AP / FD / ATHR

01.030

JUL 28/05

If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust will increase to MAX CLB. This may cause a not desired thrust change. For example, during approach, A/THR in SPEED mode, commands approximately N1

55 %.

If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust goes to MAX CLB.

This will perturbate the approach.

Therefore, the recommended technique for setting A/THR to off is:

-- Return the thrust levers to approximately the current thrust setting, by observing the TLP symbol on the thrust gauge

-- Press the I/D pushbutton

This technique minimizes thrust discontinuity, when setting A/THR to off.

RECOMMENDED TECHNIQUE TO SET A/THR OFF

SPD

MACH

SPD HDG

305

LAT

HDG

TRK

HDG V/S

V/S

FPA

ALT

29000

LVL/CH

100 1000

METRIC

ALT

AP1 AP2

V/S

UP

LOC A/THR ALT

ON

APPR

PUSH

TO

LEVEL

OFF

A/THR

1

RECOMMENDED METHOD:

USE OF THE INSTINCTIVE

DISCONNECT P/B

TO

GA

FLX

M

C

T

2

COMMONLY USED AT LANDING:

THRUST LEVERS

SET TO IDLE

A

/

T

H

R

0

3

NOT RECOMMENDED:

USE OF ATHR P/B ON FCU

NOF 01030 04088 0001

2) THRUST LEVERS SET TO IDLE

If thrust levers are set to IDLE, A/THR is set to off.

This technique is usually used in descent, when the A/THR is in THR IDLE, or at landing. During flare, with the A/THR active, the thrust levers are set to the CLB detent. Then, when thrust reduction is required for landing, the thrust levers should be moved smoothly and set to the IDLE stop. This will retard thrust, and set A/THR to off.

As a reminder, the "RETARD" aural alert will sound.

In flare, this aural alert will occur at 20 feet, except in the case of autoland, where it occurs at 10 feet.

It should be noted that, when the thrust levers are set back to IDLE and A/THR set to off: The A/THR can be reactivated by pressing the pushbutton on the

FCU, and returning the thrust levers to the applicable detent.

The thrust levers should be immediately returned to the applicable detent, in order to avoid flashing CLB or LVR CLB message on the first FMA column.

3) USE OF THE FCU PUSHBUTTON




AP / FD / ATHR

01.030

JUL 28/05

Use of the FCU pushbutton is considered to be an involuntary A/THR off command (e.g. in the case of a failure).

When pressed, thrust is frozen and remains locked at the value it had when the flight crew pressed the A/THR pushbutton, as long as the thrust levers remain in the CLB or MCT detent.

If thrust levers are out of detent, thrust is manually controlled and, therefore, unlocked.

A THR LK message appears in amber on the FMA

In this case, when the flight crew moves the thrust levers out of detent, full manual control is recovered, and the THR LK message disappears from the FMA.

This feature should not be used, unless the instinctive disconnect pushbuttons are inoperative.

ALPHA FLOOR

When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold, this means that the aircraft has decelerated significantly (below ALPHA PROT speed): A/THR activates automatically and orders TOGA thrust, regardless of the thrust lever position.

The example below illustrates that:

.

The aircraft is in descent with the thrust levers manually set to IDLE.

.

The aircraft decelerates, during manual flight with the FD off, as indicated on the FMA.

SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE

A/THR ON

5

Bring thrust levers to actual thrust

TLP 55

5

55.0

Press I/D

A/THR OFF

55.0

NOF 01030 04089 0001

When the speed decreases, so that the angle-of-attack reaches the ALPHA

FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that the thrust levers are at IDLE.

When the aircraft accelerates again, the angle-of-attack drops below the ALPHA

FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight




AP / FD / ATHR

01.030

JUL 28/05 crew to reduce thrust, as necessary.

TOGA LK appears on the FMA to indicate that TOGA thrust is locked. The desired thrust can only be recovered by setting

A/THR to off, with the instinctive disconnect pushbutton.

ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.

A/THR USE - SUMMARY

Use of A/THR is recommended during the entire flight. It may be used in most failures cases, including:

.

Engine failure, even during autoland

.

Abnormal configurations

A/THR USE IN FLIGHT

At THR RED ALT (until landing)

Thrust levers: CLB (or MCT in case of engine failure)

A/THR active (white on FMA) in speed or thrust mode

At TAKE OFF

Thrust levers: TOGA or FLEX

A/THR armed (blue on FMA)

In APPROACH


A/THR active in speed mode

Hold the thrust levers and push them forward (not above MCT) temporarily if required for additional thrust

GO AROUND

Thrust levers: TOGA


FLARE and LANDING

Thrust levers: IDLE when required

A/THR off

Note: no automatic RETARD except

in autoland. This explains

why the RETARD call out comes

at 20 ft in all cases, except

AUTOLAND where it comes at

10 ft.

NOF 01030 04090 0001

A/THR should be monitored via the:

.

FMA SPEED / SPEED TREND on the PFD

.

N1/N1 command (EPR) on the ECAM E/WD.




AP / FD / ATHR

01.030

JUL 28/05

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088

0093-0094 0100-0111 0115-0118 0120-0122 0125-0137 0140-0147 0149-0150 0152-0162

0171-0177 0183-0188 0191-0192 0197 0199-0204 0206-0211 0213-0218 0220 0223-0224

0226-0229 0231-0237 0239-0242 0244 0246 0248 0252-0255 0259-0270 0272-0288 0290-0292

0296-0298 0302-0303 0305-0307 0309-0313 0318-0321 0323-0325 0329-0333 0337 0339-0342

0345-0347 0350 0352-0353 0355-0356 0358-0361 0364 0367-0369 0372-0375 0377-0378

0380-0382 0384-0385 0387-0388 0395 0397 0399-0401 0403-0405 0407-0410 0412 0415

0417-0421 0426-0428 0434-0436 0438-0439 0442 0445 0449-0450 0452 0454 0456-0459

0462-0468 0470 0472-0475 0477 0479 0483-2702

OBJECTIVE

The A/THR computer (within the FG) interfaces directly with the engine computer, referred to as the FADEC.

The A/THR sends to the FADEC the thrust targets that are needed to:

.

Obtain and maintain a target speed, when in SPEED mode

.

Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.

INTERFACE

When the A/THR is active, the thrust lever position determines the maximum thrust that the A/THR can command in SPEED or THRUST mode. Therefore, with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.

The A/THR computer does not drive back the thrust levers. The PF sets them to a specific detent on the thrust lever range.

The A/THR system provides cues that indicate the energy of the aircraft:

.

Speed, acceleration, or deceleration, obtained by the speed trend vector

.

N1, and N1 command on the N1 gauge.

All these cues are in the flight crews direct line of vision.

In other words, the Thrust Lever Position (TLP) should not be used to monitor correct A/THR operation. Neither should the thrust lever position of a conventional autothrottle, be considered a cue because, in many hazardous situations, the thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).

THE TLP DETERMINES MAX THRUST FOR THE A/THR




AP / FD / ATHR

01.030

JUL 28/05

CLB

MCT

CLB

MCT

5

60.0

5

TLP

60.0

Thrust Lever

Position

(TLP)

NOF 01030 04092 0001


The A/THR can only be active, when the thrust levers are between IDLE and the

CLB detent.

When the thrust levers are beyond the CLB detent, thrust is controlled manually to the thrust lever position, and the A/THR is armed . This means that the

A/THR is ready to be re-activated, when the flight crew sets the thrust levers back to the CLB detent (or below).A/THR appears in blue on the FMA.

A/THR OPERATING SECTORS _ ALL ENGINES OPERATING

AT

HR

ON

Sector

CLB

MCT

AT

H

R

M

A

N

Armed H

R

IDLE STOP TOGA

NOF 01030 04093 0001

At Takeoff

The thrust levers are set either full forward to TOGA, or to the FLX detent.

Thrust is manually controlled to the TLP, and A/THR is armed.

The FMA indicates this in blue.

After Takeoff

When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers back to the CLB detent. This activates A/THR. MAX CLB will, therefore, be the




AP / FD / ATHR

01.030

JUL 28/05 maximum normal thrust setting that will be commanded by the A/THR in CLB,

CRZ, DES, or APPR, as required.

Thrust Lever(s) below the CLB Detent

If one thrust lever is set to below the CLB detent, the FMA triggers a LVR

ASYM message, as a reminder to the flight crew (e.g. this configuration might be required due to an engines high vibration level). However, if all thrust levers are set to below the CLB detent, with the A/THR active, then the ECAM repeatedly triggers the AUTO FLT AUTOTHRUST LIMITED caution. This is because there is no operational reason to be in such a situation, and to permanently limit A/THR authority on all engines.

In this case, all thrust levers should either be brought back to the CLB detent, or the A/THR should be set to OFF.

Thrust Levers Beyond the CLB Detent

If all thrust levers are set to beyond the CLB detent, when A/THR is active, the flight crew manually controls thrust to the Thrust Lever Position. The FMA displays THR or MAN THR, and the A/THR is armed. As a reminder, CLB or

LVR CLB flashes on the FMA. This technique is most efficient, when the aircraft speed goes significantly below the target. When the aircraft speed or acceleration is satisfactory, the thrust levers should be brought back to the CLB detent. This re-activates the A/THR.

SPEED DROP IN APPROACH: RECOMMENDED RECOVERY TECHNIQUE

Push levers beyond CLB

Bring levers back into CLB detent

(if acceleration satisfactory)

IAS Iower than target speed with ATHR SPEED mode

MAN THR with ATHR blue

Thrust Increases

NOF 01030 04094 0001

Note: When using this technique during approach (e.g. to regain VAPP), the thrust levers should be moved past the CLB detent, but not beyond the

MCT.

In most cases, it is not necessary to go beyond MCT, and the PF may inadvertently advance thrust levers all the way to the TOGA stop, and thereby engage go-around mode.

OPERATIONS WITH ONE ENGINE INOPERATIVE




AP / FD / ATHR

01.030

JUL 28/05

The above-noted principles also apply to an one-engine inoperative situation, except that A/THR can only be active, when the thrust levers are set between

IDLE and MCT.

A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE

AT

HR

ON

Sector

MCT

A

T

H

R

M

A

N

Armed

T

H

R

IDLE TOGA

NOF 01030 04095 0001

In case of engine failure, the thrust levers will be in MCT detent for remainder of the flight.

This is because MCT is the maximum thrust that can usually be commanded by the A/THR for climb or acceleration, in all flight phases (e.g.

CLB, CRZ, DES or APPR ).

TO SET AUTOTHRUST TO OFF

HOW TO SET A/THR OFF

SPD

MACH

SPD HDG

305

LAT

LOC

HDG

TRK

HDG V/S

V/S

FPA

ALT

29000

LVL/CH

100 1000

METRIC

ALT

AP1 AP2

V/S

UP

ON

A/THR ALT APPR

PUSH

TO

LEVEL

OFF

A/THR 1

RECOMMENDED METHOD:

USE OF THE INSTINCTIVE

DISCONNECT P/B

TO

GA

FLX

M

C

T

2

COMMONLY USED AT LANDING:

THRUST LEVERS

SET TO IDLE

A

/

T

H

R

0

3

NOT RECOMMENDED:

USE OF ATHR P/B ON FCU

NOF 01030 04096 0001

1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON




AP / FD / ATHR

01.030

JUL 28/05

If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust will increase to MAX CLB. This may cause a not desired thrust change. For example, during approach, A/THR in SPEED mode, commands approximately N1

55 %.

If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust goes to MAX CLB.

This will perturbate the approach.

Therefore, the recommended technique for setting A/THR to off is:

-- Return the thrust levers to approximately the current thrust setting, by observing the TLP symbol on the thrust gauge

-- Press the I/D pushbutton

This technique minimizes thrust discontinuity, when setting A/THR to off.

RECOMMENDED TECHNIQUE TO SET A/THR OFF

A/THR ON

5

Bring thrust levers to actual thrust

TLP 55

5

55.0

Press I/D

A/THR OFF

55.0

NOF 01030 04097 0001

2) THRUST LEVERS SET TO IDLE

If thrust levers are set to IDLE, A/THR is set to off.

This technique is usually used in descent, when the A/THR is in THR IDLE, or at landing. During flare, with the A/THR active, the thrust levers are set to the CLB detent. Then, when thrust reduction is required for landing, the thrust levers should be moved smoothly and set to the IDLE stop. This will retard thrust, and set A/THR to off.

As a reminder, the "RETARD" aural alert will sound.

In flare, this aural alert will occur at 20 feet, except in the case of autoland, where it occurs at 10 feet.

It should be noted that, when the thrust levers are set back to IDLE and A/THR set to off: The A/THR can be reactivated by pressing the pushbutton on the

FCU, and returning the thrust levers to the applicable detent.

The thrust levers should be immediately returned to the applicable detent, in order to avoid an

ECAM "AUTOTHRUST LIMITED" message

3) USE OF THE FCU PUSHBUTTON




AP / FD / ATHR

01.030

JUL 28/05

Use of the FCU pushbutton is considered to be an involuntary A/THR off command (e.g. in the case of a failure).

When pressed, thrust is frozen and remains locked at the value it had when the flight crew pressed the A/THR pushbutton, as long as the thrust levers remain in the CLB or MCT detent.

If thrust levers are out of detent, thrust is manually controlled and, therefore, unlocked.

An ECAM caution and an FMA message trigger during thrust lock:

⇒ THR LK appears in amber on the FMA

⇒ The ECAM caution is:

AUTOFLT: ATHR OFF

ENG.........THR LOCKED thrust levers.....move

In this case, when the flight crew moves the thrust levers out of detent, full manual control is recovered, and the THR LK message disappears from the FMA.

This feature should not be used, unless the instinctive disconnect pushbuttons are inoperative.

ALPHA FLOOR

When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold, this means that the aircraft has decelerated significantly (below ALPHA PROT speed): A/THR activates automatically and orders TOGA thrust, regardless of the thrust lever position.

The example below illustrates that:

.

The aircraft is in descent with the thrust levers manually set to IDLE.

.

The aircraft decelerates, during manual flight with the FD off, as indicated on the FMA.

SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE

When A Floor triggered

TOGA thrust

(although levers Idle)

A FLOOR A/THR

When out of A FLOOR

TOGA LK

TOGA LK A/THR


NOF 01030 04099 0001

Page 17 of 29



AP / FD / ATHR

01.030

JUL 28/05

When the speed decreases, so that the angle-of-attack reaches the ALPHA

FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that the thrust levers are at IDLE.

When the aircraft accelerates again, the angle-of-attack drops below the ALPHA

FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight crew to reduce thrust, as necessary.

TOGA LK appears on the FMA to indicate that TOGA thrust is locked. The desired thrust can only be recovered by setting

A/THR to off, with the instinctive disconnect pushbutton.

ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.

A/THR USE - SUMMARY

Use of A/THR is recommended during the entire flight. It may be used in most failures cases, including:

.

Engine failure, even during autoland

.

Abnormal configurations

A/THR USE IN FLIGHT

At THR RED ALT (until landing)


A/THR active (white on FMA) in speed or thrust mode

At TAKE OFF

Thrust levers: TOGA or FLEX


In APPROACH


A/THR active in speed mode

Hold the thrust levers and push them forward (not above MCT) temporarily if required for additional thrust

GO AROUND

Thrust levers: TOGA


FLARE and LANDING

Thrust levers: IDLE when required

A/THR off

Note: no automatic RETARD except

in autoland. This explains

why the RETARD call out comes

at 20 ft in all cases, except

AUTOLAND where it comes at

10 ft.

A/THR should be monitored via the:


NOF 01030 04098 0001

Page 18 of 29


AP / FD / ATHR


.

FMA SPEED / SPEED TREND on the PFD

.

N1/N1 command (EPR) on the ECAM E/WD.

AP, FD, A/THR MODE CHANGES AND REVERSIONS

01.030

JUL 28/05

MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085

0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146

0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199

0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280

0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354

0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409

0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487

0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528

0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573

0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617

0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656

0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691

0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740

0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781

0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817

0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857

0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227

INTRODUCTION

The flight crew manually engages the modes. However, they may change automatically, depending on the:

.

AP, FD, and A/THR system integration

.

Logical sequence of modes

.

So-called "mode reversions".

AP, FD, ATHR SYSTEM INTEGRATION

There is a direct relationship between aircraft pitch control, and engine thrust control.

This relationship is designed to manage the aircrafts energy.

.

If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):

A/THR controls speed

.

If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):

A/THR controls thrust (THR CLB, THR IDLE)




AP / FD / ATHR

01.030

JUL 28/05

.

If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):


Therefore, any change in the AP/FD pitch mode is associated with a change in the A/THR mode.

Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical mode columns next to each other.

THE LOGICAL SEQUENCE OF MODES

In climb, when the flight crew selects a climb mode, they usually define an altitude target, and expect the aircraft to capture and track this altitude.

Therefore, when the flight crew selects a climb mode, the next logical mode is automatically armed.

For example:

AP/FD MODE CAPTURE AND TRACKING (1)

OP CLB

ALT

ALT* ALT

Capture

Condition

Tracking

Condition

NOF 01030 04596 0001

The flight crew may also manually arm a mode in advance, so that the AP/FD intercepts a defined trajectory.

Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL.

When the capture or tracking conditions occur, the mode will change sequentially.





AP / FD / ATHR

01.030

JUL 28/05

HDG

NAV

NAV

ALT HDG

G/S LOC

ALT

G/S

LOC* ALT

G/S

LOC

NOF 01030 04597 0001

These logical mode changes occur, when the modes are armed.

They appear in blue on the FMA.

MODE REVERSIONS

GENERAL

Mode reversions are automatic mode changes that unexpectedly occur, but are designed to ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input (or when entering a F-PLN discontinuity).

For example, a reversion will occur, when the flight crew:

.

Changes the FCU ALT target in specific conditions

.

Engages a mode on one axis, that will automatically disengage the associated mode on the other axis

Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for mode reversions.

FLIGHT CREW CHANGE OF FCU ALT TARGET u ACTIVE VERTICAL MODE

NOT POSSIBLE

FCU CHANGE RESULTING REVERSION TO VS MODE

FCU ALT Target

Change

DOWN, while in

OP CLB (CLB)

While ALT *

UP, while in OP DES (DES)

V/S (FPA)

NOF 01030 04598 0001

This reversion to the V/S (FPA) mode on the current V/S target does not modify the pitch behaviour of the aircraft.

It is the flight crew’s responsibility to change it as required.




AP / FD / ATHR

01.030

JUL 28/05

FLIGHT CREW HDG OR TRK MODE ENGAGEMENT u DISENGAGEMENT OF

ASSOCIATED MODE ON THE VERTICAL AXIS

This reversion is due to the integration of the AP, FD, and A/THR with the FMS.

When the flight crew defines a F-PLN, the FMS considers this F-PLN as a whole

(lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:

.

Along the LAT F-PLN (NAV APP NAV modes)

.

Along the VERT F-PLN (CLB DES FINAL modes).

Vertical managed modes can only be used, if the lateral managed NAV mode is used. If the flight crew decides to divert from the lateral F-PLN, the autopilot will no longer guide the aircraft along the vertical F-PLN.

Therefore, in climb:

LATERAL MODE CHANGE AND VERTICAL MODE REVERSION

CLB NAV OP CLB HDG NAV

If HDG or TRK mode is engaged,

CLB reverts to OP CLB

NOF 01030 04599 0001

In descent:


DES NAV

FINAL APP or

APP NAV FINAL

G/S LOC


The vertical mode reverts to V/S

V/S HDG or

V/S TRK

NOF 01030 04600 0001

This reversion to V/S (FPA) mode on the current V/S target does not modify the pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if necessary.

THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY

NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the aircraft reverts to HDG (or TRK) mode. On the vertical axis, the same reversion

(as the one indicated above) occurs.

THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND DOES

NOT FOLLOW THE FD PITCH ORDERS




AP / FD / ATHR

01.030

JUL 28/05

If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs.

This reversion is effective, when the A/THR is in THRUST MODE (THR

IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS,

VMAX):

REVERSION TO SPEED MODE

FD ON

THR IDLE OPEN DES

If the flight crew pitches

The aircraft up,

FD ON

SPEED V/S

THR IDLE DES

And the speed decreases

To VLS

SPEED V/S

A/THR REVERTS TO SPEED MODE

FD ON

THR CLB OPEN CLB


The aircraft down,

FD ON

SPEED V/S

THR CLB CLB

And the speed increases

To VMAX

SPEED V/S


NOF 01030 04601 0001

MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107

0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172

0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263

0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346

0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412

0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505

0509 0513-0522 0524 0526 0529 0532-0533 0535 0541 0544-0545 0548 0553 0559-0560

0562-0564 0566-0567 0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0598-0600

0603 0608-0610 0612 0616 0618 0621 0623 0625 0627 0629 0635-0637 0640-0644 0647

0651-0653 0657 0660 0663-0665 0668 0673 0676 0679-0681 0686-0687 0689-0690 0692

0694 0696 0698-0701 0703-0710 0712-0713 0715-0718 0720 0722-0725 0727 0729-0730

0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755 0760-0761 0764-0768 0771 0774

0776-0778 0782-0783 0786 0788-0790 0793 0796-0798 0801 0804 0806-0807 0809-0810 0815

0818-0819 0821 0825 0827 0830 0832-0833 0835 0837-0838 0841 0843-0844 0846-0850

0853-0855 0858-0864 0867-0868 0870-0876 0878-0879 0881-0887 0889-0962 0964-1007

1009-1041 1043-1203 1205-1226 1228-2702




AP / FD / ATHR

01.030

JUL 28/05

INTRODUCTION

The flight crew manually engages the modes. However, they may change automatically, depending on the:

.

AP, FD, and A/THR system integration

.

Logical sequence of modes

.

So-called "mode reversions".

AP, FD, ATHR SYSTEM INTEGRATION

There is a direct relationship between aircraft pitch control, and engine thrust control.

This relationship is designed to manage the aircrafts energy.

.

If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):


.

If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):

A/THR controls thrust (THR CLB, THR IDLE)

.

If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):


Therefore, any change in the AP/FD pitch mode is associated with a change in the A/THR mode.

Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical mode columns next to each other.

THE LOGICAL SEQUENCE OF MODES

In climb, when the flight crew selects a climb mode, they usually define an altitude target, and expect the aircraft to capture and track this altitude.

Therefore, when the flight crew selects a climb mode, the next logical mode is automatically armed.

For example:





AP / FD / ATHR

01.030

JUL 28/05

OP CLB

ALT

ALT* ALT

Capture

Condition

Tracking

Condition

NOF 01030 04590 0001

The flight crew may also manually arm a mode in advance, so that the AP/FD intercepts a defined trajectory.

Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL.

When the capture or tracking conditions occur, the mode will change sequentially.


HDG

NAV

NAV

ALT HDG

G/S LOC

ALT

G/S

LOC* ALT

G/S

LOC

NOF 01030 04591 0001

These logical mode changes occur, when the modes are armed.

They appear in blue on the FMA.

MODE REVERSIONS

GENERAL

Mode reversions are automatic mode changes that unexpectedly occur, but are designed to ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input (or when entering a F-PLN discontinuity).

For example, a reversion will occur, when the flight crew:

.

Changes the FCU ALT target in specific conditions




AP / FD / ATHR

01.030

JUL 28/05

.

Engages a mode on one axis, that will automatically disengage the associated mode on the other axis

.

Manually flies the aircraft with the FD on, but does not follow the FD orders, which leads to the aircraft to the limits of the flight envelope.

Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for mode reversions.

FLIGHT CREW CHANGE OF FCU ALT TARGET u ACTIVE VERTICAL MODE

NOT POSSIBLE

FCU CHANGE RESULTING REVERSION TO VS MODE

FCU ALT Target

Change

DOWN, while in

OP CLB (CLB)

While ALT *

UP, while in OP DES (DES)

V/S (FPA)

NOF 01030 04592 0001

This reversion to the V/S (FPA) mode on the current V/S target does not modify the pitch behaviour of the aircraft.

It is the flight crew’s responsibility to change it as required.

FLIGHT CREW HDG OR TRK MODE ENGAGEMENT u DISENGAGEMENT OF

ASSOCIATED MODE ON THE VERTICAL AXIS

This reversion is due to the integration of the AP, FD, and A/THR with the FMS.

When the flight crew defines a F-PLN, the FMS considers this F-PLN as a whole

(lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:

.

Along the LAT F-PLN (NAV APP NAV modes)

.

Along the VERT F-PLN (CLB DES FINAL modes).

Vertical managed modes can only be used, if the lateral managed NAV mode is used. If the flight crew decides to divert from the lateral F-PLN, the autopilot will no longer guide the aircraft along the vertical F-PLN.

Therefore, in climb:


CLB NAV


CLB reverts to OP CLB

OP CLB HDG NAV

NOF 01030 04593 0001




AP / FD / ATHR

In descent:


01.030

JUL 28/05

DES NAV

FINAL APP or

APP NAV FINAL

G/S LOC


The vertical mode reverts to V/S

V/S HDG or

V/S TRK

NOF 01030 04594 0001

This reversion to V/S (FPA) mode on the current V/S target does not modify the pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if necessary.

THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY

NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the aircraft reverts to HDG (or TRK) mode. On the vertical axis, the same reversion

(as the one indicated above) occurs.

THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND DOES

NOT FOLLOW THE FD PITCH ORDERS

If the flight crew does not follow the FD pitch orders, an A/THR mode reversion occurs.

This reversion is effective, when the A/THR is in THRUST MODE (THR

IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS,

VMAX):

REVERSION TO SPEED MODE




AP / FD / ATHR

01.030

JUL 28/05

FD ON

THR IDLE OPEN DES


The aircraft up,

SPEED

THR IDLE DES

FD OFF

And the speed decreases

To VLS

SPEED


FD ON

THR CLB OPEN CLB


The aircraft down,

SPEED

THR CLB CLB

FD OFF

And the speed increases

To VMAX

SPEED


NOF 01030 04595 0001

A/THR in SPEED mode automatically readjusts thrust to regain the target speed.

The FD bars will disappear, because they are not being followed by the PF.

TRIPLE CLICK

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0100-0102

0108 0115 0128-0131 0133 0144-0145 0155-0156 0184 0186-0188 0203 0214-0215 0220

0226-0228 0235-0237 0239 0244 0270 0278 0285-0287 0337 0352 0377 0491 0498 0509

0521 0529 0544 0598 0600 0608 0618 0625 0637 0644 0647 0660 0777 0796 0938 0985

0998 1000 1020 1025 1036 1133 1137 1150-1151 1189-1190 1201 1216 1267 1271 1299

1344 1387 1404 1415 1444 1449 1458 1471 1476 1478 1502 1505 1524 1616 1622

1640 1645 1658 1660 1677 1691 1699 1733 1794 1859 1873 1879 1885 1894 1900

1924 1928 1938-1939 1949 1952-1953 1967 1991 2015 2017 2019 2021 2023 2026 2028

2030 2032-2033 2035 2037 2039 2041 2043 2045 2047 2050-2053 2055 2057 2059-2060

2062 2064 2066-2067 2069 2071-2072 2074 2076-2103 2105-2136 2138-2142 2144-2156

2158-2224 2226-2241 2243-2247 2249-2251 2253-2310 2312-2380 2382-2390 2392-2471

2473-2487 2489-2562 2564-2598 2600-2702

The "triple click" is an aural alert.

It is an attention-getter, designed to draw the flight crew’s attention to the FMA.




AP / FD / ATHR

01.030

JUL 28/05

The PFD FMA highlights a mode change or reversion with a white box around the new mode, and the pulsing of its associated FD bar.

The reversions, described in the previous paragraph, are also emphasized via the triple click aural alert.

Note: The triple click also appears in the following, less usual, cases:

..

SRS u CLB (OPCLB) reversion: If, the flight crew selects a speed on the FCU

.

The V/S selection is "refused" during ALT *: The flight crew pulls the

V/S knob, while in ALT*

.

The V/S target is not followed, because the selected target is too high, and leads to VMIN/VMAX.




ECAM

01.040

JUL 28/05

PURPOSE OF THE ECAM

ALL

The Electronic Centralized Aircraft Monitoring (ECAM) system is a main component of Airbus two-crewmember cockpit, which also takes the "dark cockpit" and "forward-facing crew" philosophies into account.

The purpose of the ECAM is to:

.

Display aircraft system information

.

Monitor aircraft systems

.

Indicate required flight crew actions, in most normal, abnormal and emergency situations.

As the ECAM is available in most failure situations, it is a significant step in the direction towards a paperless cockpit and the removal of memory items.

ALL

MAIN PRINCIPLES

INFORMATION PROVIDED WHEN NEEDED

One of the main advantages of the ECAM is that it displays applicable information to the flight crew, on an "as needed" basis.

The following outlines the ECAMs operating modes:

.

Normal Mode:

Automatically displays systems and memos, in accordance with the flight phase.

.

Failure Mode:

Automatically displays the appropriate emergency/abnormal procedures, in addition to their associated system synoptic.

.

Advisory Mode:

Automatically displays the appropriate system synoptic, associated with a drifting parameter.

.

Manual Mode:




ECAM

01.040

JUL 28/05

Enables the flight crew to manually select any system synoptic via the ECAM

Control Panel (ECP).

Most warnings and cautions are inhibited during critical phases of flight (T/O

INHIBIT LDG INHIBIT), because most system failures will not affect the aircrafts ability to continue a takeoff or landing.

FAILURE LEVELS

The ECAM has three levels of warnings and cautions. Each level is based on the associated operational consequence(s) of the failure.

Failures will appear in a specific color, according to defined color-coding system, that advises the flight crew of the urgency of a situation in an instinctive, unambiguous manner.

In addition, Level 2 and 3 failures are accompanied by a specific aural warning: A

Continuous Repetitive Chime (CRC) indicates a Level 3 failure, and a Single

Chime (SC) indicates a Level 2 failure.

Failure Level Priority

Level 3

Level 2

Level 1

Safety

Abnormal

Degradation

Color

Coding

Red

Amber

Amber

Aural

Warning

CRC

SC

None

Recommended Crew

Action

Immediate

Awareness, then action

Awareness, then

Monitoring

When there are several failures, the FWC displays them on the Engine Warning

Display (E/WD) in an order of priority, determined by the severity of the operational consequences.

This ensures that the flight crew sees the most important failures first.

FEEDBACK

The ECAM provides the flight crew with feedback, after action is taken on affected controls:

.

The System Synoptic:

Displays the status change of affected components.

.

The Memo:

Displays the status of a number of systems selected by the flight crew (e.g.

anti ice).

.

The Procedures:

When the flight crew performs a required action on the cockpit panel, the

ECAM usually clears the applicable line of the checklist (except for some systems or actions, for which feedback is not available).



ECAM


The ECAM reacts to both failures and pilot action.

ECAM HANDLING

01.040

JUL 28/05

ALL

Task sharing is essential to effective ECAM operation, particularly in the case of abnormal operations.


On ground, the ECAM MEMO is reviewed for feedback on temporarily-selected items (e.g. SEAT BELTS/IGNITION/ENG A/I), and to check whether IRs are aligned. If alignment is not complete, the time remaining will be displayed. It is, therefore, not necessary to refer to the OVHD panel.

In cruise, the main systems should periodically be reviewed during flight (ENG,

BLEED, ELEC AC/DC, HYD, FUEL, F/CTL), to ensure that they are operating normally, and to detect any potential problem in advance.

The ECAM MEMO must be included in the instrument review. In cruise, in most of the cases, it should be blank.

It helps to make the flight crew aware of any system that a flight crewmember temporarily selected, but forgot to deselect.

An STS label, displayed at the bottom of the E/WD, indicates that there is a

STATUS to be reviewed. Therefore, when a C/L calls for STATUS review, press

STS, only if the label appears.

If there is an STS at engine shutdown, it will pulse at the bottom of the E/WD. If this is the case, the STATUS page should be reviewed for help in completing the technical log.

ADVISORY MODE

The flight crewmember that first notices an advisory announces: "ADVISORY on

XYZ system". Then, the PF requests the PNF to review the drifting parameter. If time permits, the PNF may refer to the QRH Part 2, containing recommended actions in various advisory situations.

FAILURE MODE




ECAM

01.040

JUL 28/05

TASK SHARING RULES

When the ECAM displays a warning or a caution, the first priority is to ensure that a safe flight path is maintained. The successful outcome of any ECAM procedure depends on: Correct reading and application of the procedure, effective task sharing, and conscious monitoring and crosschecking.

It is important to remember that:

.

The PFs task is to fly the aircraft, navigate, and communicate.

.

The PNFs task is to manage the failure, on PF command.

The PF usually remains the PF for the entire flight, unless the Captain decides to take control.

When the PF announces: "I have control & communication", the PNF confirms:

"You have control & communication".

The PF will then control the aircrafts flight path, speed, configuration, and engines. The PF will also manage navigation and communication, and initiate the

ECAM actions to be performed by the PNF, and check that the actions are completed correctly.

The PNF has a considerable workload: Managing ECAM actions and assisting the PF on request.

The PNF reads the ECAM and checklist, performs ECAM actions on PF command, requests PF confirmation to clear actions, and performs actions required by the PF. The PNF never touches the thrust levers, even if requested by the ECAM.

Some selectors or pushbuttons (including the ENG MASTER switch, FIRE pushbutton, IR, IDG and, in general, all guarded switches) must be completely crosschecked by both the PF and PNF, before they are moved or selected, to prevent the flight crew from inadvertently performing irreversible actions.

To avoid mistakes in identifying the switches, Airbus overhead panels are designed to be uncluttered. When the ECAM requires action on overhead panel pushbuttons or switches, the correct system panel can be identified by referring to the white name of the system on the side of each panel.

Before performing any action, the PNF should keep this sequence in mind: "System, then procedure/selector, then action" (e.g. "air, crossbleed, close").

This approach, and announcing an intended selection before action, enables the PNF to keep the PF aware of the progress of the procedure.

It is important to remember that, if a system fails, the associated FAULT light on the system pushbutton (located on the overhead panel) will come on in amber, and enable correct identification.

When selecting a system switch or pushbutton, the PNF should check the SD to verify that the selected action has occurred (e.g. closing the crossbleed valve should change the indications that appear on the SD).



ECAM


GENERAL OVERVIEW OF ASSIGNED ACTIONS

01.040

JUL 28/05

PF PNF

First pilot who notices:

MASTER CAUTION/MASTER WARNING .......

RESET

ANNOUCE ................................

"TITLE OF FAILURE"

FLIGHT THE AIRCRAFT

ECAM ..............................

CONFIRM (1)

ORDER .................

ECAM ACTION (2)

(3)

ECAM ACTION COMPLETE ....

CONFIRM ..................................

CHECK

CLEAR

(4)

ECAM ACTIONS ..................

PERFORM

REQUEST ......

CLEAR "name of SYS"?

ECAM ........................................

CLEAR

CONFIRM ..................................

CLEAR

SYSTEM PAGE ....................

ANALYSE

REQUEST ......

CLEAR "name of SYS"?

SYSTEM DISPLAY ....................

CLEAR

CONFIRM ..........................

CONFIRM ...................

STATUS (5)

CLEAR STATUS

ANNOUNCE ..........................

STATUS?

STATUS .......................................

READ

REQUEST .................

CLEAR STATUS?

STATUS ...............................

CLEAR (6)

ANNOUNCE ..............

COMPLETED

ECAM ACTIONS

SITUATION ASSESMENT/DECISION

NOF 01040 04114 0001

1. The PNF should review the associated SD to analyze and confirm the failure, prior to taking any action, and should bear in mind that the sensors used for the SD are different from the sensors that trigger failure.

2. In case of a failure during takeoff or go-around, ECAM actions should be delayed until the aircraft reaches approximately 400 feet, and is stabilized on a safe trajectory. This is an appropriate compromise between stabilizing the aircraft and delaying action.

3. When the ECAM displays several failures, the sequence (action, then request and confirmation, before clearance) should be repeated for each failure.

When all necessary actions are completed, amber messages and red titles will no longer appear on the E/WD.




ECAM

01.040

JUL 28/05

4. When the ECAM displays several system pages, the sequence (request and confirmation before clearance) should be repeated for each system page.

5. The PF may call out "STOP ECAM" at any time, if other specific actions must be performed (normal C/L, application of an OEB, or performing a computer reset). When the action is completed, the PF must call out: "CONTINUE

ECAM".

6. When the flight crew selects CONF 1 for approach, or sets QNH (QFE) during descent (when APPR C/L should be requested), the SD automatically displays the STATUS.

The STS should be carefully reviewed, and the required procedure applied.

7. When ECAM actions have been completed, and the ECAM status has been reviewed, the PNF may refer to the FCOM procedure for supplementary information, if time permits. However, in critical situations the flight should not be prolonged only to consult the FCOM.

IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE

PROCEDURE

If an ECAM warning disappears, while a procedure is being applied, the warning can be considered no longer applicable.

Application of the procedure can be stopped.

For example, during the application of an engine fire procedure, if the fire is successfully extinguished with the first fire extinguisher bottle, the ENG FIRE warning disappears, and the procedure no longer applies.

Any remaining ECAM procedures should be performed as usual.

SOME ADDITIONAL REMARKS

.

There are very few memory items:

-- Emergency descent initiation

-- First reaction, in case of an unreliable speed indication

-- Loss of braking

-- Windshear (reactive and predictive)

-- EGPWS and GPWS

-- TCAS

.

LAND ASAP:

-- RED LAND ASAP:

If an emergency procedure causes LAND ASAP to appear in red on the

ECAM, the crew should land at the nearest suitable airport.

-- AMBER LAND ASAP:

If an abnormal procedure causes LAND ASAP to appear in amber on the

ECAM, the crew should consider the seriousness of the situation and the selection of a suitable airport




ECAM

01.040

JUL 28/05

.

OEB Reminder

Some Operational Engineering Bulletins (OEBs) contain information that may impact flight crew action, in the event of a system failure. OEBs are filed in the QRH.

If the OEB reminder function is activated for an ECAM warning/caution, the

ECAM will display the : "Refer to QRH Proc" line, when necessary. This line may appear instead of the procedure, or it may be added to the ECAM

STATUS.

In such failure cases, the flight crew should refer to the applicable procedure in the QRH.

.

Some procedures require reference to the QRH

IN CASE OF AN ECAM SYSTEM FAULT

DISPLAY UNIT FAILURE

If one ECAM screen fails, the remaining one will display the E/WD.

However, in such a case, if a failure or advisory occurs, the system or status page are not displayed automatically. The PNF can display a system synoptic on the remaining display unit, by pressing the assigned system pushbutton on the ECP. The synoptic will appear, as long as the pushbutton is pressed.

Therefore, in the case of an advisory and/or failure (indicated by an ADV flag that pulses in white on the bottom of the E/WD), the PNF must call up the affected system synoptic, by pressing the related pushbutton.

To review two or three pages of status messages: The PNF should release the

STS pushbutton for less than two seconds, then press and hold it again.

A double ECAM screen configuration can be recovered using the ECAM/ND switching selector:

.

If the Captain is the PNF, the switch should be set to "CPT".

.

If the First Officer is the PNF, the switch should be set to "F/O".

The applicable ND screen will then display the second ECAM image.

DMC FAILURES

In case all of the ECAM DMC channels fail, each flight crewmember may display the engine standby page on their respective ND (generated by the DMCs EFIS channel).

ECP FAILURE




ECAM

01.040

JUL 28/05

In the case of an ECP failure, the CLR, RCL, STS, ALL and EMER CANCEL keys will continue to operate, because they are hardwired to the FWC/DMC.

Therefore, the "ALL" key can be used to scroll all SD pages and display the desired one (by releasing the key, when the desired SD page appears).

FLUCTUATING CAUTION

Any fluctuating caution can be deleted with the EMER CANCEL pushbutton.

When pressed, the EMER CANCEL pushbutton deletes both the aural alert, and the caution for the remainder of the flight.

This is indicated on the STATUS page, by the "CANCELLED CAUTION" title. Any caution messages that have been inhibited via the EMER CANCEL pushbutton can be recalled by pressing and holding the RCL key for more than three seconds.

The EMER CANCEL pushbutton inhibits any aural warning that is associated with a red warning, but does not affect the warning itself.

ALL

USE OF SUMMARIES

GENERAL

Summaries consist of QRH procedures, and are designed to assist the flight crew to manage applicable actions, in the event of an EMER ELEC CONFIG or a dual hydraulic failure.

In any case, ECAM actions should be applied first (actions and STATUS review). The PNF should refer to the applicable QRH summary, only after announcing: "ECAM ACTIONS COMPLETED".

When a failure occurs, and after performing the ECAM actions, the PNF should refer to the "CRUISE" section of the summary, to determine the landing distance coefficient.

Due to the fact that normal landing distances also appear on this page, the PNF can compute the landing distance with the failure, and decide

whether or not to divert.

APPROACH PREPARATION

As usual, approach preparation includes a review of the ECAM STATUS.




ECAM

01.040

JUL 28/05

After reviewing the STATUS, the PNF should refer to the "CRUISE" section of the summary, to determine the VREF correction, and compute the VAPP.

This assumes that the PNF is aware of the computation method, and uses the

VREF displayed on the MCDU (with the updated destination). The summary provides a VREF table, in the event that failure results in the loss of the MCDU.

The LANDING and GO-AROUND sections of the summary should be used for the approach briefing.

APPROACH

To perform the APPR PROC, the APPROACH section of the summary should be read (mainly because of the flap extension procedure, that does not entirely appear on the ECAM).

This assumes that the recommendations, provided in this part of the summary are sufficient for understanding, and that it will not be necessary for the flight crew to consult the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure.

The PNF should then review the ECAM STATUS, and check that all the APPR

PROC actions have been completed.

SEQUENCE




ECAM

01.040

JUL 28/05

E/WD

PROC

1

SD

STATUS

2

4

8

In cruise

Approach preparation

Approach

QRH SUMMARY

3

CRUISE

5

Decision

Vapp

APPR

7

LANDING

6

Briefing

GO AROUND

NOF 01040 04115 0001




TABLE OF CONTENTS

02.000

JUL 28/05

02.010

02.020

GENERAL

-- INTRODUCTION

-- USE OF NORMAL CHECK LIST

-- COMMUNICATION

PRE START

-- MEL

-- HANDLING OF MAINTENANCE MESSAGES ON ECAM

STATUS PAGE

-- SECURED AND TRANSIT STOP

-- SAFETY EXTERIOR INSPECTION

-- PRELIMINARY COCKPIT PREPARATION

-- EXTERIOR INSPECTION

-- ADIRS INITIALIZATION

-- COCKPIT PREPARATION

-- MISCELLANEOUS

02.030

START

-- ENGINE AUTO START

-- AVERAGE IDLE ENGINE PARAMETERS

-- ENGINE START MALFUNCTION

-- MANUAL ENGINE START

-- TAILPIPE FIRE

-- ENGINES WARM UP PERIOD

-- AFTER START FLOW PATTERN

02.040

TAXI

-- POWERPUSH

-- TAXI ROLL AND STEERING

-- FIGURES

-- BRAKE CHECK

-- CARBON BRAKE WEAR

-- TAXI SPEED AND BRAKING

-- BRAKE TEMPERATURE


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02.050

02.060


TABLE OF CONTENTS

-- BRAKING ANOMALIES

-- FLIGHT CONTROL CHECK

-- TAKE-OFF BRIEFING CONFIRMATION

-- TAXI WITH ONE ENGINE SHUTDOWN

-- MISCELLANEOUS

-- BEFORE TAKE-OFF FLOW PATTERN

TAKEOFF

-- THRUST SETTING

-- TAKE-OFF ROLL

-- TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER

LIFT-OFF

-- ROTATION

-- AIRCRAFT GEOMETRY

-- TAIL STRIKE AVOIDANCE

-- CROSSWIND TAKE-OFF LIMITATIONS

-- AP ENGAGEMENT

-- VERTICAL PROFILE

-- LATERAL PROFILE

-- THRUST REDUCTION ALTITUDE

-- ACCELERATION ALTITUDE

-- TAKE-OFF AT HEAVY WEIGHT

-- IMMEDIATE TURN AFTER TAKE-OFF

-- LOW ALTITUDE LEVEL-OFF

-- NOISE ABATEMENT TAKE-OFF

CLIMB

-- GENERAL

-- AP/FD CLIMB MODES

-- SPEED CONSIDERATIONS

-- VERTICAL PERFORMANCE PREDICTIONS

-- LATERAL NAVIGATION

-- 10.000 FT FLOW PATTERN

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JUL 28/05

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TABLE OF CONTENTS


02.070

02.080

02.090

02.100

CRUISE

-- PREFACE

-- FMS USE

-- FMS USE: MISCELLANEOUS

-- COST INDEX

-- SPEED CONSIDERATIONS

-- ALTITUDE CONSIDERATIONS

-- STEP CLIMB

-- EFFECT OF ALTITUDE ON FUEL CONSUMPTION

-- FIGURES

-- FUEL MONITORING

-- FUEL TEMPERATURE

-- APPROACH PREPARATION

-- APPROACH BRIEFING

DESCENT

-- PREFACE

-- COMPUTATION PRINCIPLES

-- GUIDANCE AND MONITORING

-- MODE REVERSION

-- DESCENT CONSTRAINTS

-- 10.000 FT FLOW PATTERN

HOLDING

-- PREFACE

-- HOLDING SPEED AND CONFIGURATION

-- IN THE HOLDING PATTERN

APPROACH GENERAL

-- PREFACE

-- INITIAL APPROACH

-- INTERMEDIATE APPROACH

-- FINAL APPROACH


02.000

JUL 28/05

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TABLE OF CONTENTS


02.110

02.120

-- VAPP

-- GROUND SPEED MINI

ILS APPROACH

-- PREFACE

-- INITIAL APPROACH


-- FINAL APPROACH

-- ILS RAW DATA

NON PRECISION APPROACH

-- PREFACE

-- APPROACH STRATEGY

-- LIMITATIONS

-- INITIAL APPROACH


-- FINAL APPROACH

-- REACHING THE MINIMA

-- LOC ONLY APPROACH

-- LOC BACK COURSE APPROACH

02.130

02.140

CIRCLING APPROACH

-- PREFACE


-- FINAL INSTRUMENT APPROACH

-- CIRCLING APPROACH

VISUAL APPROACH

-- INITIAL APPROACH

-- INTERMEDIATE/FINAL APPROACH

02.150

PRECISION APPROACH

-- GENERAL

-- DEFINITION


02.000

JUL 28/05

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TABLE OF CONTENTS


02.160

02.170

-- FLIGHT PREPARATION


-- APPROACH PROCEDURE

-- FAILURE AND ASSOCIATED ACTIONS

-- AUTOLAND IN CAT 1 OR BETTER WEATHER

CONDITIONS

LANDING

-- PREFACE

-- MAIN GEAR CLEARANCE

-- FLARE

-- LANDING CROSSWIND LIMITATIONS

-- CALL OUT

-- DEROTATION

-- ROLL OUT

-- BRAKING

-- FACTORS AFFECTING LANDING DISTANCE

-- CLEARANCE AT TOUCH DOWN

-- TAIL STRIKE AVOIDANCE

GO AROUND

-- PREFACE

-- CONSIDERATIONS ABOUT GO-AROUND

-- AP/FD GO-AROUND PHASE ACTIVATION

-- GO-AROUND PHASE

-- ENGINES ACCELERATION

-- LEAVING THE GO-AROUND PHASE

-- REJECTED LANDING

02.180

TAXI IN

-- BRAKE FANS (IF INSTALLED)

-- BRAKE TEMPERATURE

-- ENGINES COOLING PERIOD

-- TAXI WITH ONE ENGINE SHUTDOWN


02.000

JUL 28/05

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TABLE OF CONTENTS


-- AFTER LANDING FLOW PATTERN

02.000

JUL 28/05

4




GENERAL

02.010

JUL 28/05

INTRODUCTION

ALL

The NORMAL OPERATIONS Chapter outlines the techniques that should be applied for each flight phase, in order to optimize the use of Airbus aircraft.

This chapter must be read in parallel with the FCOM, which provides normal procedures, and their associated tasksharing, callouts, and checklists.

All of these flying techniques are applicable to normal conditions.

Other techniques applicable to adverse weather conditions, are addressed in the

ADVERSE WEATHER section of Chapter 4.

There are flow patterns at the end of some flight phases to indicate where the actions are to be performed. All flight crewmembers must apply the flow patterns, to ensure that the flight crew performs the actions necessary for a specific flight phase, before completing an applicable checklist.

USE OF NORMAL CHECK LIST

ALL

Airbus’ NORMAL CHECKLIST takes into account ECAM information, and includes only those items that can directly impact flight safety and efficiency, if actions are not correctly performed. These checklists are of a "non-action" type (i.e. all actions should be completed from memory before the flight crew performs the checklist).

The NORMAL CHECKLIST includes eight flight phases. The BEFORE START,

BEFORE TAKEOFF, and AFTER TAKEOFF checklists are divided in two sections: The "Down to the Line" section, and the "Below the Line" section. This format is designed to help flight crews to manage the workload.

For example, the "BEFORE START - Down to the Line" checklist may be called out, as soon as the Load and Trim Sheet is available and takeoff data is set. On the other hand, the "BEFORE START - Below the Line" checklist may called out after obtaining start-up clearance.

The Pilot Flying (PF) requests the NORMAL CHECKLIST, and the Pilot Non

Flying (PNF) reads it.

The checklist actions are referred to as

"challenge/response"-type actions. The PF "responds" to the "challenge" only after checking the configuration.




GENERAL

02.010

JUL 28/05

If the configuration does not correspond to the checklist response, the PF must take corrective action before "responding" to the "challenge". If corrective action is not possible, then the PF must modify the response to reflect the real situation

(with a specific answer). When necessary, the other flight crewmember must crosscheck the validity of the response. The challenger (PNF) waits for a response before proceeding with the checklist. For the checklist items that are identified as "AS RQRD", the response should correspond to the real condition or configuration of the system.

The PNF must announce "LANDING CHECKLIST COMPLETED", after reading and completing the checklist.

COMMUNICATION

ALL

EMERGENCY CALL

Some abnormal/emergency procedures require flight and cabin crews to use specific phraseology when communicating with each other. To ensure effective communication between the flight and cabin crews, the standard phraseology may be recalled at the preflight phase.

FROM cockpit

Cabin cockpit cockpit cockpit

TO PHRASEOLOGY cabin "PURSER TO COCKPIT,

PLEASE" (PA)

Cockpit cabin cabin cabin

EMER CALL or PRIO

CAPTAIN

STATIONS

(INT)

ATTENTION CREW! AT

(PA)

CABIN CREW and

PASSENGERS REMAIN

SEATED (PA)

PASSENGERS

EVACUATE (PA)

REMARKS

The Purser, or any other cabin crewmember, must go to the cockpit

Any crew member can make such a call. The cockpit crew must reply.

An emergency evacuation may soon be required.

The captain decides that an evacuation is not required

The captain orders an immediate evacuation.

CROSS-COCKPIT COMMUNICATION




GENERAL

02.010

JUL 28/05

The term "cross-cockpit communication" refers to communication between the PF and the PNF. This communication is vital for any flight crew. Each time one flight crewmember adjusts or changes information and/or equipment on the flight deck, the other flight crewmember must be notified, and an acknowledgement must be obtained.

Whenever cross-cockpit communication is used, standard phraseology is essential to ensure effective crew communication. The phraseology should be concise and exact. It is defined in FCOM 3.03.90.

Such adjustments and changes include:

.

FMGS alterations

.

Changes in speed or Mach

.

Tuning navigation aids

.

Flight path modifications

.

System selections (e.g. anti-ice system).

When using cross-cockpit communication, standard phraseology is essential to ensure effective flight crew communication. This phraseology should be concise and exact, and is defined in the FCOM 3.04.90.

The flight crew must use the headset:

.

From the ENGINE START phase until the TOP OF CLIMB phase

.

From The TOP OF DESCENT phase until the aircraft is parked.

STERILE COCKPIT RULE

When the aircraft is below 10 000 feet, any conversation that is not essential should be avoided: This includes conversations that take place in the cockpit, or between the flight and cabin crewmembers. It is important to adhere to this policy, in order to facilitate communication between both of the flight crew, and to ensure the effective communication of emergency or safety-related information, between flight and cabin crew members.




PRE START

02.020

JUL 28/05

MEL

ALL

GENERAL

The Master Minimum Equipment List (MMEL) is published by the aircraft manufacturer. It is a certified document that enables an aircraft to be dispatched, with some equipment, or functions inoperative. Some limitations, operational procedures and/or maintenance procedures may have to be performed.

The

Minimum Equipment List (MEL) is published by the operator, and approved by local authorities. It must be at least as restrictive as MMEL. The MMEL cannot be used to replace the MEL.

Aircraft can be dispatched with one, or more, secondary airframe part/parts missing. In this case, the flight crew must refer to the Configuration Deviation

List (CDL), in the Aircraft Flight Manual.

ATA 100 FORMAT

All items/equipment listed in the MEL are identified using the Air Transport

Association (ATA) format. The ATA is the official reference for the classification of aircraft systems and/or functions. The aircraft systems/functions are classified with six digits. For example, 21-52-01 refers to:

21: ATA 21: Air conditioning

52: Air-cooling system

01: Air conditioning pack

MEL DESCRIPTION

The MEL has four parts:

.

ECAM warnings/ MEL entry

.

List of items that may be inoperative for dispatch

.

Associated operational procedures

.

Associated maintenance procedures

MEL OPERATIONAL USE

The MEL usually applies to revenue flights, and should be consulted before taxi out. If a failure occurs during taxi out, and before the take off roll starts, the




PRE START

02.020

JUL 28/05 decision to continue the flight is subject to pilot judgment and good airmanship.

The Captain may consult the MEL before deciding to continue the flight

(particularly if the failure has an effect on the takeoff performance).

During preliminary cockpit preparation, the flight crew must press the RCL P/B, for at least 3 seconds, in order to recall any previous cautions or warnings that have been cleared or cancelled. The flight crew should consult the technical logbook to confirm that the indications are compatible with the MEL.

A failure may occur if a Circuit Breaker (C/B) disengages. When on ground, do not re-engage any fuel pump C/Bs. The flight crew may re-engage any other tripped C/Bs, provided that the action is coordinated with the maintenance team, and the cause of the tripped C/B is identified.

The MMEL section 0 is called ECAM Warnings/MMEL Entry. The purpose of this section is to help the flight crew to determine the MMEL entry point, when an

ECAM caution/warning message triggers. The ECAM Warnings/MMEL Entry section provides the relationship between the ECAM caution/warnings, and MMEL items, if applicable.

If a failed item does not appear in the MEL, it is not possible to dispatch the aircraft. However, items that do not affect the airworthiness of the aircraft, such as galley equipment, entertainment systems, or passenger convenience items, do not appear in the MEL: The dispatch applicability of these items is not relevant to the MEL.

In most cases, if the failed item appears in the MEL, the dispatch of the aircraft is authorized, provided that all dispatch conditions are fulfilled:

.

Check the rectification time interval has not expired

.

Consider location and, where repair is possible

.

(*) Means that an INOP placard is required

.

(O) Means that a specific operational procedure or limitation is required (Refer to MEL chapter 2)

.

(M) Means that a specific maintenance procedure is required.

When the MEL requires both maintenance and operational procedures, the maintenance procedures must be performed before applying the operational procedures.

MMEL SYMBOL




PRE START

02.020

JUL 28/05

A318/319/320/321

MASTER MINIMUM EQUIPMENT LIST

MASTER MINIMUM EQUIPMENT LIST

1 . SYSTEM AND SEQUENCE NUMBERS

ITEM

AUTO FLIGHT

01−22

SEQ 001

P 7

REV 27

2 . RECTIFICATION INTERVAL

3 . NUMBER INSTALLED

4 . NUMBER REQUIRED FOR DISPATCH

5 . REMARKS OR EXCEPTIONS

C − 1 * MCDU 1 or MCDU 2 must be operative.

82−01 Multipurpose Control

Display Unit (MCDU)

83−01 FMGC C 2 1 * (o) Except for ER operations, one may be inoperative.

Refer to 22−10−01, and

Refer to 22−10−02, and

Refer to 22−72−01.

83−02 FMA Indication on PFD

AI AP related Indication C 1 −

C − − a) One or more indications may be imperative on one FMA.

− or − b) Except for ER operations, one or

These symbols indicate requirements for a specific procedure:

(m) maintenance,

(o) operational,

(*) requires a placard in the cockpit.

NOF 02020 04150 0001

If some items are mandatory for ETOPS dispatch, "ER" (Extended Range) is added. However, mandatory items for CAT2, CAT3 operations, RNP, and RVSM may not be referred to. (Refer to Flight Manual or FCOM).

HANDLING OF MAINTENANCE MESSAGES ON ECAM STATUS PAGE

MSN 0006 0008 0011 0017-0018 0039 0042 0087-0088 0103 0120 0132 0163-0164

0168-0169 0174-0175 0179 0189 0193 0210 0221-0222 0225 0230-0232 0247 0257-0259

0271 0279-0280 0283-0284 0294 0299 0301-0302 0305 0308-0309 0313-0314 0338 0343-0345

0347 0349 0354 0357 0373 0376 0386 0391 0405 0407 0411

Dispatch with maintenance message displayed on ECAM STATUS page is allowed without specific conditions except for:

.

BLUE RSVR: Refer to MEL 29-00-01

.

AIR BLEED: Refer to MEL 36-00-01.




PRE START

02.020

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0038 0040-0041 0043-0086 0089-0102 0104-0119

0121-0131 0133-0162 0165-0167 0170-0173 0176-0178 0180-0188 0190-0192 0194-0209

0211-0220 0223-0224 0226-0229 0233-0246 0248-0256 0260-0270 0272-0278 0281-0282

0285-0293 0295-0298 0300 0303-0304 0306-0307 0310-0312 0315-0337 0339-0342 0346 0348

0350-0353 0355-0356 0358-0372 0375 0377-0385 0387-0390 0392-0404 0406 0408-0410

0412-2702

Dispatch with maintenance message displayed on ECAM STATUS page is allowed without specific conditions except for:

.

AIR BLEED: Refer to MEL 36-00-01.

SECURED AND TRANSIT STOP

ALL

If the last checklist performed by the flight crew is SECURING THE AIRCRAFT

C/L, the aircraft is in SECURED STOP. After a SECURED STOP, the flight crew must perform all items in the Standard Operations Procedure (SOP), for the next flight.

If the last checklist performed by the flight crew is PARKING C/L, the aircraft is in TRANSIT STOP.

After a TRANSIT STOP, items indicated by (*), are the only steps to be completed for TRANSIT PREPARATION. i.e. PRELIMINARY COCKPIT

PREPARATION, EXTERIOR INSPECTION, and COCKPIT PREPARATION.

SAFETY EXTERIOR INSPECTION

ALL

Safety exterior inspection is performed to ensure that the aircraft and its surroundings are safe for operations. Items that should be checked include:

.

Chocks in place

.

Doors status

.

Ground mechanic present



PRE START


.

Aircraft environment

PRELIMINARY COCKPIT PREPARATION

02.020

JUL 28/05

ALL

OBJECTIVES

The objectives of the preliminary cockpit preparation are:

.

To ensure that all safety checks are performed before applying electrical power:

-- The RCL pb is pressed for at least 3 seconds to display the cautions and warnings from the previous flight.

-- The technical logbook and MEL are checked at this stage.

.

To check the liquid levels i.e. oil, hydraulic and oxygen pressure using

-- The HYD pb is pressed to check the hydraulic level

-- The ENG pb is pressed to check engine oil level (Refer to FCOM 3.03.04)

-- The DOOR pb is pressed, to check the oxygen pressure level

.

To check the position of surface control levers e.g. slats/flaps, parking brake.

OXYGEN

The ECAM S/D DOOR page displays the oxygen pressure. When the oxygen pressure is below a defined threshold, an amber half box highlights the value.

This advises the flight crew that the bottle should be refilled. The flight crew should refer to the minimum flight crew oxygen pressure that is provided in the

FCOM 3.01.35. The prolonged dispatch of the aircraft in such condition is not recommended.

EXTERIOR INSPECTION

ALL

Standard Operating Procedures (SOP) outline the various elements that the flight crew must review in greater detail. The objectives of the exterior inspection are:




PRE START

02.020

JUL 28/05

.

To obtain a global assessment of the aircraft status. Any missing parts or panels will be checked against the Configuration Deviation List (CDL) for possible dispatch and any potential operational consequences.

.

To ensure that main aircraft surfaces are in adequate position relative surface control levers.

.

To check that there are no leaks e.g. engine drain mast, hydraulic lines.

.

To check the status of the essential visible sensors i.e. AOA, pitot and static probes.

.

To observe any possible abnormalities on the landing gear status:

-- Wheels and tires status (cut, wear, cracks)

-- Safety pins are removed

-- Brakes status (Brake wear pin length with parking brake ON)

-- Length of oleo. Any difference between the two main landing gears shall be reported.

.

To observe any possible abnormality on the engines:

-- Fan blades, turbine exhaust, engine cowl and pylon status

-- Access door closed

ADIRS INITIALIZATION

MSN 0002-2276 2278-2287 2289-2295 2297-2334 2336-2340 2342-2361 2363-2382 2384-2395

2397-2403 2405-2413 2415-2430 2432-2451 2453-2466 2469-2702

2 steps

ALIGNMENT: Gyro and altimeters get ready for

NAV computation

INITIALIZATION: Navigation starting point is set

NOF 02020 04153 0001

ALIGNMENT

At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to

NAV, in order to start alignment.




PRE START

02.020

JUL 28/05

The alignment takes approximately 10 minutes, and must be completed before pushback (before any aircraft movement).

In transit:

ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual ground speed greater than 5 kt.

In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment takes approximately one minute. It involves setting the ground speed to 0, and updating the IRS position to the position of the coordinates on the INITA page

(usually airport reference coordinates).

A complete re-alignment is only recommended for Long-range flights, especially if flown outside radio NAVAID coverage with Aircraft not equipped with GPS.

INITIALIZATION

The F-PLN origin airport coordinates are extracted from the FMS database.

These coordinates appear on the MCDU INITA page, and are normally used for initialization. They are the airport reference coordinates.

If a high navigation performance is desired, (i.e. for long-range flights without

GPS and without radio navigation updates, or if low RNP operation is expected), the crew should adjust the airport reference coordinates to the gate coordinates, provided that this data is published or available on board. In this case, the flight crew should use the slew keys successively for Latitude and Longitude, instead of inserting the coordinates on the scratchpad, (in order to avoid errors).

When performing the BEFORE START C/L, the flight crew will check that the

IRS IN ALIGN ECAM MEMO no longer appears, to indicate that the ADIRS are in NAV mode.

The crew will check on the POSITION MONITOR page, that the distance between IRS and FMS position is lower than 5NM. This will permit to detect any gross error for IRS initialization, which is not visible as long as GPS PRIMARY is available.

Checking runway and SID display on the ND in comparison with the aircraft symbol representing the aircraft present position, (ARC or NAV mode, range 10

NM) during taxi, is a good way to check the global consistency of FMGS entries

(Position and flight plan).

"RESET IRS TO NAV" MCDU MESSAGE

When the ADIRS are in NAV mode, and new origin airport coordinates are inserted, the RESET IRS TO NAV message triggers.




PRE START

02.020

JUL 28/05

This occurs in transit, when the flight crew enters a new CO-RTE, or enters a new FROM-TO city pair on the INIT A page, and does not re-align the ADIRS.

In this case, check the coordinates on the INITA page and compare them with:

.

The coordinates of the origin airport, that are provided on the Airport chart, in order to detect a possible error in airport entry

.

The ADIRS position (IRS monitor page).

In most cases the ADIRS position and the airport position do not differ significantly. Therefore, the message may be cleared without realigning the IRSs.

MSN 2277 2288 2296 2335 2341 2362 2383 2396 2404 2414 2431 2452 2467-2468

2 steps

ALIGNMENT: Gyro and altimeters get ready for

NAV computation

INITIALIZATION: Navigation starting point is set

NOF 02020 04155 0001

ALIGNMENT

At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to

NAV, in order to start alignment.

The alignment takes approximately 10 minutes, and must be completed before pushback (before any aircraft movement).

In transit:

ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual ground speed greater than 5 kt.

In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment takes approximately one minute. It involves setting the ground speed to 0, and updating the IRS position to the position of the coordinates on the INITA page

(usually airport reference coordinates).

INITIALIZATION




PRE START

02.020

JUL 28/05

The ADIRS are automatically initialized at the GPS position. These GPS coordinates are displayed on the MCDU INIT A page, in replacement of the airport reference coordinates, after the pilot entered the FROM-TO city pair.

When performing the BEFORE START C/L, the crew will check that the IRS IN

ALIGN ECAM MEMO has disappeared, as a confirmation that the ADIRS are in

NAV mode.

Checking runway and SID display on the ND in comparison with the aircraft symbol representing the aircraft present position, (ARC or NAV mode, range 10

NM) during taxi, is a good way to check the global consistency of FMGS entries

(Position and flight plan).

"RESET IRS TO NAV" MCDU MESSAGE

When the ADIRS are in NAV mode, and new origin airport coordinates are inserted, the RESET IRS TO NAV message triggers.

This occurs, in transit, when the crew performs a fast alignment, since this fast alignment is usually completed before the crew enters the FROM-TO city pair.

Check the validity of the IRS initialization, before clearing this message.

COCKPIT PREPARATION




PRE START

02.020

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

FLOW PATTERN

The scan pattern varies, depending on the pilot status, i.e

PF, PNF, CM1, or

CM2, and the areas of responsibility:

1. Overhead panel: Extinguish any white lights (PF)

2. FMGS programming (PF)

3. Glare shield, ECP (CM1/2) and FCU (PF)

4. Lateral console (CM1/2)

5. Centre instrument panel and pedestal (PF)

COCKPIT PREPARATION FLOW PATTERN




PRE START

02.020

JUL 28/05 switch off all white lights

3

1

4

2

5

NOF 02020 04156 0001

FMGS PROGRAMMING

FMGS programming involves inserting navigation data, then performance data. It is to be noted that:

.

Boxed fields must be filled

.

Blue fields inform the crew that entry is permitted

.

Green fields are used for FMS generated data, and cannot be changed

.

Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet

.

Yellow characters indicate a temporary flight plan display

.

Amber characters signify that the item being displayed is important and requires immediate action

.

Small font signifies that data is FMS computed

.

Large font signifies manually entered data.




PRE START

02.020

JUL 28/05

Navigation

Performance

Status

Init A

F−PLN

(SEC F−PLN)

RAD NAV

Init B

PERF

3

F

A

1 F

A

I

DIR

F−PLN

AIR

PORT

PROG

RAD

NAV

5

DIR

F−PLN

AIR

PORT

PROG

RAD

NAV

PERF

FUEL

PRED

2

INIT

SEC

F−PLN

1

DATA

ATC

COMM

A

F G

C

H

D

I

OFF

MCDU

MENU

E

J

M

C

PERF

FUEL

PRED

2 1

INIT

SEC

F−PLN

DATA

ATC

COMM

A

F

B

G

C

H

D

I

OFF

MCDU

MENU

E

J

A B C D E

M

C

D or NEXT

PAGE

NOF 02020 04157 0001

This sequence of entry is the most practical. INIT B should not be filled immediately after INIT A, because the FMGS would begin to compute F-PLN predictions. These computations would slow down the entry procedure.

To obtain correct predictions, the fields of the various pages must be completed correctly, with available planned data for the flight:

.

DATA

The database validity, NAVAIDs and waypoints (possibly stored in previous flight), and PERF FACTOR must be checked on the STATUS page.

.

INIT A

The INIT A page provides access to aircraft present position. The flight crew will check that it corresponds to the real aircraft position. (Refer to ADIRS

INITIALIZATION part).

The history wind is the vertical wind profile that has been encountered during the previous descent and should be entered at this stage if it is representative of the vertical wind profile for the next flight.

.

F-PLN

The F-PLN A page is to be completed thoroughly including:

-- The take-off runway

-- SID

-- Altitude and speed constraints

-- Correct transition to the cruise waypoint




PRE START

02.020

JUL 28/05

-- Intended step climb/descents, according to the Computerized Flight Plan

(CFP).

If time permits, the wind profile along the flight plan may be inserted using vertical revision through wind prompt.

The flight crew should also check the overall route distance (6th line of the

F-PLN page), versus CFP distance.

.

SEC F-PLN

The SEC F-PLN should be used to consider an alternate runway for take-off, a return to departure airfield or a routing to a take-off alternate.

.

RAD NAV

The RAD NAV page is checked, and any required NAVAID should be manually entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.

.

INIT B

The flight crew:

-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN computation.

-- Checks fuel figures consistent with flight preparation fuel figures.

The flight crew will update weight and CG on receipt of the load sheet.

After Engine start, the INIT B page is no longer available. The flight crew should use the FUEL PRED page for weight and fuel data insertion, if required.

.

PERF

The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to default at 1500ft, or at a value defined by airline policy. The THR RED/ACC may be changed in the PERF TAKE-OFF page, if required. The flight crew should consider the applicable noise abatement procedure.

The one-engine-out acceleration altitude must:

-- Be at least 400 ft above airport altitude

-- Ensure that the net flight path is 35 ft above obstacles

-- Ensure that the maximum time for takeoff thrust is not exceeded.

Therefore, there are generally a minimum and a maximum one engine out acceleration altitude values. The minimum value satisfies the first two criteria.

The maximum value satisfies the last one. Any value between those two may be retained.

The one engine out acceleration altitude is usually defaulted to 1500 ft AGL and will be updated as required.

The flight crew uses the PERF CLB page to pre-select a speed. For example,

"Green Dot" speed for a sharp turn after take-off.

The crew may also check on the PROG page the CRZ FL, MAX REC FL and

OPT FL.

Once the FMGS has been programmed, the PNF should then cross check the information prior to the take-off briefing.




PRE START

02.020

JUL 28/05

When the predictions are available, the crew may print the PREFLIGHT DATA (if installed). This listing provides all the predictions which may be used during the initial part of the flight.

TAKE-OFF BRIEFING

The PF should perform the takeoff briefing at the gate , when the flight crew workload permits, Cockpit preparation has been completed and, before engine start.

The takeoff briefing should be relevant, concise and chronological. When a main parameter is referred to by the PF, both flight crewmembers must crosscheck that the parameter has been set or programmed correctly. The takeoff briefing covers the following:

TAKE OFF BRIEFING WITH ASSOCIATED CHECKS




PRE START

02.020

JUL 28/05

8

V , 1 e n

1

V g

4 s i

9 .

1

8 .

0

% 35°C s

2

TAXI

0.2

TRIP TIME

2.3 / 0100

RTE RSV / %

0.2 / 8.7

ALTN / TIME

0.5 / 0013

FINAL / TIME

1.6 / 0038

EXTRA / TIME

1.6 / 0038 a

O

O

NM t s

1

Miscellaneous r

M X

H T

F i

A S E R

W A

A S E R

C A

4 U

C R O

I E I P I Y

/ O in Hg

QFE QNH

FD ILS mb

CSTR

ROSE

VOR

ILS

ADF

WPT

NAV

VOR.D

ARC

PLAN 10

20

NDB ARPT

40

80

320

160

OFF

VOR ADF

OFF

VOR

S P E D I N P P C A T 2

M D A 7 0

0 0

1 F

/ T

2

R

1 8 0

1 6 0

1 4 0

1 2 0

31

4 0

3 3 3 4 3

0 2

N H

1 5

0

0

1 0

7

G S

1 5

3 3 / 2

T

0

S

2 0 0

9

8

− L

11

D 3 0

1 3

G N 1

0

8 :

1

5

30

T C S R E U C R N

G T

A H

20

1 R

D

G

F

N

1

A N L Y

M

V O 2

T H

5

INIT

ZFWCG / ZFW

25.0

/ 55.0

BLOCK

6.0

TOW

60.8

LW

58.5

2

F : 1 0

S D C

ALT m bar

H G K L

311VU

D

T

A A

A T

1 .

°

1

1 6

2 2

P R

4

8

G

°C

T

.

2

°

.

4

2 2 3

1 5

5

F F

3

G /

5 0 4

8

4 0 F O B : 3 0 0

4

+

1

9

0 0

.8

.

1

N1

%

N 2

%

4

E T E

9

9 9 +

*

F L P

2

F

F

A T

1 0 1 0

L L

A T

V S A

P R

N L

D G A R

N L N K

L O

A /

E D

K

D C E D C E

O N

M X

E L

A X

O T

A S &

N W G

O F

10

20

ADF

ARPT

40

NDB

80

320

160

VOR

VOR.D

ROSE

VOR

ILS

OFF

ADF

OFF

WPT

NAV

CSTR

ARC

PLAN

ENG

VOR

QFE QNH in Hg

PULL

STD

ILS FD mb

4 2

C R O

S D I P R

F O

2 0

113°

N M

E N

1 8 3 5

4

1

1 5

3

1

1 3 M

11

− G

2 0

9

A S

1 5

G S

3 3 2 0

8

T C S R E U C E R N

T H

L T

3 R

30

30

20

1 R

O

T

R 2

H M

A D 1

G N

A N L Y

M A T E

W A N

M A T E

C A T

A T 2

F

A /

D

T

2

H R

3 0 0

7 0 M

A P

2 0

1 0

F I A L P E

1 0

0

0

1 5

7

1 0 1 0

0 0

1 0

1 0

1 0

1 0

1 0

0 2

N H

3 3 4 3 3 31

D M E

30

33 3

D M E

A D F A D F

O R X

A V O I C − −

C A I − − S D E

C A I

M E

X I

− − S

− −

D E

I D

S L D − C A I N

− − − C G O

S L D − C A I N

S L D − −

M E

X I

C

1

K

8

T O X

P I

− − − C G O

S L D − − A B N C A I − S L D E

/ S 4 0 F M N

S E T

DATE

50

40

RUN

STOP RST

O W

C H R

G M T min

20

A C

3 0

1

P E S

1

4 3

B

S I

0

K

1

S

0

MO

H R

MIN

U R N

M G T 10

CHR

0 0 0 0

T.O.

CONFIG

EMER

CANC

ENG

APU

BLEED PRESS EL/AC EL/DC FUEL

ALL

COND DOOR WHEEL F/CTL

A X

O T

O N

3

V1

132

VR

135

V2

145

TRANS ALT

5000

THR RED / ACC

1990 / 3500

TAKE OFF

FLP RETR

F= 145

SLT RETR

S= 189

CLEAN

0= 207

RWY

14R

TO SHIFT

[M] [ ]*

FLAPS/THS

2 / UP1.0

FLEX TO TEMP

60°

ENG OUT ACC

1990

NEXT

PHASE>

4

FROM

MAN V/S

E T

P E

R A

D

E / 2

F U L

A M E

E T

/ 2

U L

ENG

0

ENG

2

0

OFF

PARK BRK

ON

0

1

2

3

0

1

2

3

OVHD INTEG LT

MAN V/S MAN V/S

OFF BRT

LFB014R

H144°

900

C144°

D144H

C356°

TOU

(SPD)

(LIM)

DEST

LFP026

TIME

0000

BRG144°

0000

TRK144°

0002

0005

0005

TIME

0100

AI123

PD / ALT

145/ 490

1NM

55/ 900

4

" / 3130

8

250/ FL088

2

* 250/ FL100

DIST

360

EF0B

3.5

NOF 02020 04158 0001




PRE START

02.020

JUL 28/05

Aircraft type and model (Tail strike awareness)

Aircraft technical status (MEL and CDL considerations, relevant OEB)

NOTAMS

Weather

RWY conditions

Use of ENG/Wings Anti Ice

ENG Start Procedure

Push Back

Expected Taxi Clearence

Use of Radar

Use of Packs for Takeoff

Block Fuel ...................................................................

Estimated TOW

Extra time at destination

(FOB on EW/D)

T/O RWY

T/O CONF

FLEX / TOGA .....................................................

V1, VR, V2

TRANS ALT

FLEX TOGA on EW/D)

....................................................................

(V1, V2 on PFD)

THR RED / ACC Altitude

Minimum Safe Altitude

First assigned FL .................................

(altitude target in blue on PFD)

Flight Plan description (*)

RAD NAV

.......................

(SID on MCDU FPLN page)

..................................................................

(RAD NAV on ND)

For any failure before V1:

CAPT will call "STOP" or "GO"

In case of failure after V1:

Continue T/O, No action before 400ft AGL except gear up

Reaching 400ft AGL, ECAM actions

Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration and clean up

At green dot: OP CLB, MCT, continue ECAM, after T/O C/L, status

ENG Out routing: EOSID, SID, radar vector, immediate return...

items that must be cross−checked on associated display.

NOF 02020 04159 0001

()Items that must be cross-checked on the associated display.

(*) The PF sets the ND display to PLAN mode with required range and CSTR, and uses the scroll key to thoroughly check the entire F-PLN. The PNF ensures that the inserted F-PLN agrees with the planned route.




PRE START

02.020

JUL 28/05

FMS UPDATING

When the load and trim sheet is available, the crew will:

.

Updates the ZFWCG/ZFW

.

Checks TOW consistent with load sheet

.

Checks updated fuel figures

.

Modify the FLEX TEMP and the take-off speeds as required

.

Enter the THS position in PERF TAKE OFF page

When the predictions are available, the crew will print the pre-flight data.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660

0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907

0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000

1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080

1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137

1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176

1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235

1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283

1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346

1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398

1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444

1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483

1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518

1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562

1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602

1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652

1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699

1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754

1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808

1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864

1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114

2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

FLOW PATTERN

The scan pattern varies, depending on the pilot status, i.e

PF, PNF, CM1, or

CM2, and the areas of responsibility:

1. Overhead panel: Turn off any white lights (PF)



PRE START


2. FMGS programming (PF)

3. Glare shield, ECP (CM1/2) and FCU (PF)

4. Lateral console (CM1/2)

5. Centre instrument panel and pedestal (PF)

COCKPIT PREPARATION FLOW PATTERN

02.020

JUL 28/05 switch off all white lights

3

1

4

2

5

NOF 02020 04164 0001

FMGS PROGRAMMING

FMGS programming involves inserting navigation data, then performance data. It is to be noted that:

.

Boxed fields must be filled

.

Blue fields inform the crew that entry is permitted

.

Green fields are used for FMS generated data, and cannot be changed

.

Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet

.

Yellow characters indicate a temporary flight plan display




PRE START

02.020

JUL 28/05

.

Amber characters signify that the item being displayed is important and requires immediate action

.

Small font signifies that data is FMS computed

.

Large font signifies manually entered data.

Navigation

Performance

Status

Init A

F−PLN

(SEC F−PLN)

RAD NAV

Init B

PERF

3

F

A

1

F

A

I

DIR

F−PLN

AIR

PORT

PROG

RAD

NAV

5

DIR

F−PLN

AIR

PORT

PROG

RAD

NAV

PERF

FUEL

PRED

2

INIT

SEC

F−PLN

1

DATA

ATC

COMM

A

F G

C

H

D

I

OFF

MCDU

MENU

E

J

M

C

PERF

FUEL

PRED

2 1

INIT

SEC

F−PLN

DATA

ATC

COMM

A

F

B

G

C

H

D

I

OFF

MCDU

MENU

E

J

A B C D E

M

C

D or NEXT

PAGE

NOF 02020 04165 0001

This sequence of entry is the most practical. INIT B should not be filled immediately after INIT A, because the FMGS would begin to compute F-PLN predictions. These computations would slow down the entry procedure.

To obtain correct predictions, the fields of the various pages must be completed correctly, with available planned data for the flight:

.

DATA

The database validity, NAVAIDs and waypoints (possibly stored in previous flight), and PERF FACTOR must be checked on the STATUS page.

.

INIT A

The INIT A page provides access to aircraft present position. The flight crew will check that it corresponds to the real aircraft position. (Refer to ADIRS

INITIALIZATION part).




PRE START

02.020

JUL 28/05

The history wind is the vertical wind profile, that has been encountered during the previous descent and should be entered at this stage if it is representative of the vertical wind profile for the next flight.

.

P-PLN

P-PLN

The F-PLN A page is to be completed thoroughly including:

-- The take-off runway

-- SID


-- Correct transition to the cruise waypoint

-- Intended step climb/descents, according to the Computerized Flight Plan

(CFP).

If time permits, the wind profile along the flight plan may be inserted using vertical revision through wind prompt.

The flight crew should also check the overall route distance (6th line of the

F-PLN page), versus CFP distance.

.

SEC F-PLN

The SEC F-PLN should be used to consider an alternate runway for take-off, a return to departure airfield or a routing to a take-off alternate.

.

RAD NAV

The RAD NAV page is checked, and any required NAVAID should be manually entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.

.

INIT B

The flight crew:

-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN computation.

-- Checks fuel figures consistent with flight preparation fuel figures.

The flight crew will update weight and CG on receipt of the load sheet.

The FMS uses the trip wind for the entire flight from origin to destination. The trip wind is an average wind component that may be extracted from the CFP.

The trip wind facility is available if the wind profile has not already been entered.

After Engine start, the INIT B page is no longer available. The flight crew should use the FUEL PRED page for weight and fuel data insertion, if required.

The Init B page should not be completed immediately after Init A, because the

FMGS would begin to compute F-PLN predictions. This would slow down the entry procedure.

.

PERF

The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to default at 1500ft, or at a value defined by airline policy. The THR RED/ACC may be changed in the PERF TAKE-OFF page, if required. The flight crew should consider the applicable noise abatement procedure.

The one-engine-out acceleration altitude must:




PRE START

02.020

JUL 28/05

-- Be at least 400 ft above airport altitude

-- Ensure that the net flight path is 35 ft above obstacles

-- Ensure that the maximum time for takeoff thrust is not exceeded.

Therefore, there are generally a minimum and a maximum one engine out acceleration altitude values. The minimum value satisfies the first two criteria.

The maximum value satisfies the last one. Any value between those two may be retained.

The one engine out acceleration altitude is usually defaulted to 1500 ft AGL and will be updated as required.

The flight crew uses the PERF CLB page to pre-select a speed. For example,

"Green Dot" speed for a sharp turn after take-off.

The crew may also check on the PROG page the CRZ FL, MAX REC FL and

OPT FL.

Once the FMGS has been programmed, the PNF should then cross check the information prior to the take-off briefing.

When the predictions are available, the crew may print the PREFLIGHT DATA (if installed). This listing provides all the predictions which may be used during the initial part of the flight.

TAKE-OFF BRIEFING

The PF should perform the takeoff briefing at the gate , when the flight crew workload permits, Cockpit preparation has been completed and, before engine start.

The takeoff briefing should be relevant, concise and chronological. When a main parameter is referred to by the PF, both flight crewmembers must crosscheck that the parameter has been set or programmed correctly. The takeoff briefing covers the following:

TAKE OFF BRIEFING WITH ASSOCIATED CHECKS




PRE START

02.020

JUL 28/05

8

V , 1 e n

1

V g

4 s i

9 .

1

8 .

0

% 35°C s

2

TAXI

0.2

TRIP TIME

2.3 / 0100

RTE RSV / %

0.2 / 8.7

ALTN / TIME

0.5 / 0013

FINAL / TIME

1.6 / 0038

EXTRA / TIME

1.6 / 0038 a

O

O

NM t s

1

Miscellaneous r

M X

H T

F i

A S E R

W A

A S E R

C A

4 U

C R O

I E I P I Y

/ O in Hg

QFE QNH

FD ILS mb

CSTR

ROSE

VOR

ILS

ADF

WPT

NAV

VOR.D

ARC

PLAN 10

20

NDB ARPT

40

80

320

160

OFF

VOR ADF

OFF

VOR

S P E D I N P P C A T 2

M D A 7 0

0 0

1 F

/ T

2

R

1 8 0

1 6 0

1 4 0

1 2 0

31

4 0

3 3 3 4 3

0 2

N H

1 5

0

0

1 0

7

G S

1 5

3 3 / 2

T

0

S

2 0 0

9

8

− L

11

D 3 0

1 3

G N 1

0

8 :

1

5

30

T C S R E U C R N

G T

A H

20

1 R

D

G

F

N

1

A N L Y

M

V O 2

T H

5

INIT

ZFWCG / ZFW

25.0

/ 55.0

BLOCK

6.0

TOW

60.8

LW

58.5

2

F : 1 0

S D C

ALT m bar

H G K L

311VU

D

T

A A

A T

1 .

°

1

1 6

2 2

P R

4

8

G

°C

T

.

2

°

.

4

2 2 3

1 5

5

F F

3

G /

5 0 4

8

4 0 F O B : 3 0 0

4

+

1

9

0 0

.8

.

1

N1

%

N 2

%

4

E T E

9

9 9 +

*

F L P

2

F

F

A T

1 0 1 0

L L

A T

V S A

P R

N L

D G A R

N L N K

L O

A /

E D

K

D C E D C E

O N

M X

E L

A X

O T

A S &

N W G

O F

10

20

ADF

ARPT

40

NDB

80

320

160

VOR

VOR.D

ROSE

VOR

ILS

OFF

ADF

OFF

WPT

NAV

CSTR

ARC

PLAN

ENG

VOR

QFE QNH in Hg

PULL

STD

ILS FD mb

4 2

C R O

S D I P R

F O

2 0

113°

N M

E N

1 8 3 5

4

1

1 5

3

1

1 3 M

11

− G

2 0

9

A S

1 5

G S

3 3 2 0

8

T C S R E U C E R N

T H

L T

3 R

30

30

20

1 R

O

T

R 2

H M

A D 1

G N

A N L Y

M A T E

W A N

M A T E

C A T

A T 2

F

A /

D

T

2

H R

3 0 0

7 0 M

A P

2 0

1 0

F I A L P E

1 0

0

0

1 5

7

1 0 1 0

0 0

1 0

1 0

1 0

1 0

1 0

0 2

N H

3 3 4 3 3 31

D M E

30

33 3

D M E

A D F A D F

O R X

A V O I C − −

C A I − − S D E

C A I

M E

X I

− − S

− −

D E

I D

S L D − C A I N

− − − C G O

S L D − C A I N

S L D − −

M E

X I

C

1

K

8

T O X

P I

− − − C G O

S L D − − A B N C A I − S L D E

/ S 4 0 F M N

S E T

DATE

50

40

RUN

STOP RST

O W

C H R

G M T min

20

A C

3 0

1

P E S

1

4 3

B

S I

0

K

1

S

0

MO

H R

MIN

U R N

M G T 10

CHR

0 0 0 0

T.O.

CONFIG

EMER

CANC

ENG

APU

BLEED PRESS EL/AC EL/DC FUEL

ALL


A X

O T

O N

3

V1

132

VR

135

V2

145

TRANS ALT

5000

THR RED / ACC

1990 / 3500

TAKE OFF

FLP RETR

F= 145

SLT RETR

S= 189

CLEAN

0= 207

RWY

14R

TO SHIFT

[M] [ ]*

FLAPS/THS

2 / UP1.0

FLEX TO TEMP

60°

ENG OUT ACC

1990

NEXT

PHASE>

4

FROM

MAN V/S

E T

P E

R A

D

E / 2

F U L

A M E

E T

/ 2

U L

ENG

0

ENG

2

0

OFF

PARK BRK

ON

0

1

2

3

0

1

2

3

OVHD INTEG LT

MAN V/S MAN V/S

OFF BRT

LFB014R

H144°

900

C144°

D144H

C356°

TOU

(SPD)

(LIM)

DEST

LFP026

TIME

0000

BRG144°

0000

TRK144°

0002

0005

0005

TIME

0100

AI123

PD / ALT

145/ 490

1NM

55/ 900

4

" / 3130

8

250/ FL088

2

* 250/ FL100

DIST

360

EF0B

3.5

NOF 02020 04166 0001




PRE START

02.020

JUL 28/05

Aircraft type and model (Tail strike awareness)

Aircraft technical status (MEL and CDL considerations, relevant OEB)

NOTAMS

Weather

RWY conditions

Use of ENG/Wings Anti Ice

ENG Start Procedure

Push Back

Expected Taxi Clearence

Use of Radar

Use of Packs for Takeoff

Block Fuel ...................................................................

Estimated TOW

Extra time at destination

(FOB on EW/D)

T/O RWY

T/O CONF

FLEX / TOGA .....................................................

V1, VR, V2

TRANS ALT

FLEX TOGA on EW/D)

....................................................................

(V1, V2 on PFD)

THR RED / ACC Altitude

Minimum Safe Altitude

First assigned FL .................................

(altitude target in blue on PFD)

Flight Plan description (*)

RAD NAV

.......................

(SID on MCDU FPLN page)

..................................................................

(RAD NAV on ND)

For any failure before V1:

CAPT will call "STOP" or "GO"

In case of failure after V1:

Continue T/O, No action before 400ft AGL except gear up

Reaching 400ft AGL, ECAM actions

Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration and clean up

At green dor: OP CLB, MCT, continue ECAM, after T/O C/L, status

ENG Out routing: EOSID, SID, radar vector, immediate return...

items that must be cross−checked on associated display.

NOF 02020 04167 0001

()Items that must be cross-checked on associated display.

(*) The PF sets the ND display to PLAN mode with required range and CSTR, and uses the scroll key to thoroughly check the entire F-PLN. The PNF ensures that the inserted F-PLN agrees with the planned route.




PRE START

02.020

JUL 28/05

FMS UPDATING

When the load and trim sheet is available, the flight crew:

.

Updates the ZFWCG/ZFW

.

Checks that the TOW is consistent with the load sheet

.

Checks the updated fuel figures

.

Changes the FLEX TEMP and the take-off speeds as required

.

Enters the THS position on the PERF TAKE OFF page

When the predictions are available, the flight crew prints out the pre-flight data.

MISCELLANEOUS

ALL

SEATING POSITION

To achieve a correct seating position, the aircraft is fitted with an eye-position indicator on the centre windscreen post. The eye-position indicator has two balls on it. When the balls are superimposed on each other, they indicate that the pilot’s eyes are in the correct position.

The flight crew should not sit too low, to avoid increasing the cockpit cut-off angle, therefore reducing the visual segment. During Low Visibility Procedures

(LVP), it is important that the pilot’s eyes are positioned correctly, in order to maximize the visual segment, and consequently, increase the possibility of achieving the required visual reference for landing as early as possible.

After adjusting the seat, each pilot should adjust the outboard armrest, so that the forearm rests comfortably on it, when holding the sidestick. There should be no gaps between the pilot’s forearm and the armrest. The pilot’s wrist should not be bent when holding the sidestick. This ensures that the pilot can accomplish flight maneuvers by moving the wrist instead of lifting the forearm from the armrest.

Symptoms of incorrect armrest adjustment include over-controlling, and not being able to make small, precise inputs.

The rudder pedals must then be adjusted to ensure the pilot can achieve both full rudder pedal displacement and full braking simultaneously on the same side.




PRE START

02.020

JUL 28/05

The armrest and the rudder pedals have position indicators. These positions should be noted and set accordingly for each flight.

MCDU USE

When clear for start up and taxi, the PF will preferably display the MCDU PERF

TAKE OFF page whereas the PNF will display the MCDU F-PLN page.




START

02.030

JUL 28/05

ENGINE AUTO START

ALL

Engines usually start using the Automatic Starting function.

The Full Authority

Digital Engine Control (FADEC) systems control this engine Automatic Starting function, and takes appropriate action, if engine parameters are exceeded. This function extends significantly the duration of engine life.

The thrust levers must be confirmed at "idle" before engine-start. If the thrust levers are not at "idle", the thrust increases above idle after engine-start, and can result in a hazardous situation. However, an ENG START FAULT ECAM warning triggers, to indicate that the flight crew must set the thrust levers to "idle".

When the ENG START selector is set to "START", the FADECs are electrically-supplied. When there is sufficient BLEED PRESS, the PF begins the start sequence by setting the ENG MASTER switch to ON. The flight crew should monitor the start sequence:

.

Start valve opens

.

N2 increases

.

IGN A(B)

.

Fuel flow

.

EGT

.

N1

.

Oil pressure increases

.

Start valve closes.

After reaching the peak EGT, or when AVAIL is displayed, the PF can start engine 2

The flight crew should check the relative engine vibration level.

When the ENG START selector is set to NORM, the packs return to the OPEN position. APU Bleed should immediately be turned off, to avoid engine ingestion of exhaust gas.

If the start is not successful, the flight crew must use the ECAM as usually done, and avoid instinctively selecting the ENG MASTER switch to OFF. This would interrupt the FADEC protective actions (e. g. cranking after hot start).




START

02.030

JUL 28/05

MSN 0002-0021 0023-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078

0083-0088 0093-0094 0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224

0226-0229 0231-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274

0277-0279 0281-0290 0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325

0328-0331 0333 0337 0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0365 0367

0370-0372 0375 0377-0384 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422

0426-0427 0434 0436 0438 0445-0446 0459 0466 0477 0482 0488 0491 0494-0495

0497-0498 0501 0507 0509 0511 0513-0516 0521 0524-0526 0528-0529 0531-0532 0534

0537 0544 0546-0547 0549 0554 0569 0572 0576 0578-0579 0583 0586 0588 0590

0593-0594 0598-0601 0605 0607-0612 0615-0619 0621-0630 0632 0634 0636-0637 0639 0641

0644-0651 0653-0654 0656-0658 0660 0662 0664-0666 0669-0675 0677 0679 0682 0684-0685

0688-0689 0691 0693-0695 0697 0700 0706-0707 0711 0713-0714 0716-0717 0719 0721

0723-0724 0726-0730 0732 0734-0738 0740 0742 0744-0745 0749-0750 0752-0755 0757 0761

0763-0767 0769 0772-0775 0778-0779 0781 0785-0786 0790 0793-0796 0799-0801 0807-0809

0813-0815 0817-0819 0821 0823 0828-0833 0837-0838 0840-0841 0844-0846 0848 0852-0854

0860-0861 0863 0868-0869 0875-0876 0879-0880 0883-0885 0888 0890 0894 0896-0897

0903-0907 0909 0911 0914 0917 0921-0923 0925-0926 0929 0933 0936-0940 0945-0946 0949

0951 0956-0960 0962 0964 0967 0971-0973 0975 0978-0979 0981-0982 0984-0986 0988

0991-0992 0994 0996-1000 1002 1005-1006 1009 1011 1016-1021 1023 1025 1027-1030

1033-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1055 1058-1059 1061-1063

1065 1067-1073 1077-1078 1084 1086-1087 1089-1091 1093-1095 1097 1099-1102 1106-1109

1112 1114 1119-1122 1124 1126-1127 1129-1136 1138 1141 1145 1147-1149 1151-1152

1154-1155 1157 1160 1164-1165 1167-1172 1175-1176 1180-1182 1184 1187 1190-1191 1198

1200-1201 1203 1205-1206 1208-1210 1213 1216-1217 1219-1221 1224 1226 1229-1231

1233 1237-1238 1242 1245 1247 1249-1250 1252 1254-1255 1262-1265 1267-1269 1271

1275 1277 1283 1285-1289 1292 1294 1296-1299 1301 1303 1305-1320 1324-1326 1328

1330-1331 1336-1337 1340 1342 1344-1348 1352 1354 1357-1358 1360-1362 1364-1365

1367 1369 1371-1372 1377-1379 1381-1382 1385-1386 1388-1394 1396 1399 1402-1404

1412 1414-1417 1425 1429-1431 1434 1436-1437 1441-1444 1447-1449 1451 1453-1457

1461-1462 1465 1467 1471-1473 1476 1479-1481 1483-1484 1488-1489 1492-1494 1496

1498-1499 1501-1505 1515-1517 1519-1521 1524-1525 1530-1532 1535-1536 1539-1543

1549-1551 1553-1554 1560 1562 1564 1567 1570-1572 1577-1579 1582-1583 1592 1597-1598

1601-1603 1605 1607 1611-1612 1615-1616 1618 1622-1623 1625 1629-1630 1632-1634

1637-1641 1645-1646 1651 1654-1655 1657-1660 1662 1666-1668 1673-1674 1677 1679

1681 1683-1686 1691-1694 1699-1701




START

02.030

JUL 28/05

MSN 1704 1706 1709 1713-1714 1716-1720 1722 1724-1726 1733 1736 1738 1740 1742-1748

1750-1753 1756-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775 1777-1781 1783

1786-1787 1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812 1815-1816

1819-1820 1824 1828 1833 1836 1838-1839 1841 1846 1851-1853 1859-1860 1863-1864

1866-1867 1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901

1905-1906 1908 1911 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943 1949 1951

1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1980-1983 1988 1990-1991 1994

1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037

2039 2043 2046-2054 2056-2057 2059-2062 2064 2066 2068-2069 2071-2072 2074 2076

2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117

2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2145 2151 2155 2158

2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196 2198-2199

2206-2207 2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237 2239-2245

2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279 2283

2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325

2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358

2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388

2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432

2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474

2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514

2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569

2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620

2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668

2672 2674-2678 2681 2683-2684 2691 2693 2702

AVERAGE IDLE ENGINE PARAMETERS

As soon as the engine-start is complete, the flight crew should check the stabilized parameters. At ISA sea level:

N1 about 19.5%

275 kg/h -600lb/h

N2 about 58.5% EGT about 390

˚C

FF about

MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099

0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247

0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308

0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357

0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411 0414-0416

0423-0424 0428-0432 0437 0440-0441 0443-0444 0447 0449 0451 0467 0469 0476 0478

0480 0486 0490 0492 0499






START

02.030

JUL 28/05

EPR about 1.01

N1 about 23.8% N2 about 57.7% EGT about 385

˚C

FF about 330 kg/h -730lb/h

MSN 0364 0385 0412 0425 0435 0439 0442 0448 0450 0452-0458 0460-0465 0468

0470-0475 0479 0483-0485 0487 0489 0493 0496 0500 0502-0506 0508 0510 0512 0518

0523 0527 0530 0538-0540 0542-0543 0550-0551 0555-0558 0560-0561 0563-0565 0567-0568

0571 0573 0575 0580 0582 0584 0587 0589 0591-0592 0595 0597 0604 0606 0613-0614

0620 0631 0633 0638 0640 0652 0655 0659 0661 0663 0667-0668 0676 0678 0680 0683

0686-0687 0690 0692 0696 0698-0699 0702 0704-0705 0709-0710 0712 0715 0718 0720

0722 0725 0731 0733 0739 0741 0743 0746-0748 0751 0756 0758-0760 0762 0770-0771

0780 0783-0784 0787-0789 0791-0792 0798 0802-0806 0810-0812 0816 0820 0822 0824-0826

0834-0836 0839 0842-0843 0847 0849-0851 0855-0859 0862 0864-0867 0871-0874 0877-0878

0881-0882 0886-0887 0889 0892-0893 0895 0898-0902 0908 0910 0912-0913 0915-0916

0918-0919 0924 0927-0928 0930-0932 0934 0943-0944 0948 0950 0952-0955 0963 0965-0966

0968-0969 0974 0976-0977 0980 0983 0989-0990 0993 1001 1003-1004 1007-1008 1010

1013-1015 1022 1024 1031-1032 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057

1060 1064 1066 1074-1076 1079-1080 1082-1083 1085 1088 1092 1096 1098 1103-1105

1110-1111 1113 1115-1118 1123 1128 1139-1140 1142-1143 1146 1153 1156 1158-1159

1161-1163 1166 1173-1174 1177-1178 1183 1188 1192-1197 1199 1202 1204 1207 1211-1212

1214-1215 1218 1222-1223 1225 1227-1228 1232 1234-1236 1239-1240 1243 1246 1248

1251 1253 1256-1261 1266 1270 1272-1274 1276 1279-1282 1284 1290-1291 1293 1295

1300 1302 1304 1321-1323 1327 1329 1332-1335 1338-1339 1341 1343 1349-1351 1353

1355-1356 1359 1363 1366 1368 1373-1376 1380 1383-1384 1395 1397-1398 1400-1401

1406-1411 1418-1424 1426-1428 1432-1433 1435 1438 1440 1445-1446 1452 1459-1460

1463-1464 1466 1468-1469 1474-1475 1477 1482 1486-1487 1490-1491 1495 1497 1500

1506-1514 1518 1522-1523 1526-1529 1533-1534 1537-1538 1545-1548 1552 1555-1559

1561 1563 1565-1566 1568-1569 1573-1576 1580-1581 1584-1587 1589-1591 1593-1596

1600 1604 1606 1608-1610 1613-1614 1617 1619-1621 1624 1626-1628 1631 1635-1636

1642-1644 1647-1650 1652-1653 1656 1661 1663-1665 1669-1672 1675-1676 1680 1682

1687-1690 1695-1698 1702-1703 1705 1707-1708 1710-1711




START

02.030

JUL 28/05

MSN 1715 1721 1723 1727-1732 1734 1737 1739 1741 1749 1754-1755 1758 1760

1763-1764 1768 1771 1773 1776 1782 1784-1785 1788 1790 1792 1794 1798 1801-1802

1804 1807 1814 1817-1818 1821-1823 1825-1827 1829-1832 1834-1835 1837 1840 1842-1845

1847-1850 1854-1858 1861-1862 1865 1868-1869 1871 1877-1878 1880 1883 1888 1891-1893

1895-1896 1898-1899 1902-1904 1907 1909-1910 1912 1914-1915 1917-1918 1922 1926-1928

1933-1935 1941 1944-1948 1950 1952-1953 1955-1958 1962 1967 1969-1971 1974 1977

1979 1984-1987 1992-1993 1995-1996 1998 2000 2004 2006-2008 2014-2016 2020-2021

2023 2027 2029 2031-2032 2038 2040-2042 2044-2045 2055 2058 2063 2067 2070

2073 2075 2077 2079-2080 2084-2085 2088-2090 2094 2096-2099 2102 2105 2107-2108

2110-2112 2118 2121 2125 2128 2130 2132 2135-2139 2141 2147-2150 2152-2153 2156-2157

2159-2161 2164 2167-2169 2172-2173 2177 2185 2188 2190 2193-2195 2197 2200-2205

2210-2211 2215-2216 2223 2226 2229 2231-2232 2234 2238 2246-2247 2252 2254-2255

2257 2259 2261 2263 2267-2268 2273 2275 2277 2280-2282 2284 2286 2288 2290 2292

2295-2297 2299 2301-2305 2307-2308 2310 2312-2314 2316 2320-2324 2326 2329 2331

2334-2336 2338-2341 2343 2345 2348 2351-2352 2355-2356 2359 2362-2363 2366 2368

2371-2372 2375-2376 2379 2383-2384 2386 2389 2393 2395-2397 2401 2403-2405 2408

2410 2413-2415 2417-2418 2421-2424 2426 2428-2431 2433-2435 2438 2441 2443-2445 2447

2449 2452-2455 2457-2459 2461-2462 2466-2470 2473 2475-2476 2479-2480 2482 2485

2489-2491 2496 2500-2502 2504-2505 2509-2510 2513 2515 2517 2520-2522 2524 2526

2530-2531 2533-2537 2553 2559-2560 2564 2566-2568 2570-2574 2576-2577 2579-2580 2585

2587 2589-2590 2594-2595 2597-2598 2600 2603-2604 2608-2610 2613-2615 2621-2622 2626

2630-2631 2634 2639-2643 2648-2651 2653 2655 2657 2659-2664 2666-2667 2669-2670

2673 2679 2682 2687-2690 2692 2697-2698



EPR about1.01

N1 about 21.4%

414

˚C

N2 about 57.8%

FF about 350 kg/h - 775lb/h

EGT about

MSN 0517 0519-0520 0522 0533 0535 0541 0545 0548 0552-0553 0559 0562 0566 0570

0574 0577 0581 0585 0596 0603 0635 0642-0643 0681 0701 0703 0768 0776 0782 0797

0827 0870 0891 0920 0935 0941-0942 0947 0961 0970 0987 0995 1012 1026 1054 1081

1125 1137 1144 1150 1185 1189 1241 1370 1387 1405 1413 1439 1450 1458 1470 1478

1544 1588 1678 1712 1735 1913 1978 1989 2065 2146 2154 2208



N1 about 19.5% kg/h -760lb/h

N2 about 58.5% EGT about 640

˚C

FF about 345

ENGINE START MALFUNCTION




START

02.030

JUL 28/05

ALL

Following an aborted engine start, the crew will consider an engine dry cranking prior resuming a new engine start attempt. Starter limitations in FCOM 3.01.70

must be observed.

MANUAL ENGINE START

ALL

The flight crew should only perform a manual start if:

.

The EGT margins are low

.

The residual EGT is high

.

A dry crank is performed.

It may be appropriate to perform a manual start in high altitude operations, or after an aborted engine start.

The MANUAL ENGINE START procedure is a "read and do" procedure. Refer to the FCOM 3.04.70 before starting a manual engine start.

The FADEC has limited control over the manual start process. It ensures that the engine start valve closes at 50% N2. It monitors engine parameters, and generates an associated warning when necessary.

It is recommended that the flight crew use the stopwatch to ensure that the starter engagement time remains within the limits.

TAILPIPE FIRE

ALL




START

02.030

JUL 28/05

An engine tailpipe fire may occur at engine-start, and may be the result of either excess fuel in the combustion chamber, or an oil leak in the low-pressure turbine.

A tailpipe fire is an internal fire within the engine. No critical areas are affected.

If the ground crew reports a tailpipe fire, the flight crew must perform the following actions:

.

Shut down the engine (MASTER switch set to OFF)

.

Do NOT press the ENG FIRE pushbutton

.

Crank the engine, by using either the bleed opposite the engine, the APU bleed, or external pneumatic power (Set ENG START selector to CRANK, then set the MAN START switch to ON).

Do NOT use the ENG FIRE pushbutton, this would stop power to the FADECs, and would stop the motoring sequence. The fire extinguisher must not be used, as it will not extinguish an internal engine fire.

As a first priority, the engine must be ventilated.

If the ground crew reports a tailpipe fire, and bleed air is not readily available, a ground fire-extinguisher should can be used as last resort: Chemical or dry chemical powder causes serious corrosive damage to the engine.

ENGINES WARM UP PERIOD

ALL

After engine-start, and in order to avoid thermal shock of the engine, the engine should be operated at idle or near idle (Ref. FCOM 3.03.09) before setting the thrust lever to high power. The warm-up can include any taxi time at idle.

AFTER START FLOW PATTERN

ALL

When the engines have started, the PF sets the ENG START selector to NORM to permit normal pack operation. At this time, the After Start Flow Pattern begins.




START

02.030

JUL 28/05

PF

FAULT

ON

FAULT

ON ON ON ON

ON

OVRD

ON

ON

ON

XXXX

OFF

XXXX XXXX

FAULT

ON

XXXX XXXX XXXX

ON

XXXX

XXXX

OFF

ON

XXXX

ON

ON OFF ON OFF

XXXX

OFF

ON

ON

XXXX

OFF APU BLEED

XXXX

ON OFF

ON

A

U

T

O ON

A

U

T

O

ON ON ON

ON

FAULT

ON

ON

OFF

A

U

T

O

ON

OFF

FAULT

ON

ANN LT

OFF

ON

ENG 2

FAULT

ON

A

U

T

O

ON

FAULT

2

FAULT

ON

OVHD INTEG LT

MAN V/S

UP

MODE SEL

FAULT

A

U

T

O

14

12

10

LDG ELEV

AUTO

−2

DN

ON

6

ANN LT

BRT

BRT

OFF

ANN LT

TEST

BRT

DIM

DITCHING

ON

OFF BRT

ON

OFF

ENG 2

FAULT

ON

ON

TEST

BRT

DIM

TEST

FAULT

ON

DIM

TEST

BRT

DIM

ON

ON

XXXX

OFF

ON ON ON

AFTER START FLOW PATTERN

ENG 2

FAULT

ON

ON

OFF

A

U

T

O

PNF

ENG/ICE

ON

OFF

5 ENG 2

FAULT

ON

A

U

T

O

ENG 2

FAULT

ON

A

U

T

O

ENG 2

FAULT

ON

A

U

T

O

MAN V/S

UP

MODE SEL

FAULT

A

U

DN

OVRD T

O

12

14

LDG ELEV

AUTO

−2

0

10

8 6

4

2

DITCHING

ON

OVHD INTEG LT

ANN LT

ANN LT ON

ON

ENG 2 6

OFF BRT

OFF

ON

TEST

BRT

ENG 2

TEST

FAULT

ON on ON APU MASTER SW

FAULT

ON

OFF

ENG 2

DIM DIM

OFF

BRT

BRT

ANN LT

TEST

BRT

DIM

TEST

BRT

DIM

0

OFF BRT

OFF BRT

T.O.

CONFIG

EMER

CANC

ENG

APU

CLR

BLEED

COND

4

DOOR

FUEL EL/AC

WHEEL

3 EL/DC

F/CTL

RCL

ALL

ECAM DOOR

STS

OVHD INTEG LT

MAN V/S MAN V/S

OFF BRT

MAN V/S

N D

R T

S E E

B A K

1 2

U L

R M D

R T

1 2

F U L

ENG

0

ENG

2

1

0

0

1

2

3

0

1

2

3

OFF

PARK BRK

ON

ENG START SEL

MAN V/S

ENG

1

GND SPLRS

G D A R D

R T

S P D

B R E

R T

F L

1 2

1

1 2

F L

0

2

ENG

2

0

RUD TRIM

F L

3

1

0

2

3 0

1

2

3

4

OVHD INTEG LT

PITCH TRIM

MAN V/S MAN V/S

OFF BRT

FLAPS

NOF 02030 04173 0001




TAXI

02.040

JUL 28/05

POWERPUSH

MSN 0002-0044 0052-0055 0059-0073 0076-0078 0081-0088 0091-0094 0098-0162 0165-0167

0170-0178 0180-0192 0194-0395 0397 0399-0415 0417-0422 0424-0430 0434-0450 0452-0468

0470-0485 0487-0489 0491 0493-0498 0500-1659 1661-1938 1940-1990 1992-2016 2018-2034

2036 2038-2042 2044-2049 2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099

2101-2108 2110-2118 2121-2128 2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188

2190-2195 2197-2212 2215-2217 2219-2223 2225-2227 2229 2231-2244 2246-2248 2250

2252-2256 2258-2264 2266-2267 2269-2270 2272-2275 2278 2280 2282 2284-2288 2290

2293-2295 2298 2301-2305 2307 2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334

2336-2337 2339-2343 2345 2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369

2371-2374 2381 2384 2386 2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422

2425-2426 2428-2430 2432 2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464

2466 2472 2474 2478-2480 2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505

2507-2510 2517 2520-2521 2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551

2559 2562-2563 2568 2570 2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606

2613-2615 2627 2630 2635 2639-2643 2652 2667 2669 2682 2690

If a Power Push Unit (PPU) is to be used for pushback, the PPU will be placed on the left main landing gear and engine 2 will be started at the gate. This will pressurize the yellow hydraulic circuit for parking brake. The nose wheel steering, on green hydraulic circuit, is ensured via the PTU. Prior push back, check that there is no NWS DISC memo on the EWD.

The flight crew is in charge of the steering according to ground indications through the interphone. Due to a face-to-face situation between ground personnel and flight crew, a clear understanding of directional phraseology is essential. The engine 1 will be started when the power push is completed and PPU removed.

During power push, the crew will not use the brakes, unless required due to an emergency and will not move flight controls or flap lever.

In case of emergency, the PPU should be immediately removed out of the evacuation area. Nevertheless, cabin evacuation is possible with the PPU in place.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100

2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228

2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292

2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338

2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385

2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431

2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471

2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516

2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561

2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598

2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668

2670-2681 2683-2687 2691-2702




TAXI

02.040

JUL 28/05

If a Power Push Unit (PPU) is to be used for pushback, the PPU will be placed on the left main landing gear and engine 2 will be started at the gate. This will pressurize the yellow hydraulic circuit for parking brake and NWS. Prior push back, check that there is no NWS DISC memo on the EWD.

The flight crew is in charge the steering according to ground indications through the interphone. Due to a face-to-face situation between ground personnel and flight crew, a clear understanding of directional phraseology is essential.

The engine 1 will be started when the power push is completed and PPU removed.

During power push, the crew will not use the brakes, unless required due to an emergency and will not move flight controls or flap lever.

In case of emergency, the PPU should be immediately removed out of the evacuation area. Nevertheless, cabin evacuation is possible with the PPU in place.

TAXI ROLL AND STEERING

ALL

Before taxi, check that the amber "NWS DISC" ECAM message is off, to ensure that steering is fully available.

THRUST USE

Only a little power is needed above thrust idle, in order to get the aircraft moving (N1 40%). Excessive thrust application can result in exhaust-blast damage or Foreign Object Damage (FOD). Thrust should normally be used symmetrically.

TILLER AND RUDDER PEDALS USE

Pedals control nosewheel steering at low speed (

± 6 degrees with full pedal deflection). Therefore, on straight taxiways and on shallow turns, the pilot can use the pedals to steer the aircraft, keeping a hand on the tiller. In sharper turns, the pilot must use the tiller.

STEERING TECHNIQUE




TAXI

02.040

JUL 28/05

The Nosewheel steering is "by-wire" with no mechanical connection between the tiller and the nosewheel. The relationship between tiller deflection and nosewheel angle is not linear and the tiller forces are light.

80

70

60

50

40

30

20

10

0

0 20 40

TILLER

60 80

NOF 02040 04174 0001

Therefore, the PF should move the tiller smoothly and maintain the tiller’s position. Any correction should be small and smooth, and maintained for enough time to enable the pilot to assess the outcome. Being over-active on the tiller will cause uncomfortable oscillations.

On straight taxiways, the aircraft is correctly aligned on the centerline, when the centerline is lined-up between the PFD and ND.

PROPER CENTERLINE FOLLOWING




TAXI

02.040

JUL 28/05

X X X X X X 0

X

0

0 0 0

0 0

X X

0 0

0 0

0 0

0 0

0 0

0 0

0 0

0 0

0 0

0

0

0 0 0 X X

0 0

0 0

0 0

0 0

X X X X X X 0

X X

0 0

0 0

0 0

X X

0 0

0 0

0 0

0 0

0

0

0 0

0 0

0 0

0 0

0 0 0 0

0 0 0 X X

X X X X X X X

X

X X

/ X

0 0 0 0

0 0

0 0

0 0

0 0

0 0 0 0

0 0

0 0

0 0 0

0 0

0 0 0 0 0 0 0 0 0

0 0 0 0 X X X

X X X X X

X

X

X

0

0 0

X

/

0

X

X

0 0

0 0

0 0

0 0

0 0 0 0

0 0 0 0

0 0 0 0

0 0 0

0

0 0 0 0 X X X

0 0 0 0

OFF

PARK BRK

ON

NOF 02040 04175 0001

If both pilots act on the tiller or pedals, their inputs are added until the maximum value of the steering angle (programmed within the BSCU) is reached.

When the seating position is correct, the cut-off angle is 20 degrees, and the visual ground geometry provides an obscured segment of 53 feet (16.15 meters).

During taxi, a turn must be initiated before an obstacle approaches the obscured segment. This provides both wing and tail clearance, with symmetric thrust and no differential braking.

Asymmetric thrust can be used to initiate a tight turn and to keep the aircraft moving during the turn. If nosewheel lateral skidding occurs while turning, reduce taxi speed or increase turn radius. Avoid stopping the aircraft in a turn, because excessive thrust will be required to start the aircraft moving again.

The flight crew should be aware that the main gear on the inside of a turn will always cut the corner and track inside of the nosewheel track. For this reason, the oversteering technique may be considered especially for A321 where main gear is 20 meters behind the pilot.

OVERSTEERING TECHNIQUE




TAXI

02.040

JUL 28/05

NOF 02040 04176 0001

When exiting a tight turn, the pilot should anticipate the steer out. Additionally, the pilot should allow the aircraft to roll forward for a short distance to minimize the stress on the main gears.

In the event that one or more tires is/are deflated on the main landing gear, the maximum permitted steering angle will be limited by the aircraft speed. Therefore, with one tire deflated, the aircraft speed is limited to 7 knots and nosewheel steering can be used. With two tires deflated, the aircraft speed is limited to 3 knots and nosewheel steering angle should be limited to 30 degrees.

For turns of 90 degrees or more, the aircraft speed should be less than 10 knots.

180 DEGREE TURN

In order to make an effective 180-degree turn, the Captain should proceed as follows:

.

Taxi on the right hand side of the runway and turn left to establish a 25

˚ divergence from the runway axis (using the ND or PFD) with a maximum ground speed of 10 kts.

.

When the aircraft is physically over the edge of the runway, smoothly initiate a full-deflection turn to the right.

.

Asymmetric thrust should be used during the turn. Anticipation is required to ensure that asymmetric thrust is established before starting the turn, [50%N1 or 1.05EPR], to maintain a continuous speed of approximately 5 to 8 kts throughout the manoeuvre.

.

During the turn, it is essential to maintain minimum ground speed.

This will avoid the need to significantly increase thrust, in order to continue moving.




TAXI

02.040

JUL 28/05

When the aircraft is turning, the PNF should observe the ND, and call out the indicated Ground Speeds (GS)

.

Differential braking is not recommended, to prevent stress on the landing gear assembly. In addition, a braked pivot-turn is NOT permitted (i.e. braking to fully stop the wheels on one main gear).

.

When turning on a wet or contaminated runway, (and to be more specific, when turning on the white or yellow marking that is painted on the runway) tight turns can cause the nosewheel to jerk.

This can be noisy and uncomfortable.

The First Officer symmetrically performs the procedure (i.e. Taxi on the left-hand side of the runway).

AIRCRAFT DIMENSIONS

180° TURN DONE BY CM1

CM1 PHYSICALLY

OVER THE RUNWAY EDGE

NOSEWHEEL

CLEARANCE : 1.6m (5.3ft)

MAIN GEAR

CLEARANCE : 2m (6.6ft)

R6

STEERING

ANGLE 75°

EFFECTIVE

TURN

70°

Y

A

MINIMUM

THEORITICAL

PAVEMENT

WIDTH FOR

180° TURN

R4

R5

R

3

*

THEORITICAL CENTER OF TURN FOR

MINIMUM TURNING RADIUS :

− SLOW CONDINUOUS TURNING

− SYMMETRICAL THRUST

− NO DIFFERENTIAL BRAKING

− DRY SURFACE

25°

NOF 02050 04177 0001

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

FIGURES

Y

Ft/inm

R3

Ft/in m

R4

Ft/in m

R5

Ft/in m

R6

Ft/in m

NWS Limit

Angle

Minimum Runway

Width with

Asymmetric Thrust




TAXI

10.17

3.10

36.42

11.10

67.59

20.60

51.18

15.60

58.73

17.90

75

˚

30 m

99 ft

02.040

JUL 28/05

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625

0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670

0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723

0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763

0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825

0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871

0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922

0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985

0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036

1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069

1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107

1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140

1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176

1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223

1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263

1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301

1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338

1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375

1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410

1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466

1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515

1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560

1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594

1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643

1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685

1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738

1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770

1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810 1815

1819-1820 1824 1826 1828 1831 1833




TAXI

02.040

JUL 28/05

MSN 1837 1839 1841 1844 1846 1851 1853 1855 1863 1866 1870 1872 1875-1876 1880

1882 1884 1886 1890 1893 1897 1901 1908 1912 1916 1923 1925 1934 1936 1938 1943

1947 1952 1955 1959 1962-1963 1971 1976 1980 1982 1986 1990 1997 1999-2000 2002

2004 2007-2008 2010 2012-2013 2015 2019 2023 2026 2028 2030 2032-2033 2037 2039

2043 2047 2050 2052-2053 2057 2062 2066 2069 2072 2074 2078 2083 2086-2087 2089

2091 2093 2095-2096 2098 2101 2103 2113 2119-2120 2122 2124 2126-2127 2129 2131

2170 2172 2174 2176 2179 2181 2184 2186 2188 2194 2196 2198 2200 2202-2203 2205

2209 2213-2214 2222 2224 2228 2230 2232 2236-2237 2240-2241 2243 2245 2249 2251

2253 2258 2260 2262-2266 2268-2269 2271 2273 2277 2279 2281 2283 2285 2287 2289

2293 2295-2296 2298 2300 2302 2304 2306 2308 2311 2313 2318-2319 2321 2326 2332

2335 2339 2341 2346 2348 2353 2355 2360 2362 2365 2369-2371 2373 2375 2378-2380

2382-2383 2385 2387 2389 2392 2396 2398 2400 2402 2404 2406 2408 2412 2414 2416

2418 2420-2421 2424 2426-2427 2429 2431 2433 2435-2436 2438 2440 2442 2444 2446 2448

2450 2452 2454 2456 2458 2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490

2492 2494-2495 2497 2499 2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519

2525 2527-2528 2532 2534 2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570

2572 2574 2578-2579 2581 2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615

2617 2621-2622 2625 2628 2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657

2659-2660 2664 2666-2667 2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702

FIGURES

Y

Ft/in m

13.2

4.01

R3

Ft/in m

39.9

12.11

R4

Ft/in m

70.10

21.58

R5

Ft/in m

54.6

16.6

R6

Ft/in m

64.1

19.77

NWS Limit

Angle

75

˚

Minimum Runway

Width with

Asymmetric Thrust

30 m

99 ft




TAXI

02.040

JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476

0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512

0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549

0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577

0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611

0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645

0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681

0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733

0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762

0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793

0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824

0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857

0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886

0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916

0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945

0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975

0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007

1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052

1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087

1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134

1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177

1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221

1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262

1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298

1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339

1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370

1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407

1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443

1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480

1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514

1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550

1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593

1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633




TAXI

02.040

JUL 28/05

MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665

1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700

1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736

1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773

1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809

1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845

1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877

1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911

1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945

1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983

1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022

2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058

2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094

2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169

2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199

2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233

2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275

2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314

2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354

2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395

2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428

2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461

2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509

2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542

2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596

2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633

2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692

FIGURES

Y

Ft/inm

15.1

4.61

R3

Ft/in m

45.5

13.84

R4

Ft/in m

72.2

21.99

R5

Ft/in m

60

18.3

R6

Ft/in m

71.1

21.91

NWS Limit

Angle

75

˚

Minimum Runway

Width with

Asymmetric Thrust

30 m

99 ft




TAXI

02.040

JUL 28/05

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557

0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606

0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687

0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802

0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887

0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970

0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027

1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204

1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333

1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447

1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519

1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629

1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707

1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807

1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928

1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988

1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115

2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305

2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476

2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

FIGURES

Y

Ft/in m

16.9

5.1

R3

Ft/in m

59.1

18

R4

Ft/in m

74.6

22.7

R5

Ft/in m

74.2

22.6

R6

Ft/in m

80.5

24.5

NWS Limit

Angle

75

˚

Minimum Runway

Width with

Asymmetric Thrust

32 m

105 ft

It must be noted that since R6 > R4, wing obstacle clearance does not imply tail obstacle clearance

BRAKE CHECK




TAXI

02.040

JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049

2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128

2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217

2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267

2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307

2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345

2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386

2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432

2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480

2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521

2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570

2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635

2639-2643 2652 2667 2669 2682 2690

When cleared to taxi, the PF should set the Parking Brake to "OFF".

When the aircraft starts to move, the PF should check the efficiency of the normal braking system by gently pressing the brake pedals, to ensure that the aircraft slows down. The PNF should also check the triple brake indicator to ensure that brake pressure drops to zero.

This indicates a successful changeover to the normal braking system.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100

2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228

2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292

2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338

2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385

2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431

2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471

2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516

2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561

2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598

2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668

2670-2681 2683-2687 2691-2702

When cleared to taxi, the PF should set the Parking Brake to "OFF". When the aircraft starts to move, the PF should check the efficiency of the normal braking system by gently pressing the brake pedals.

CARBON BRAKE WEAR

ALL




TAXI

02.040

JUL 28/05

Carbon brake wear depends on the number of brake applications and on brake temperature. It does not depend on the applied pressure, or the duration of the braking. The temperature at which maximum brake wear occurs depends on the brake manufacturer. Therefore, the only way the pilot can minimize brake wear is to reduce the number of brake applications.

TAXI SPEED AND BRAKING

ALL

On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow the aircraft to accelerate to 30 knots, and should then use one smooth brake application to decelerate to 10 knots. The PF should not "ride" the brakes. The GS indication on the ND should be used to assess taxi speed.

MSN 0002-0042 0044-0112 0115-0564 0566-0574 0576-0579 0581-0658 0660 0662-0666

0668-0933 0935-0950 0952-0989 0991-0998 1000-1013 1015-1137 1139-1167 1169-1176

1178-1182 1184-1216 1218-1225 1227-1382 1384-1406 1408-1417 1419-1423 1425-1458

1460-1696 1698-1731 1733-1986 1988-2702

BRAKE TEMPERATURE

The FCOM limits brake temperature to 300 Deg C. before takeoff is started.

This limit ensures that any hydraulic fluid, that may come into contact with the brake units, will not be ignited in the wheelwell after gear retraction. However, the brake temperature should not rise above 150 Deg. C. (fans off) in order to respect brake energy limitation in the case of a rejected takeoff.

Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb too much heat, carbon oxidation will increase. This is the reason why the brakes should not be used repeatedly at temperatures above 500 Deg. C.

during normal operation. In addition, after heavy braking, the use of brake fans can increase oxidation of the brake surface hot spots, if the brakes are not thermally equalized.




TAXI

02.040

JUL 28/05

MSN 0043 0113-0114 0565 0575 0580 0659 0661 0667 0934 0951 0990 0999 1014 1138

1168 1177 1183 1217 1226 1383 1407 1418 1424 1459 1697 1732 1987


The FCOM limits brake temperature to 260

˚C before take-off is started. This limit ensures that any hydraulic fluid, that may come into contact with the brake units, would not be ignited in the wheel-well after gear retraction. However, the brake temperature should not rise above 150

˚C in order to respect brake energy limitation in the case of a rejected take-off.

Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb too much heat, carbon oxidation will increase. This is the reason why the brakes should not be used repeatedly at temperatures above 500 Deg. C.

during normal operation. In addition, after heavy braking, the use of brake fans can increase oxidation of the brake surface hot spots, if the brakes are not thermally equalized.

BRAKING ANOMALIES

MSN 0002-0027 0029-0034 0036 0039-0047 0049-0056 0058-0073 0075-0086 0089-0179

0181-0246 0248-0255 0257-0294 0296-0315 0317-0325 0328-0343 0345-0378 0380-0391

0393-0406 0408-0413 0415-0429 0431 0435-0436 0438-0468 0470-0475 0478-0485 0487 0489

0491 0493 0497-0512 0517-0551 0553-0569 0571-0575 0577-0580 0582-0592 0594-0598

0600-0645 0647-0670 0672-0705 0707-0738 0740-0742 0744 0746-0752 0754-0755 0757-0766

0768-0775 0777-0783 0785-0804 0806-0811 0813-0814 0817-0832 0834-0840 0842-0876

0878-0885 0887-0917 0919 0921-0925 0929 0931-0940 0942-0960 0962-0982 0984-0990

0992 0994-1008 1010-1014 1017-1022 1025-1028 1030-1052 1054-1072 1074-1080 1082-1093

1095-1106 1108-1136 1138-1149 1151-1183 1187-1188 1190-1211 1213-1214 1216-1240

1243-1252 1254-1255 1257-1295 1297-1307 1310-1334 1336-1351 1353-1363 1365-1375

1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397

If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware that the Parking Brake can, quite suddenly, become less efficient. This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS.

If the flight crew encounters any braking problems during taxi, they should set the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should refer to the triple brake indicator and modulate the pressure as necessary.

When parking brake is ON, pressing the pedals has no effect on braking.

Consequently, if for any reason the aircraft moves forward while the park brake




TAXI

02.040

JUL 28/05 is ON, the parking brake must be released in order to get braking efficiency from the pedals.

MSN 0028 0035 0037-0038 0048 0057 0074 0087-0088 0180 0247 0256 0295 0316

0326-0327 0344 0379 0392 0407 0414 0430 0432-0434 0437 0469 0476-0477 0486 0488

0490 0492 0494-0496 0513-0516 0552 0570 0576 0581 0593 0599 0646 0671 0706 0739

0743 0745 0753 0756 0767 0776 0784 0805 0812 0815-0816 0833 0841 0877 0886 0918

0920 0926-0928 0930 0941 0961 0983 0991 0993 1009 1015-1016 1023-1024 1029 1053

1073 1081 1094 1107 1137 1150 1184-1185 1189 1212 1215 1241-1242 1253 1256 1296

1309 1335 1352 1364 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398-2702

If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware that the Parking Brake can, quite suddenly, become less efficient. This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS.

If the flight crew encounters any braking problems during taxi, they should set the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should refer to the triple brake indicator and modulate the pressure as necessary.

FLIGHT CONTROL CHECK

ALL

At a convenient stage, before or during taxi, and before arming the autobrake, the PF silently applies full longitudinal and lateral sidestick deflection. On the

F/CTL page, the PNF checks and calls out full travel of elevators and ailerons, and correct deflection and retraction of spoilers. As each full travel/neutral position is reached, the PNF calls out:

.

"Full up, full down, neutral"

.

"Full left, full right, neutral"

The PF silently checks that the PNF calls are in accordance with the sidestick order. The PF then presses the PEDAL DISC pb on the nose wheel tiller and silently applies full left and full right rudder and then returns the rudder to neutral. The PNF follows on the rudder pedals and, when each full travel/neutral position is reached, calls out:

.

"Full left, full right, neutral"

Full control input must be held for sufficient time for full travel to be reached and indicated on F/CTL page.




TAXI

02.040

JUL 28/05

The PNF then applies full longitudinal and lateral sidestick deflection, and on the

F/CTL page, silently checks full travel and correct sense of all elevators and ailerons, and correct deflection and retraction of all spoilers.

If this check is carried out during taxiing, it is essential that the PF remains head-up throughout the procedure.

TAKE-OFF BRIEFING CONFIRMATION

ALL

Takeoff briefing should usually be a brief confirmation of the full takeoff briefing made at the parking bay and should include any changes that may have occurred, e.g. change of SID, change in runway conditions etc.

If ATC clears the aircraft to maintain a specific heading after takeoff, turn the FCU

HDG selector to disarm the NAV. The current aircraft heading will be displayed on the FCU and the ND, and the flight crew can then set the cleared heading.

Once airborne, and above 30 feet, RA, RWY TRK engages. To follow clearance, the FCU HDG knob should be pulled. Once cleared to resume the SID, a HDG adjustment may be necessary to intercept the desired track for NAV capture.

TAXI WITH ONE ENGINE SHUTDOWN

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049

2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128

2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217

2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267

2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307

2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345

2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386

2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432

2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480

2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521

2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570

2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635

2639-2643 2652 2667 2669 2682 2690




TAXI

02.040

JUL 28/05

Brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine shut down. However, if taxiing out with one engine shutdown, the crew should be aware of the following:

.

It is recommended to retain the use of engine 1 during taxi to maintain the green hydraulic system for normal braking and NWS.

.

Before releasing the parking brake, the yellow electrical pump will be set ON to pressurize the yellow hydraulic system (ALT/PARK BRK) and avoid PTU operation. The crew will check the hydraulic yellow accumulator pressure

.

Slow or tight turns in the direction of the operating engine may not be possible at high gross weights.

.

It is not possible for ground personnel to protect the engine against fire, when the aircraft moves away from the ramp.

.

The remaining engines should be started with sufficient time for engine warm-up before takeoff

.

Any faults encountered during or after starting the remaining engine may require a return to the gate for maintenance and thus generate a further departure delay.

.

Taxi with one engine shut down may require higher thrust than usual. Caution must, therefore, be exercised to avoid excessive jet-blast and the risk of

Foreign Object Damage (FOD).

.

The use of APU is recommended but the APU bleed should be switched off to avoid ingestion of exhaust gases by the air conditioning system.

.

Before ENG2 start,

-- The yellow pump is set off to check correct operation of the PTU

-- APU BLEED is set back to ON for ENG2 bleed start.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100

2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228

2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292

2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338

2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385

2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431

2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471

2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516

2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561

2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598

2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668

2670-2681 2683-2687 2691-2702

Brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine shut down. However, if taxiing out with one engine shutdown, the crew should be aware of the following:




TAXI

02.040

JUL 28/05

.

It is recommended to retain the use of engine 1 during taxi to maintain the green hydraulic system for normal braking.

.

Before releasing the parking brake, the yellow electrical pump will be set ON to pressurize the yellow hydraulic circuit (ALT/PARK BRK and NWS) and avoid

PTU operation. The crew will check the hydraulic yellow accumulator pressure

.

Slow or tight turns in the direction of the operating engine may not be possible at high gross weights.

.

It is not possible for ground personnel to protect the engine against fire, when the aircraft moves away from the ramp.

.

The remaining engines should be started with sufficient time for engine warm-up before takeoff

.

Any faults encountered during or after starting the remaining engine may require a return to the gate for maintenance and thus generate a further departure delay.

.

Taxi with one engine shut down may require higher thrust than usual. Caution must, therefore, be exercised to avoid excessive jet-blast and the risk of

Foreign Object Damage (FOD).

.

The use of APU is recommended but the APU bleed should be switched off to avoid ingestion of exhaust gases by the air conditioning system.

.

Before ENG2 start,

-- The yellow is set off to check correct operation of the PTU

-- APU BLEED is set back to ON for ENG2 bleed start.

MISCELLANEOUS

ALL

STROBE LIGHT (IF INSTALLED)

When the STROBE lights are set to AUTO, they come on automatically when the aircraft is airborne. The ON position can be used to turn on the lights on ground for crossing, backtracking or entering a runway.

PACKS




TAXI

02.040

JUL 28/05

If the take-off has to be achieved without air bleed fed from the engines for performance reasons, but air conditioning desired, the APU bleed may be used with packs ON, thus maintaining engine performance level and passenger comfort. In case of APU auto shut down during take-off, the engine thrust is frozen till the thrust is manually reduced. The packs revert to engine bleed which causes an increase of EGT to keep N1/EPR.

If the take-off is performed with one pack unserviceable, the procedure states to set the failed pack to OFF. The take-off may be performed with the other pack

ON (if performances permit) with TOGA or FLEX thrust, the pack being supplied by the onside bleed. In this asymmetric bleed configuration, the N1 take-off value is limited to the value corresponding to the bleed ON configuration and take-off performances must be computed accordingly.

BEFORE TAKE-OFF FLOW PATTERN

ALL

BEFORE TAKE-OFF FLOW PATTERN



TAXI


3°

M

9

0

7

6

ALT m bar

4

2

3 D M E

30

33

0 3

6

D M E

A D F

9

0

2

1 2

°

1 .

4

1

1

2

.

6

1 .

2

1 4

°

E R

1

1 .

6

1

2 3

7

6

ALT 4

4 0

1 0

E T

4 m bar

4

3

°C

T/O MEMO

4

8

%

4

8

N 1

9 5 1

N 2

% +

9

8

9 .

S T E S

5

.

3

1

F F

0

G / H

1 0

O B 0 K G

S F L

2

F

* F T C

D O X

A I C −

A B − L E

A B − L E

E

E

E

T

− S I E

S I − A N

− − R O

S I − A N

S I − −

E E

E

R

C P O

1

T

5 P I

A D F

− − R O

S I − − A N C B − − I

V S 0 t /

0

0 0 0

T.O.

CONFIG

4

EMER

CANC

ENG BLEED PRESS EL/AC EL/DC FUEL

0

0

APU COND DOOR WHEEL F/CTL

ALL

T/O CONFIG

2

1

113°

:

M

AUTOBRAKE

N K

L G R

U K U K

M X

H T

D C

A O K

M D

D C D C

3

3

A K &

N S G

V R

A

2

H

O N

S E T

A E

5 h

C R m i

Y

M

M

I

N

R

U

N h

U C i n .

U N

S T

O

P

S T

C R

A U

3

0

1 1

P S

4

3

0

B

P

K

1 0

02.040

JUL 28/05

RADAR/PWS

MAN V/S

1

G D

R T

P

R

E

A

D 1 2

A M

R T

1 2

ENG

1

0

ENG

2

0

1

2

0

1

2

OVHD INTEG LT

OFF BRT

2

MAN V/S MAN V/S

ATC

NOF 02050 04178 0001




TAKEOFF

02.050

JUL 28/05

THRUST SETTING

MSN 0002-0027 0029-0034 0036 0039-0044 0059-0063 0068-0073 0078 0083-0088 0093-0094

0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229 0231-0237

0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279 0281-0290

0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333 0337

0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0364-0365 0367 0370-0372

0375 0377-0385 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427

0434-0436 0438-0439 0442 0445-0446 0450 0452 0454 0456-0457 0459-0466 0470 0472

0475 0477 0479 0482-0483 0485 0487-0489 0491 0494-0495 0497-0498 0500-0501 0503-0504

0506-0517 0519-0526 0528-0529 0531-0537 0539 0541 0544-0549 0552-0554 0558-0559

0561-0562 0566 0568-0572 0574-0581 0583 0585-0590 0592-0594 0596 0598-0603 0605

0607-0613 0615-0619 0621-0630 0632 0634-0651 0653-0658 0660 0662-0666 0668-0679

0681-0686 0688-0691 0693-0695 0697 0700-0703 0706-0707 0711 0713-0714 0716-0717 0719

0721 0723-0724 0726-0730 0732-0742 0744-0745 0747-0755 0757 0759 0761 0763-0769

0771-0783 0785-0790 0792-0801 0804 0807-0809 0813-0815 0817-0821 0823-0834 0836-0838

0840-0848 0850-0855 0857-0858 0860-0863 0865 0867-0871 0873-0876 0879-0880 0882-0886

0888 0890-0891 0893-0894 0896-0898 0903-0907 0909 0911 0913-0914 0917-0918 0920-0923

0925-0926 0929 0933 0935-0942 0944-0949 0951-0952 0954-0962 0964-0965 0967 0970-0973

0975 0978-0982 0984-0989 0991-0992 0994-1002 1004-1006 1009 1011-1012 1016-1023

1025-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1063 1065-1073

1076-1078 1081 1084-1087 1089-1091 1093-1095 1097 1099-1102 1104-1109 1112-1114 1117

1119-1122 1124-1138 1140-1141 1144-1152 1154-1155 1157 1159-1160 1163-1165 1167-1172

1175-1176 1180-1182 1184-1187 1189-1192 1195 1198-1203 1205-1206 1208-1211 1213

1216-1221 1224 1226 1229-1231 1233 1237-1238 1241-1245 1247-1250 1252 1254-1255

1262-1269 1271-1272 1275 1277 1282-1283 1285-1294 1296-1301 1303 1305-1321 1324-1326

1328 1330-1331 1334 1336-1337 1339-1348 1352-1354 1356-1365 1367 1369-1372 1374

1377-1379 1381-1382 1385-1394 1396 1399-1405 1408-1409 1411-1417 1420-1421 1425-1427

1429-1432 1434-1439 1441-1444 1447-1451 1453-1458 1460-1462 1465 1467 1469-1484

1488-1489 1492-1496 1498-1505 1507-1509 1511 1514-1517 1519-1525 1530-1533 1535-1536

1538-1545 1549-1551 1553-1555 1559-1560 1562 1564 1567 1569-1573 1575 1577-1579

1581-1586 1588 1592 1597-1603 1605 1607 1609 1611-1612 1615-1618 1620 1622-1625

1627 1629-1630 1632-1634 1636-1641 1645-1647 1649 1651 1653-1655 1657-1660 1662

1664 1666-1671 1673-1674 1676-1681 1683-1686 1688 1691-1694 1699-1702 1704 1706

1709 1712-1714 1716-1720 1722 1724-1726 1728 1730-1731 1733-1738




TAKEOFF

02.050

JUL 28/05

MSN 1740-1748 1750-1753 1755-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775

1777-1781 1783 1786-1787 1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812

1815-1816 1819-1821 1824 1828 1833 1836 1838-1842 1845-1847 1851-1853 1856 1859-1860

1863-1867 1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901

1905-1906 1908-1909 1911 1913 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943

1949 1951 1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1978 1980-1983 1988-1991

1994 1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037

2039 2043 2046-2054 2056-2057 2059-2062 2064-2066 2068-2069 2071-2072 2074 2076

2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117

2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2146 2151 2154-2155

2158 2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196

2198-2199 2206-2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237

2239-2245 2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279

2283 2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325

2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358

2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388

2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432

2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474

2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514

2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569

2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620

2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668

2672 2674-2678 2681 2683-2684 2691 2693 2702

The PF should announce "Take-off". The PF then applies power in as follows:

If cross wind is at or below 20 kts and there is no tail wind

.

From idle to 1.05EPR / 50% N1 by reference to the TLA indicator on the EPR

/ N1 gauge.

.

When the engine parameters have stabilized, to the FLX/MCT or TOGA detent as appropriate.




TAKEOFF

02.050

JUL 28/05

MSN 0002-0027 0029-0034 0036 0039-0044 0059-0063 0068-0073 0078 0083-0088 0093-0094

0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229 0231-0237

0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279 0281-0290

0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333 0337

0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0364-0365 0367 0370-0372

0375 0377-0385 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427

0434-0436 0438-0439 0442 0445-0446 0450 0452 0454 0456-0457 0459-0466 0470 0472

0475 0477 0479 0482-0483 0485 0487-0489 0491 0494-0495 0497-0498 0500-0501 0503-0504

0506-0517 0519-0526 0528-0529 0531-0537 0539 0541 0544-0549 0552-0554 0558-0559

0561-0562 0566 0568-0572 0574-0581 0583 0585-0590 0592-0594 0596 0598-0603 0605

0607-0613 0615-0619 0621-0630 0632 0634-0651 0653-0658 0660 0662-0666 0668-0679

0681-0686 0688-0691 0693-0695 0697 0700-0703 0706-0707 0711 0713-0714 0716-0717 0719

0721 0723-0724 0726-0730 0732-0742 0744-0745 0747-0755 0757 0759 0761 0763-0769

0771-0783 0785-0790 0792-0801 0804 0807-0809 0813-0815 0817-0821 0823-0834 0836-0838

0840-0848 0850-0855 0857-0858 0860-0863 0865 0867-0871 0873-0876 0879-0880 0882-0886

0888 0890-0891 0893-0894 0896-0898 0903-0907 0909 0911 0913-0914 0917-0918 0920-0923

0925-0926 0929 0933 0935-0942 0944-0949 0951-0952 0954-0962 0964-0965 0967 0970-0973

0975 0978-0982 0984-0989 0991-0992 0994-1002 1004-1006 1009 1011-1012 1016-1023

1025-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1063 1065-1073

1076-1078 1081 1084-1087 1089-1091 1093-1095 1097 1099-1102 1104-1109 1112-1114 1117

1119-1122 1124-1138 1140-1141 1144-1152 1154-1155 1157 1159-1160 1163-1165 1167-1172

1175-1176 1180-1182 1184-1187 1189-1192 1195 1198-1203 1205-1206 1208-1211 1213

1216-1221 1224 1226 1229-1231 1233 1237-1238 1241-1245 1247-1250 1252 1254-1255

1262-1269 1271-1272 1275 1277 1282-1283 1285-1294 1296-1301 1303 1305-1321 1324-1326

1328 1330-1331 1334 1336-1337 1339-1348 1352-1354 1356-1365 1367 1369-1372 1374

1377-1379 1381-1382 1385-1394 1396 1399-1405 1408-1409 1411-1417 1420-1421 1425-1427

1429-1432 1434-1439 1441-1444 1447-1451 1453-1458 1460-1462 1465 1467 1469-1484

1488-1489 1492-1496 1498-1505 1507-1509 1511 1514-1517 1519-1525 1530-1533 1535-1536

1538-1545 1549-1551 1553-1555 1559-1560 1562 1564 1567 1569-1573 1575 1577-1579

1581-1586 1588 1592 1597-1603 1605 1607 1609 1611-1612 1615-1618 1620 1622-1625

1627 1629-1630 1632-1634 1636-1641 1645-1647 1649 1651 1653-1655 1657-1660 1662

1664 1666-1671 1673-1674 1676-1681 1683-1686 1688 1691-1694 1699-1702 1704 1706

1709 1712-1714 1716-1720 1722 1724-1726 1728 1730-1731 1733-1738

Thrust Lever Position

TLP symbol

25.9

1.014

NOF 02050 04179 0001

In case of tailwind or if cross wind is greater than 20 kts:

.

From idle to 1.05 EPR / 50% N1 by reference to the TLA indicator on the

EPR / N1 gauge.

.

Once stabilized, from 1.05 EPR / 50 % N1 to 1.15 EPR / 70% N1 by reference to the TLA indicator on the EPR / N1 gauge.

.

Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts groundspeed.




TAKEOFF

02.050

JUL 28/05

This procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead to asymmetrical thrust increase, and, consequently, to severe directional control problem.

If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of

TOGA, a message comes up on the ECAM.

MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099

0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247

0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308

0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357

0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411-0412

0414-0416 0423-0425 0428-0432 0437 0440-0441 0443-0444 0447-0449 0451 0453 0455

0458 0467-0469 0471 0473-0474 0476 0478 0480 0484 0486 0490 0492-0493 0496 0499

0502 0505 0518 0527 0530 0538 0540 0542-0543 0550-0551 0555-0557 0560 0563-0565

0567 0573 0582 0584 0591 0595 0597 0604 0606 0614 0620 0631 0633 0652 0659

0661 0667 0680 0687 0692 0696 0698-0699 0704-0705 0709-0710 0712 0715 0718 0720

0722 0725 0731 0743 0746 0756 0758 0760 0762 0770 0784 0791 0802-0803 0805-0806

0810-0812 0816 0822 0835 0839 0849 0856 0859 0864 0866 0872 0877-0878 0881 0887

0889 0892 0895 0899-0902 0908 0910 0912 0915-0916 0919 0924 0927-0928 0930-0932

0934 0943 0950 0953 0963 0966 0968-0969 0974 0976-0977 0983 0990 0993 1003

1007-1008 1010 1013-1015 1024 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057

1064 1074-1075 1079-1080 1082-1083 1088 1092 1096 1098 1103 1110-1111 1115-1116

1118 1123 1139 1142-1143 1153 1156 1158 1161 1166 1173-1174 1177-1178 1183 1188

1193-1194 1196-1197 1204 1207 1212 1214-1215 1222-1223 1225 1227-1228 1232 1234-1236

1239-1240 1246 1251 1253 1256-1261 1270 1273-1274 1276 1279-1281 1284 1295 1302

1304 1323 1327 1329 1332-1333 1335 1338 1349-1351 1355 1366 1368 1373 1375-1376

1380 1383-1384 1395 1397-1398 1406-1407 1410 1418-1419 1422-1424 1428 1433 1440

1445-1446 1452 1459 1463-1464 1466 1468 1486-1487 1490-1491 1497 1506 1510 1512-1513

1518 1526-1529 1534 1537 1546-1548 1552 1557-1558 1561 1563 1565-1566 1568 1574

1576 1580 1587 1589-1591 1593-1596 1604 1606 1608 1610 1613-1614 1619 1621 1626

1628 1631 1635 1642-1644 1648 1650 1652 1656 1661 1663 1665 1672 1675 1682

1687 1689-1690 1695-1698 1703 1705 1707-1708 1710-1711 1715 1721 1723 1727 1729

1732 1739 1749 1754 1758 1760 1763-1764 1768 1771 1773 1776 1782 1784-1785 1788

1790 1792 1794 1798 1801-1802 1804 1807 1814 1817-1818 1823 1825-1827 1829-1832

1834-1835 1837 1843-1844 1848-1850 1854-1855 1857-1858 1861-1862 1868-1869 1871

1877-1878 1880 1883 1888 1891-1893 1895-1896 1898-1899 1902-1904 1907 1910 1912

1914-1915 1917-1918 1922 1926-1928 1933-1935 1941 1944-1948 1950 1952-1953




TAKEOFF

02.050

JUL 28/05

MSN 1955-1958 1962 1967 1969-1971 1974 1977 1979 1984-1987 1992-1993 1995-1996 1998

2000 2004 2006-2008 2014-2016 2020-2021 2023 2027 2029 2031-2032 2038 2040-2042

2044-2045 2055 2058 2063 2067 2070 2073 2075 2077 2079-2080 2084-2085 2088-2090

2094 2096-2099 2102 2105 2107-2108 2110-2112 2118 2121 2125 2128 2130 2132

2135-2139 2141 2147-2150 2152-2153 2156-2157 2159-2161 2164 2167-2169 2172-2173

2177 2185 2188 2190 2193-2195 2197 2200-2205 2210-2211 2215-2216 2223 2226 2229

2231-2232 2234 2238 2246-2247 2252 2254-2255 2257 2259 2261 2263 2267-2268 2273

2275 2277 2280-2282 2284 2286 2288 2290 2292 2295-2297 2299 2301-2305 2307-2308

2310 2312-2314 2316 2320-2324 2326 2329 2331 2334-2336 2338-2341 2343 2345 2348

2351-2352 2355-2356 2359 2362-2363 2366 2368 2371-2372 2375-2376 2379 2383-2384 2386

2389 2393 2395-2397 2401 2403-2405 2408 2410 2413-2415 2417-2418 2421-2424 2426

2428-2431 2433-2435 2438 2441 2443-2445 2447 2449 2452-2455 2457-2459 2461-2462

2466-2470 2473 2475-2476 2479-2480 2482 2485 2489-2491 2496 2500-2502 2504-2505

2509-2510 2513 2515 2517 2520-2522 2524 2526 2530-2531 2533-2537 2553 2559-2560 2564

2566-2568 2570-2574 2576-2577 2579-2580 2585 2587 2589-2590 2594-2595 2597-2598 2600

2603-2604 2608-2610 2613-2615 2621-2622 2626 2630-2631 2634 2639-2643 2648-2651 2653

2655 2657 2659-2664 2666-2667 2669-2670 2673 2679 2682 2687-2690 2692 2697-2698

The PF should announce "Take-off". The PF then applies power in as follows:

If cross wind is at or below 20 kts and there is no tail wind

.

From idle to 1.05EPR / 50% N1 by reference to the TLA indicator on the EPR

/ N1 gauge.

.

When the engine parameters have stabilized, to the FLX/MCT or TOGA detent as appropriate.




TAKEOFF

02.050

JUL 28/05

MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099

0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247

0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308

0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357

0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411-0412

0414-0416 0423-0425 0428-0432 0437 0440-0441 0443-0444 0447-0449 0451 0453 0455 0458

0467-0469 0471 0473-0474 0476 0478 0480 0484 0486 0490 0492-0493 0496 0499 0502

0505 0518 0527 0530 0538 0540 0542-0543 0550-0551 0555-0557 0560 0563-0565 0567

0573 0582 0584 0591 0595 0597 0604 0606 0614 0620 0631 0633 0652 0659 0661 0667

0680 0687 0692 0696 0698-0699 0704-0705 0709-0710 0712 0715 0718 0720 0722 0725

0731 0743 0746 0756 0758 0760 0762 0770 0784 0791 0802-0803 0805-0806 0810-0812

0816 0822 0835 0839 0849 0856 0859 0864 0866 0872 0877-0878 0881 0887 0889 0892

0895 0899-0902 0908 0910 0912 0915-0916 0919 0924 0927-0928 0930-0932 0934 0943

0950 0953 0963 0966 0968-0969 0974 0976-0977 0983 0990 0993 1003 1007-1008 1010

1013-1015 1024 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057 1064 1074-1075

1079-1080 1082-1083 1088 1092 1096 1098 1103 1110-1111 1115-1116 1118 1123 1139

1142-1143 1153 1156 1158 1161 1166 1173-1174 1177-1178 1183 1188 1193-1194 1196-1197

1204 1207 1212 1214-1215 1222-1223 1225 1227-1228 1232 1234-1236 1239-1240 1246 1251

1253 1256-1261 1270 1273-1274 1276 1279-1281 1284 1295 1302 1304 1323 1327 1329

1332-1333 1335 1338 1349-1351 1355 1366 1368 1373 1375-1376 1380 1383-1384 1395

1397-1398 1406-1407 1410 1418-1419 1422-1424 1428 1433 1440 1445-1446 1452 1459

1463-1464 1466 1468 1486-1487 1490-1491 1497 1506 1510 1512-1513 1518 1526-1529

1534 1537 1546-1548 1552 1557-1558 1561 1563 1565-1566 1568 1574 1576 1580 1587

1589-1591 1593-1596 1604 1606 1608 1610 1613-1614 1619 1621 1626 1628 1631 1635

1642-1644 1648 1650 1652 1656 1661 1663 1665 1672 1675 1682 1687 1689-1690

1695-1698 1703 1705 1707-1708 1710-1711 1715 1721 1723 1727 1729 1732 1739 1749

1754 1758 1760 1763-1764 1768 1771 1773 1776 1782 1784-1785 1788 1790 1792 1794

1798 1801-1802 1804 1807 1814 1817-1818 1823 1825-1827 1829-1832 1834-1835 1837

Thrust Lever Position

TLP symbol

25.9

1.014

NOF 02050 04180 0001

In case of tailwind or if cross wind is greater than 20 kts:

.

From idle to 1.05 EPR / 50% N1 by reference to the TLA indicator on the

EPR / N1 gauge.

.

Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts groundspeed.

This procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead to asymmetrical thrust increase, and, consequently, to severe directional control problem.

If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of

TOGA, a message comes up on the ECAM.



TAKEOFF

02.050

JUL 28/05


TAKE-OFF ROLL

ALL

Once the thrust is set, the PF announces the indications on the FMA. The PNF must check that the thrust is set by 80 kts and must announce "Power Set".

The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX notch and until V1.

On a normal take-off, to counteract the pitch up moment during thrust application, the PF should apply half forward (full forward in cross wind case) sidestick at the start of the take-off roll until reaching 80 kts. At this point, the input should be gradually reduced to be zero by 100 kts.

The PF should use pedals to keep the aircraft straight. The nosewheel steering authority decreases at a pre-determined rate as the groundspeed increases (no more efficiency at 130 kts) and the rudder becomes more effective. The use the tiller is not recommended during takeoff roll, because of its high efficiency, which might lead to aircraft overreaction.

For crosswind take-offs, routine use of into wind aileron is not necessary.

In strong crosswind conditions, small lateral stick input may be used, if deemed necessary due to into wind wing reaction, but avoid using large deflections, resulting in excessive spoiler deployment which increase the aircraft tendency to turn into the wind (due to high weight on wheels on the spoiler extended side), reduces lift and increases drag. Spoiler deflection becomes significant with more than a third sidestick deflection.

As the aircraft lifts off, any lateral stick input applied will result in a roll rate demand, making aircraft lateral control more difficult. Wings must be level.

In case of low visibility take-off, visual cues are primary means to track the runway centerline. The PFD yaw bar provides an assistance in case of expected fog patches if ILS available.

TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF

ALL

At take off, the typical all engine operating attitude after lift-off is about 15

˚.



TAKEOFF

02.050

JUL 28/05


ROTATION

ALL

Rotation is conventional. The PF must perform the rotation mainly head-up, using outside visual reference until airborne, or at least until visual cues are lost, depending on visibility conditions. The PF must then monitor the pitch attitude on the PFD.

Initiate the rotation with a smooth positive backward sidestick input (typically 1/3 to 1/2 backstick). Avoid aggressive and sharp inputs.

The initial rotation rate is about 3

˚ /sec.

If the established pitch rate is not satisfactory, the pilot must make smooth corrections on the stick. He must avoid rapid and large corrections, which cause sharp reaction in pitch from the aircraft. If, to increase the rotation rate, a further and late aft sidestick input is made around the time of lift-off, the possibility of tailstrike increases significantly on A321.

During rotation, the crew must not chase the FD pitch bar, since it does not give any pitch rate order, and might lead to overreaction.

Once airborne only, the crew must refine the aircraft pitch attitude using the FD, which is then representative of the SRS orders. The fly-by-wire control laws change into flight normal law, with automatic pitch trim active.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

AIRCRAFT GEOMETRY

Tail strike pitch attitude

L/G compressed L/G extended

15.7

˚

17.3

˚




TAKEOFF

02.050

JUL 28/05

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625

0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670

0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723

0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763

0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825

0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871

0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922

0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985

0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036

1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069

1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107

1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140

1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176

1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223

1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263

1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301

1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338

1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375

1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410

1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466

1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515

1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560

1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594

1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643

1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685

1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738

1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770

MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810

1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855

1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912

1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976

1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019

2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066

2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113

2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186

2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232

2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271

2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306

2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355

2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396

2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429

2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458

2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499

2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534

2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581

2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628

2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667

2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702



TAKEOFF





13.9

˚

15.5

˚

02.050

JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476

0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512

0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549

0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577

0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611

0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645

0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681

0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733

0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762

0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793

0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824

0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857

0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886

0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916

0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945

0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975

0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007

1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052

1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087

1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134

1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177

1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221

1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262

1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298

1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339

1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370

1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407

1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443

1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480

1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514

1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550

1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593

1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633




TAKEOFF

02.050

JUL 28/05

MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665

1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700

1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736

1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773

1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809

1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845

1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877

1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911

1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945

1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983

1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022

2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058

2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094

2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169

2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199

2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233

2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275

2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314

2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354

2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395

2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428

2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461

2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509

2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542

2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596

2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633

2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692




11.7

˚

13.5

˚




TAKEOFF

02.050

JUL 28/05

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557

0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606

0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687

0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802

0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887

0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970

0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027

1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204

1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333

1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447

1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519

1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629

1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707

1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807

1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928

1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988

1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115

2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305

2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476

2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687




9.7

˚

11.2

˚

TAIL STRIKE AVOIDANCE

ALL

INTRODUCTION

If tailstrike it is not a concern for the A318, the importance of this subject increases as fuselage length increases. Therefore, it is particularly important for

A321 operators.

Tail strikes can cause extensive structural damage, which can jeopardize the flight and lead to heavy maintenance action.

They most often occur in such adverse conditions as crosswind, turbulence, windshear, etc.




TAKEOFF

02.050

JUL 28/05

MAIN FACTORS

EARLY ROTATION

Early rotation occurs when rotation is initiated below the scheduled VR. The potential reasons for this are:

.

The calculated VR is incorrect for the aircraft weight or flap configuration.

.

The PF commands rotation below VR due to gusts, windshear or an obstacle on the runway.

Whatever the cause of the early rotation, the result will be an increased pitch attitude at lift-off, and consequently a reduced tail clearance.

ROTATION TECHNIQUE

The recommendation given in the ROTATION TECHNIQUE paragraph should be applied.

A fast rotation rate increases the risk of tailstrike, but a slow rate increases take-off distance. The recommended rate is about 3 degs/sec, which reflects the average rates achieved during flight test, and is also the reference rate for performance calculations.

CONFIGURATION (NOT APPLICABLE TO A318)

When performance is limiting the takeoff weight, the flight crew uses TOGA thrust and selects the configuration that provides the highest takeoff weight.

When the actual takeoff weight is lower than the permissible one, the flight crew uses FLEX TO thrust. For a given aircraft weight, a variety of flap configurations are possible. Usually, the flight crew selects the configuration that provides the maximum FLEX temperature. This is done to prolong engine life. The first degrees of flexible thrust have an impact on maintenance costs about 5 times higher than the last one.

The configuration that provides the maximum FLEX temperature varies with the runway length.

On short runways, CONF 3 usually provides the highest FLEX temperature, and the tail clearance at lift off does not depends on the configuration.

On medium or long runways, the second segment limitation becomes the limiting factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature. In these cases, the tail clearance at lift off depends on the configuration. The highest flap configuration gives the highest tailstrike margin.




TAKEOFF

02.050

JUL 28/05

TAKEOFF TRIM SETTING

The main purpose of the pitch trim setting for take-off is to provide consistent rotation characteristics. Take-off pitch trim is set manually via the pitch trim wheel.

The aircraft performs a safe takeoff, provided the pitch trim setting is within the green band on the pitch trim wheel.

However, the pitch trim setting significantly affects the aircraft behaviour during rotation:

.

With a forward CG and the pitch trim set to the nose-down limit the pilots will feel an aircraft "heavy to rotate" and aircraft rotation will be very slow in response to the normal take off stick displacement.

.

With an aft CG and the pitch trim set to the nose-up limit the pilots will most probably have to counteract an early autorotation until VR is reached.

In either case the pilot may have to modify his normal control input in order to achieve the desired rotation rate, but should be cautious not to overreact.

CROSSWIND TAKEOFF

It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid using large deflection, resulting in excessive spoiler deployment. A direct effect of the reduction in lift due to the extension of the spoilers on one wing will be a reduction in tail clearance and an increased risk of tailstrike.

OLEO INFLATION

The correct extension of the main landing gear shock absorber (and thus the nominal increase in tail clearance during the rotation) relies on the correct inflation of the oleos.

ACTION IN CASE OF TAILSTRIKE

If a tailstrike occurs at take-off, flight at attitude requiring a pressurized cabin must be avoided and a return to the originating airport should be performed for damage assessment.

CROSSWIND TAKE-OFF LIMITATIONS




TAKEOFF

02.050

JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

Reported braking action

Good

Reported runway friction coefficient

≥0.4

Equivalent runway condition

Dry, damp, wet

Maximum crosswind

29 kt

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601


Good


≥0.4


Dry, damp, wet

Maximum crosswind

39 kt(Gust included)

ALL

AP ENGAGEMENT

The AP can be engaged 5 seconds after take-off and above 100ft RA.

VERTICAL PROFILE

MSN 0022-0030 0035 0037-0038 0043 0052-0055 0059 0064-0065 0068 0073 0084 0091

0098-0099 0113-0114 0119 0122-0124 0126-0127 0140-0142 0149-0150 0154 0157 0159

0174-0175 0180 0183 0205 0210 0221-0222 0229 0231-0233 0242 0248 0252-0256 0259-0261

0265 0275-0277 0279 0283-0284 0290 0294-0296 0299 0301-0302 0305 0309-0311 0316

0320-0321 0324 0330 0333 0341-0342 0348-0350 0353 0359 0361-0363 0368-0371 0376

0378-0379 0384 0386 0389-0392 0402-0405 0426 0511 0538




TAKEOFF

02.050

JUL 28/05

SRS engages when the thrust levers are set to the applicable detent for take-off and will remain engaged until the acceleration altitude. The SRS pitch command is the minimum of the following pitches:

.

Pitch required to fly V2 +10 in All Engine Operative case (AEO)

.

Pitch required to fly IAS at the time of failure (with minimum of V2 and maximum of V2+15) in One Engine Inoperative case (OEI)

.

Maximum pitch attitude of 18

˚

.

Pitch required to climb a 120ft/mn minimum vertical speed.

This explains why, in many take-off, the IAS which is actually flown is neither

V2+10 (AEO) nor V2 (OEI).

MSN 0002-0021 0031-0034 0036 0039-0042 0044-0051 0056-0058 0060-0063 0066-0067

0069-0072 0074-0083 0085-0090 0093-0097 0100-0112 0115-0118 0120-0121 0125 0128-0139

0143-0148 0151-0153 0155-0156 0158 0160-0173 0176-0179 0181-0182 0184-0204 0206-0209

0211-0220 0223-0228 0230 0234-0241 0243-0247 0249-0251 0257-0258 0262-0264 0266-0274

0278 0280-0282 0285-0289 0291-0293 0297-0298 0300 0303-0304 0306-0308 0312-0315

0317-0319 0322-0323 0325-0329 0331-0332 0334-0340 0343-0347 0351-0352 0354-0358 0360

0364-0367 0372-0375 0377 0380-0383 0385 0387-0388 0393-0401 0406-0425 0427-0510

0512-0537 0539-2702

SRS engages when the thrust levers are set to the applicable detent for take-off and will remain engaged until the acceleration altitude. The SRS pitch command is the minimum of the following pitches:

.

Pitch required to fly V2 +10 in All Engine Operative case (AEO)

.

Pitch required to fly IAS at the time of failure (with minimum of V2 and maximum of V2+15) in One Engine Inoperative case (OEI)

.

Maximum pitch attitude of 18

˚ (22.5˚ in case of windshear)

.

Pitch required to climb a 120ft/mn minimum vertical speed.

This explains why, in many take-off, the IAS which is actually flown is neither

V2+10 (AEO) nor V2 (OEI).

LATERAL PROFILE

ALL




TAKEOFF

02.050

JUL 28/05

Under most circumstances, the crew can expect to follow the programmed SID.

In this case, NAV is armed on selecting the thrust levers to the applicable detent for take-off and engages once above 30 ft RA.

THRUST REDUCTION ALTITUDE

ALL

At the thrust reduction altitude, "LVR CLB" flashes on the FMA.

When hand flying, lower slightly the nose, as applicable, to anticipate the pitch down FD order. Bring the thrust levers back to CLB detent. The A/THR is now active

(A/THR on the FMA changes from blue to white).

The FD pitch down order depends upon the amount of thrust decrease between

TOGA or FLX and CLB.

If take-off was performed packs OFF, the packs will be selected back to ON after thrust reduction because of the potential resulting EGT increase. They will be preferably selected sequentially to improve passenger’s comfort.

ACCELERATION ALTITUDE

ALL

At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP

CLB mode. The speed target jumps:

.

Either to the managed target speed e.g. speed constraint, speed limit or

ECON climb speed

.

Or to the preselected climb speed (entered by the pilot on the MCDU PERF

CLB page before takeoff).

If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayed by the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (as per the general managed speed guidance rule). If required by ATC, the crew will select the adequate target speed (below green dot) on the FCU.




TAKEOFF

02.050

JUL 28/05

During takeoff phase, F and S speeds are the minimum speeds for retracting the surfaces:

.

At F speed, the aircraft accelerating (positive speed trend): retract to 1.

.

At S speed, the aircraft accelerating (positive speed trend): retract to 0.

If the engine start selector had been selected to IGN START for take-off, the

PNF should confirm with the PF when it may be deselected.

TAKE-OFF AT HEAVY WEIGHT

ALL

If take-off is carried out at heavy weight, two protections intervene:

.

The Automatic Retraction System (ARS)

.

The Alpha Lock function

THE AUTOMATIC RETRACTION SYSTEM

While in Conf 1+F and IAS reaches 210 kts (VFE CONF1+F is 215 kts), the

ARS is activated. The ARS automatically retracts flaps to 0

˚. The VFE displayed on the PFD change from VFE CONF1+F to VFECONF 1. As the aircraft accelerates above S speed, the flap lever can be selected to 0. If IAS decreases below VFE CONF1+F, the flaps will not extend back to 1+F.

THE ALPHA LOCK FUNCTION

The slats alpha/speed lock function will prevent slat retraction at high AOA or low speed at the moment the flap lever is moved from Flaps 1 to Flaps 0. "A.

LOCK" pulses above the E/WD Slat indication. The inhibition is removed and the slats retract when both alpha and speed fall within normal values. This is a normal situation for take-off at heavy weight. If Alpha lock function is triggered, the crew will continue the scheduled acceleration, allowing further slats retraction.

IMMEDIATE TURN AFTER TAKE-OFF




TAKEOFF

02.050

JUL 28/05

ALL

Obstacle clearance, noise abatement, or departure procedures may require an immediate turn after take-off. Provided FD commands are followed accurately, the flaps and slats may be retracted using the normal procedure as FD orders provide bank angle limits with respect to speed and configuration.

LOW ALTITUDE LEVEL-OFF

ALL

If the aircraft is required to level off below the acceleration altitude, ALT* engages and target speed goes to initial climb speed.

The "LVR CLB" message flashes on the FMA. In this case, the crew should expect a faster than normal acceleration, and be prepared to retract the flaps and slats promptly.

NOISE ABATEMENT TAKE-OFF

ALL

Noise Abatement Procedures will not be conducted in conditions of significant turbulence or windshear.

NOISE ABATEMENT PROCEDURE




TAKEOFF

02.050

JUL 28/05

Procedure A

Results in noise relief during the latter part of the procedure (to be used to protect areas remote from the aerodrome)

Procedure B

Results in noise relief during the part of the procedure close to the aerodrome.

Flap retraction and accelerate smoothly to en−route climb

3000 ft

Climb at V2 + 10 to 20kt

2000 ft

1500 ft

1000 ft

Reduce to climb power/thrust

Take−off thrust

V2 + 10 to 20 kt

Not to scale

Runway

3000 ft

2000 ft

1500 ft

1000 ft

Accelerate smoothly to en−route climb

Climb at best lift/drag speed (greend dot speed)

Reduce to climb power/thrust

Retract flaps/slats on schedule

Accelerate to flap retraction speed (F)

Take−off thrust

V2 + 10 to 20 kt

Not to scale

Runway

NOF 02050 04181 0001




CLIMB

02.060

JUL 28/05

GENERAL

ALL

During the climb, the thrust levers are in the CL detent, the A/THR is active in thrust mode and the FADECs manage the thrust to a maximum value depending upon ambient conditions.

MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085

0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146

0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199

0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280

0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354

0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409

0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487

0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528

0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573

0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617

0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656

0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691

0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740

0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781

0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817

0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857

0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227

AP/FD CLIMB MODES

The AP/FD climb modes may be either

.

Managed

.

Selected

MANAGED

The managed AP/FD mode in climb is CLB. Its use is recommended as long as the aircraft is cleared along the F-PLN.

SELECTED

The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).




CLIMB

02.060

JUL 28/05

OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a given FL without any climb constraints.

The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for small altitude changes as it makes the guidance smoother and needs less thrust variation.

In areas of high traffic density, low values of vertical speed will reduce the possibility of nuisance TCAS warnings.

If the crew selects a high V/S, it may happen that the aircraft is unable to climb with this high V/S and to maintain the target speed with Max Climb thrust, for performance reasons. In that case, the AP/FD will guide to the target V/S, and the A/THR will command up to Max Climb thrust, in order to try to keep the target speed; but the aircraft will decelerate and its speed might reach VLS.

When VLS is reached the AP/FD reverts to OP CLB and the aircraft accelerate to initial target speed.

Whenever V/S is used, pilots should pay particular attention to the speed trend as V/S takes precedence over speed requirements.

The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.

the target speed becomes green dot. Its use should be avoided above FL 250.

The crew should be aware that altitude constraints in the MCDU F-PLN page are observed only when the climb is managed, i.e. when CLB is displayed on the

FMA. Any other vertical mode will disregard any altitude constraints.

A likely scenario would be, when the FCU altitude is set above an altitude constraint and the pilot selects V/S when below that constraint to avoid a potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.




CLIMB

02.060

JUL 28/05

MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107

0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172

0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263

0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346

0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412

0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0502 0505 0513-0520

0522 0524 0526 0532-0533 0535 0541 0545 0548 0553 0559-0560 0562-0564 0566-0567

0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0599 0603 0609-0610 0612 0616

0621 0623 0627 0629 0635-0636 0640-0643 0651-0653 0657 0663-0665 0668 0673 0676

0679-0681 0686-0687 0689-0690 0692 0694 0696 0698-0701 0703-0710 0712-0713 0715-0718

0720 0722-0725 0727 0729-0730 0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755

0760-0761 0764-0768 0771 0774 0776 0778 0782-0783 0786 0788-0790 0793 0797-0798

0801 0804 0806-0807 0809-0810 0815 0818-0819 0821 0825 0827 0830 0832-0833 0835

0837-0838 0841 0843-0844 0846-0850 0853-0855 0858-0864 0867-0868 0870-0876 0878-0879

0881-0887 0889-0937 0939-0962 0964-0984 0986-0997 0999 1001-1007 1009-1019 1021-1024

1026-1035 1037-1041 1043-1131 1134-1136 1138-1149 1152-1188 1191-1200 1202-1203

1205-1215 1217-1226 1228-1266 1268-1270 1272-1298 1300-1343 1345-1386 1388-1403

1405-1414 1416-1443 1445-1448 1450-1457 1459-1470 1472-1475 1477 1479-1501 1503-1504

1506-1523 1525-1615 1617-1621 1623-1639 1641-1644 1646-1657 1659 1661-1676 1678-1690

1692-1698 1700-1732 1734-1793 1795-1858 1860-1872 1874-1878 1880-1884 1886-1893

1895-1899 1901-1923 1925-1927 1929-1937 1940-1948 1950-1951 1954-1966 1968-1990

1992-2014 2016 2018 2020 2022 2024 2027 2029 2031 2034 2036 2038 2040 2042 2044

2046 2048-2049 2054 2056 2058 2061 2063 2065 2068 2070 2073 2075 2104 2137 2143

2157 2225 2242 2248 2252 2311 2381 2391 2472 2488 2563 2599



.

Managed

.

Selected

MANAGED


SELECTED







CLIMB

02.060

JUL 28/05



When VLS is reached the AP will pitch the aircraft down so as to fly a V/S, which allows maintaining VLS.







MSN 0498 0509 0521 0529 0544 0598 0600 0608 0618 0625 0637 0644 0647 0660 0777

0796 0938 0985 0998 1000 1020 1025 1036 1133 1137 1150-1151 1189-1190 1201 1216

1267 1271 1299 1344 1387 1404 1415 1444 1449 1458 1471 1476 1478 1502 1505 1524

1616 1622 1640 1645 1658 1660 1677 1691 1699 1733 1794 1859 1873 1879 1885

1894 1900 1924 1928 1938-1939 1949 1952-1953 1967 1991 2015 2017 2019 2021 2023

2026 2028 2030 2032-2033 2035 2037 2039 2041 2043 2045 2047 2050-2053 2055 2057

2059-2060 2062 2064 2066-2067 2069 2071-2072 2074 2076-2103 2105-2136 2138-2142

2144-2156 2158-2224 2226-2241 2243-2247 2249-2251 2253-2310 2312-2380 2382-2390

2392-2471 2473-2487 2489-2562 2564-2598 2600-2702



.

Managed

.

Selected

MANAGED





CLIMB

02.060

JUL 28/05

SELECTED






When VLS is reached the AP will pitch the aircraft down so as to fly a V/S, which allows maintaining VLS. A triple click is generated.







SPEED CONSIDERATIONS

ALL

The climb speed may be either:

.

Managed

.

Selected




CLIMB

02.060

JUL 28/05

MANAGED

The managed climb speed, computed by the FMGS, provides the most economical climb profile as it takes into account weight, actual and predicted winds, ISA deviation and Cost Index (CI). The managed climb speed also takes into account any speed constraints, e.g. the default speed limit which is 250 kts up to 10000 ft.

SELECTED

If necessary, the climb speed can be either pre-selected on ground prior to take-off on the MCDU PERF CLIMB page or selected on the FCU as required.

On ground, prior take-off, speed target at acceleration altitude can be pre-selected on the MCDU PERF CLIMB page. It is to be used when the F-PLN has a sharp turn after take-off, when high angle of climb is required or for ATC clearance compliance.

Once airborne, the speed can be selected on FCU to achieve the maximum rate of climb or the maximum gradient of climb.

The speed to achieve the maximum rate of climb, i.e. to reach a given altitude in the shortest time, lies between ECON climb speed and green dot. As there is no indication of this speed on the PFD, a good rule of thumb is to use turbulence speed to achieve maximum rate.

The speed to achieve the maximum gradient of climb, i.e. to reach a given altitude in a shortest distance, is green dot. The MCDU PERF CLB page displays the time and distance required to achieve the selected altitude by climbing at green dot speed. Avoid reducing to green dot at high altitude, particularly at heavy weight, as it can take a long time to accelerate to ECON mach.

Pilots should be aware that it is possible to select and fly a speed below green dot but there would be no operational benefit in doing this.

When selected speed is used, the predictions on the F-PLN page assume the selected speed is kept till the next planned speed modification, e.g. 250 kts

/10.000 ft, where managed speed is supposed to be resumed. Consequently, the

FM predictions remain meaningful.

When IAS is selected in lower altitude, there is an automatic change to Mach at a specific crossover altitude.

Finally, as selected speed does not provide the optimum climb profile, it should only be used when operationally required, e.g. ATC constraint or weather.

VERTICAL PERFORMANCE PREDICTIONS




CLIMB

02.060

JUL 28/05

ALL

The MCDU PROG page provides the crew with the MAX REC ALT and with the

OPT ALT information (See cruise section). This information is to be used to rapidly answer to ATC: "CAN YOU CLIMB TO FL XXX?"

The MCDU PERF CLB page provides predictions to a given FL in terms of time and distance assuming CLB mode. This FL is defaulted to the FCU target altitude or it may be manually inserted. The level arrow on the ND assumes the current AP engaged mode. This information is to be used to rapidly answer to

ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". The crew will use a PD, i.e. ZZZ,-10 waypoint if the question is "CAN YOU MAKE FL XXX , 10 NM before ZZZ point?"

LATERAL NAVIGATION

ALL

If the aircraft is following the programmed SID, the AP/FD should be in NAV. If

ATC vectors the aircraft, HDG will be used until a time when clearance is given to either resume the SID or track direct to a specific waypoint. In either case, the crew must ensure that the waypoints are properly sequenced.

The crew should keep in mind that the use of HDG mode e.g. following ATC radar vectors, will revert CLB to OP CLB and any altitude constraints in the

MCDU F-PLN page will not be observed unless they are selected on the FCU.

10.000 FT FLOW PATTERN

ALL

10.000 FT FLOW PATTERN




CLIMB

02.060

JUL 28/05

MECH ALL FWD AFT

ON

WING

FAULT

ON

RAIN RPLNT WIPER

OFF

LAND LIGHTS

FAST

ON

A

U

T

O

ON

OFF

RWY TURN OFF

ON

OFF

L

OFF

1

ENG 1

FAULT

ON

ON

OFF

R

NAV

2

OFF

ENG 2

FAULT

ON

OFF

OFF

APU

MASTER SW

FAULT

ON

A

U

T

O

MAN V/S CTL

UP

DN

MODE SEL

FAULT

OVRD

A

U

T

O

14

12

10

8

OVHD INTEG LT

STBY COMPASS

INIT LT

DOME

−2

0

6

4

2

ON

BRT

DIM

ANN LT

TEST

BRT

AVAIL

ON

ON

OFF

ON

OFF

BRT

2

OFF

NO SMOKING

SIGNS

OFF

SEAT BELTS

ON EMER EXIT LT

ON

DIM

A

U

T

O

OFF

OFF

OFF

WIPER

OFF

SLOW

FAST

ON ON

RAIN RPLNT

ON

P 1 A 2

A T

1 0 1

A T

A R

10

20

ADF

ARPT

40

OFF

VOR

80

NDB

3

VOR.D

ROSE

VOR

ILS

WPT

NAV

160

320

2

ADF

OFF

VOR

CSTR

ARC

PLAN

ENG

ILS

QFE QNH

PULL

STD mb

FD

4 2

S D S C R R Y

F O

M S

W N

M S

C T

9

0

7

6

ALT m bar

4

2

3

311VU

D M E

30

33

D M E

3

6

A D F A D F

0 0

U K

L G R

U K U K

D L

A T R

M D

K

D L D C

M X

H T

A S &

N W G

4

ECAM MEMO

A U

3

0

1 1

P E

4

3

0

B

P

K

1 0

D W

S E T

DATE

50

RUN

E T

STOP

RST

40

C H R min

10

G M T min

E T

D Y

MO

H R

MIN

M G T

U R N

20

CHR

0 0

5

0

0

T.O.

CONFIG

EMER

CANC

ENG

APU

BLEED

COND

PRESS EL/AC

DOOR WHEEL

EL/DC

F/CTL

FUEL

ALL

NAVAIDS

SEC F−PLN

OPT/MAX ALT

NOF 02060 04182 0001

EFIS Option:

The PF will select CSTR for grid MORA

The PNF will select ARPT




CRUISE

02.070

JUL 28/05

PREFACE

MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091

0095-0099 0113-0114 0163-0166 0168-0169 0178-0182 0189-0190 0193-0195 0198 0221-0222

0225 0230 0232 0238 0243 0247 0249-0252 0256-0257 0259-0261 0271 0275-0276 0280

0289 0291-0292 0294-0296 0299 0301 0304 0308 0314 0316-0317 0320-0322 0326-0327 0332

0334-0336 0338 0343 0347 0349 0351 0353-0354 0357 0361-0363 0366 0368-0369 0371

0373 0376 0379 0386 0389 0391-0394 0396 0398 0405-0406 0411 0414-0416 0422-0425

0428-0432 0437 0440-0441 0443-0444 0446-0449 0451 0453 0455 0460-0461 0467 0469

0471 0476 0478 0480

Once the cruise flight level displayed on the MCDU PROG page is reached, the cruise Mach number is targeted and cruise fuel consumption is optimized.

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088

0093-0094 0100-0112 0115-0162 0167 0170-0177 0183-0188 0191-0192 0196-0197 0199-0220

0223-0224 0226-0229 0231 0233-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270

0272-0274 0277-0279 0281-0288 0290 0293 0297-0298 0300 0302-0303 0305-0307 0309-0313

0315 0318-0319 0323-0325 0328-0331 0333 0337 0339-0342 0344-0346 0348 0350 0352

0355-0356 0358-0360 0364-0365 0367 0370 0372 0375 0377-0378 0380-0385 0387-0388 0390

0395 0397 0399-0404 0407-0410 0412-0413 0417-0421 0426-0427 0434-0436 0438-0439 0442

0445 0450 0452 0454 0456-0459 0462-0466 0468 0470 0472-0475 0477 0479 0482-2702

Once the cruise flight level is reached, "ALT CRZ" is displayed on the FMA. The cruise Mach number is targeted and cruise fuel consumption is optimized.

FMS USE




CRUISE

02.070

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

CRUISE FL

If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise flight level displayed on MCDU PROG page, the cruise Mach number will not be targeted. The crew will update the MCDU PROG page accordingly.

When at cruise FL, the AP altitude control is soft. This means that the AP will allow small altitude variation around the cruise altitude (typically

± 50 ft) to keep cruise Mach before a readjustment of thrust occurs. This optimizes the fuel consumption in cruise.

WIND AND TEMPERATURE

When reaching cruise FL, the crew will ensure that the wind and temperatures are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind entries should be made at waypoints when there is a difference of either 30

˚ or




CRUISE

02.070

JUL 28/05

30 kt for the wind data and 5

˚C for temperature deviation. This will ensure that the FMS fuel and time predictions are as accurate as possible.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660

0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907

0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000

1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080

1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137

1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176

1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235

1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283

1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346

1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398

1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444

1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483

1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518

1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562

1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602

1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652

1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699

1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754

1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808

1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864

1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114

2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

CRUISE FL

If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise flight level displayed on MCDU PROG page, the cruise Mach number will not be targeted. The crew will update the MCDU PROG page accordingly.

When at cruise FL, the AP altitude control is soft. This means that the AP will allow small altitude variation around the cruise altitude (typically

± 50 ft) to keep cruise Mach before a readjustment of thrust occurs. This optimizes the fuel consumption in cruise.

WIND AND TEMPERATURE

When reaching cruise FL, the crew will ensure that the wind and temperatures are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind entries should be made at waypoints when there is a difference of either 30

˚ or




CRUISE

02.070

JUL 28/05

30 kt for the wind data and 5

˚C for temperature deviation. These entries should be made for as many levels as possible to reflect the actual wind and temperature profile. This will ensure that the FMS fuel and time predictions are as accurate as possible and provide an accurate OPT FL computation.

STEP CLIMB

If there is a STEP in the F-PLN, the crew will ensure that the wind is properly set at the first waypoint beyond the step (D on the following example) at both initial FL and step FL.

GRAPHIC SOLUTION TITLE

T/C

*

A

270/50

B

280/55

*

C

310/60

*

D

320/65

300/50

FL350

FL310

FL350

FL310

* are the points where an entry shall be done.

NOF 02070 04189 0001

If at D waypoint, the CFP provides the wind at FL350 but not at FL310, it is recommended to insert the same wind at FL310 as the one at FL350. This is due to wind propagation rules, which might affect the optimum FL computation.

ETP

ETP function should be used to assist the crew in making a decision should an en-route diversion be required. Suitable airport pairs should be entered on the

ETP page and the FMS will then calculate the ETP. Each time an ETP is sequenced, the crew should insert the next suitable diversion airfield.

The SEC F-PLN is a useful tool and should be used practically. The ETP should be inserted in the SEC F-PLN as a PD (Place/Distance) and the route to diversion airfield should be finalized. By programming a potential en-route diversion, the crew would reduce their workload should a failure occur. This is particularly true when terrain considerations apply to the intended diversion route.

When an ETP is sequenced, the crew will

.

Access to the ETP page

.

Insert the next applicable diversion airfield with associated wind

.

Read new ETP




CRUISE

02.070

JUL 28/05

.

Insert new ETP as a PD

.

Copy active on the SEC F-PLN

.

Insert the new diversion as New Dest in the SEC F-PLN from new ETP

GRAPHIC SOLUTION TITLE

DIV 2

STAR entry

DIV 1

STAR entry

TERRAIN

NON−CRITICAL

ROUTE

TERRAIN

CRITICAL ROUTE

Y

X

C

A

ETP

B/−50

ESCAPE ROUTE

B

D

DIV 1 airfield is closer SEC F−PLN to DIV 1

DIV 2 airfield is closer SEC F−PLN to DIV 2

NOF 02070 04190 0001

The DATA/Stored Routes function in the MCDU can be used to store up to five possible diversion routes. These routes can be entered into the SEC F-PLN using the SEC INIT prompt. This prompt will only be available if the SEC F-PLN is deleted. See FCOM 4.04.30 for further information.

CLOSEST AIRPORT




CRUISE

02.070

JUL 28/05

For diversion purpose, the crew can also use the CLOSEST AIRPORT page which provides valuable fuel/time estimates to the four closest airports from the aircraft position, as well as to an airport the crew may define. The fuel and time predictions are a function of the average wind between the aircraft and the airport.

FMS USE: MISCELLANEOUS

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895

If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if printer is installed, the crew may perform a new F-PLN print.

If there is weather, the crew will use the OFFSET function which can be accessed from a lateral revision at PPOS. The crew will determine how many

NM are required to avoid the weather. Once cleared by ATC, the crew will insert the offset.




CRUISE

02.070

JUL 28/05

MSN 0910 0913 0941 0961 0976 1002 1010 1053 1066 1073 1080 1092 1096 1103 1107

1113 1123 1130 1137 1139-1140 1143 1150 1152 1156 1158-1159 1161 1173 1184-1185

1188-1189 1198 1212-1214 1219 1233 1235 1238 1240-1242 1246 1250-1251 1253 1256-1257

1260 1270 1273 1276 1280 1300 1302 1304 1306 1309 1320 1327 1332-1335 1337 1339

1349 1351-1353 1355 1364-1368 1374 1376 1385 1387 1390 1394 1398 1400 1405 1411

1429 1441 1443 1446 1451-1452 1458 1464 1467-1468 1470 1478 1482 1486 1491 1493

1497 1500 1503-1504 1506 1509 1512 1518 1523 1526 1528 1544 1546 1548 1553 1557

1562 1564 1568 1571 1575 1577-1578 1580 1587-1589 1591-1593 1595-1598 1602 1605

1607-1608 1610-1615 1618-1619 1623-1626 1628-1632 1634 1637-1638 1642 1650 1652

1656-1657 1663 1668 1672-1673 1675-1676 1678 1682 1686 1695 1703 1705-1707 1712

1717-1721 1725-1727 1730 1735 1739 1742 1747-1751 1753 1756-1757 1762-1763 1765

1767 1769 1771-1772 1775-1777 1780 1783-1785 1787-1788 1791 1794-1795 1797-1798

1801-1802 1804-1808 1811 1817-1818 1823 1825-1827 1831-1832 1835 1837-1838 1843

1846 1848-1849 1852-1858 1860-1862 1864 1866-1868 1872 1874 1877-1878 1880-1882

1884 1886-1889 1891 1896 1898 1901-1906 1908-1909 1911-1917 1920-1922 1925-1927

1929-1934 1936-1937 1940-1942 1944-1948 1950-1957 1960-1968 1970-1975 1977-1979 1981

1983-1989 1994-1995 1998-2001 2003-2009 2011 2014-2015 2018 2020-2022 2024 2027

2031 2034 2036-2037 2042-2044 2046 2048-2050 2052-2056 2058 2060-2063 2065-2069

2072 2075 2078 2080 2084-2085 2089-2091 2093 2096 2099 2102 2104-2106 2108 2112

2114-2120 2123-2126 2128-2134 2136-2137 2141 2143-2155 2157 2159-2160 2162-2163 2165

2167-2185 2187 2191 2196-2197 2199-2203 2205-2206 2208 2210 2212 2214-2215 2217

2219-2225 2227 2229-2235 2237-2239 2242-2246 2248-2252 2256-2257 2259 2262-2266

2268-2275 2280-2286 2289 2292-2295 2297-2301 2304 2307-2309 2311 2314-2316 2319

2321-2322 2325-2330 2333-2334 2336-2339 2342-2343 2345 2347 2352-2358 2360-2361

2364-2365 2367-2368 2370-2372 2374-2375 2377-2381 2384-2388 2391 2393-2395 2398-2399

2401-2403 2407-2409 2411-2413 2415-2416 2418-2421 2423-2424 2426-2428 2432-2440

2442-2447 2449-2451 2453-2455 2457 2460-2461 2463 2469-2473 2475-2479 2481 2484-2496

2498-2508 2511-2516 2519-2523 2525-2528 2530-2533 2535 2537-2538 2540-2556 2558-2560

2562-2563 2565 2567 2569 2571-2580 2583-2594 2596 2598-2600 2603-2610 2614 2616

2620-2628 2632 2634-2638 2640-2643 2646 2649-2652 2657-2659 2663-2664 2666-2667

2670 2673-2677 2679-2681 2687 2691-2693 2698-2702

If ATC requires for a position report, the crew will use the REPORT page which can be accessed from PROG page.


ATC requires a report on a given radial, the crew will use the FIX INFO page which can be accessed from a lateral revision on F-PLN page at PPOS.

If ATC requires a report at a given time, the crew will insert a time marker pseudo waypoint.






CRUISE

02.070

JUL 28/05

If ATC gives a DIR TO clearance to a waypoint far from present position, the crew will use the ABEAM facility. This facility allows both a better crew orientation and the previously entered winds to be still considered.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715

0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0911 0923

0938 0962 0964 0981 0985 0988 0996 0998 1000 1011 1020 1025 1036-1037 1048 1058

1062 1071 1078 1082 1090-1091 1102 1115 1118 1121 1126 1129 1131-1133 1142 1149 1151

1164 1167 1169 1175-1176 1190-1191 1197 1201 1215-1216 1222 1225 1230 1232 1239

1249 1258 1261 1267 1271 1283 1299 1305 1324-1325 1338 1344 1346 1380 1384 1392

1404 1406 1414-1415 1419 1423 1428 1433-1434 1440 1444 1449 1453 1456 1463 1466

1471 1476 1483 1488 1490 1494 1498 1501-1502 1505 1510 1513 1515 1520 1524 1527

1535 1543 1549 1558 1560 1566-1567 1570 1576 1579 1582-1583 1606 1616 1621-1622

1633 1640-1641 1643-1646 1658-1662 1665 1677 1683-1685 1687 1689-1691 1693 1696

1699 1708-1711 1714-1715 1722-1723 1733 1738 1740 1743-1746 1752 1754 1759-1761

1764 1766 1770 1774 1779 1781-1782 1789 1796 1800 1803 1810 1812-1815 1819-1820

1824 1828 1833 1839 1841 1850-1851 1859 1863 1869-1871 1873 1875-1876 1879 1883

1885 1890 1893-1894 1897 1899-1900 1907 1910 1918 1923-1924 1928 1935 1938-1939

1943 1949 1958-1959 1969 1976 1980 1982 1990-1993 1996-1997 2002 2010 2012-2013

2016-2017 2019 2023 2026 2028-2030 2032-2033 2035 2038-2041 2045 2047 2051 2057

2059 2064 2070-2071 2073-2074 2076-2077 2079 2081-2083 2086-2088 2092 2094-2095

2097-2098 2100-2101 2103 2107 2109-2110 2113 2121-2122 2127 2135 2138-2140 2142

2156 2158 2161 2164 2166 2186 2188-2190 2193-2195 2198 2204 2207 2209 2211 2213

2216 2218 2226 2228 2236 2240-2241 2247 2253-2255 2258 2260-2261 2267 2276-2279

2287-2288 2290-2291 2296 2302-2303 2305-2306 2310 2312-2313 2317-2318 2320 2323-2324

2331-2332 2335 2340-2341 2344 2346 2348-2351 2359 2362-2363 2366 2369 2373 2376

2382-2383 2389-2390 2392 2396-2397 2400 2404-2406 2410 2414 2417 2422 2425 2429-2431

2441 2448 2452 2456 2458-2459 2462 2464-2468 2474 2480 2482-2483 2497 2509-2510

2517-2518 2524 2529 2534 2536 2539 2557 2561 2564 2566 2568 2570 2581-2582 2595

2597 2601 2611-2613 2615 2617-2619 2630-2631 2633 2639 2644 2648 2653-2656 2660

2665 2668-2669 2672 2678 2682-2684 2690 2697




If ATC gives a DIR TO clearance to a waypoint far from present position, the crew will use the ABEAM facility. This facility allows both a better crew orientation and the previously entered winds to be still considered.



CRUISE

02.070

JUL 28/05


COST INDEX

ALL

The Cost Index (CI) is used to take into account the relationship between fuel and time related costs in order to minimize the trip cost. The CI is calculated by the airline for each sector. From an operational point of view, the CI affects the speeds (ECON SPEED/MACH) and cruise altitude (OPT ALT). CI=0 corresponds to maximum range whereas the CI=999 corresponds to minimum time.

The CI is a strategic parameter which applies to the whole flight. However, the

CI can be modified by the crew in flight for valid strategic operational reasons.

For example, if the crew needs to reduce the speed for the entire flight to comply with curfew requirements or fuel management requirements (XTRA gets close to 0), then it is appropriate to reduce the CI.

The SEC F-PLN can be used to check the predictions associated with new CI. If they are satisfactory, the crew will then modify the CI in the primary The SEC

F-PLN can be used to check the predictions associated with new CI. If they are satisfactory, the crew will then modify the CI in the primary F-PLN. However, the crew should be aware that any modification of the CI would affect trip cost.

However, the crew should be aware that any modification of the CI would affect trip cost.

SPEED CONSIDERATIONS




CRUISE

02.070

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0086

0089-0099 0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143

0146-0151 0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196

0198-0202 0205 0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261

0264-0269 0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328

0330-0336 0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376

0378-0379 0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470

0472-0490 0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0564 0566-0568

0570-0574 0576-0579 0581-0583 0585-0597 0599 0601-0607 0609-0617 0619-0623 0627

0629 0631-0636 0638-0643 0645-0646 0648-0658 0662-0666 0668-0676 0678-0679 0681-0685

0688-0689 0691-0695 0697 0699-0703 0707 0711 0713-0714 0716-0717 0719 0721 0723-0724

0726-0744 0746-0747 0749-0752 0754-0758 0760-0765 0767-0770 0772-0776 0779-0780 0782

0784-0785 0789-0791 0793-0795 0797 0799-0800 0802-0803 0805 0808-0809 0811-0817

0819-0824 0826-0829 0831 0833-0834 0836-0842 0845 0848 0851 0853-0854 0856-0857 0860

0865-0866 0869-0870 0872 0874-0880 0883-0884 0886-0889 0891-0892 0894 0897 0899

0901-0902 0905-0906 0909 0912 0914-0921 0924-0928 0930-0933 0935 0937 0939-0940

0943 0945 0951 0953 0955-0960 0963 0967 0969 0971 0973 0975 0977-0979 0982-0984

0986-0987 0991-0994 0999 1001 1003 1005 1007-1009 1013 1015-1016 1018 1021

1023-1024 1027 1029 1032 1034 1041-1043 1047 1049-1050 1056 1059 1063-1064 1067

1072 1074-1076 1079 1083 1085 1087-1088 1093 1098-1101 1106 1108 1110-1111 1116-1117

1119-1120 1127 1144 1154 1165-1166 1178-1181 1187 1194 1196 1200 1202 1204 1206 1208

1221 1223 1227-1229 1231 1234 1247 1255 1262 1274 1281 1284 1288 1292 1307 1316

1318 1323 1345 1347 1350 1362 1373 1375 1379 1395-1397 1399 1422 1430 1454 1461

1479 1484 1516 1530 1540 1550 1554 1561 1572 1635 1655 1674 1681 1694 1698 1700

1713 1716 1736 1793 1809 1834 1836 1892 1902 1957 1987 2058 2104 2115 2137 2143

2157 2220 2225 2242 2248 2252 2270 2347 2357 2381 2391 2472 2488 2563 2599

The cruise speed may be either:

.

Managed

.

Selected

MANAGED

When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode.

The optimum cruise Mach number is automatically targeted. Its value depends on:

.

CI

.

Cruise flight level

.

Temperature deviation

.

Weight

.

Headwind component.

The crew should be aware that the optimum Mach number will vary according to the above mentioned parameters, e.g. it will increase with an increasing headwind, e.g. + 50kt head wind equates to + 0.01 Mach.




CRUISE

02.070

JUL 28/05

SELECTED

Should ATC require a specific cruise speed or turbulence penetration is required, the pilot must select the cruise speed on the FCU. FMS predictions are updated accordingly until reaching either the next step climb or top of descent, where the programmed speeds apply again. The FMS predictions are therefore realistic.

At high altitude, the speed should not be reduced below GREEN DOT as this may create a situation where it is impossible to maintain speed and/or altitude as the increased drag may exceed the available thrust.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0087-0088 0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153

0155-0156 0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215

0220 0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372 0377

0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498 0509

0521 0527 0529 0544 0565 0569 0575 0580 0584 0598 0600 0608 0618 0624-0626 0628

0630 0637 0644 0647 0659-0661 0667 0677 0680 0686-0687 0690 0696 0698 0704-0706

0709-0710 0712 0715 0718 0720 0722 0725 0745 0748 0753 0759 0766 0771 0777-0778

0781 0783 0786-0788 0792 0796 0798 0801 0804 0806-0807 0810 0818 0825 0830 0832

0835 0843-0844 0846-0847 0849-0850 0852 0855 0858-0859 0861-0864 0867-0868 0871

0873 0881-0882 0885 0890 0893 0895-0896 0898 0900 0903-0904 0907-0908 0910-0911

0913 0922-0923 0929 0934 0936 0938 0941-0942 0944 0946-0950 0952 0954 0961-0962

0964-0966 0968 0970 0972 0974 0976 0980-0981 0985 0988-0990 0995-0998 1000 1002

1004 1006 1010-1012 1014 1017 1019-1020 1022 1025-1026 1028 1030-1031 1033 1035-1040

1044-1046 1048 1051-1055 1057-1058 1060-1062 1065-1066 1068-1071 1073 1077-1078

1080-1082 1084 1086 1089-1092 1094-1097 1102-1105 1107 1109 1112-1115 1118 1121-1126

1128-1143 1145-1153 1155-1164 1167-1177 1182-1185 1188-1193 1195 1197-1199 1201 1203

1205 1207 1209-1220 1222 1224-1226 1230 1232-1233 1235-1246 1248-1254 1256-1261

1263-1273 1275-1280 1282-1283 1285-1287 1289-1291 1293-1306 1309-1315 1317 1319-1321

1324-1344 1346 1348-1349 1351-1361 1363-1372 1374 1376-1378 1380-1394 1398 1400-1421

1423-1429 1431-1453 1455-1460 1462-1478 1480-1483 1486-1515 1517-1529 1531-1539

1541-1549 1551-1553 1555-1560 1562-1571 1573-1634 1636-1654 1656-1673 1675-1680

1682-1693 1695-1697 1699 1701-1712 1714-1715 1717-1735 1737-1792 1794-1808 1810-1833

1835 1837-1891 1893-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114 2116-2136

2138-2142 2144-2156 2158-2219 2221-2224 2226-2241 2243-2247 2249-2251 2253-2269

2271-2346 2348-2356 2358-2380 2382-2390 2392-2471 2473-2487 2489-2562 2564-2598

2600-2702

The cruise speed may be either:

.

Managed

.

Selected

MANAGED




CRUISE

02.070

JUL 28/05

When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode.

The optimum cruise Mach number is automatically targeted. Its value depends on:

.

CI

.

Cruise flight level

.

Temperature deviation

.

Weight

.

Headwind component.

The crew should be aware that the optimum Mach number will vary according to the above mentioned parameters, e.g. it will increase with an increasing headwind, e.g. + 50kt head wind equates to + 0.01 Mach.

Should ATC require a specific time over a waypoint, the crew can perform a vertical revision on that waypoint and enter a time constraint. The managed

Mach number would be modified accordingly to achieve this constraint. If the constraint can be met within a tolerance, a magenta asterix will be displayed on the MCDU; if the constraint cannot be met, an amber asterix will be displayed.

Once the constrained waypoint is sequenced, the ECON Mach is resumed.

SELECTED

Should ATC require a specific cruise speed or turbulence penetration is required, the pilot must select the cruise speed on the FCU. FMS predictions are updated accordingly until reaching either the next step climb or top of descent, where the programmed speeds apply again. The FMS predictions are therefore realistic.

At high altitude, the speed should not be reduced below GREEN DOT as this may create a situation where it is impossible to maintain speed and/or altitude as the increased drag may exceed the available thrust.

ALTITUDE CONSIDERATIONS

ALL

The MCDU PROG page displays:

.

REC MAX FL

.

OPT FL.




CRUISE

02.070

JUL 28/05

REC MAX FL

REC MAX FL reflects the present engine and wing performance and does not take into account the cost aspect. It provides a 0.3g buffet margin. If the crew inserts a FL higher than REC MAX into the MCDU, it will be accepted only if it provides a buffet margin greater than 0.2g. Otherwise, it will be rejected and the message "CRZ ABOVE MAX FL" will appear on the MCDU scratchpad. Unless there are overriding operational considerations, e.g. either to accept a cruise FL higher than REC MAX or to be held significantly lower for a long period, REC

MAX should be considered as the upper cruise limit.

OPT FL

OPT FL displayed on the MCDU is the cruise altitude for minimum cost when

ECON MACH is flown and should be followed whenever possible. It is important to note that the OPT FL displayed on the PROG page is meaningful only if the wind and temperature profile has been accurately entered.

The crew should be aware that flying at a level other than the OPT FL would adversely affect the trip cost.

For each Mach number, there will be a different OPT FL. Should an FMGS failure occur, the crew should refer to the FCOM or QRH to determine the OPT

FL. FCOM and QRH charts are only provided for two different Mach numbers.

STEP CLIMB




CRUISE

02.070

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895

Since the optimum altitude increases as fuel is consumed during the flight, from a cost point of view, it is preferable to climb to a higher cruise altitude when the aircraft weight permits. This technique, referred to as a Step Climb, is typically accomplished by initially climbing approximately 2000 ft above the optimum altitude and then cruising at that flight level until approximately 4000 ft below optimum.

The MCDU STEP ALT page may be called a vertical revision from the MCDU

F-PLN page or from the MCDU PERF CRZ page. Step climb can either be planned at waypoint (STEP AT) or be optimum step point calculated by the

FMGS (ALT). If predictions are satisfactory in term of time and fuel saving, the crew will insert it in F-PLN provided it is compatible with ATC.

It may be advantageous to request an initial cruise altitude above optimum if altitude changes are difficult to obtain on specific routes. This minimizes the possibility of being held at a low altitude and high fuel consumption condition for long periods of time.

The requested/cleared cruise altitude should be compared to the REC MAX altitude. Before accepting an altitude above optimum, the crew




CRUISE

02.070

JUL 28/05 should determine that it will continue to be acceptable considering the projected flight conditions such as turbulence, standing waves or temperature change.

OPT FL FOLLOW UP

REC MAX

OPT

1

REC MAX

OPT

2

REC MAX

OPT

3

NOF 02070 04194 0001

The diagram above shows three step climb strategies with respect to OPT and

REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3.




CRUISE

02.070

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715

0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911

0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002

1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082

1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140

1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185

1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242

1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302

1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353

1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406

1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453

1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491

1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528

1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571

1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619

1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673

1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723

1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777

1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833

1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702

Since the optimum altitude increases as fuel is consumed during the flight, from a cost point of view, it is preferable to climb to a higher cruise altitude when the aircraft weight permits. This technique, referred to as a Step Climb, is typically accomplished by initially climbing approximately 2000 ft above the optimum altitude and then cruising at that flight level until approximately 4000 ft below optimum.

The MCDU STEP ALT page may be called a vertical revision from the MCDU

F-PLN page or from the MCDU PERF CRZ page. Step climb can either be planned at waypoint (STEP AT) or be optimum step point calculated by the

FMGS (ALT). If predictions are satisfactory in term of time and fuel saving, the crew will insert it in F-PLN provided it is compatible with ATC.

The OPT STEP computation will be accurate if vertical wind profile has been properly entered. Refer to FMS USE of this section. The FCOM 3.05.15 provides valuable tables to assess the effect of the vertical wind profile on the optimum cruise flight level.

It may be advantageous to request an initial cruise altitude above optimum if altitude changes are difficult to obtain on specific routes. This minimizes the possibility of being held at a low altitude and high fuel consumption condition for long periods of time.

The requested/cleared cruise altitude should be compared to the REC MAX altitude. Before accepting an altitude above optimum, the crew




CRUISE

02.070

JUL 28/05 should determine that it will continue to be acceptable considering the projected flight conditions such as turbulence, standing waves or temperature change.

OPT FL FOLLOW UP

REC MAX

OPT

1

REC MAX

OPT

2

REC MAX

OPT

3

NOF 02070 04194 0001

The diagram above shows three step climb strategies with respect to OPT and

REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3.

EFFECT OF ALTITUDE ON FUEL CONSUMPTION

ALL

The selected cruise altitude should normally be as close to optimum as possible.

As deviation from optimum cruise altitude increases, performance economy decreases. The following table provide average specific range penalty when not flying at optimum altitude.



CRUISE

02.070

JUL 28/05


FIGURES

MSN 0889 0913 0924 0931 0976 1010 1043 1049 1056 1064 1066 1074 1088 1092 1096

1098 1103 1111 1113 1116 1139-1140 1159 1178 1223 1228 1281 1323 1350 1373 1375

1395 1397 1406 1410 1463 1490 1527 1534 1547 1552 1563 1565 1575-1576 1608 1643

1698 1703 1727 1729 1758 1768 1790 1801 1826 1831 1837 1844 1855 1880 1893 1912

1934 1947 1952 1955 1962 1971 1986 2004 2008 2023 2032 2089 2096 2200 2203

2232 2273 2277 2295-2296 2302 2304 2321 2335 2339 2362 2371 2383 2396 2404 2408

2414 2424 2426 2431 2433 2435 2444 2452 2458 2467-2468 2470 2473 2485 2490 2505

2560 2567-2568 2570 2572 2574 2579 2585 2595 2603 2615 2622 2631 2648 2655 2657

2659-2660 2666-2667 2669 2673 2679 2690 2698

OPT + 2000ft

1%

OPT 2000 ft

3%

OPT 4000 ft

7.2%

Specific range penalty when not flying at optimum altitude

OPT 6000 ft

12.2 %




CRUISE

02.070

JUL 28/05

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088

0093-0094 0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229

0231-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279

0281-0290 0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333

0337 0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0365 0367 0370-0372 0375

0377-0384 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427 0436

0438 0445-0446 0459 0466 0482 0491 0497-0498 0501 0507 0509 0511 0517 0519-0522

0525 0528-0529 0531 0533-0537 0541 0544-0549 0552-0554 0559 0562 0566 0569-0570

0572 0574 0577-0579 0581 0585 0588 0590 0594 0596 0598 0600-0603 0605 0607-0612

0615-0619 0621-0630 0632 0634-0637 0639 0641-0651 0653-0654 0656-0658 0660 0662

0664-0666 0669-0675 0677 0679 0681-0682 0684-0685 0688-0689 0691 0693-0695 0697

0700-0701 0703 0706-0707 0711 0713-0714 0716-0717 0719 0721 0723-0724 0726-0730 0732

0734-0738 0740 0742 0744-0745 0749-0750 0752-0755 0757 0761 0763-0764 0766-0769

0772-0779 0781-0782 0785-0786 0790 0793-0797 0799-0801 0807-0809 0813-0815 0817-0818

0821 0823 0827-0833 0837-0838 0840-0841 0844-0846 0852-0854 0860-0861 0863 0868-0870

0875-0876 0879-0880 0883-0885 0888 0890-0891 0894 0896-0897 0903-0907 0909 0911

0914 0917 0920-0923 0925-0926 0929 0933 0935-0939 0941-0942 0945-0947 0949 0951

0956-0958 0960-0962 0964 0967 0970-0973 0975 0978-0979 0981-0982 0984-0988 0991-0992

0994-1000 1002 1005-1006 1009 1011-1012 1016-1021 1023 1025-1030 1033-1034 1036-1038

1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1059 1061-1063 1065 1067-1073

1077-1078 1081 1084 1086-1087 1089-1091 1093-1095 1097 1099-1102 1106-1109 1112 1114

1119-1122 1124-1127 1129-1138 1141 1144-1145 1147-1152 1154-1155 1157 1160 1164-1165

1167-1172 1175-1176 1180-1182 1184-1187 1189-1191 1198 1200-1201 1203 1205-1206

1208-1210 1213 1216-1217 1219 1221 1224 1226 1229-1231 1233 1237-1238 1241-1242 1245

1247 1249-1250 1252 1254-1255 1262-1265 1267-1269 1271 1275 1277 1283 1285-1289

1292 1294 1296-1299 1301 1303 1305-1320 1324-1326 1328 1330-1331 1336-1337 1340

1342 1344-1348 1352 1354 1357-1358 1360-1362 1364-1365 1367 1369-1372 1377-1379

1381-1382 1385-1394 1396 1399 1402-1405 1412-1417 1425 1429-1431 1434 1436-1437

1439 1441-1444 1447-1451 1453-1458 1461-1462 1465 1467 1470-1473 1476 1478-1481

1483-1484 1488-1489 1492-1494 1496 1498-1499 1501-1505 1515-1517 1519-1521 1524-1525

1530-1532 1535-1536 1539-1544 1549-1551 1553-1554 1560 1562 1564 1567 1570-1572

1577-1579 1582-1583 1588 1592 1597-1598 1601-1603 1605 1607 1611-1612 1615-1616 1618

1622-1623 1625 1629-1630 1632-1634 1637-1641 1645-1646 1651 1654-1655 1657-1660 1662




CRUISE

02.070

JUL 28/05

MSN 1666-1668 1673-1674 1677-1679 1681 1683-1686 1691-1694 1699-1701 1704 1706 1709

1712-1714 1716-1720 1722 1724-1726 1733 1735-1736 1738 1740 1742-1748 1750-1753

1756-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775 1777-1781 1783 1786-1787

1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812 1815-1816 1819-1820

1824 1828 1833 1836 1838-1839 1841 1846 1851-1853 1859-1860 1863-1864 1866-1867

1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901 1905-1906

1908 1911 1913 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943 1949 1951

1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1978 1980-1983 1988-1991 1994

1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037

2039 2043 2046-2054 2056-2057 2059-2062 2064-2066 2068-2069 2071-2072 2074 2076

2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117

2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2146 2151 2154-2155

2158 2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196

2198-2199 2206-2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237

2239-2245 2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279

2283 2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325

2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358

2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388

2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432

2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474

2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514

2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569

2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620

2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668

2672 2674-2678 2681 2683-2684 2691 2693 2702

OPT + 2000ft

-

OPT 2000 ft

1.1%

OPT 4000 ft

4.7%

OPT 6000 ft

9.5 %





CRUISE

02.070

JUL 28/05

MSN 0425 0435 0439 0442 0448 0450 0452-0457 0460-0465 0470-0472 0475 0479 0483

0485 0487 0489 0496 0500 0503-0504 0506 0508 0510 0512 0523 0527 0530 0539-0540

0542-0543 0551 0556 0558 0561 0565 0568 0571 0573 0575 0580 0582 0584 0587 0589

0592 0613 0638 0640 0655 0659 0661 0667 0676 0678 0683 0696 0698 0702 0704-0705

0709-0710 0712 0718 0720 0722 0733 0739 0741 0743 0747 0751 0756 0758 0760 0762

0770 0780 0784 0789 0791 0803 0805 0812 0816 0820 0822 0824 0826 0834 0836

0839 0842 0849 0851 0856-0857 0859 0865-0866 0872 0874 0877 0881 0886 0892 0895

0899-0900 0902 0912 0916 0918-0919 0927-0928 0930 0932 0934 0943 0950 0953 0955

0966 0969 0977 0990 1001 1003 1007 1013-1014 1032 1035 1039 1050 1057 1075-1076

1079 1083 1085 1104-1105 1110 1117 1123 1128 1143 1146 1156 1158 1163 1166 1173

1177 1183 1192 1194 1196 1215 1234-1235 1240 1246 1248 1251 1253 1257 1266 1270

1272 1274 1280 1282 1284 1290 1300 1302 1304 1327 1332 1334 1339 1341 1343 1349

1351 1353 1355 1359 1363 1368 1374 1376 1383 1398 1400 1407 1409 1411 1418-1419

1422 1424 1427 1432 1435 1446 1452 1459 1464 1469 1475 1482 1486 1491 1495 1497

1500 1506 1508-1509 1512 1514 1518 1523 1526 1528 1533 1538 1546 1548 1555-1557

1559 1561 1566 1568 1580 1584 1586 1591 1593 1595 1609-1610 1613 1617 1620-1621

1624 1626 1628 1631 1635 1644 1648 1650 1652 1661 1663 1665 1669 1672 1676 1680

1682 1687 1689 1696-1697 1702 1705 1708 1710 1715 1721 1723 1728 1730 1732 1739

1741 1749 1754-1755 1760 1764 1771 1773 1782 1784-1785 1792 1802 1804 1814 1818

1821-1823 1825 1827 1829 1832 1834-1835 1840 1842 1845 1847 1849 1854 1856-1858

1861-1862 1865 1868 1871 1877 1883 1888 1891-1892 1895-1896 1898-1899 1902-1904

1907 1909-1910 1914-1915 1917-1918 1922 1927 1933 1935 1944-1945 1948 1957-1958

1969 1979 1987 1992-1993 1996 1998 2006 2014 2016 2020 2027 2029 2031 2038 2040

2042 2044 2058 2063 2070 2073 2075 2077 2079 2084-2085 2088 2090 2094 2097 2099

2102 2108 2112 2118 2121 2125 2128 2130 2132 2135-2139 2141 2147-2150 2152-2153

2156-2157 2159-2161 2164 2167-2169 2173 2177 2185 2193 2195 2197 2201 2204 2210

2215 2223 2229 2231 2238 2246 2252 2254 2257 2259 2275 2280 2282 2284 2286 2288

2292 2297 2299 2301 2307 2310 2312 2314 2316 2322 2329 2331 2334 2336 2338 2340

2343 2345 2352 2356 2359 2366 2368 2372 2376 2384 2386 2393 2395 2397 2401 2403

2405 2413 2415 2417 2422-2423 2428 2430 2434 2441 2443 2445 2447 2449 2453 2455

2457 2459 2461 2475 2479 2482 2489 2491 2496 2500 2502 2504 2509 2513 2515 2517

2520 2522 2524 2526 2531 2533 2535 2537 2564 2566 2571 2573 2576-2577 2580 2587

2589 2594 2598 2600 2604 2608-2609 2613 2626 2630 2640 2649-2651 2663 2670 2692

OPT + 2000ft

1.4%

OPT 2000 ft

2.1%

OPT 4000 ft

6.2%

OPT 6000 ft

12 %


MSN 0434 0477 0488 0494-0495 0513-0516 0524 0526 0532 0576 0583 0586 0593 0599

0765 0819 0848 0940 0959 1220

OPT + 2000ft

2.3%

OPT 2000 ft

1.4%

OPT 4000 ft

4.6%

OPT 6000 ft

15.2 %




CRUISE

02.070

JUL 28/05


FUEL MONITORING

ALL

The flight plan fuel burn from departure to destination is based on certain assumed conditions.

These include gross weight, cruise altitude, route of flight, temperature, cruise wind and cruise speed.

Actual fuel consumption should be compared with the flight plan fuel consumption at least once every 30 minutes.

The crew should be aware that many factors influence fuel consumption, such as actual flight level, cruise speed and unexpected meteorological conditions. These parameters should normally be reflected in the FMS.

The crew must keep in mind that

.

A significant deviation between planned and actual fuel figures without reason

.

An excessive fuel flow leading to a potential imbalance

.

An abnormal decrease in total fuel quantity (FOB+FU)

May indicate a fuel leak and the associated procedure should be applied.

FUEL TEMPERATURE

ALL

Fuel freeze refers to the formation of wax crystals suspended in the fuel, which can accumulate when fuel temperature is below the freeze point (-47

˚C for jet

A1) and can prevent proper fuel feed to the engines.

During normal operations, fuel temperature rarely decreases to the point that it becomes limiting. However, extended cruise operations increase the potential for fuel temperatures to reach the freeze point. Fuel temperature will slowly reduce towards TAT.

The rate of cooling of fuel can be expected to be in the order of

3

˚C per hour with a maximum of 12˚C per hour in the most extreme conditions.

If fuel temperature approaches the minimum allowed, the ECAM outputs a caution.

Consideration should be given to achieving a higher TAT:




CRUISE

02.070

JUL 28/05

.

Descending or diverting to a warmer air mass may be considered. Below the tropopause, a 4000 ft descent gives a 7

˚C increase in TAT. In severe cases, a descent to as low as 25,000 ft may be required.

.

Increasing Mach number will also increase TAT. An increase of 0.01 Mach produces approximately 0.7

˚C increase in TAT.

In either case, up to one hour may be required for fuel temperature to stabilise.

The crew should consider the fuel penalty associated with either of these actions.


ALL

The latest destination weather should be obtained approximately 15 minutes prior to descent and the FMGS programmed for the descent and arrival. During FMGS programming, the PF will be head down, so it is important that the PNF does not become involved in any tasks other than flying the aircraft. The fuel predictions will be accurate if the F-PLN is correctly entered in terms of arrival, go-around and alternate routing.

The FMGS will be programmed as follows:

DIR

F−PLN

PROG

RAD

NAV

PERF

FUEL

PRED

INIT

SEC

F−PLN

DATA

ATC

COMM

OFF

MCDU

MENU

NOF 02070 04195 0001

FPLN

Lateral:

-- Landing runway, STAR, Approach and Go-around procedure.

-- F-PLN to alternate.

Vertical:

-- Altitude and Speed constraints,

-- Compare vertical F-PLN on MCDU with approach chart

MCDU F-PLN PAGE VS APPROACH CHART CROSSCHECK




CRUISE

02.070

JUL 28/05

FROM

T−P

UTC

BRG319°

NO SEQ

SPD / ALT

1432 161 /

1NM

3000

CD33R

C324°

FD33R

C324°

MD33R

1435

TRK324°

1437

1438

C324°

TOU

DEST TIME

LFBO33R 1438

161 / *

4

161 /

137 /

/ +

DIST

8

*

3

5

3000

3.1

1520

3.1

550

900

EFBO

4.6

Compare vertical

F−PLN on MCDU with Approach Chart

VOR

D5.0

OCA (H) 938’ (439’)

Gnd speed − Kts

Descent Gradient

MAP AT D5.0

5.4%

APT

70

383

499’

M

90 100 120 140 160

492 547 657 766 876

3.0

D8.0

1520’

(1021’)

D12.5

324°

3000

(2501’)

4.5

REIL

PAPI−L

TOU

117.7

on

324°

NOF 02070 04196 0001

RAD NAV

Manually tune the VOR/DME and/or NDB if required. Check ILS ident, frequency and associated course of destination airfield as required. It is not recommended manually forcing the ILS identifier as, in case of late runway change, the associated ILS would not be automatically tuned.

PROG

Insert VOR/DME or landing runway threshold of destination airfield in the

BRG/DIST field as required.

PERF




CRUISE

02.070

JUL 28/05

PERF APPR:

.

Descent winds,

.

Destination airfield weather (QNH, Temperature and wind) The entered wind should be the average wind given by the ATC or ATIS. Do not enter gust values, for example, if the wind is 150/20-25, insert the lower speed 150/20

(With managed speed mode in approach, ground speed mini-function will cope with the gusts).

.

Minima (DH for CATII or CATIII approach and MDA for others approaches)

.

Landing configuration (wind shear anticipated or in case of failure).

PERF GO AROUND: Check thrust reduction and acceleration altitude.

FUEL PRED

Check estimated landing weight, EFOB and extra fuel.

SEC F-PLN

To cover contingencies e.g. runway change, circling or diversion.

Once the FMGS has been programmed, the PNF should then cross check the information prior to the Approach briefing.

APPROACH BRIEFING

ALL

The main objective of the approach briefing is for the PF to inform the PNF of his intended course of action for the approach. The briefing should be practical and relevant to the actual weather conditions expected. It should be concise and conducted in a logical manner. It should be given at a time of low workload if possible, to enable the crew to concentrate on the content. It is very important that any misunderstandings are resolved at this time.

Associated cross check PF briefing

Aircraft type and technical status

NOTAM

Weather




CRUISE

-- Accessibility

-- Runway in use

Fuel

-- Extra fuel

Descent

-- TOD (time, position)

-- MORA, STAR, MSA


Holding (if expected)

-- Entry in holding pattern

-- MHA and MAX speed

Approach

-- Approach type

-- Altitude and FAF identification

-- Descend gradient

-- MDA/DH

-- Missed approach procedure

-- Alternate considerations

Landing

-- Runway condition, length and width

-- Tail strike awareness

-- Use of Auto brake

-- Expected taxi clearance

Radio aids

FUEL PRED page

FPLN page

FPLN page

-- PERF APPR and ND

-- FPLN

-- PFD/FMA

-- PERF APPR

-- FPLN

-- FPLN

RAD NAV

02.070

JUL 28/05




DESCENT

02.080

JUL 28/05

PREFACE

ALL

The PF will set preferably the MCDU PROG or PERF page as required (PROG page provides VDEV in NAV mode and BRG/DIST information, PERF DES page provides predictions down to any inserted altitude in DES/OP DES modes) whereas the PNF will set the MCDU F-PLN page.

If use of radar is required, consider selecting the radar display on the PF side and TERR on PNF side only.

COMPUTATION PRINCIPLES

ALL

TOD AND PROFILE COMPUTATION

The FMGS calculates the Top Of Descent point (TOD) backwards from a position

1000 ft on the final approach with speed at Vapp. It takes into account any descent speed and altitude constraints and assumes managed speed is used.

The first segment of the descent will always be idle segment until the first altitude constraint is reached. Subsequent segments will be "geometric", i.e. the descent will be flown at a specific angle, taking into account any subsequent constraints. If the STAR includes a holding pattern, it is not considered for TOD or fuel computation.

The TOD is displayed on the ND track as a white symbol:

DESCENT PATH




DESCENT

02.080

JUL 28/05

TOD

Idle segment

ALT CSTR

ALT CSTR

250 KT

DECEL

D

Geometric

Segments

FAF

VAPP

1000ft

Descent path

NOF 02080 04200 0001

The idle segment assumes a given managed speed flown with idle thrust plus a small amount of thrust. This gives some flexibility to keep the aircraft on the descent path if engine anti-ice is used or if winds vary. This explains THR DES on the FMA.

The TOD computed by the FMS is quite reliable provided the flight plan is properly documented down to the approach.

MANAGED DESCENT SPEED PROFILE

The managed speed is equal to:

.

The ECON speed (which may have been modified by the crew on the PERF

DES page, before entering DESCENT phase), or

.

The speed constraint or limit when applicable.

GUIDANCE AND MONITORING

ALL

INTRODUCTION




DESCENT

02.080

JUL 28/05

To carry out the descent, the crew can use either the managed descent mode

(DES) or the selected descent modes (OP DES or V/S). Both descent modes can be flown either with selected speed or managed speed.

The modes and monitoring means are actually linked.

The managed DES mode guides the aircraft along the FMS pre-computed descent profile, as long as it flies along the lateral F-PLN: i.e. DES mode is available if NAV is engaged. As a general rule when DES mode is used, the descent is monitored using VDEV called "yoyo" on PFD, or its digital value on the PROG page, as well as the level arrow on the ND.

The selected OP DES or V/S modes are used when HDG is selected or when

ALT CSTR may be disregarded or for various tactical purposes. As a general rule when OP DES or V/S modes are used, the descent is monitored using the

Energy Circle, (displayed if HDG or TRK modes and indicating the required distance to descend, decelerate and land from present position) and the level arrow on the ND. When the aircraft is not far away from the lateral F-PLN (small

XTK), the yoyo on PFD is also a good indicator.

MANAGED DESCENT MODE

The managed descent profile from high altitude is approximately 2.5

˚.

As an estimation of the distance to touchdown is required to enable descent profile monitoring, it is important to ensure that the MCDU F-PLN plan page reflects the expected approach routing.

Any gross errors noted in the descent profile are usually a result of incorrect routing entered in the MCDU or non-sequencing of F-PLN waypoints, giving a false distance to touchdown.

DESCENT INITIATION

To initiate a managed descent, the pilot will set the ATC cleared altitude on the

FCU and push the ALT selector. DES mode engages and is annunciated on the

FMA. If an early descent were required by ATC, DES mode would give 1000 fpm rate of descent, until regaining the computed profile.

To avoid overshooting the computed descent path, it is preferable to push the

FCU ALT selector a few miles prior to the calculated TOD. This method will ensure a controlled entry into the descent and is particularly useful in situations of high cruise Mach number or strong upper winds.

If the descent is delayed, a "DECELERATE" message appears in white on the

PFD and in amber on the MCDU.

Speed should be reduced towards green dot, and when cleared for descent, the pilot will push for DES and push for managed speed. The speed reduction prior to descent will enable the aircraft to recover the computed profile more quickly as it accelerates to the managed descent speed.




DESCENT

02.080

JUL 28/05

DESCENT PROFILE

When DES with managed speed is engaged, the AP/FD guides the aircraft along the pre-computed descent path determined by a number of factors such as altitude constraints, wind and descent speed. However, as the actual conditions may differ from those planned, the DES mode operates within a 20 kts speed range around the managed target speed to maintain the descent path.

MANAGED DECENT: SPEED TARGET RANGE PRINCIPLE

More headwind descent profile case a)

More tailwind case b) or ENG A/I ON

310

290

NOF 02080 04201 0001

If the aircraft gets high on the computed descent path:

.

The speed will increase towards the upper limit of the speed range, to keep the aircraft on the path with IDLE thrust.

.

If the speed reaches the upper limit, THR IDLE is maintained, but the autopilot does not allow the speed to increase any more, thus the VDEV will slowly increase.

.

A path intercept point, which assumes half speedbrake extension, will be displayed on the ND descent track.

.

If speed brakes are not extended, the intercept point will move forward. If it gets close to an altitude-constrained waypoint, then a message "AIR BRAKES"




DESCENT

02.080

JUL 28/05 or "MORE DRAG", depending of the FMGS standard, will be displayed on the

PFD and MCDU.

This technique allows an altitude constraint to be matched with minimum use of speedbrakes.

When regaining the descent profile, the speedbrakes should be retracted to prevent the A/THR applying thrust against speedbrakes.

If the speedbrakes are not retracted, the "SPD BRK" message on the ECAM memo becomes amber and "RETRACT SPEEBRAKES" is displayed in white on the PFD.

A/C ABOVE DECENT PATH

Actual descent path Predicted path

Brakes

ALT CSTR

Descent path as per F PLN

NOF 02080 04202 0001

If the aircraft gets low on the computed descent path:

The speed will decrease towards the lower limit of the speed range with idle thrust. When the lower speed limit is reached the A/THR will revert to

SPEED/MACH mode and apply thrust to maintain the descent path at this lower speed. The path intercept point will be displayed on the ND, to indicate where the descent profile will be regained.

A/C BELOW DESCENT PATH




DESCENT

Descent path as per F PLN

02.080

JUL 28/05

Predicted shallow converging path

NOF 02080 04203 0001

If selected speed is used:

The descent profile remains unchanged. As the selected speed may differ from the speed taken into account for pre-computed descent profile and speed deviation range does not apply, the aircraft may deviate from the descent profile e.g. if the pilot selects 275 kts with a pre-computed descent profile assuming managed speed 300 kts, VDEV will increase.

SELECTED DESCENT

There are 2 modes for flying a selected descent, namely OP DES and V/S.

These modes will be used for pilot tactical interventions.

V/S mode is automatically selected when HDG or TRK mode is selected by the pilot, while in DES mode. Furthermore, in HDG or TRK mode, only V/S or OP

DES modes are available for descent.

To initiate a selected descent, the pilot should set the ATC cleared altitude on the FCU and pull the ALT selector. OP DES mode engages and is annunciated on the FMA. In OP DES mode, the A/THR commands THR IDLE and the speed is controlled by the THS.

Speed may be either managed or selected. In managed speed, the descent speed is displayed only as a magenta target but there is no longer a speed target range since the pre-computed flight profile does not apply.

The AP/FD will not consider any MCDU descent altitude constraints and will fly an unrestricted descent down to the FCU selected altitude.

If the crew wishes to steep the descent down, OP DES mode can be used, selecting a higher speed. Speedbrake is very effective in increasing descent rate




DESCENT

02.080

JUL 28/05 but should be used with caution at high altitude due to the associated increase in VLS.

If the pilot wishes to shallow the descent path, V/S can be used. A/THR reverts to SPEED mode. In this configuration, the use of speedbrakes is not recommended to reduce speed, since this would lead to thrust increase and the speed would be maintained.

MODE REVERSION

MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085

0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146

0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199

0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280

0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354

0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409

0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487

0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528

0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573

0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617

0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656

0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691

0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740

0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781

0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817

0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857

0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227

If a high V/S target is selected, the autopilot will pitch the aircraft down to fly the target V/S. Thus the aircraft will tend to accelerate, while A/THR commands idle thrust to try to keep the speed. When IAS will reach a speed close to VMO or

VFE, the descent mode will revert to OP DES to regain the initial target speed.




DESCENT

02.080

JUL 28/05

MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107

0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172

0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263

0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346

0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412

0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505

0509 0513-0522 0524 0526 0529 0532-0533 0535 0541 0544-0545 0548 0553 0559-0560

0562-0564 0566-0567 0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0598-0600

0603 0608-0610 0612 0616 0618 0621 0623 0625 0627 0629 0635-0637 0640-0644 0647

0651-0653 0657 0660 0663-0665 0668 0673 0676 0679-0681 0686-0687 0689-0690 0692

0694 0696 0698-0701 0703-0710 0712-0713 0715-0718 0720 0722-0725 0727 0729-0730

0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755 0760-0761 0764-0768 0771 0774

0776-0778 0782-0783 0786 0788-0790 0793 0796-0798 0801 0804 0806-0807 0809-0810 0815

0818-0819 0821 0825 0827 0830 0832-0833 0835 0837-0838 0841 0843-0844 0846-0850

0853-0855 0858-0864 0867-0868 0870-0876 0878-0879 0881-0887 0889-0962 0964-1007

1009-1041 1043-1203 1205-1226 1228-2702

If a high V/S target is selected (or typically after a DES to V/S reversion), the autopilot will pitch the aircraft down to fly the target V/S. Thus the aircraft will tend to accelerate, while A/THR commands idle thrust to try to keep the speed. When

IAS will reach a speed close to VMO or VFE, the autopilot will pitch the aircraft up, so as to fly a V/S allowing VMO or VFE to be maintained with idle thrust.

DESCENT CONSTRAINTS




DESCENT

02.080

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895

Descent constraints may be automatically included in the route as part of an arrival procedure or they may be manually entered through the MCDU F-PLN page.

The aircraft will attempt to meet these as long as DES mode is being used.

The crew should be aware that an ATC "DIR TO" clearance automatically removes the requirement to comply with the speed/altitude constraints assigned to the waypoints deleted from the F-PLN.

Following the selection of HDG, DES mode will switch automatically to V/S, and altitude constraints will no longer be taken into account.




DESCENT

02.080

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715

0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911

0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002

1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082

1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140

1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185

1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242

1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302

1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353

1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406

1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453

1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491

1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528

1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571

1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619

1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673

1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723

1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777

1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833

1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702

Descent constraints may be automatically included in the route as part of an arrival procedure or they may be manually entered through the MCDU F-PLN page.

The aircraft will attempt to meet these as long as DES mode is being used.

The crew should be aware that an ATC "DIR TO" clearance automatically removes the requirement to comply with the speed/altitude constraints assigned to the waypoints deleted from the F-PLN. However, if intermediate waypoints are relevant, e.g. for terrain awareness, then "DIR TO" with ABEAMS may be an appropriate selection as constraints can be re-entered into these waypoints if required.

Following the selection of HDG, DES mode will switch automatically to V/S, and altitude constraints will no longer be taken into account.

10.000 FT FLOW PATTERN

ALL




DESCENT

10.000 FT FLOW PATTERN

02.080

JUL 28/05

MECH ALL FWD AFT

RAIN RPLNT

SLOW

FAST

WIPER

OFF

ON

WING

FAULT

ON

OFF

RWY TURN OFF

ON

A

U

T

O

OFF

OFF

L

1

ON

ENG 1

FAULT

ON

ON

OFF

R

NAV

2

OFF

ENG 2

FAULT

ON

OFF

OFF

APU

MASTER SW

FAULT

ON

AVAIL

ON

A

U

T

O

OVHD INTEG LT

OFF

MAN V/S CTL

UP

BRT

MODE SEL

FAULT

OVRD

T

O

A

U

14

12

10

−2

0

4

2

ON ON ON ON

DN

8 6

WIPER

OFF

STBY COMPASS

INIT LT

DOME

OFF

ANN LT

TEST

SLOW

BRT

DIM

BRT

SIGNS

OFF

EMER EXIT LT

FAST

SEAT BELTS

ON

DIM

RAIN RPLNT

ON

OFF

2

NO SMOKING

ON

A

U

T

O

OFF

OFF

OFF

ON

7

6

9

0

ALT m bar

4

2

3

311VU

L C

P 1 A 2

A T

1 0 1

A T

A R

U K

L G R

U L U K

D L

A T R

M D

K

D L E L

A S &

N W T

M X

H T

10

20

ADF

ARPT

40

OFF

VOR

NDB

3

VOR.D

80

160

320

WPT

NAV

ROSE

VOR ARC

ILS

ADF

2

OFF

4

VOR

PLAN

ENG

CSTR in Hg

ILS

QFE

PULL

STD

FD mb

4 2

C O O

S D S C R R Y

LS P/B

F O

M S

W N

M S

C T

D M E

30

33

D M E

3

6

A D F A D F

0 0 0 0

RADIO NAV

S E T

DATE

50

RUN

STOP

E T

RST

40

D N

C H R min

10

D Y

MO

H R

M G T

MIN

U R

N

G M T min

E T

20

A U

3

0

1 1

P E

4

3

0

B

P

K

1 0

CHR

5

0

0

T.O.

CONFIG

EMER

CANC



ALL

APU

NAV ACCY

6

NOF 02080 04204 0001




HOLDING

02.090

JUL 28/05

PREFACE

ALL

Whenever holding is anticipated, it is preferable to maintain cruise level and reduce speed to green dot, with ATC clearance, to minimize the holding requirement. As a rule of thumb, a 0.05 Mach decrease during one hour equates to 4 minutes hold. However, other operational constraints might make this option inappropriate.

A holding pattern can be inserted at any point in the flight plan or may be included as part of the STAR. In either case, the holding pattern can be modified by the crew.

HOLDING SPEED AND CONFIGURATION

ALL

If a hold is to be flown, provided NAV mode is engaged and the speed is managed, an automatic speed reduction will occur to achieve green dot speed when entering the holding pattern. Green dot speed corresponds to an approximation of the best lift to drag ratio and provides the lowest hourly fuel consumption.

If green dot speed is greater than the ICAO or state maximum holding speed, the crew should select flap 1 below 20.000 ft and fly S speed. Fuel consumption will be increased when holding in anything other than clean configuration and green dot speed.

IN THE HOLDING PATTERN

ALL

The holding pattern is not included in the descent path computation since the

FMGS does not know how many patterns will be flown. When the holding fix is sequenced, the FMGS assumes that only one holding pattern will be flown and updates predictions accordingly. Once in the holding pattern, the VDEV indicates




HOLDING

02.090

JUL 28/05 the vertical deviation between current aircraft altitude and the altitude at which the aircraft should cross the exit fix in order to be on the descent profile.

The DES mode guides the aircraft down at -1000 fpm whilst in the holding pattern until reaching the cleared altitude or altitude constraint.

When in the holding pattern, LAST EXIT UTC/FUEL information is displayed on the MCDU HOLD page. These predictions are based upon the fuel policy requirements specified on the MCDU FUEL PRED page with no extra fuel, assuming the aircraft will divert. The crew should be aware that this information is computed with defined assumptions e.g.:

.

Aircraft weight being equal to landing weight at primary destination

.

Flight at FL 220 if distance to ALTN is less than 200 NM, otherwise FL310 performed at maximum range speed.

.

Constant wind (as entered in alternate field of the DES WIND page).

.

Constant delta ISA (equal to delta ISA at primary destination)

.

Airway distance for a company route, otherwise direct distance.

Alternate airport may be modified using the MCDU ALTN airport page which can be accessed by a lateral revision at destination.

To exit the holding pattern, the crew should select either:

.

IMM EXIT (The aircraft will return immediately to the hold fix, exit the holding pattern and resume its navigation) or

.

HDG if radar vectors or

.

DIR TO if radar vectors or




APPROACH GENERAL

02.100

JUL 28/05

PREFACE

ALL

This section covers general information applicable to all approach types.

Techniques, which apply to specific approach types, will be covered in dedicated chapters.

All approaches are divided into three parts (initial, intermediate and final) where various drills have to be achieved regardless of the approach type.

THE APPROACH PARTS AND ASSOCIATED ACTIONS

IAF

Initial Appr

FM NAV ACCY check

Select FLYING REF (attitude/bird)

Activate APPR Phase

Intermediate Appr

D

Regulate A/C deceleration and conf

Manage final axis interception

Final Appr

Monitor appr mode engagement

Monitor trajectory with raw data

Be stabilized at 1000 ft (500 ft)

FAF

NOF 02100 04206 0001

INITIAL APPROACH




APPROACH GENERAL

02.100

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

NAVIGATION ACCURACY

Prior to any approach, a navigation accuracy check is to be carried out. On aircraft equipped with GPS however, no navigation accuracy check is required as long as GPS PRIMARY is available.

Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has to be carried out. The navigation accuracy determines which AP modes the crew should use and the type of display to be shown on the ND.

THE FLYING REFERENCE

It is recommended to use the FD bars for ILS approaches and the FPV called

"bird" with FPD for non-precision or circling approach approaches.

APPROACH PHASE ACTIVATION




APPROACH GENERAL

02.100

JUL 28/05

Activation of the approach phase will initiate a deceleration towards VAPP or the speed constraint inserted at FAF, whichever applies.

When in NAV mode with managed speed, the approach phase activates automatically when sequencing the deceleration pseudo-waypoint . If an early deceleration is required, the approach phase can be activated on the MCDU

PERF APPR page.

When the approach phase is activated, the magenta target speed becomes VAPP.

When in HDG mode, e.g. for radar vectoring, the crew will activate the approach phase manually.

There are two approach techniques:

.

The decelerated approach

.

The stabilized approach

THE DECELERATED APPROACH

This technique refers to an approach where the aircraft reaches 1000 ft in the landing configuration at VAPP. In most cases, this equates to the aircraft being in Conf 1 and at S speed at the FAF. This is the preferred technique for an ILS approach. The deceleration pseudo-waypoint assumes a decelerated approach technique.

THE STABILIZED APPROACH

This technique refers to an approach where the aircraft reaches the FAF in the landing configuration at VAPP. This technique is recommended for non-precision approaches. To get a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.

STABILIZED VERSUS DECELERATED APPROACH

FAF

Ldg Conf/VAPP at FAF

FAF

Conf1/S speed at FAF

STABILIZED APPR DECELERATED APPR

NOF 02100 04207 0001

F-PLN SEQUENCING




APPROACH GENERAL

02.100

JUL 28/05

When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode, the F-PLN waypoints will sequence automatically only if the aircraft flies close to the programmed route. Correct F-PLN sequencing is important to ensure that the programmed missed approach route is available in case of go-around. A good cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper right side of the ND, which should remain meaningful.

If under radar vectors and automatic waypoint sequencing does not occur, the

F-PLN will be sequenced by deleting the FROM WPT on the F-PLN page until the next likely WPT to be over flown is displayed as the TO WPT on the ND.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660

0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907

0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000

1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080

1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137

1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176

1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235

1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283

1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346

1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398

1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444

1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483

1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518

1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562

1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602

1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652

1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699

1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754

1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808

1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864

1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114

2116-2136 2138-2142 2144-2156 2158-2251 2253-2702


Prior to any approach, a navigation accuracy check is to be carried out. On aircraft equipped with GPS however, no navigation accuracy check is required as long as GPS PRIMARY is available.

Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has to be carried out. The navigation accuracy determines which AP modes the crew should use and the type of display to be shown on the ND.




APPROACH GENERAL

02.100

JUL 28/05

THE FLYING REFERENCE

It is recommended to use the FD bars for ILS approaches and the FPV called

"bird" with FPD for non-precision or circling approach approaches.


Activation of the approach phase will initiate a deceleration towards VAPP or the speed constraint inserted at FAF, whichever applies.

When in NAV mode with managed speed, the approach phase activates automatically when sequencing the deceleration pseudo-waypoint. If an early deceleration is required, the approach phase can be activated on the MCDU

PERF APPR page.

When the approach phase is activated, the magenta target speed becomes VAPP.

When in HDG mode, e.g. for radar vectoring, the crew will activate the approach phase manually.

There are two approach techniques:

.

The decelerated approach

.

The stabilized approach

THE DECELERATED APPROACH

This technique refers to an approach where the aircraft reaches 1000 ft in the landing configuration at VAPP. In most cases, this equates to the aircraft being in Conf 1 and at S speed at the FAF. This is the preferred technique for an ILS approach. The deceleration pseudo waypoint assumes a decelerated approach technique.

THE STABILIZED APPROACH

This technique refers to an approach where the aircraft reaches the FAF in the landing configuration at VAPP. This technique is recommended for non-precision approaches. To get a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.

STABILIZED VERSUS DECELERATED APPROACH



STABILIZED APPR

FAF

Ldg Conf/VAPP at FAF


APPROACH GENERAL

DECELERATED APPR

FAF

Conf1/S speed at FAF

02.100

JUL 28/05

NOF 02100 04208 0001

F-PLN SEQUENCING

When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode, the F-PLN waypoints will sequence automatically only if the aircraft flies close to the programmed route. Correct F-PLN sequencing is important to ensure that the programmed missed approach route is available in case of go-around. A good cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper right side of the ND, which should remain meaningful.

If under radar vectors and automatic waypoint sequencing does not occur, the

F-PLN will be sequenced by either using the DIR TO RADIAL IN function or by deleting the FROM WPT on the F-PLN page until the next likely WPT to be over flown is displayed as the TO WPT on the ND.

INTERMEDIATE APPROACH




APPROACH GENERAL

02.100

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895

The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude and configuration at FAF.

DECELERATION AND CONFIGURATION CHANGE

Managed speed is recommended for the approach. Once the approach phase has been activated, the A/THR will guide aircraft speed towards the maneuvering speed of the current configuration, whenever higher than VAPP, e.g. green dot for Config 0, S speed for Config 1 etc.

To achieve a constant deceleration and to minimize thrust variation, the crew should extend the next configuration when reaching the next configuration maneuvering speed + 10 kts (IAS must be lower than VFE next), e.g. when the speed reaches green dot + 10 kts, the crew should select Config 1. Using this technique, the mean deceleration rate will be approximately 10 kts/NM in level flight. This deceleration rate will be twice i.e. 20 kts/NM, with the use of the speedbrakes.




APPROACH GENERAL

02.100

JUL 28/05

If selected speed is to be used to comply with ATC, the requested speed should be selected on FCU. A speed below the manoeuvring speed of the present configuration may be selected provided it is above VLS. When the ATC speed constraint no longer applies, the pilot should push the FCU speed selector to resume managed speed.

When flying the intermediate approach in selected speed, the crew will activate the approach phase. This will ensure further proper speed deceleration when resuming managed speed; otherwise the aircraft will accelerate to the previous applicable descent phase speed.

In certain circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient. In this case, the landing gear may be lowered, preferably below

220 kts (to avoid gear doors overstress), and before selection of Flap 2.

Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:

.

The increase in VLS with the use of speedbrakes

.

The limited effect at low speeds

.

The speed brake auto-retraction when selecting Conf 3 (A321 only) or Conf full. (Not applicable for A318)

INTERCEPTION OF FINAL APPROACH COURSE

To ensure a smooth interception of final approach course, the aircraft ground speed should be appropriate, depending upon interception angle and distance to runway threshold. The pilot should refer to applicable raw data (LOC, needles),

XTK information on ND and wind component for the selection of an appropriate

IAS.

If ATC provides radar vectors, the crew will sequence the F-PLN by checking that the TO WPT, on upper right hand corner of ND, is the most probable one and meaningful. This provides:

.

A comprehensive ND display

.

An assistance for lateral interception (XTK)

.

A meaningful vertical deviation

.

The go around route to be displayed.

When established on the LOC, a DIR TO should not be performed to sequence the F-PLN as this will result in the FMGS reverting to NAV mode. In this case, the LOC will have to be re-armed and re-captured, increasing workload unduly.

The final approach course interception in NAV mode is possible if GPS is

PRIMARY or if the navigation accuracy check is positive.




APPROACH GENERAL

02.100

JUL 28/05

If ATC gives a new wind for landing, the crew will update it on MCDU PERF

APPR page.

Once cleared for the approach, the crew will press the APPR P/B to arm the approach modes when applicable.

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715

0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911

0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002

1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082

1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140

1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185

1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242

1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302

1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353

1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406

1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453

1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491

1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528

1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571

1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619

1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673

1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723

1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777

1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833

1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702

The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude and configuration at FAF.

DECELERATION AND CONFIGURATION CHANGE

Managed speed is recommended for the approach. Once the approach phase has been activated, the A/THR will guide aircraft speed towards the maneuvering speed of the current configuration, whenever higher than VAPP, e.g. green dot for Config 0, S speed for Config 1 etc.

To achieve a constant deceleration and to minimize thrust variation, the crew should extend the next configuration when reaching the next configuration maneuvering speed + 10 kts (IAS must be lower than VFE next), e.g. when the speed reaches green dot + 10 kts, the crew should select Config 1. Using this technique, the mean deceleration rate will be approximately 10 kts/NM in level




APPROACH GENERAL

02.100

JUL 28/05 flight. This deceleration rate will be twice i.e. 20 kts/NM, with the use of the speedbrakes.

If selected speed is to be used to comply with ATC, the requested speed should be selected on FCU. A speed below the manoeuvring speed of the present configuration may be selected provided it is above VLS. When the ATC speed constraint no longer applies, the pilot should push the FCU speed selector to resume managed speed.

When flying the intermediate approach in selected speed, the crew will activate the approach phase. This will ensure further proper speed deceleration when resuming managed speed; otherwise the aircraft will accelerate to the previous applicable descent phase speed.

In certain circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient. In this case, the landing gear may be lowered, preferably below

220 kts (to avoid gear doors overstress), and before selection of Flap 2.

Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:

.

The increase in VLS with the use of speedbrakes

.

The limited effect at low speeds

.

The speed brake auto-retraction when selecting the landing configuration. (Not applicable for A318)


To ensure a smooth interception of final approach course, the aircraft ground speed should be appropriate, depending upon interception angle and distance to runway threshold. The pilot should refer to applicable raw data (LOC, needles),

XTK information on ND and wind component for the selection of an appropriate

IAS.

If ATC provides radar vectors, the crew will use the DIR TO RADIAL INBND facility. This ensures:

.

A proper F-PLN sequencing

.

A comprehensive ND display

.

An assistance for lateral interception

.

The VDEV to be computed on reasonable distance assumptions.

However, considerations should be given the following:

.

A radial is to be inserted in the MCDU. In the following example, the final approach course is 090

˚ corresponding to radial 270˚.

.

Deceleration will not occur automatically as long as lateral mode is HDG




APPROACH GENERAL

02.100

JUL 28/05

When established on the LOC, a DIR TO should not be performed to sequence the F-PLN as this will result in the FMGS reverting to NAV mode. In this case, the LOC will have to be re-armed and re-captured, increasing workload unduly.

The final approach course interception in NAV mode is possible if GPS is

PRIMARY or if the navigation accuracy check is positive.

USE OF DIR TO RADIAL IN FACILITY

FAF

XTK

INTCPT RADIAL 270 dist

090

NOF 02100 04209 0001

If ATC gives a new wind for landing, the crew will update it on MCDU PERF

APPR page.

Once cleared for the approach, the crew will press the APPR P/B to arm the approach modes when applicable.

FINAL APPROACH

ALL

FINAL APPROACH MODE ENGAGEMENT MONITORING

The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully managed NPA or will select the Final Path Angle (FPA) reaching FAF for selected NPA. If the capture or engagement is abnormal, the pilot will either use an appropriate selected mode or take over manually.

FINAL APPROACH MONITORING




APPROACH GENERAL

02.100

JUL 28/05

The final approach is to be monitored through available data. Those data depends on the approach type and the result of the navigation accuracy check.

Approach type

ILS

Managed NPA

Managed NPA

Selected NPA

Navigation accuracy check

-

GPS primary

Non GPS PRIMARY

Accuracy check negative

Data to be monitored

LOC, GS deviation, DME and/or OM

VDEV, XTK and F-PLN

VDEV, XTK, Needles, DME and ALT

Needles, DME and ALT,

Time

USE OF A/THR

The pilot should use the A/THR for approaches as it provides accurate speed control. The pilot will keep hand on the thrust levers so as to be prepared to react if needed. If for any reason, the speed drops below VAPP significantly, the pilot will push the thrust levers forward above CLB detent (but below MCT) till the speed trend arrow indicates an acceleration then bring back the thrust levers into CLB detent. This is enough to be quickly back on speed.

USE OF A/THR FOR FINAL APPROACH

CLB

MCT

CLB

MCT

Speed drop

Move levers above CLB

Acceleration

Bring levers back to CLB

NOF 02100 04210 0001

The pilot should keep in mind, however, that, when below 100 ft AGL, moving the thrust levers above the CLB detent would result in the A/THR disconnection.

During final approach, the managed target speed moves along the speed scale as a function of wind variation. The pilot should ideally check the reasonableness of the target speed by referring to GS on the top left on ND. If the A/THR




APPROACH GENERAL

02.100

JUL 28/05 performance is unsatisfactory, the pilot should disconnect it and control the thrust manually.

If the pilot is going to perform the landing using manual thrust, the A/THR should be disconnected by 1000 feet on the final approach.

GO-AROUND ALTITUDE SETTING

When established on final approach, the go-around altitude must be set on FCU.

This can be done at any time when G/S or FINAL mode engages. However, on a selected Non Precision Approach, i.e. when either FPA or V/S is used, the missed approach altitude must only be set when the current aircraft altitude is below the missed approach altitude, in order to avoid unwanted ALT*.

TRAJECTORY STABILIZATION

The aircraft will be stabilized in path, configuration and speed at

.

1000 ft AGL minimum IMC

.

500 ft AGL minimum VMC

Or as restricted by the airline policy/regulations otherwise a go-around should be initiated.

REACHING THE MINIMA

Decision to land or go-around must be made at MDA/DH at the latest. Reaching the MDA/DH, at MINIMUM call out:

.

If suitable visual reference can be maintained and the aircraft is properly established, continue and land.

.

If not, go-around.

The MDA/DH should not be set as target altitude on the FCU. If the MDA/DH were inserted on the FCU, this would cause a spurious ALT* when approaching

MDA/DH, resulting in the approach becoming destabilised at a critical stage.

AP DISCONNECTION

During the final approach with the AP engaged, the aircraft will be stabilised and tracking towards the runway. Therefore, when disconnecting the AP for a manual landing, the pilot should avoid the temptation to make large inputs on the sidestick.

Common errors are reducing the drift too early and/or descending below the final path.



APPROACH GENERAL

02.100

JUL 28/05


VAPP

MSN 0002-0068 0073-0077 0080-0082 0084-0085 0087-0091 0095-0103 0106-0108 0112-0115

0118-0134 0136 0138-0146 0148-0160 0163-0171 0173-0199 0203-0208 0210-0215 0219-0266

0270-0345 0347-0363 0365-0381 0383-0384 0386-0400 0402-0411 0413-0432 0435-0457

0459-0467 0469-0472 0475-0476 0478-0483 0485-0487 0489-0492 0496-0497 0499-0501

0503-0504 0506-0508 0510-0512 0523 0525 0527-0528 0530-0531 0534 0537 0539-0540

0542-0543 0547 0549 0551 0554 0556 0558 0561 0565 0568-0569 0571 0573 0575

0579-0580 0582 0584 0587 0589-0590 0592 0594 0601 0605 0607 0611 0613 0615 0617

0619 0622 0624 0626 0628 0630 0632 0638 0640 0645 0648 0650 0653 0655 0657-0659

0661-0662 0665 0667 0669 0671 0676 0678 0683 0685 0696 0698 0702 0704-0710 0712

0714 0716 0718 0720 0722 0724 0726 0730 0733 0735 0737 0739 0741 0743 0745 0747

0749 0751 0753-0754 0758 0760 0762 0764 0766 0770 0772 0778 0780 0786 0789 0791

0795 0799 0801 0803 0805 0807 0814 0818 0820 0822 0824 0826 0828 0830 0832 0834

0836 0838-0839 0842 0846 0849 0851 0854 0856-0857 0859 0865-0866 0872 0874 0876

0879 0881 0883 0886 0888 0892 0895 0897 0899-0900 0902-0903 0907 0909 0911-0912

0914 0916 0918-0919 0921 0923 0925 0927-0928 0932 0937 0939 0943 0950 0953 0955

0958 0962 0964 0966-0967 0969 0973 0975 0977-0978 0981 0984 0986 0988 0990 0992

0994 0996 1001 1003 1005 1007 1009 1011 1013 1037 1059 1063 1067 1087 1099 1101

1119 1200 1208 1221 1229 1255 1262 1288 1292 1318 1347 1379 1396 1430 1454 1461

1484 1516 1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1736 1789 1793 1809

1812 1973 2054 2061 2082 2092 2225 2242 2248 2347 2391

The approach speed (VAPP) is defined by the crew to perform the safest approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF, icing and downburst.

-

VAPP=VLS +

Gross weight

Configuration

Max

5 ks for severe icing

5 kts for A/THR ON

1/3 of steady headwind (limited to 15 kts)

NOF 02100 04213 0001

In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page, once tower wind and FLAP3 or FLAP FULL landing configuration has been inserted (VAPPfmgc = Vls + 5kt + 1/3 tower head wind component on landing

RWY in the F-PLN}).




APPROACH GENERAL

02.100

JUL 28/05

The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if landing is performed with A/THR OFF, with no wind, no downburst and no icing.

He can insert a higher VAPP in case of strong suspected downburst, but this increment is limited to 15 kts above VLS.

The crew will bear in mind that the wind entered in MCDU PERF APPR page considers the wind direction to be in the same reference as the runway direction e. g. if airport is magnetic referenced, the crew will insert magnetic wind. The wind direction provided by ATIS and tower is given in the same reference as the runway direction whereas the wind provided by VOLMET, METAR or TAF is always true referenced.

VAPP is computed at predicted landing weight while the aircraft is in CRZ or

DES phase. Once the approach phase is activated, VAPP is computed using current gross weight.

Managed speed should be used for final approach as it provides Ground Speed mini (GS mini) guidance, even when the VAPP has been manually inserted.

MSN 0069-0072 0078 0083 0086 0093-0094 0104 0110-0111 0116-0117 0135 0137 0147

0161-0162 0172 0200-0202 0209 0216-0218 0267-0269 0346 0364 0382 0385 0401 0412

0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505 0509 0513-0522

0524 0526 0529 0532-0533 0535 0538 0541 0544-0546 0548 0550 0552-0553 0555

0557 0559-0560 0562-0564 0566-0567 0570 0572 0574 0576-0578 0581 0583 0585-0586

0588 0591 0593 0595-0600 0603-0604 0606 0608-0610 0612 0614 0616 0618 0620-0621

0623 0625 0627 0629 0631 0633-0637 0639 0641-0644 0646-0647 0649 0651-0652 0654

0656 0660 0663-0664 0666 0668 0670 0672-0675 0677 0679-0682 0684 0686-0695 0697

0699-0701 0703 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734

0736 0738 0740 0742 0744 0746 0748 0750 0752 0755-0757 0759 0761 0763 0765

0767-0769 0771 0773-0777 0779 0781-0785 0787-0788 0790 0792-0794 0796-0798 0800

0802 0804 0806 0808-0813 0815-0817 0819 0821 0823 0825 0827 0829 0831 0833 0835

0837 0840-0841 0843-0845 0847-0848 0850 0852-0853 0855 0858 0860-0864 0867-0871

0873 0875 0877-0878 0880 0882 0884-0885 0887 0889-0891 0893-0894 0896 0898 0901

0904-0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929-0931 0933-0936 0938

0940-0942 0944-0949 0951-0952 0954 0956-0957 0959-0961 0963 0965 0968 0970-0972

0974 0976 0979-0980 0982-0983 0985 0987 0989 0991 0993 0995 0997-1000 1002 1004

1006 1008 1010 1012 1014-1036 1038-1058 1060-1062 1064-1066 1068-1086 1088-1098

1100 1102-1118 1120-1199 1201-1207 1209-1220 1222-1228 1230-1254 1256-1261 1263-1287

1289-1291 1293-1317 1319-1346 1348-1378 1380-1395 1397-1429 1431-1453 1455-1460

1462-1483 1486-1515 1517-1529 1531-1534 1536-1539 1541-1549 1551-1632 1634-1640

1642-1645 1647-1654 1656-1673 1675-1693 1695-1735 1737-1788 1790-1792 1794-1808

1810-1811 1814-1972 1974-2053 2055-2060 2062-2081 2083-2091 2093-2224 2226-2241

2243-2247 2249-2346 2348-2390 2392-2702

The approach speed (VAPP) is defined by the crew to perform the safest approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF, icing and downburst.




APPROACH GENERAL

02.100

JUL 28/05

VAPP=VLS +

Gross weight

Configuration

Max

5 kts for severe icing

5 kts for A/THR ON

1/3 of steady headwind (limited to 15 kts)

NOF 02100 04214 0001

In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page, once tower wind and FLAP3 or FLAP FULL landing configuration has been inserted (VAPPfmgc = Vls + max of {5kt, 1/3 tower head wind component on landing RWY in the F-PLN}).

The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if landing is performed with A/THR OFF, with no wind, no downburst and no icing.

He can insert a higher VAPP in case of strong suspected downburst, but this increment is limited to 15 kts above VLS.

The crew will bear in mind that the wind entered in MCDU PERF APPR page considers the wind direction to be in the same reference as the runway direction e. g. if airport is magnetic referenced, the crew will insert magnetic wind. The wind direction provided by ATIS and tower is given in the same reference as the runway direction whereas the wind provided by VOLMET, METAR or TAF is always true referenced.

VAPP is computed at predicted landing weight while the aircraft is in CRZ or

DES phase. Once the approach phase is activated, VAPP is computed using current gross weight.

Managed speed should be used for final approach as it provides Ground Speed mini (GS mini) guidance, even when the VAPP has been manually inserted.

GROUND SPEED MINI




APPROACH GENERAL

02.100

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

PURPOSE

The purpose of the ground speed mini function is to keep the aircraft energy level above a minimum value, whatever the wind variations or gusts.

This 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.

It provides additional but rational safety margins in shears.

It allows pilots "to understand what is going on" in perturbed approaches by monitoring the target speed magenta bugs: when target goes up = head wind gust.

COMPUTATION




APPROACH GENERAL

02.100

JUL 28/05

This minimum energy level is the energy the aircraft will have at landing with the expected tower wind; it is materialized by the ground speed of the aircraft at that time which is called GS mini:

GS mini = VAPP - Tower head wind component

In order to achieve that goal, the aircraft ground speed should never drop below

GS mini in the approach, while the winds are changing. Thus the aircraft IAS must vary while flying down, in order to cope with the gusts or wind changes. In order to make this possible for the pilot or for the ATHR, the FMGS continuously computes an IAS target speed, which ensures that the aircraft ground speed is at least equal to GS mini; the FMGS uses the instantaneous wind component experienced by the aircraft:

IAS Target Speed = GS mini + Current headwind component

This target speed is limited by VAPP in case of tailwind or if instantaneous wind is lower than the tower wind.

EXAMPLE

VLS=130 kts

Tower wind=20 kt Head wind

Vapp=130 + 1/3 HW

=137 kt

GS mini=Vapp − HW

=117 kt

(a)

(b)

(c)

20 kts headwind

40 kts headwind

10 kts Tailwind

Tower wind

NOF 02100 04215 0001




APPROACH GENERAL

02.100

JUL 28/05

(a)

Current wind

= tower wind

(b)

Head wind gust

(c)

Tailwind gust

Vapp is the IAS target

Ground speed = GS mini

The IAS target increases

The IAS increases

GS mini is maintained

The IAS target decreases

(not below Vapp)

The IAS decreases

GS increases

Thrust slightly increases Thrust slightly decreases

140 160

140

160

140

120

GS

GS mini

GS

GS mini

GS

GS mini

GS 117 GS 117 GS 147

NOF 02100 04216 0001




APPROACH GENERAL

02.100

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660

0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907

0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000

1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080

1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137

1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176

1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235

1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283

1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346

1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398

1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444

1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483

1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518

1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562

1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602

1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652

1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699

1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754

1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808

1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864

1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114

2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

PURPOSE

The purpose of the ground speed mini function is to keep the aircraft energy level above a minimum value, whatever the wind variations or gusts.

This 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.

It provides additional but rational safety margins in shears.

It allows pilots "to understand what is going on" in perturbed approaches by monitoring the target speed magenta bugs: when target goes up = head wind gust.

COMPUTATION

This minimum energy level is the energy the aircraft will have at landing with the expected tower wind; it is materialized by the ground speed of the aircraft at that time which is called GS mini:




APPROACH GENERAL

02.100

JUL 28/05

GS mini = VAPP - Tower head wind component

In order to achieve that goal, the aircraft ground speed should never drop below

GS mini in the approach, while the winds are changing. Thus the aircraft IAS must vary while flying down, in order to cope with the gusts or wind changes. In order to make this possible for the pilot or for the ATHR, the FMGS continuously computes an IAS target speed, which ensures that the aircraft ground speed is at least equal to GS mini; the FMGS uses the instantaneous wind component experienced by the aircraft:

IAS Target Speed = GS mini + Current headwind component

This target speed is limited by VFE-5 in case of very strong gusts, by VAPP in case of tailwind or if instantaneous wind is lower than the tower wind.

EXAMPLE

VLS=130 kts

Tower wind=20 kt Head wind

Vapp=130 + 1/3 HW

=137 kt

GS mini=Vapp − HW

=117 kt

(a)

(b)

(c)

20 kts headwind

40 kts headwind

10 kts Tailwind

Tower wind

NOF 02100 04217 0001




APPROACH GENERAL

02.100

JUL 28/05

(a)

Current wind

= tower wind

(b)

Head wind gust

(c)

Tailwind gust

Vapp is the IAS target

Ground speed = GS mini

The IAS target increases

The IAS increases

GS mini is maintained

The IAS target decreases

(not below Vapp)

The IAS decreases

GS increases

Thrust slightly increases Thrust slightly decreases

140 160

140

160

140

120

GS

GS mini

GS

GS mini

GS

GS mini

GS 117 GS 117 GS 147

NOF 02100 04219 0001




ILS APPROACH

02.110

JUL 28/05

PREFACE

ALL

This chapter deals with some characteristics of the ILS approach.

Recommendations mentioned in APPROACH GENERAL chapter apply.

For CAT1 ILS, the crew will insert DA/DH values into MDA (or MDH if QFE function is available) field on the MCDU PERF APPR page, since these values are baro referenced.

For CATII or CATIII ILS, the crew will insert DH into DH field on MCDU PERF

APPR page, since this value is a radio altitude referenced.


MSN 0006 0008 0011 0017-0018 0022-0032 0034-0035 0037-0043 0045-0060 0064-0086

0089-0099 0103-0107 0110-0112 0114 0116-0127 0132 0135 0137-0142 0147-0154 0157

0159-0172 0174-0175 0178-0183 0185 0189-0198 0200-0202 0205-0206 0208-0210 0212-0213

0216-0219 0221-0222 0225 0229-0234 0238 0242-0243 0245 0247-0263 0265 0267-0269

0271-0273 0275-0277 0279-0284 0288-0302 0304-0311 0313-0322 0324-0336 0338-0351

0353-0355 0357-0376 0378-0411 0413-0432 0435-0452 0454-0457 0459-0467 0469-0472

0475-0476 0478-0483 0485-0487 0489-0490 0492 0496-0497 0499-0501 0503-0504 0506-0508

0510-0512 0523 0525 0527-0528 0531 0534 0537-0540 0542-0543 0546-0547 0549 0551

0554-0556 0558 0561 0568 0571-0572 0579 0584 0587 0589-0592 0594 0597 0601

0604-0607 0611 0613-0615 0617 0619 0622 0624 0626 0628 0630 0632-0634 0636

0638-0640 0645 0648-0650 0655-0656 0658 0662 0669-0672 0676-0678 0682-0683 0685-0686

0688 0690-0691 0693 0695 0697 0702 0707 0711 0714 0716 0719 0721 0724 0726

0728 0730-0733 0735-0736 0740-0742 0746-0748 0751-0752 0756-0760 0762 0764 0766

0769-0770 0772-0773 0778-0780 0783-0786 0788-0789 0791 0795 0798-0801 0803-0804

0807 0813-0814 0817-0818 0820 0822 0824-0826 0828-0832 0834 0836 0840 0842-0843

0845-0847 0850-0852 0856-0858 0862 0865-0867 0871 0873-0874 0876 0879 0882-0883

0886 0888-0889 0893 0898 0902-0903 0907 0911-0912 0916 0918 0921 0923-0925 0931

0937 0944 0948 0952-0953 0955 0962 0964-0965 0978 0980-0981 0988-0989 0996 1001

1003 1007 1011 1022 1032 1037 1043 1049-1050 1056 1058 1062 1064 1071 1075-1076

1078-1079 1083 1085 1088 1090-1091 1110-1111 1116-1117 1126 1129 1131 1149 1164

1166-1167 1178 1191 1223 1230 1234 1249 1274 1281 1284 1323-1325 1346 1350 1373

1375 1392 1395 1397 1414 1434 1453 1456 1483 1498 1501 1520 1535 1543 1549 1567

1570 1582 1633 1641 1646 1659 1662 1683 1685 1693 1709 1714 1738 1746 1752 1766

1774 1789 1796 1800 1810 1812 1815 1819-1820 1824 1828 1833 1839 1870 1875 1897

1923 1959 1976 1982 1990 2002 2013 2026 2028 2039 2047 2082 2087 2092 2095 2369

2373 2464 2474





ILS APPROACH

02.110

JUL 28/05

The navigation accuracy will be monitored throughout the approach and the crew will be prepared to modify the approach strategy if required. If NAV ACCURACY

DOWNGRAD message is displayed on ND, the crew will use raw data to crosscheck navigation accuracy.

Navigation accuracy determines which autopilot modes the flight crew should use, and the type of displays to be shown on the ND.

NAVIGATION ACCURACY

NAV ACCUR HIGH

NAV ACCUR HIGH

NAV ACCUR LOW and NAV

ACCURACY check

≤1 NM

GPS PRIMARY LOST and


ACCURACY check >1 NM

Aircraft flying within unreliable radio navaid area

ND

PF PNF

ARC or ROSE NAV with navaid raw data

ROSE ILS ARC or ROSE

NAV or ROSE

ILS with navaid raw data

AP/FD mode

NAV

HDG or TRK

FLYING REFERENCE

The crew will select HDG V/S on the FCU i.e. "bird" off.


For a standard ILS, the crew should plan a decelerated approach. However, if the G/S angle is greater than 3.5

˚ or if forecast tail wind at landing exceeds 10 kt (if permitted by the AFM), a stabilized approach is recommended.

If FAF is at or below 2000 ft AGL and if deceleration is carried out using selected speed, the crew should plan a deceleration in order to be able to select config. 2 one dot below the G/S.

MISCELLANEOUS

The ILS or LS PB is to be checked pressed in the first stage of the approach.

The crew will check that

.

LOC and GS scales and deviations are displayed on PFD

.

IDENT is properly displayed on the PFD. If no or wrong ident displayed, the crew will check the audio ident.




ILS APPROACH

02.110

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0087-0088

0100-0102 0108 0113 0115 0128-0131 0133-0134 0136 0143-0146 0155-0156 0158 0173

0176-0177 0184 0186-0188 0199 0203-0204 0207 0211 0214-0215 0220 0223-0224 0226-0228

0235-0237 0239-0241 0244 0246 0264 0266 0270 0274 0278 0285-0287 0303 0312 0323 0337

0352 0356 0377 0412 0434 0453 0458 0468 0473-0474 0477 0484 0488 0491 0493-0495

0498 0502 0505 0509 0513-0522 0524 0526 0529-0530 0532-0533 0535 0541 0544-0545

0548 0550 0552-0553 0557 0559-0560 0562-0567 0569-0570 0573-0578 0580-0583 0585-0586

0588 0593 0595-0596 0598-0600 0603 0608-0610 0612 0616 0618 0620-0621 0623 0625

0627 0629 0631 0635 0637 0641-0644 0646-0647 0651-0654 0657 0659-0661 0663-0668

0673-0675 0679-0681 0684 0687 0689 0692 0694 0696 0698-0701 0703-0706 0709-0710

0712-0713 0715 0717-0718 0720 0722-0723 0725 0727 0729 0734 0737-0739 0743-0745

0749-0750 0753-0755 0761 0763 0765 0767-0768 0771 0774-0777 0781-0782 0787 0790

0792-0794 0796-0797 0802 0805-0806 0808-0812 0815-0816 0819 0821 0823 0827 0833

0835 0837-0839 0841 0844 0848-0849 0853-0855 0859-0861 0863-0864 0868-0870 0872 0875

0877-0878 0880-0881 0884-0885 0887 0890-0892 0894-0897 0899-0901 0904-0906 0908-0910

0913-0915 0917 0919-0920 0922 0926-0930 0932-0936 0938-0943 0945-0947 0949-0951 0954

0956-0961 0963 0966-0977 0979 0982-0987 0990-0995 0997-1000 1002 1004-1006 1008-1010

1012-1021 1023-1031 1033-1036 1038-1042 1044-1048 1051-1055 1057 1059-1061 1063

1065-1070 1072-1074 1077 1080-1082 1084 1086-1087 1089 1092-1109 1112-1115 1118-1125

1127-1128 1130 1133-1148 1150-1163 1165 1168-1177 1180-1190 1192-1222 1224-1229

1231-1233 1235-1248 1250-1273 1275-1280 1282-1283 1285-1321 1326-1345 1347-1349

1351-1372 1374 1376-1391 1393-1394 1396 1398-1413 1415-1433 1435-1452 1454-1455

1457-1482 1484-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566

1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684

1686-1692 1694-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765 1767-1773

1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823 1825-1827

1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958 1960-1975

1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046 2048-2081

2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473 2475-2702


When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.

When GPS PRIMARY is lost the crew will check on MCDU PROG page that the required navigation accuracy is appropriate. If NAV ACCURACY DOWNGRAD is displayed, the crew will use raw data for navigation accuracy check. The navigation accuracy determines which AP modes the crew should use and the type of display to be shown on the ND.

AP/FD mode NAVIGATION ACCURACY

GPS PRIMARY

NAV ACCUR HIGH


ACCURACY check

≤1 NM

ND

PF PNF

ARC or ROSE NAV with navaid raw data

NAV




ILS APPROACH

02.110

JUL 28/05



ACCURACY check >1 NM


Aircraft flying within unreliable radio navaid area

ROSE ILS ARC or ROSE

NAV or ROSE

ILS with navaid raw data

HDG or TRK


The crew will select HDG V/S on the FCU i.e. "bird" off.


For a standard ILS, the crew should plan a decelerated approach. However, if the G/S angle is greater than 3.5

˚ or if forecast tail wind at landing exceeds 10 kt (if permitted by the AFM), a stabilized approach is recommended.

If FAF is at or below 2000 ft AGL and if deceleration is carried out using selected speed, the crew should plan a deceleration in order to be able to select config. 2 one dot below the G/S.

MISCELLANEOUS

The ILS or LS PB is to be checked pressed in the first stage of the approach.

The crew will check that

.

LOC and GS scales and deviations are displayed on PFD

.

IDENT is properly displayed on the PFD. If no or wrong ident displayed, the crew will check the audio ident.


ALL


When cleared for the ILS, the APPR pb should be pressed. This arms the approach mode and LOC and GS are displayed in blue on the FMA. At this stage the second AP, if available, should be selected.




ILS APPROACH

02.110

JUL 28/05

If the ATC clears for a LOC capture only, the crew will press LOC p/b on the

FCU.

If the ATC clears for approach at a significant distance, e.g. 30 NM, the crew should be aware that the G/S may be perturbed and CAT 1 will be displayed on

FMA till a valid Radio Altimeter signal is received.

FINAL APPROACH

ALL

GLIDE SLOPE INTERCEPTION FROM ABOVE

The following procedure should only be applied when established on the localizer.

There are a number of factors which might lead to a glide slope interception from above. In such a case, the crew must react without delay to ensure the aircraft is configured for landing before 1000 ft AAL. In order to get the best rate of descent when cleared by ATC and below the limiting speeds, the crew should lower the landing gear and select Config 2. Speedbrakes may also be used, noting the considerations detailed in the sub-section "Deceleration and configuration change" earlier in this chapter. The recommended target speed for this procedure is VFE 2 - 5kts. When cleared to intercept the glide slope, the crew should:

.

Press the APPR pb on FCU and confirm G/S is armed.

.

Select the FCU altitude above aircraft altitude to avoid unwanted ALT*.

.

Select V/S 1500 fpm initially. V/S in excess of 2000 fpm will result in the speed increasing towards VFE

A/C HIGH ABOVE G/S - RECOMMENDED G/S CAPTURE TECHNIQUE



ILS APPROACH


FCU alt selected above

A/C altitude

G/S INTCPT

SPEED V/S − 1500

GS

FCU alt selected to Go Around altitude

02.110

JUL 28/05

SPEED G/S*

NOF 02110 04220 0001

It is vital to use V/S rather than OP DES to ensure that the A/THR is in speed mode rather than IDLE mode. The rate of descent will be carefully monitored to avoid exceeding VFE . When approaching the G/S, G/S* will engage. The crew will monitor the capture with raw data (pitch and G/S deviation). The missed approach altitude will be set on the FCU and speed reduced so as to be configured for landing by 1000 ft.

In such a situation, taking into account the ground obstacles and if ATC permits, it may be appropriate to carry out a 360

˚ turn before resuming the approach.

Close to the ground, avoid important down corrections. Give priority to attitude and sink rate. (See TAILSTRIKE AVOIDANCE in LANDING section).

MISCELLANEOUS

In case of double receiver failure, the red LOC/GS flags are displayed, ILS scales are removed, THE AP trips off and the FDs revert to HDG/VS mode.

In case of the ILS ground transmitter failure, the AP/FD with LOC/GS modes will remain ON. This is because such a failure is commonly transient. In such a case, ILS scales and FD bars are flashing. If R/A height is below 200 ft, the red

LAND warning is triggered. If this failure lasts more than several seconds or in case of AUTOLAND red warning, the crew will interrupt the approach.

ILS RAW DATA

ALL





ILS APPROACH

02.110

JUL 28/05


The "bird" is to be used as the flying reference.


The approach technique is the stabilized approach.


The TRK index will be set to the ILS course and, once established on the LOC, the tail of the bird should be coincident with the TRK index. This method allows accurate LOC tracking taking into account the drift.

Should the LOC deviate, the pilot will fly the bird in the direction of the LOC index, and when re-established on the LOC, set the tail of the bird on the TRK index again. If there is further LOC deviation, a slight IRS drift should be suspected.

The bird is computed out of IRS data. Thus, it may be affected by IRS data drift amongst other TRK. A typical TRK error at the end of the flight is 1

˚ to 2˚.

The ILS course pointer and the TRK diamond are also displayed on PFD compass.

FINAL APPROACH

When 1/2 dot below the G/S, the pilot should initiate the interception of the G/S by smoothly flying the FPV down to the glide path angle. The bird almost sitting on the -5

˚ pitch scale on PFD, provides a -3˚ flight path angle. Should the G/S deviate, the pilot will make small corrections in the direction of the deviation and when re-established on the G/S, reset the bird to the G/S angle.




ILS APPROACH

FPA =

TRK index selected to FINAL CRS and corrected as per IRS TRK drift

10 10

02.110

JUL 28/05

31 32 33 34

NOF 02110 04223 0001




NON PRECISION APPROACH

02.120

JUL 28/05

PREFACE

ALL

This chapter deals with some characteristics of the Non Precision Approach

(NPA). Recommendations mentioned in APPROACH GENERAL chapter apply.

NPA are defined as:

.

VOR approach

.

NDB approach

.

LOC, LOC-BC approach

.

R-NAV approach.

APPROACH STRATEGY

ALL

The overall strategy of NPA completion is to fly it "ILS alike" with the same mental image or representation and similar procedure. Instead of being referred to an ILS beam, the AP/FD guidance modes and associated monitoring data are referred to the FMS F-PLN consolidated by raw data. LOC only approach is the exception where LOC mode and localizer scale are to be used. This explains why the crew must ensure that the FMS data is correct, e.g. FMS accuracy,

F-PLN (lateral and vertical) and proper leg sequencing.

The use of AP is recommended for all non-precision approaches as it reduces crew workload and facilitates monitoring the procedure and flight path.

LIMITATIONS

ALL

Lateral and vertical managed guidance (FINAL APP) can be used provided the following conditions are met:

.

The approach is defined in the navigation database





02.120

JUL 28/05

.

The approach has been crosschecked by the crew with the published procedure

.

The approach is approved by the operator for use of FINAL APP mode.

.

The final approach is not modified by the crew.

.

If one engine is inoperative, it is not permitted to use the autopilot to perform

NPAs in the following modes: FINAL APP, NAV V/S, NAV/FPA. Only FD use is permitted (FCOM 3.01.22). In others words, if the use of the autopilot is preferred, its use will be limited to TRK/FPA or HDG/VS modes.


MSN 0006 0008 0011 0017-0018 0022-0032 0034-0035 0037-0043 0045-0060 0064-0086

0089-0099 0103-0107 0110-0112 0114 0116-0127 0132 0135 0137-0142 0147-0154 0157

0159-0172 0174-0175 0178-0183 0185 0189-0198 0200-0202 0205-0206 0208-0210 0212-0213

0216-0219 0221-0222 0225 0229-0234 0238 0242-0243 0245 0247-0263 0265 0267-0269

0271-0273 0275-0277 0279-0284 0288-0302 0304-0311 0313-0322 0324-0336 0338-0351

0353-0355 0357-0376 0378-0411 0413-0432 0435-0452 0454-0457 0459-0467 0469-0472

0475-0476 0478-0483 0485-0487 0489-0490 0492 0496-0497 0499-0501 0503-0504 0506-0508

0510-0512 0523 0525 0527-0528 0531 0534 0537-0540 0542-0543 0546-0547 0549 0551

0554-0556 0558 0561 0568 0571-0572 0579 0584 0587 0589-0592 0594 0597 0601

0604-0607 0611 0613-0615 0617 0619 0622 0624 0626 0628 0630 0632-0634 0636

0638-0640 0645 0648-0650 0655-0656 0658 0662 0669-0672 0676-0678 0682-0683 0685-0686

0688 0690-0691 0693 0695 0697 0702 0707 0711 0714 0716 0719 0721 0724 0726

0728 0730-0733 0735-0736 0740-0742 0746-0748 0751-0752 0756-0760 0762 0764 0766

0769-0770 0772-0773 0778-0780 0783-0786 0788-0789 0791 0795 0798-0801 0803-0804

0807 0813-0814 0817-0818 0820 0822 0824-0826 0828-0832 0834 0836 0840 0842-0843

0845-0847 0850-0852 0856-0858 0862 0865-0867 0871 0873-0874 0876 0879 0882-0883

0886 0888-0889 0893 0898 0902-0903 0907 0911-0912 0916 0918 0921 0923-0925 0931

0937 0944 0948 0952-0953 0955 0962 0964-0965 0978 0980-0981 0988-0989 0996 1001

1003 1007 1011 1022 1032 1037 1043 1049-1050 1056 1058 1062 1064 1071 1075-1076

1078-1079 1083 1085 1088 1090-1091 1110-1111 1116-1117 1126 1129 1131 1149 1164

1166-1167 1178 1191 1223 1230 1234 1249 1274 1281 1284 1323-1325 1346 1350 1373

1375 1392 1395 1397 1414 1434 1453 1456 1483 1498 1501 1520 1535 1543 1549 1567

1570 1582 1633 1641 1646 1659 1662 1683 1685 1693 1709 1714 1738 1746 1752 1766

1774 1789 1796 1800 1810 1812 1815 1819-1820 1824 1828 1833 1839 1870 1875 1897

1923 1959 1976 1982 1990 2002 2013 2026 2028 2039 2047 2082 2087 2092 2095 2369

2373 2464 2474


The navigation accuracy check is most essential since it determines

.

The AP/FD guidance mode to be used





02.120

JUL 28/05

.

The ND display mode to be used

.

Which raw data which are to be used.

NAVIGATION

ACCURACY

NAV ACCUR HIGH

NAV ACCUR LOW and

NAV ACCURACY checK

≤1NM

NAV ACCUR LOW and

NAV ACCURACY check

> 1NM

GPS PRIMARY LOST and aircraft flying within unreliable radio navaid area

Approach guidance

PF

ND

PNF

Managed*** ARC or ROSE NAV* with navaid raw data

AP/FD mode

NAV-FPA or

APP-

NAV/FINAL***

Selected ROSE

VOR**

ARC or

ROSE NAV or ROSE

VOR** with navaid raw data

TRK-FPA

(*) For VOR approach, one pilot may select ROSE VOR

(**) For LOC approach, select ROSE ILS

(***) The managed vertical guidance can be used provided the above limitations are observed.

Should a NAV ACCY DNGRADED message is displayed before a managed non-precision approach, the crew should proceed as follow:

.

Cross-check the navigation accuracy with raw data

.

If positive, continue managed approach. (*)

.

If negative, revert to selected approach with raw data.

(*) If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FD associated to the other FMGC.


The "bird" is to be used as the flying reference


The stabilized approach technique is recommended. The crew will set VAPP as a speed constraint at FAF in order to get a meaningful deceleration pseudo waypoint.





02.120

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0087-0088

0100-0102 0108 0113 0115 0128-0131 0133-0134 0136 0143-0146 0155-0156 0158 0173

0176-0177 0184 0186-0188 0199 0203-0204 0207 0211 0214-0215 0220 0223-0224 0226-0228

0235-0237 0239-0241 0244 0246 0264 0266 0270 0274 0278 0285-0287 0303 0312 0323 0337

0352 0356 0377 0412 0434 0453 0458 0468 0473-0474 0477 0484 0488 0491 0493-0495

0498 0502 0505 0509 0513-0522 0524 0526 0529-0530 0532-0533 0535 0541 0544-0545

0548 0550 0552-0553 0557 0559-0560 0562-0567 0569-0570 0573-0578 0580-0583 0585-0586

0588 0593 0595-0596 0598-0600 0603 0608-0610 0612 0616 0618 0620-0621 0623 0625

0627 0629 0631 0635 0637 0641-0644 0646-0647 0651-0654 0657 0659-0661 0663-0668

0673-0675 0679-0681 0684 0687 0689 0692 0694 0696 0698-0701 0703-0706 0709-0710

0712-0713 0715 0717-0718 0720 0722-0723 0725 0727 0729 0734 0737-0739 0743-0745

0749-0750 0753-0755 0761 0763 0765 0767-0768 0771 0774-0777 0781-0782 0787 0790

0792-0794 0796-0797 0802 0805-0806 0808-0812 0815-0816 0819 0821 0823 0827 0833

0835 0837-0839 0841 0844 0848-0849 0853-0855 0859-0861 0863-0864 0868-0870 0872 0875

0877-0878 0880-0881 0884-0885 0887 0890-0892 0894-0897 0899-0901 0904-0906 0908-0910

0913-0915 0917 0919-0920 0922 0926-0930 0932-0936 0938-0943 0945-0947 0949-0951 0954

0956-0961 0963 0966-0977 0979 0982-0987 0990-0995 0997-1000 1002 1004-1006 1008-1010

1012-1021 1023-1031 1033-1036 1038-1042 1044-1048 1051-1055 1057 1059-1061 1063

1065-1070 1072-1074 1077 1080-1082 1084 1086-1087 1089 1092-1109 1112-1115 1118-1125

1127-1128 1130 1133-1148 1150-1163 1165 1168-1177 1180-1190 1192-1222 1224-1229

1231-1233 1235-1248 1250-1273 1275-1280 1282-1283 1285-1321 1326-1345 1347-1349

1351-1372 1374 1376-1391 1393-1394 1396 1398-1413 1415-1433 1435-1452 1454-1455

1457-1482 1484-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566

1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684

1686-1692 1694-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765 1767-1773

1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823 1825-1827

1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958 1960-1975

1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046 2048-2081

2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473 2475-2702


The navigation accuracy check is most essential since it determines

.

The AP/FD guidance mode to be used

.

The ND display mode to be used

.

Which raw data which are to be used.

NAVIGATION

ACCURACY

GPS PRIMARY

NAV ACCUR HIGH

NAV ACCUR LOW and

NAV ACCURACY checK

≤1NM

Approach guidance

PF

ND

PNF

Managed*** ARC or ROSE NAV* with navaid raw data

AP/FD mode

NAV-FPA or

APP-

NAV/FINAL***





02.120

JUL 28/05

GPS PRIMARY LOST and NAV ACCUR LOW and NAV ACCURACY check > 1NM

GPS PRIMARY LOST and aircraft flying within unreliable radio navaid area

Selected ROSE

VOR**

ARC or

ROSE NAV or ROSE

VOR** with navaid raw data

TRK-FPA

(*) For VOR approach, one pilot may select ROSE VOR

(**) For LOC approach, select ROSE ILS

(***) The managed vertical guidance can be used provided the approach coding in the navigation database has been validated.

Should a NAV ACCY DNGRADED or a GPS PRIMARY LOST message is displayed before a managed non-precision approach, the crew should proceed as follow:

Message GPS approach

GPS PRIMRAY LOST

NAV ACCY DNGRADED

VOR, ADF, VOR/DME approach

Cross-check the navigation accuracy:

If positive, continue managed approach (*)

If negative, revert to selected approach with raw data.

Interrupt the approach

-

(*) If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FD associated to the other FMGC.


The "bird" is to be used as the flying reference


The stabilized approach technique is recommended. The crew will set VAPP as a speed constraint at FAF in order to get a meaningful deceleration pseudo waypoint.






02.120

JUL 28/05

MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895


It is essential to have a correct F-PLN in order to ensure proper final approach guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft along the F-PLN active leg and the managed vertical mode ensures VDEV =0,

VDEV, being computed along the remaining F-PLN to destination. Hence, the crew will monitor the proper sequencing of the F-PLN, more specifically if HDG mode is selected, by checking that the TO WPT, on upper right hand corner of

ND, is the most probable one and meaningful.

F-PLN SEQUENCE IN APPROACH





02.120

JUL 28/05

C FAF C FAF

B B

A A

Radar vectors: pilot has not cleared A, B.

A is still TO WPT − Hence no proper guidance available nor predictions.

Radar vectors: pilot has monitored the TO WPT and cleared successively A and B when no longer probable. Hence VDEV is meaningful and APPR NAV or NAV may be armed.

NOF 02120 04224 0001

When ATC gives radar vector and clears for final approach course interception, the crew will:

⇒ For managed approach

.

Select HDG according to ATC

.

Select APPR p/b on FCU

.

Check on FMA the final approach mode engagement

If the green solid line intercepts the F-PLN active leg (1), this creates an

INTERCPT point with final approach axis. APP NAV will engage when intercepting the final approach course.

If the green solid line intercepts the PRE NAV engagement path (2), APP

NAV engages when intercepting the final approach course.

The PRE NAV engagement path is at least 1 NM and may be longer depending on aircraft speed.

HDG or TRK may be used to smooth the final approach course interception.

When close to the final approach course, DIR TO function may be used.

If the green solid line does not intercept the PRE NAV engagement path (3),

APP NAV will not engage.

XTK is related to the beam and the ND gives a comprehensive display.

Additionally, the VDEV becomes active and represents the vertical deviation, which may include a level segment. The VDEV/brick scale will only be displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by mistake, the V/DEV will flash in amber on the PFD.





02.120

JUL 28/05

FD33L

INTCPT

CD33L

Pre−NAV engagement path

XTK

FROM

CD33L

C 3 2 6 °

FD33L

C 3 2 6 °

MD33L

C 3 2 6 °

TOUA

C 3 2 6 °

NOPTA

D E S T

LFBO33L

UTC

1 2 3

SPD / ALT

1528 250/

B R G 3 5 4 ° 6

2240

3 . 0 °

1 5 4 4

T R K 3 2 6

" / *

° 3

1 8 1 0

3 . 0 °

1 5 4 5 5 5 0 1 2 3 /

5

/ +

1 7

9 0 0

U T C

1545

/

D I S T

9

EFOB

5.6

1

2

3

SPEED ALT

FINAL

HDG

APP NAV

MDA

700

AP1

1FD2

A/THR

NOF 02120 04225 0001

⇒ For selected approach

.

Select appropriate TRK on FCU in order to establish final course tracking with reference to raw data. When established on the final course, the selected track will compensate for drift.

The final approach course interception will be monitored through applicable raw data.





02.120

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660

0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907

0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000

1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080

1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137

1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176

1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235

1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283

1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346

1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398

1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444

1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483

1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518

1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562

1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602

1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652

1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699

1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754

1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808

1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864

1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114

2116-2136 2138-2142 2144-2156 2158-2251 2253-2702










02.120

JUL 28/05

C FAF C FAF

B B

A A




NOF 02120 04229 0001

If ATC gives radar vectors for final approach course interception, the crew will use

DIR TO FAF with RADIAL INBND facility. This creates an ILS alike beam which will be intercepted by NAV and APPR NAV modes. Additionally, the VDEV is realistic, XTK is related to the beam and the ND gives a comprehensive display.

F-PLN IN APPROACH

XTK

INTCPT

RADIAL 270

FAF RWY 09

YOYO/VDEV function of dist

NOF 02120 04230 0001

When cleared for final approach course interception, the pilot will either


Press APPR p/b on FCU. On the FMA, APP NAV becomes active and FINAL becomes armed. The VDEV or "brick" scale becomes active and represents the vertical deviation, which may include a level segment. The VDEV/brick scale will only be displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by mistake, the V/DEV will flash in amber on the PFD


Select adequate TRK on FCU in order to establish final course tracking with reference to raw data. When established on the final course, the selected track will compensate for drift.






02.120

JUL 28/05

MSN 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252






C FAF C FAF

B B

A A




NOF 02120 04224 0001

When ATC gives radar vector and clears for final approach course interception, the crew will:


.

Select HDG according to ATC

.

Select APPR p/b on FCU

.

Check on FMA the final approach mode engagement

If the green solid line intercepts the F-PLN active leg (1), this creates an

INTERCPT point with final approach axis. APP NAV will engage when intercepting the final approach course.

If the green solid line intercepts the PRE NAV engagement path (2), APP

NAV engages when intercepting the final approach course.

The PRE NAV engagement path is at least 1 NM and may be longer depending on aircraft speed.

HDG or TRK may be used to smooth the final approach course interception.

When close to the final approach course, DIR TO function may be used.

If the green solid line does not intercept the PRE NAV engagement path (3),

APP NAV will not engage.

XTK is related to the beam and the ND gives a comprehensive display.

Additionally, the VDEV becomes active and represents the vertical deviation, which may include a level segment. The VDEV/brick scale will only be





02.120

JUL 28/05 displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by mistake, the V/DEV will flash in amber on the PFD.

FD33L

INTCPT

CD33L

Pre−NAV engagement path

XTK

FROM

CD33L

C 3 2 6 °

FD33L

C 3 2 6 °

MD33L

C 3 2 6 °

TOUA

C 3 2 6 °

NOPTA

D E S T

LFBO33L

UTC

1 2 3

SPD / ALT

1528 250/

B R G 3 5 4 ° 6

2240

3 . 0 °

1 5 4 4 " / *

T R K 3 2 6 ° 3

1 8 1 0

3 . 0 °

1 5 4 5 5 5 0 1 2 3 /

5

/ +

1 7

9 0 0

U T C

1545

/

D I S T

9

EFOB

5.6

1 2

3

SPEED ALT

FINAL

HDG

APP NAV

MDA

700

AP1

1FD2

A/THR

NOF 02120 04225 0001


.

Select appropriate TRK on FCU in order to establish final course tracking with reference to raw data. When established on the final course, the selected track will compensate for drift.


FINAL APPROACH





02.120

JUL 28/05

MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091

0095-0099 0113-0114 0163-0166 0168-0169 0178-0182 0189-0190 0193-0195 0198 0221-0222

0225 0230 0232 0238 0243 0247 0249-0252 0256-0257 0259-0261 0271 0275-0276 0280

0289 0291-0292 0294-0296 0299 0301 0304 0308 0314 0316-0317 0320-0322 0326-0327 0332

0334-0336 0338 0343 0347 0349 0351 0353-0354 0357 0361-0363 0366 0368-0369 0371

0373 0376 0379 0386 0389 0391-0394 0396 0398 0405-0406 0411 0414-0416 0422-0425

0428-0432 0437 0440-0441 0443-0444 0446-0449 0451 0453 0455 0460-0461 0467 0469

0471 0476 0478 0480

It is essential that the crew does not modify the final approach in the MCDU

FPLN page.

The final approach will be flown either

.

Managed or

.

Selected

MANAGED

For a managed approach, APP NAV FINAL becomes active and the FM manages both lateral and vertical guidance. The crew will monitor the final approach using

.

Start of descent blue symbol on ND

.

FMA on PFD

.

VDEV, XTK, F-PLN on ND with GPS PRIMARY

.

VDEV, XTK, F-PLN confirmed by needles, distance/altitude

If APP NAV FINAL does not engage at start of descent, the crew will select FPA convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew may try to re-engage APPR.

In some NPAs, the final approach flies an "idle descent" segment from one altitude constraint to another, followed by a level segment. This is materialized by a magenta level off symbol on ND followed by a blue start of descent.

FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT





02.120

JUL 28/05

ALT 1

ALT 2

ALT 1 ALT 2

NOF 02120 04231 0001

SELECTED

For a selected approach, the Final Path Angle (FPA) should be preset on the FCU

1 NM prior to the FAF at the latest. A smooth interception of the final approach path can be achieved by pulling the FPA selector 0.2 NM prior to the FAF.

If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN. Additionally, for VOR or ADF approaches, the crew will monitor raw data.

MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088

0093-0094 0100-0112 0115-0162 0167 0170-0177 0183-0188 0191-0192 0196-0197 0199-0220

0223-0224 0226-0229 0231 0233-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270

0272-0274 0277-0279 0281-0288 0290 0293 0297-0298 0300 0302-0303 0305-0307 0309-0313

0315 0318-0319 0323-0325 0328-0331 0333 0337 0339-0342 0344-0346 0348 0350 0352

0355-0356 0358-0360 0364-0365 0367 0370 0372 0375 0377-0378 0380-0385 0387-0388 0390

0395 0397 0399-0404 0407-0410 0412-0413 0417-0421 0426-0427 0434-0436 0438-0439 0442

0445 0450 0452 0454 0456-0459 0462-0466 0468 0470 0472-0475 0477 0479 0482-2702

It is essential that the crew does not modify the final approach in the MCDU

FPLN page.

The final approach will be flown either

.

Managed or

.

Selected

MANAGED





02.120

JUL 28/05

For a managed approach, FINAL APP becomes active and the FM manages both lateral and vertical guidance. The crew will monitor the final approach using

.

Start of descent blue symbol on ND

.

FMA on PFD

.

VDEV, XTK, F-PLN on ND with GPS PRIMARY

.

VDEV, XTK, F-PLN confirmed by needles, distance/altitude

If FINAL APPR does not engage at start of descent, the crew will select FPA convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew may try to re-engage APPR.

In some NPAs, the final approach flies an "idle descent" segment from one altitude constraint to another, followed by a level segment. This is materialized by a magenta level off symbol on ND followed by a blue start of descent.

FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT

ALT 1

ALT 2

ALT 1 ALT 2

NOF 02120 04232 0001

SELECTED

For a selected approach, the Final Path Angle (FPA) should be preset on the

FCU 1 NM prior to the FAF at the latest. A smooth interception of the final approach path can be achieved by pulling the FPA selector 0.2 NM prior to the

FAF. If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN.

Additionally, for VOR or ADF approaches, the crew will monitor raw data.

REACHING THE MINIMA





02.120

JUL 28/05

ALL

When approaching MDA, the pilot flying should expand the instrument scan to include outside visual cues.

Reaching MDA, "MINIMUM" is either monitored or called by the crew. The current altitude value becomes amber.

If the required conditions are not met by MDA, a missed approach must be initiated.

When the required visual conditions are met to continue the approach, the AP must be disconnected, the FDs selected off, Bird ON and continue for visual approach.

LOC ONLY APPROACH

ALL

LOC ONLY approaches may be flown using the LOC signal for lateral navigation and FPA for vertical guidance. General recommendations mentioned above still apply i.e. stabilized approach technique, use of the bird. Some additional recommendations need to be highlighted.


The crew will select LS p/b on the EIS control panel.


The crew will press LOC p/b on the FCU when cleared to intercept. He will monitor the LOC armed mode and then LOC capture.

FINAL APPROACH

Approaching FAF, the crew will select FPA. When established on the final path, the crew will monitor:

.

Lateral displacement with LOC deviation

.

Vertical displacement with DME and ALT, "yoyo", chrono





LOC BACK COURSE APPROACH

02.120

JUL 28/05

MSN 0002-2611 2613-2632 2634-2655 2657-2682 2684-2702

LOC-BC approaches may be flown using the Bird with reference to the LOC-BC signal for lateral guidance and FPA for vertical guidance. General recommendations mentioned above still apply i.e. stabilized approach technique and use of the bird. Some additional recommendations need to be highlighted.

GENERAL

The LOC BC approach consists in using the LOC signal of the opposite runway for lateral approach management.

The ILS will be manually entered in the MCDU RAD NAV page using:

.

Either the ident (ILS stored in the FMS database).

RWY/ILS MISMATCH message may be triggered and will be disregarded.

.

Or the frequency (ILS not stored in the FMS database).

In both cases, the front course will be entered in the CRS field.


The crew will select ROSE ILS and TRK/FPA.

The crew will not select ILS or

L/S p/b on the EIS control panel and ISIS (if installed), as it would provide reverse deviation.


When clear for approach, the crew will intercept manually LOC/BC using the blue

TRK index with reference with LOC/BC lateral deviation on ND. The crew will not arm LOC or APPR modes.

FINAL APPROACH

Approaching the FAF, the crew will select the FPA corresponding to the final approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.

MSN 2612 2633 2656 2683





02.120

JUL 28/05

LOC-BC approaches may be flown using the Bird with reference to the LOC-BC signal for lateral guidance and FPA for vertical guidance. General recommendations mentioned above still apply i.e. stabilized approach technique and use of the bird. Some additional recommendations need to be highlighted.

GENERAL

The LOC BC approach consists in using the LOC signal of the opposite runway for lateral approach management.

If the LOC BC approach is stored in the FMS database, it will be inserted into the F-PLN. The ILS frequency and associated back course are automatically tuned and displayed on the MCDU RAD NAV page. The CRS digit will be preceded by a "B".

If LOC BC is not stored in the FMS database, the crew will enter the ILS frequency and the final approach CRS the aircraft will actually fly preceded by a

"B" in MCDU RAD NAV page. B/C in magenta will be displayed both on PFD and ND. This provides a proper directional deviation on PFD and a proper directional guidance from the FG.


The crew will select L/S p/b on the EIS control panel.


The crew will press LOC p/b on the FCU to arm LOC/BC and will monitor

LOC/BC capture.

FINAL APPROACH

Approaching the FAF, the crew will select the FPA corresponding to the final approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.




CIRCLING APPROACH

02.130

JUL 28/05

PREFACE

ALL

The circling approach is flown when the tower wind is such that the landing runway is different from the runway fitted with an instrument approach, which is used for the descent and approach in order to get visual of the airfield.


ALL

The approach preparation follows the same schema as described in APPROACH

PREPARATION section in CRUISE chapter. However, some characteristics need to be highlighted:

FPLN

Lateral: STAR, instrument approach procedure.

Vertical: Insert F speed as constraint at FAF since the approach will be flown flaps 3, landing gear down and F speed (stabilized approach). Check altitude constraints.

RAD NAV

Manually tune the VOR/DME of destination airfield as required.

PROG

Insert VOR/DME of destination airfield in the BRG/DIST field as required. Check

NAV ACCY if required by comparing BRG/DIST data to raw data.

PERF

PERF APPR: Descent winds, destination airfield weather, minima and landing flap selection (wind shear anticipated or in case of failure).

PERF GO AROUND: Check thrust reduction and acceleration altitude.




CIRCLING APPROACH

02.130

JUL 28/05

FUEL PRED

Check estimated landing weight and extra fuel.

SEC F-PLN

When planning for a circling approach, the landing runway will be inserted into the SEC F-PLN. The crew will update the SEC F-PLN as follows:

.

SEC F-PLN then COPY ACTIVE

.

Lateral revision on destination and insert landing runway

.

Keep the F-PLN discontinuity

FINAL INSTRUMENT APPROACH

ALL

The crew will fly a stabilized approach at F speed, configuration 3 and landing gear down.

CIRCLING APPROACH

ALL

When reaching circling minima and with sufficient visual reference for circling,

.

Push to level off.

.

Select both FDs off, BIRD on and keep the A/THR

.

Select a TRK of 45

˚ away from the final approach course (or as required by the published procedure)

.

When wings level, start the chrono.

.

Once established downwind, activate the SEC F-PLN to take credit of the "GS mini" protection in final approach when managed speed is used. Additionally,




CIRCLING APPROACH

02.130

JUL 28/05 the landing runway will be shown on the ND and the 10 NM range should be selected to assist in positioning onto final approach.

.

By the end of the downwind leg, disconnect the AP.

.

When leaving the circling altitude, select the landing configuration.

.

Once fully configured, complete the Landing Checklist.

Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be that for the landing runway rather than the one associated with the instrument approach just carried out.

Therefore, if visual references were lost during the circling approach, the go-around would have to be flown using selected guidance, following the pre-briefed missed approach procedure.

For circling approach with one engine inoperative, refer to FCTM 03.002.

LOW VISIBILITY CIRCLING APPROACH

V APP

TURNING

BASE

20SEC.

FOR 500FT

ABEAM THRESHOLD

START TIME

DISENGAGE AP

FDS OFF

RWY TRK

MINIMUM CIRCLING

APPROACH ALTITUDE

30SEC.

RUNWAY IN SIGHT

LEVEL OFF

PROCEED TO DOWN WIND LEG

45° FOR 30 SEC

MAINTAIN VISUAL CONTACT WITH RUNWAY

INITIAL CONFIG:

−FLAPS 3

−L/G DOWN

−SPLRS ARMED

45°

FLAPS FULL

END OF TURN

400FT.MINI.

STABILIZED

NOF 02130 04237 0001




VISUAL APPROACH

02.140

JUL 28/05


MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099

0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151

0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205

0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269

0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336

0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379

0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490

0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599

0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714

0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817

0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937

0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997

0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057

1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101

1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138

1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187

1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234

1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275

1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336

1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383

1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418

1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457

1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499

1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547

1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594

1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655

1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704

1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778

1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847

1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252

The crew must keep in mind that the pattern is flown visually. However, the XTK is a good cue of the aircraft lateral position versus the runway centreline. This is obtained when sequencing the FPLN until the TO WPT (displayed on the ND top right hand corner) is on the final approach course.

The crew will aim to get the following configuration on commencement of the downwind leg:

.

Both AP and FDs will be selected off

.

BIRD ON

.

A/THR confirmed active in speed mode, i.e. SPEED on the FMA.

.

Managed speed will be used to enable the "GS mini" function

.

The downwind track will be selected on the FCU to assist in downwind tracking.

.

The down wind track altitude will be set on FCU




VISUAL APPROACH

02.140

JUL 28/05

MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063

0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156

0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220

0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287

0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372

0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498

0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660

0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907

0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000

1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080

1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137

1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176

1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235

1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283

1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346

1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398

1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444

1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483

1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518

1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562

1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602

1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652

1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699

1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754

1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808

1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864

1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114

2116-2136 2138-2142 2144-2156 2158-2251 2253-2702

The crew must keep in mind that the pattern is flown visually. However, the XTK is a good cue of the aircraft lateral position versus the runway centreline. This is obtained when pressing DIR TO CI RADIAL IN.

The crew will aim to get the following configuration on commencement of the downwind leg:

.

Both AP and FDs will be selected off

.

BIRD ON

.

A/THR confirmed active in speed mode, i.e. SPEED on the FMA.

.

Managed speed will be used to enable the "GS mini" function

.

The downwind track will be selected on the FCU to assist in downwind tracking.

.

The down wind track altitude will be set on FCU

INTERMEDIATE/FINAL APPROACH




VISUAL APPROACH

02.140

JUL 28/05

ALL

Assuming a 1500 ft AAL circuit, the base turn should be commenced 45 seconds after passing abeam the downwind threshold (

± 1 second/kt of head/tailwind).

The final turn onto the runway centreline will be commenced with 20

˚ angle of bank. Initially the rate of descent should be 400 fpm, increasing to 700 fpm when established on the correct descent path

The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised, a go-around must be carried out.

VISUAL APPROACH




VISUAL APPROACH

02.140

JUL 28/05

WHEN FLAPS 2

L/G DOWN

SPLRS ARMED

TURNING

BASE

FLAPS 2

45 SEC 1 SEC/1KT OF

WIND

ABM

THRESHOLD

START TIME

SPD

GREEN DOT

OR BELOW

FLAPS 1

1500FT

GO AROUND

SET GA THRUST

ROTATE TO SRS

RETRACT FLAPS ONE STEP

POSITIVE CLIMB

L/G UP

ABM

RUNWAY

PERF KEY : PRESSED

ACTIVATE APPROACH PHASE

CHECK SPD MANAGED

SELECT GO AROUND ALTITUDE

WHEN L/G DOWN

FLAPS 3

CHECK VFE THEN

FLAPS FULL 500 FT

A/C STABILIZED

WITH FLAPS FULL

AT TARGET SPEED

BRAKES

REV IDLE

TOUCH DOWN

REVERSE

NOTE : THIS PATTERN ASSUMES THE USE OF

MINIMUM GROUND SPEED (MANAGED).

IF NOT SELECT SPEEDS MANUALLY

ACCORDING TO FLAPS CONFIGURATION :

S AFTER FLAPS 1 SELECTION

F AFTER FLAPS 2 SELECTION

VAPP AFTER FLAPS FULL SELECTION

QNH

1013 in.Hg

hPa

FD LS

CSTR

ROSE

VOR

ILS

WPT

NAV

ARC

VOR.D

20

NDB

40

PLAN 10

ARPT

80

160

1 2

320

ADF VOR ADF VOR

OFF OFF

GS

118

211

/ 15

TAS

211

30

ILS APP

33

21

27

LFBO

1SR

FBO

2.9L

2.5

5

D145E

18

15

IN−GND

12

0

CI15R

11.1

310

NM

9.52

°

3

1rn.

9

NOF 02140 04266 0001




PRECISION APPROACH

02.150

JUL 28/05

GENERAL

ALL

CATII and CAT III approaches are flown to very low DH (or without DH) with very low RVR. The guidance of the aircraft on the ILS beam and the guidance of the aircraft speed must be consistently of high performance and accurate so that an automatic landing and roll out can be performed in good conditions and, the acquisition of visual cues is achieved the aircraft properly stabilized. Hence,

.

The automatic landing is required in CATIII operations including roll out in CAT

IIIB.

.

The automatic landing is the preferred landing technique in CATII conditions

.

Any failures of the automated systems shall not significantly affect the aircraft automatic landing system performance

.

The crew procedures and task sharing allow to rapidly detect any anomaly and thus lead to the right decision

DEFINITION

ALL

DECISION HEIGHT

The Decision Height (DH) is the wheel height above the runway elevation by which a go around must be initiated unless adequate visual reference has been established and the aircraft position and the approach path have been assessed as satisfactory to continue the automatic approach and landing in safety. The DH is based on RA.

ALERT HEIGHT

The Alert Height (AH) is the height above the runway, based on the characteristics of the aeroplane and its fail-operational automatic landing system, above which a CATIII approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant part of the automatic landing system, or in the relevant ground equipment.




PRECISION APPROACH

02.150

JUL 28/05

In others AH definition, it is generally stated that if a failure affecting the fail-operational criteria occurs below the AH, it would be ignored and the approach continued (except if AUTOLAND warning is triggered). The AH concept is relevant when CAT3 DUAL is displayed on FMA.

On single aisle Airbus family, the AH =100 ft.

CAT 3 SINGLE

CAT 3 SINGLE is announced when the airborne systems are fail passive which means that a single failure will lead to the AP disconnection without any significant out of trim condition or deviation of the flight path or attitude. Manual flight is then required. This minimum DH is 50ft.

CAT 3 DUAL

CAT 3 DUAL is announced when the airborne systems are fail-operational. In case of a single failure, the AP will continue to guide the aircraft on the flight path and the automatic landing system will operate as a fail-passive system. In the event of a failure below the AH, the approach, flare and landing can be completed by the remaining part of the automatic system. In that case, no capability degradation is indicated. Such a redundancy allows CAT III operations with or without DH.

CAT II OR CAT III APPROACHES

CAT II

CAT

IIIA

CAT

IIIB

DH

RVR

DH

RVR

ICAO

100ft

≤DH<200ft

RVR

≥350 m

RVR

≥1200ft

No DH or DH<

100ft

RVR

≥200 m

RVR

≥ 700ft

DH No DH or DH<50 ft

RVR 50m

≤RVR<200m

150ft

≤RVR<700ft

FAA

100ft

≤DH<200ft

350m

≤RVR<800mt

1200ft

≤RVR<2400f

No DH or DH<100ft

JAA

100ft

≤DH<200ft

RVR>

≥300m

RVR

≥1000 ft

DH<100 ft

RVR

≥200 m

RVR

≥ 700ft

RVR

≥200 m

RVR

≥ 700ft

No DH or DH<50 ft No DH or DH<50 ft

50m

≤RVR<200m

150ft

≤RVR<700ft

75m

≤RVR<200m

250ft

≤RVR<700ft

(1) DH

≥50 ft if fail passive

FLIGHT PREPARATION




PRECISION APPROACH

02.150

JUL 28/05

ALL

In addition to the normal flight preparation, the following preparation must be performed when CATII or CATIII approach is planned:

.

Ensure that destination airport meets CATII or CATIII requirements

.

Check aircraft required equipment for CATII or CATIII in QRH

.

Check that crew qualification is current

.

Consider extra fuel for possible approach delay

.

Consider weather at alternate


ALL

LIMITATIONS

.

The crew will check that tower wind remains within the limit for CATII or

CATIII approaches (See limitations chapter in FCOM 3)

.

The autoland maximum altitude must be observed.

AIRCRAFT CAPABILITY

The failures that may affect the aircraft’s CATII or CATIII capability are listed in the QRH. Most of these failures are monitored by the FMGS and the landing capability will be displayed on the FMA once the APPR pb is pressed, i.e. CAT

II, CAT III SINGLE, CAT III DUAL.

However, there are a number of failures which affect the aircraft’s landing capability which are not monitored by the

FMGS and, consequently, not reflected on the FMA. It is very important, therefore, that the crew refer to the QRH to establish the actual landing capability if some equipment are listed inoperative.

AIRPORT FACILITIES

The airport authorities are responsible for establishing and maintaining the equipment required for CAT II/III approach and landing. The airport authorities will




PRECISION APPROACH

02.150

JUL 28/05 activate the LVP procedures as the need arises based on RVR. Prior to planning a CAT II/III approach, the crew must ensure that LVP are in force.

CREW QUALIFICATION

The captain must ensure that both crew members are qualified and that their qualification is current for the planned approach.

SEATING POSITION

The crew must realise the importance of eye position during low visibility approaches and landing. A too low seat position may greatly reduce the visual segment. When the eye reference position is lower than intended, the visual segment is further reduced by the cut-off angle of the glareshield or nose. As a rule of thumb, an incorrect seating position which reduces the cut-off angle by

1

˚ reduces the visual segment by approximately 10m (30 ft).

USE OF LANDING LIGHTS

The use of landing lights at night in low visibility can be detrimental to the acquisition of visual reference. Reflected lights from water droplets or snow may actually reduce visibility. The landing lights would, therefore, not normally be used in CAT II/III weather conditions.

APPROACH STRATEGY

Irrespective of the actual weather conditions, the crew should plan the approach using the best approach capability. This would normally be CAT III DUAL with autoland, depending upon aircraft status. The crew should then assess the weather with respect to possible downgrade capability.

Conditions

CATI CATII

Flying technique

Hand flying or

AP/FD, A/THR

AP/FD,

A/THR down to DH

CATIII

WITH

DH

NO DH

AP/FD/ATHR and

Autoland

Minima & weather

Autoland

DA (DH) Baro re fVisibility

Possible with precautions

Recommended

DH with RA

RVR

Mandatory

GO AROUND STRATEGY




PRECISION APPROACH

02.150

JUL 28/05

The crew must be ready mentally for go-around at any stage of the approach.

Should a failure occur above 1000 ft RA, all ECAM actions (and DH amendment if required) should be completed before reaching 1000 ft RA, otherwise a go-around should be initiated. This ensures proper task sharing for the remainder of the approach. Any alert generated below 1000 ft should lead to a go-around.

APPROACH BRIEFING

Before commencing a CAT II/III approach a number of factors must be considered by the crew. In addition to the standard approach briefing, the following points should be emphasised during an approach briefing for a low visibility approach:

.

Aircraft capability

.

Airport facilities

.

Crew qualification

.

Weather minima

.

Task sharing

.

Call-outs

.

Go-around strategy

APPROACH PROCEDURE

ALL

TASK SHARING

The workload is distributed in such a way that the PF primary tasks are supervising and decision making and the PNF primary task is monitoring the operation of the automatic system.

The PF supervises the approach (trajectory, attitude, speed) and takes appropriate decision in case of failure and at DH. Since the approach is flown with AP/FD/A-THR, the PF must be continuously ready to take-over

.

If any AP hard over is experienced

.

If a major failure occurs

.

If any doubt arises




PRECISION APPROACH

02.150

JUL 28/05

The PNF is head down throughout the approach and landing. The PNF monitors:

.

The FMA and calls mode change as required

.

The Auto call out

.

The aircraft trajectory or attitude exceedance

.

Any failures

The PNF should be go-around minded.

Parameter

Exceedence and associated PNF call-out

Exceedence Call out

IAS Vapp +10 kts / -5kts SPEED"

V/S

Pitch attitude

Bank angle

Localizer

Glide slope

< - 1000 ft/mn

+10

˚ / 2.5˚

7

˚

Excess

Deviation

1/4 dot PFD

1 dot PFD

SINKRATE"

PITCH"

BANK"

LOCALIZER"

"GLIDE SLOPE"

SOME SYSTEM PARTICULARS

.

Below 700 ft RA, data coming from the FMS are frozen e.g. ILS tune inhibit.

.

Below 400 ft RA, the FCU is frozen.

.

At 350 ft, LAND must be displayed on FMA. This ensures correct final approach guidance. LAND might come below 300 ft which is too late.

.

Below 200 ft, the AUTOLAND red light illuminates if

-- Both APs trip off

-- Excessive beam deviation is sensed

-- Localizer or glide slope transmitter or receiver fails

-- A RA discrepancy of at least 15 feet is sensed.

.

Flare comes at or below 40ft

.

THR IDLE comes at or below 30ft

.

RETARD auto call out comes at 10ft for autoland as an order. (Instead of 20 ft for manual landing as an indication)

VISUAL REFERENCE

Approaching the DH, the PF starts to look for visual references, progressively increasing external scanning. It should be stressed that the DH is the lower limit




PRECISION APPROACH

02.150

JUL 28/05 of the decision zone. The captain should come to this zone prepared for a go-around but with no pre-established judgement.

Required conditions to continue

.

With DH

In CATII operations, the conditions required at DH to continue the approach are that the visual references should be adequate to monitor the continued approach and landing and that the flight path should be acceptable. If both these conditions are not satisfied, it is mandatory to initiate a go-around. A 3 lights segment and a lateral light element is the minimum visual cue for JAR

OPS.

In CATIII operations, the condition required at DH is that there should be visual references which confirm that the aircraft is over the touch down zone.

Go-around is mandatory if the visual references do not confirm this. A 3 lights segment is required by JAR OPS for fail passive system and 1 centerline light segment for fail operational system.

.

Without DH

The decision to continue does not depend on visual references, even though a minimum RVR is specified. The decision depends only on the operational status of the aircraft and ground equipment. If a failure occurs prior to reaching the AH, a go-around will be initiated. A go-around must nevertheless be performed if AUTOLAND warning is triggered below AH. However, it is good airmanship for the PF to acquire visual cues during flare and to monitor the roll out.

Loss of visual reference

.

With DH before touch down

If decision to continue has been made by DH and the visual references subsequently become insufficient a go-around must be initiated.

A late go-around may result in ground contact.

If touch down occurs after

TOGA is engaged, the AP remains engaged in that mode and A/THR remains in TOGA. The ground spoilers and auto-brake are inhibited.

.

With DH or without DH after touch down

If visual references are lost after touch down, a go-around should not be attempted. The roll-out should be continued with AP in ROLL OUT mode down to taxi speed.

FLARE/LANDING/ROLL OUT

During the flare, decrab and roll-out, the PF will watch outside to assess that the autoland is properly carried out, considering the available visual references.

For CATII approaches, autoland is recommended. If manual landing is preferred, the PF will take-over at 80 ft at the latest. This ensures a smooth transition for the manual landing.




PRECISION APPROACH

02.150

JUL 28/05

Select maximum reverse at main landing gear touch down.

The use of auto-brake is recommended as it ensures a symmetrical brake pressure application. However, the crew should be aware of possible dissymmetry in case of crosswind and wet runways.

The PNF will use standard call out. Additionally, he will advise ATC when aircraft is properly controlled (speed and lateral trajectory).

FAILURE AND ASSOCIATED ACTIONS

ALL

As a general rule, if a failure occurs above 1000 ft AGL, the approach may be continued, ECAM actions completed, approach briefing update performed and a higher DH set if required.

Below 1000ft (and down to AH in CAT3 DUAL), the occurrence of any failure implies a go-around and a reassessment of the system capability. Another approach may be under taken according to the new system capability. It has been considered that below 1000 ft, not enough time is available for the crew to perform the necessary switching, to check system configuration and limitation and brief for minima.

In CAT3 DUAL and below AH, as a general rule, a single failure does not necessitate a go-around. A go-around is required if the AUTOLAND warning is triggered.

AUTOLAND IN CAT 1 OR BETTER WEATHER CONDITIONS

ALL

The crew may wish to practice automatic landings in CATI or better weather conditions for training purposes.

This type of approach should be carried out only with the airline authorization. The crew should be aware that fluctuations of the LOC and/or GS might occur due to the fact that protection of ILS sensitive areas, which applies during LVP, will not necessarily be in force. It is essential, therefore, that the PF is prepared to take over manually at any time during a




PRECISION APPROACH

02.150

JUL 28/05 practice approach and rollout, should the performance of the AP become unsatisfactory.




LANDING

02.160

JUL 28/05

PREFACE

ALL

When Transitioning from IMC to VMC, the crew will watch the bird versus the aircraft attitude symbol in the center of the PFD. This provides a good assessment of the drift, thus in which direction to look for the runway.

But, then

.

Do not turn towards the runway

.

Do not duck under

MAIN GEAR CLEARANCE

ALL

The boxed images below are the one to retain to ensure about 20 ft wheel clearance at threshold.

USE OF VASI/TVASI/PAPI




LANDING

02.160

JUL 28/05

VASI T.VASI

High

Above path

On path

Below path

White Red

Very high

Below

High Above

On path

Low Very low

Well below

NOF 02160 04268 0001

USE OF VASI/TVASI/PAPI

PAPI

High Above White

Red

On path

Below Low

NOF 02160 04269 0001

This technique will ensure that performance margins are not compromised and provide adequate main gear clearance.



LANDING

02.160

JUL 28/05


FLARE

ALL


When reaching 50 ft, the auto-trim ceases and the pitch law is modified to flare law. Indeed, the normal pitch law, which provides trajectory stability is not the best adapted for the flare manoeuvre. The system memorizes the attitude at 50 ft and that attitude becomes the initial reference for pitch attitude control. As the aircraft descend through 30 ft, the system begins to reduce the pitch attitude at a predetermined rate of 2

˚ down in 8 seconds. 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. Start the flare by progressively increasing and holding the backpressure on the side stick. From stabilized conditions, the flare height is about 30 ft. This height varies with different parameters, such as weight, rate of descent, wind variations...

The roll is a roll rate law until the aircraft is on the ground.

At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is a reminder rather than an order. The pilot will retard the thrust levers when best adapted e.g. if high and fast on the final path the pilot will retard earlier.

In order to assess the rate of descent in the flare, and the aircraft position relative to the ground, look well ahead of the aircraft. The typical pitch increment in the flare is approximately 4

˚, which leads to -1˚ flight path angle associated with a 10 kt speed decay in the manoeuvre. A prolonged float will increase both the landing distance and the risk of tail strike.

CROSSWIND CONDITIONS

On initiation of the flare, rudder should be applied as required to align the aircraft with the runway centreline. Any tendency to roll downwind should be counteracted by an appropriate input on the sidestick. It is possible that a very slight wing down may be required to maintain the aircraft on the runway centreline.

In the case of a very strong cross wind, a full de-crab in the flare may lead to a significant bank correction which may reach the aircraft lateral geometry limit.

Consequently, combination of the partial de-crab and wing down techniques may be required.



LANDING


LANDING CROSSWIND LIMITATIONS

02.160

JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702


Good


≥0.4


Dry, damp, wet

Maximum crosswind

33 kt

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601


Good


≥0.4


Dry, damp, wet

Maximum crosswind

38.5 kt

(Gust included)

CALL OUT




LANDING

02.160

JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476

0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523

0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545-0549 0551 0553-0554

0556 0558-0559 0561-0562 0565-0566 0568-0569 0571-0575 0577-0580 0582 0584-0585

0587-0590 0592 0594 0596 0598 0600-0603 0605 0607-0613 0615-0619 0621-0630 0632

0634-0641 0643-0651 0653-0662 0665 0667 0669-0673 0676 0678-0679 0681-0683 0685-0686

0688-0691 0693-0698 0700-0714 0716-0724 0726-0730 0732-0745 0747-0760 0762-0764

0766-0770 0772-0774 0776 0778-0780 0782-0786 0788-0791 0793-0795 0797-0801 0803-0805

0807 0809 0812-0814 0816-0818 0820-0822 0824-0826 0828-0834 0836-0840 0842-0847

0849-0851 0853-0854 0856-0863 0865-0877 0879-0886 0888-0890 0892-0900 0902-0907

0909-0914 0916-0919 0921-0925 0927-0934 0936-0939 0942-0953 0955 0957-0958 0960 0962

0964-0967 0969 0971-0973 0975-0982 0984-0986 0988-0990 0992 0994 0996-1003 1005

1007 1009-1011 1013-1014 1016 1018-1020 1022 1025-1026 1028-1041 1043-1044 1046-1059

1061-1079 1081-1093 1095-1131 1134-1143 1145-1152 1154-1160 1163-1173 1175-1184 1187

1189-1194 1196-1198 1200-1201 1203 1205-1206 1208-1213 1215-1217 1221-1226 1228-1232

1234-1237 1239-1240 1242-1249 1251-1258 1261-1272 1274-1275 1277-1292 1294-1298

1300-1306 1309-1332 1334-1355 1357-1365 1367-1398 1400-1402 1404-1407 1409-1411

1413-1416 1418-1420 1422-1424 1426-1427 1429-1430 1432 1434-1435 1437 1439-1441

1443-1446 1448-1450 1452-1454 1456-1457 1459-1461 1463-1464 1466-1471 1473-1475

1477-1480 1482-1486 1488-1491 1493-1495 1497-1498 1500-1502 1504-1510 1512-1516

1518 1520 1522-1524 1526-1530 1532-1535 1537-1538 1540-1553 1555-1571 1573-1586

1588-1595 1597-1601 1603-1606 1608-1610 1612-1613 1615-1618 1620-1622 1624-1628

1630-1631 1633-1635 1637 1639-1641 1643-1650 1652-1657 1659-1665 1667-1669 1671-1674

1676-1680 1682-1689

MSN 1692-1694 1696-1700 1702-1703 1705-1706 1708-1710 1712 1714-1715 1717-1719

1721-1723 1725 1727-1733 1735-1747 1749-1762 1764-1771 1773-1775 1777-1782 1784-1787

1789-1793 1795-1797 1799-1806 1808-1810 1812-1816 1818-1835 1837-1842 1844-1847 1849

1851-1858 1860-1868 1870-1877 1879-1880 1882-1886 1888-1904 1906-1920 1922-1925 1927

1929-1931 1933-1940 1942-1945 1947-1949 1951-1952 1954-1955 1957-1959 1961-1965

1968-1969 1971 1973 1975-1976 1979-1983 1986-1987 1989-1993 1996-2004 2006-2020

2022-2040 2042-2044 2046-2054 2056-2059 2061-2063 2065-2066 2068-2075 2077-2079

2081-2104 2106 2108-2109 2112-2114 2116 2118-2189 2191-2207 2209-2210 2212-2215

2217-2219 2221-2225 2227-2233 2235-2246 2248-2254 2256-2260 2262-2266 2268-2269

2271-2289 2291-2302 2304 2306-2308 2310-2314 2316-2319 2321-2322 2325-2329 2331-2336

2338-2341 2343-2350 2352-2356 2358-2362 2364-2380 2382-2409 2411-2461 2463-2471

2473-2475 2477-2479 2481-2487 2489-2520 2522-2529 2531-2535 2537-2542 2544-2548

2551-2552 2554-2562 2564-2589 2591-2598 2600-2609 2611-2652 2654-2681 2683-2684

2690-2702

If pitch attitude exceeds 10

˚, the PNF will announce "PITCH".




LANDING

02.160

JUL 28/05

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557

0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606

0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687

0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802

0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887

0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970

0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027

1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204

1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333

1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447

1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519

1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629

1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707

1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807

1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928

1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988

1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115

2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305

2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476

2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687

If pitch attitude exceeds 7.5

˚, the PNF will announce "PITCH".

DEROTATION

ALL

When the aircraft is on the ground, pitch and roll control operates in Direct Law.

Consequently, when the aircraft touches down, the pilot flies the nose down conventionally, varying sidestick input as required, to control the derotation rate.

After touch down, when reverse thrust is selected (on at least one engine) and one main landing gear strut is compressed, the ground spoilers partially extend to establish ground contact. The ground spoilers fully extend when both main landing gears are compressed. A small nose down term on the elevators is introduced by the control law, which compensates the pitch up tendency with ground spoiler extension.

It is not recommended to keep the nose high in order to increase aircraft drag during the initial part of the roll-out, as this technique is inefficient and increases the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a hard nose gear touch down.



LANDING

02.160

JUL 28/05


ROLL OUT

ALL


During the roll out, the rudder pedals will be used to steer the aircraft on the runway centreline. At high speed, directional control is achieved with rudder. As the speed reduces, the Nose Wheel Steering (NWS) becomes active. However, the NWS tiller will not be used until taxi speed is reached.

CROSSWIND CONDITIONS

The above-mentioned technique applies. Additionally, the pilot will avoid setting stick into the wind as it increases the weathercock effect. Indeed, it creates a differential down force on the wheels into the wind side and differential drag due to spoiler retraction.

The reversers have a destabilizing effect on the airflow around the rudder and thus decrease the efficiency of the rudder. Furthermore they create a side force, in case of a remaining crab angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite noticeable on contaminated runways with crosswind. In case a lateral control problem occurs in high crosswind landing, the pilot will consider to set reversers back to Idle.

At lower speeds, the directional control of the aircraft is more problematic, more specifically on wet and contaminated runways. Differential braking is to be used if necessary. On wet and contaminated runways, the same braking effect may be reached with full or half deflection of the pedals; additionally the anti skid system releases the brake pressure on both sides very early when the pilot presses on the pedals. Thus if differential braking is to be used, the crew will totally release the pedal on the opposite side to the expected turn direction.

ALL

BRAKING




LANDING

02.160

JUL 28/05

Once on the ground, the importance of the timely use of all means of stopping the aircraft cannot be overemphasised. Three systems are involved in braking once the aircraft is on the ground:

.

The ground spoilers

.

The thrust reversers

.

The wheel brakes

THE GROUND SPOILERS

When the aircraft touches down with at least one main landing gear and when at least one thrust lever is in the reverse sector, the ground spoilers partially automatically deploy to ensure that the aircraft is properly sit down on ground.

Then, the ground spoilers automatically fully deploy. This is the partial lift dumping function.

The ground spoilers contribute to aircraft deceleration by increasing aerodynamic drag at high speed. Wheel braking efficiency is improved due to the increased load on the wheels. Additionally, the ground spoiler extension signal is used for auto-brake activation.

THRUST REVERSERS

Thrust reverser efficiency is proportional to the square of the speed. So, it is recommended to use reverse thrust at high speeds.

Select maximum reverse at main landing gear touch down.

The maximum reverse thrust is obtained at N1 between 70% and 85% and is controlled by the FADEC.

A slight pitch-up, easily controlled by the crew, may appear when the thrust reversers are deployed before the nose landing gear touches down.

Below 70 kts, reversers efficiency decreases rapidly. Additionally, the use of high levels of reverse thrust at low speed can cause engine stalls.

Therefore, it is recommended to smoothly reduce the reverse thrust to idle at 70 kts. However, the use of maximum reverse is allowed down to aircraft stop in case of emergency.

If airport regulations restrict the use of reverse, select and maintain reverse idle until taxi speed is reached.

Stow the reversers before leaving the runway to avoid foreign object ingestion.

WHEEL BRAKES




LANDING

02.160

JUL 28/05

Wheel brakes contribute the most to aircraft deceleration on the ground. Many factors may affect efficient braking such as load on the wheels, tire pressure, runway pavement characteristics and runway contamination and braking technique. The only factor over which the pilot has any control is the use of the correct braking technique, as discussed below.

ANTI-SKID

The anti-skid system adapts pilot applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel as required. The anti-skid system maintains the skidding factor

(slip ratio) close to the maximum friction force point. This will provide the optimum deceleration with respect to the pilot input. Full pedal braking with anti-skid provides a deceleration rate of 10 kts/sec.

BRAKES

The use of auto brake versus pedal braking should observe the following guidelines:

.

The use of A/BRAKE is usually preferable because it minimizes the number of application of brake and thus reduces brake wear. Additionally, the A/BRAKE provides a symmetrical brake pressure application which ensures an equal braking effect on both main landing gear wheels on wet or evenly contaminated runway. More particularly, the A/BRAKE is recommended on short, wet, contaminated runway, in poor visibility conditions and in Auto land.

.

The use of LO auto brake should be preferred on long and dry runways whereas the use of MED auto brake should be preferred for short or contaminated runways. The use of MAX auto brake is not recommended.

.

On very short runways, the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no delay after touch down.

.

On very long runways, the use of pedal braking may be envisaged if the pilot anticipates that braking will not be needed. To reduce brake wear, the number of brake application should be limited.

.

In case of pedal braking, do not ride the brakes but apply pedal braking when required and modulate the pressure without releasing. This minimizes brake wear.

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 the autobrake is selected on a contaminated runway, because the deceleration rate is not reached with the autobrake properly functioning, whereas DECEL light might come up with LO selected on Dry runway while the only reversers achieve the selected deceleration rate without autobrake




LANDING

02.160

JUL 28/05 being actually activated. In other words, the DECEL light is not an indicator of the autobrake operation as such, but that the deceleration rate is reached.

Since the auto brake system senses deceleration and modulates brake pressure accordingly, the timely application of MAX reverse thrust will reduce the actual operation of the brakes themselves, thus the brake wear and temperature.

Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop within the available runway length.

CROSS WIND CONDITIONS

The reverse thrust side force and crosswind component can combine to cause the aircraft to drift to the downwind side of the runway if the aircraft is allowed to weathercock into wind after landing. Additionally, as the anti-skid system will be operating at maximum braking effectiveness, the main gear tire cornering forces available to counteract this drift will be reduced.

BRAKING FORCE AND CORNERING FORCE VS ANTISKID

BRAKING

CORNERING

Free rotation 12% Locked Wheel

NOF 02160 04270 0001

To correct back to the centreline, the pilot must reduce reverse thrust to reverse idle and release the brakes. This will minimise the reverse thrust side force component, without the requirement to go through a full reverser actuating cycle, and provide the total tire cornering forces for realignment with the runway centreline. Rudder and differential braking should be used, as required, to correct back to the runway centreline. When re-established on the runway centreline, the pilot should re-apply braking and reverse thrust as required.

DIRECTIONAL CONTROL DURING CROSSWIND LANDING




LANDING

Crosswind component

02.160

JUL 28/05

Touchdown with partial decrab

Aircraft skidding sideways due to fuselage/fin side force and reverse thrust side force

Reverse cancelled and brakes released

Directional control and centerline regained

Reverse thrust and pedal braking reapplied

NOF 02160 04271 0001

FACTORS AFFECTING LANDING DISTANCE

ALL

The field length requirements are contained in the Landing Performance chapter of the FCOM 2. The landing distance margin will be reduced if the landing technique is not correct. Factors that affect stopping distance include:

.

Height and speed over the threshold

.

Glide slope angle

.

Landing flare technique

.

Delay in lowering the nose on to the runway

.

Improper use of braking system

.

Runway conditions (discussed in adverse weather).




LANDING

02.160

JUL 28/05

Height of the aircraft over the runway threshold has a significant effect on total landing distance. For example, on a 3

˚ glide path, passing over the runway threshold at 100 ft altitude rather than 50 ft could increase the total landing distance by approximately 300m/950ft. This is due to the length of runway used before the aircraft touches down.

A 5 kts speed increment on VAPP produces a 5% increase in landing distance with auto brake selected.

For a 50 ft Threshold Crossing Height, a shallower glide path angle increases the landing distance, as the projected touchdown point will be further down the runway.

Floating above the runway before touchdown must be avoided because it uses a large portion of the available runway. The aircraft should be landed as near the normal touchdown point as possible. Deceleration rate on the runway is approximately three times greater than in the air.

Reverse thrust and speedbrake drag are most effective during the high-speed portion of the landing. Therefore, reverse thrust should be selected without delay.

Speed brakes fully deployed, in conjunction with maximum reverse thrust and maximum manual anti-skid braking provides the minimum stopping distance.

OPERATIONAL FACTORS AFFECTING ACTUAL LANDING DISTANCE

Demonstrated

Landing Distance

Required landing distance

50’

1000 ft elevation

V

Approach

+ 10%

100 ft at threshold

+300 m / 1000 ft

No ground spoilers

V

Approach

+ 5% and long flare

1.0

1.1

1.2

1.3


1.67

NOF 02160 04272 0001

Page 12 of 19


CLEARANCE AT TOUCH DOWN


LANDING

02.160

JUL 28/05

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

Geometry limit at touch down

17.3

˚

Pitch attitude at

VAPP(Vref+5kt) (1) tbd

Pitch attitude at touch down tbd

Clearance(2) tbd

˚

Note: (1) Flight path in approach: -3 ˚

(2) Clearance = geometry limit - pitch attitude at touch down

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625

0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670

0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723

0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763

0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825

0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871

0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922

0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985

0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036

1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069

1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107

1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140

1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176

1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223

1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263

1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301

1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338

1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375

1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410

1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466

1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515

1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560

1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594

1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643

1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685

1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738

1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770




LANDING

02.160

JUL 28/05

MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810

1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855

1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912

1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976

1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019

2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066

2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113

2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186

2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232

2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271

2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306

2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355

2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396

2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429

2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458

2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499

2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534

2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581

2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628

2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667

2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702


15.5

˚

Pitch attitude at

VAPP(Vref+5kt) (1)

3.4

˚

Pitch attitude at touch down

7.7

˚

Clearance(2)



7.8

˚




LANDING

02.160

JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476

0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512

0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549

0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577

0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611

0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645

0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681

0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733

0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762

0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793

0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824

0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857

0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886

0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916

0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945

0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975

0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007

1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052

1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087

1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134

1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177

1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221

1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262

1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298

1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339

1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370

1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407

1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443

1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480

1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514

1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550

1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593

1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633




LANDING

02.160

JUL 28/05

MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665

1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700

1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736

1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773

1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809

1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845

1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877

1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911

1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945

1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983

1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022

2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058

2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094

2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169

2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199

2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233

2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275

2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314

2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354

2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395

2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428

2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461

2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509

2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542

2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596

2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633

2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692

Clearance(2) Geometry limit at touch down

13.5

˚

Pitch attitude at

VAPP(Vref+5kt) (1)

3.3

˚


7.6

˚

5.9

˚



MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557

0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606

0614 0620 0631 0642 0652 0664 0692 0699 0731 0746 0765 0771 0802 0811 0819 0848

0855 0887 0901 0940 0959 0963 0987 1008 1042 1144 1204 1220 1227 1356 1511


11.2

˚

Pitch attitude at

VAPP(Vref+5kt) (1)

2.4

˚



6.6

˚

Clearance(2)

4.6

˚



LANDING



02.160

JUL 28/05

MSN 0633 0663 0666 0668 0674-0675 0677 0680 0684 0687 0715 0725 0761 0775 0777

0781 0787 0792 0796 0806 0808 0810 0815 0823 0827 0835 0841 0852 0864 0878 0891

0908 0915 0920 0926 0935 0941 0954 0956 0961 0968 0970 0974 0983 0991 0993 0995

1004 1006 1012 1015 1017 1021 1023-1024 1027 1045 1060 1080 1094 1133 1153 1161 1174

1185 1188 1195 1199 1202 1207 1214 1218-1219 1233 1238 1241 1250 1260 1273 1276

1293 1299 1307 1333 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436

1438 1442 1447 1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503

1517 1519 1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619

1623 1629 1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701

1704 1707 1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794

1798 1807 1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926

1928 1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984

1988 1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110

2115 2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303

2305 2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472

2476 2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687


10.8

˚

Pitch attitude at

VAPP(Vref+5kt) (1)

2.4

˚


6.6

˚

Clearance(2)



4.2

˚

TAIL STRIKE AVOIDANCE

ALL

Although most of tail strikes are due to deviations from normal landing techniques, some are associated with such external conditions as turbulence and wind gradient.

DEVIATION FROM NORMAL TECHNIQUES

Deviations from normal landing techniques are the most common causes of tail strikes. The main reasons for this are due to:

.

Allowing the speed to decrease well below VAPP before flare




LANDING

02.160

JUL 28/05

Flying at too low speed means high angle of attack and high pitch attitude, thus reducing ground clearance. When reaching the flare height, the pilot will have to significantly increase the pitch attitude to reduce the sink rate. This may cause the pitch to go beyond the critical angle.

.

Prolonged hold off for a smooth touch down

As the pitch increases, the pilot needs to focus further ahead to assess the aircraft’s position in relation to the ground. The attitude and distance relationship can lead to a pitch attitude increase beyond the critical angle.

.

Too high flare

A high flare can result in a combined decrease in airspeed and a long float.

Since both lead to an increase in pitch attitude, the result is reduced tail clearance.

.

Too high sink rate, just prior reaching the flare height

In case of too high sink rate close to the ground, the pilot may attempt to avoid a firm touch down by commanding a high pitch rate. This action will significantly increase the pitch attitude and, as the resulting lift increase may be insufficient to significantly reduce the sink rate, the high pitch rate may be difficult to control after touch down, particularly in case of bounce.

.

Bouncing at touch down

In case of bouncing at touch down, the pilot may be tempted to increase the pitch attitude to ensure a smooth second touch down. If the bounce results from a firm touch down, associated with high pitch rate, it is important to control the pitch so that it does not further increase beyond the critical angle.

APPROACH AND LANDING TECHNIQUES

A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate airspeed and flight path angle. The A/THR and FPV are effective aids to the pilot.

VAPP should be determined with the wind corrections (provided in FCOM/QRH) by using the FMGS functions. As a reminder, when the aircraft is close to the ground, the wind intensity tends to decrease and the wind direction to turn

(direction in degrees decreasing in the northern latitudes). Both effects may reduce the head wind component close to the ground and the wind correction to

VAPP is there to compensate for this effect.

When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to the attitude and sink rate. If a normal touchdown distance is not possible, a go-around should be performed.

If the aircraft has reached the flare height at VAPP, with a stabilized flight path angle, the normal SOP landing technique will lead to repetitive touch down attitude and airspeed.




LANDING

02.160

JUL 28/05

During the flare, the pilot should not concentrate on the airspeed, but only on the attitude with external cues.

Specific PNF call outs have been reinforced for excessive pitch attitude at landing.

After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the main part of the spoiler pitch up effect is compensated by the flight control law itself.

BOUNCING AT TOUCH DOWN

In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch down with a high pitch rate.

In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touch down during the go-around. Should it happen, it would be soft enough to prevent damage to the aircraft, if pitch attitude is maintained.

Only when safely established in the go-around, retract flaps one step and the landing gear. A landing should not be attempted immediately after high bounce, as thrust may be required to soften the second touch down and the remaining runway length may be insufficient to stop the aircraft.

CUMULATIVE EFFECTS

No single factor should result in a tail strike, but accumulation of several can significantly reduce the margin.




GO AROUND

02.170

JUL 28/05

PREFACE

ALL

Failure to recognize the need for and to execute a go-around, when required, is a major cause of approach and landing accidents. Because a go-around is an infrequent occurrence, it is important to be "go-around minded". The decision to go-around should not be delayed, as an early go-around is safer than a last minute one at lower altitude.

CONSIDERATIONS ABOUT GO-AROUND

ALL

A go-around 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 e.g. major navigation problem

.

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

.

The approach is unstable in speed, altitude, and flight path in such a way that stability will not be obtained by 1000 ft IMC or 500 ft VMC.

.

Any GPWS, TCAS or windshears alert occur

.

Adequate visual cues are not obtained reaching the minima.

AP/FD GO-AROUND PHASE ACTIVATION




GO AROUND

02.170

JUL 28/05

MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060

0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114

0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164

0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213

0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273

0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329

0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376

0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432

0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470

0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525

0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564

0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607

0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641

0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686

0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720

0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754

0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802

0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843

0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888

0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939

0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986

0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037

1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117

1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230

1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479

1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662

1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812

1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002

2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474

The go-around phase is activated when the thrust levers are set to TOGA, provided the flap lever is selected to Flap 1 or greater. The missed approach becomes the active F-PLN and the previously flown approach is strung back into the F-PLN.

For the go-around, the appropriate flying reference is the attitude, since it is dynamic manoeuvre. So, if the "bird" is ON, the PF will ask the PNF to select

HDG/VS, in order to remove the "bird". This also permits to replace the FPD by the FD bars, if the flight director is in use.

If the autopilot or the flight director is in use, SRS and GA TRK modes engage.

If the autopilot and both flight directors are off, the PF will maintain 15

˚ of pitch.

If TOGA thrust is not required during a go-around for any reason, e.g. an early go-around ordered by ATC, it is essential that thrust levers are set to TOGA momentarily to sequence the F-PLN. If this is not done, the destination airfield will be sequenced and the primary F-PLN will become PPOS - DISCONT- .




GO AROUND

02.170

JUL 28/05

MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073

0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134

0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184

0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224

0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274

0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333

0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404

0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466

0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527

0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562

0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608

0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656

0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695

0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736

0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779

0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810

0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845

0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892

0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938

0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979

0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021

1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075

1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148

1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226

1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413

1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482

1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566

1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684

1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765

1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823

1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958

1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046

2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473

2475-2702

The go-around phase is activated when the thrust levers are set to TOGA, provided the flap lever is selected to Flap 1 or greater. The FDs bars are displayed automatically and SRS and GA TRK modes engage. The missed approach becomes the active F-PLN and the previously flown approach is strung back into the F-PLN.

For the go-around, the appropriate flying reference is the attitude, since it is dynamic manoeuvre. This is why, if the "bird" is ON, it is automatically removed, and the FD bars automatically replace the FPD.

If TOGA thrust is not required during a go-around for any reason, e.g. an early go-around ordered by ATC, it is essential that thrust levers are set to TOGA momentarily to sequence the F-PLN. If this is not done, the destination airfield will be sequenced and the primary F-PLN will become PPOS - DISCONT-



GO AROUND

02.170

JUL 28/05


GO-AROUND PHASE

MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060

0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114

0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164

0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213

0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273

0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329

0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376

0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432

0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470

0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525

0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564

0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607

0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641

0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686

0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720

0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754

0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802

0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843

0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888

0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939

0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986

0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037

1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117

1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230

1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479

1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662

1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812

1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002

2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474

GO AROUND WITH FD ON

The SRS mode guides the aircraft with a maximum speed of VAPP or IAS at time of TOGA selection (limited to maximum of VAPP + 25 with all engines operative or VAPP + 15 with one engine inoperative with FMS2) until the acceleration altitude where the target speed increases to green dot.

Some FMS misbehaviour may prevent this automatic target speed increase.

Should this occur, pulling the FCU ALT knob for OP CLB manually disengages

SRS mode and allows the target speed to increase to green dot. It should be noted however, that the target speed increases to green dot speed as soon as

ALT* mode engages when approaching the FCU clearance altitude.




GO AROUND

02.170

JUL 28/05

The GA TRK mode guides the aircraft on the track memorised at the time of

TOGA selection. The missed approach route becomes the ACTIVE F-PLN provided the waypoints have been correctly sequenced on the approach. Pushing for NAV enables the missed approach F-PLN to be followed.

Above the go-around acceleration altitude, the target speed is green dot.

GO AROUND WITH FD OFF

The PF maintains 15

˚ of pitch.

The crew will not select the FD ON before the acceleration altitude, since this would not activate the SRS mode. (V/S mode would be activated, maintaining the V/S at mode engagement).

At the thrust reduction/acceleration altitude, the crew will set the selected speed to green dot before setting CLB thrust, since the autothrust will activate in selected speed mode.

The crew will then set the FD ON , and select the appropriate modes.




GO AROUND

02.170

JUL 28/05

MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073

0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134

0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184

0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224

0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274

0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333

0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404

0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466

0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527

0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562

0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608

0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656

0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695

0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736

0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779

0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810

0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845

0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892

0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938

0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979

0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021

1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075

1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148

1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226

1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413

1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482

1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566

1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684

1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765

1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823

1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958

1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046

2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473

2475-2702

The SRS mode guides the aircraft with a maximum speed of VAPP or IAS at time of TOGA selection (limited to maximum of VAPP + 25 with all engines operative or VAPP + 15 with one engine inoperative with FMS2) until the acceleration altitude where the target speed increases to green dot.

Some FMS misbehaviour may prevent this automatic target speed increase.

Should this occur, pulling the FCU ALT knob for OP CLB manually disengages

SRS mode and allows the target speed to increase to green dot. It should be noted however, that the target speed increases to green dot speed as soon as

ALT* mode engages when approaching the FCU clearance altitude.

The GA TRK mode guides the aircraft on the track memorised at the time of

TOGA selection. The missed approach route becomes the ACTIVE F-PLN provided the waypoints have been correctly sequenced on the approach. Pushing for NAV enables the missed approach F-PLN to be followed.




GO AROUND

02.170

JUL 28/05

Above the go-around acceleration altitude, the target speed is green dot.

ENGINES ACCELERATION

ALL

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. Therefore, the pilot must be aware that the aircraft will initially loose some altitude. This altitude loss will be greater if initial thrust is close to idle and/or the aircraft speed is lower than VAPP.

ATTITUDE LOSS FOLLOWING A GO-AROUND

Altitude loss

0

−20

−40

VAPP − stabilized thrust

VAPP − idle thrust

1 2 3 4 5 6 Time (sec)

NOF 02170 04247 0001

ALL

LEAVING THE GO-AROUND PHASE

The purpose of leaving the go-around phase is to obtain the proper target speed and proper predictions depending upon the strategy chosen by the crew. During the missed approach, the crew will elect either of the following strategies:

.

Fly a second approach




GO AROUND

02.170

JUL 28/05

.

Carry out a diversion

SECOND APPROACH

If a second approach is to be flown, the crew will activate the approach phase in the MCDU PERF GO-AROUND page. The FMS switches to Approach phase and the target speed moves according to the flaps lever setting, e.g. green dot for

Flaps 0.

The crew will ensure proper waypoint sequencing during the second approach in order to have the missed approach route available, should a further go-around be required.

DIVERSION

Once the aircraft path is established and clearance has been obtained, the crew will modify the FMGS to allow the FMGS switching from go-around phase to climb phase:

.

If the crew has prepared the ALTN FPLN in the active F-PLN, a lateral revision at the TO WPT is required to access the ENABLE ALTN prompt. On selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if previously in NAV. The aircraft will be flown towards the next waypoint using

HDG or NAV via a DIR TO entry.

.

If the crew has prepared the ALTN FPLN in the SEC F-PLN, the SEC F-PLN will be activated, and a DIR TO performed as required. AP/FD must be in

HDG mode for the ACTIVATE SEC F-PLN prompt to be displayed.

.

If the crew has not prepared the ALTN FPLN, a selected climb will be initiated. Once established in climb and clear of terrain, the crew will make a lateral revision at any waypoint to insert a NEW DEST. The route and a CRZ

FL (on PROG page) can be updated as required.

REJECTED LANDING

ALL

A rejected landing is defined as a go-around manoeuvre initiated below the minima.




GO AROUND

02.170

JUL 28/05

Once the decision is made to reject the landing, the flight crew must be committed to proceed with the go-around manoeuvre and not be tempted to retard the thrust levers in a late decision to complete the landing.

TOGA thrust must be applied but a delayed flap retraction should be considered.

If the aircraft is on the runway when thrust is applied, a CONFIG warning will be generated if the flaps are in conf full. The landing gear should be retracted when a positive rate of climb is established with no risk of further touch down. Climb out as for a standard go-around.

In any case, if reverse thrust has been applied, a full stop landing must be completed.




TAXI IN

02.180

JUL 28/05

BRAKE FANS (IF INSTALLED)

ALL

The use of brake fans could increase oxidation of the brake surface hot spots if brakes are not thermally equalized, leading to the rapid degradation of the brakes. For this reason, selection of brake fans should be delayed until approximately five minutes after touchdown or just prior to stopping at the gate

(whichever occurs first).


MSN 0002-0042 0044-0112 0115-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467

0469-0472 0475-0476 0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504

0506-0508 0510-0512 0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543

0545-0549 0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571-0574

0577-0579 0582 0584-0585 0587-0590 0592 0594 0596 0598 0600-0603 0605 0607-0613

0615-0619 0621-0630 0632 0634-0641 0643-0651 0653-0658 0660-0662 0665 0669-0673

0676 0678-0679 0681-0683 0685-0686 0688-0691 0693-0698 0700-0714 0716-0724 0726-0730

0732-0745 0747-0760 0762-0764 0766-0770 0772-0774 0776 0778-0780 0782-0786 0788-0791

0793-0795 0797-0801 0803-0805 0807 0809 0812-0814 0816-0818 0820-0822 0824-0826

0828-0834 0836-0840 0842-0847 0849-0851 0853-0854 0856-0863 0865-0877 0879-0886

0888-0890 0892-0900 0902-0907 0909-0914 0916-0919 0921-0925 0927-0933 0936-0939

0942-0953 0955 0957-0958 0960 0962 0964-0967 0969 0971-0973 0975-0982 0984-0986

0988-0989 0992 0994 0996-1003 1005 1007 1009-1011 1013 1016 1018-1020 1022 1025-1026

1028-1041 1043-1044 1046-1059 1061-1079 1081-1093 1095-1131 1134-1143 1145-1152

1154-1160 1163-1173 1175-1176 1178-1182 1184 1187 1189-1194 1196-1198 1200-1201 1203

1205-1206 1208-1213 1215-1217 1221-1226 1228-1232 1234-1237 1239-1240 1242-1249

1251-1258 1261-1272 1274-1275 1277-1292 1294-1298 1300-1306 1309-1332 1334-1355

1357-1365 1367-1382 1384-1398 1400-1402 1404-1406 1409-1411 1413-1416 1419-1420

1422-1423 1426-1427 1429-1430 1432 1434-1435 1437 1439-1441 1443-1446 1448-1450

1452-1454 1456-1457 1460-1461 1463-1464 1466-1471 1473-1475 1477-1480 1482-1486

1488-1491 1493-1495 1497-1498 1500-1502 1504-1510 1512-1516 1518 1520 1522-1524

1526-1530 1532-1535 1537-1538 1540-1553 1555-1571 1573-1586 1588-1595 1597-1601

1603-1606 1608-1610 1612-1613 1615-1618 1620-1622 1624-1628 1630-1631 1633-1635

1637 1639-1641 1643-1650




TAXI IN

02.180

JUL 28/05

MSN 1652-1657 1659-1665 1667-1669 1671-1674 1676-1680 1682-1689 1692-1694 1696

1698-1700 1702-1703 1705-1706 1708-1710 1712 1714-1715 1717-1719 1721-1723 1725

1727-1731 1733 1735-1747 1749-1762 1764-1771 1773-1775 1777-1782 1784-1787 1789-1793

1795-1797 1799-1806 1808-1810 1812-1816 1818-1835 1837-1842 1844-1847 1849 1851-1858

1860-1868 1870-1877 1879-1880 1882-1886 1888-1904 1906-1920 1922-1925 1927 1929-1931

1933-1940 1942-1945 1947-1949 1951-1952 1954-1955 1957-1959 1961-1965 1968-1969 1971

1973 1975-1976 1979-1983 1986 1989-1993 1996-2004 2006-2020 2022-2040 2042-2044

2046-2054 2056-2059 2061-2063 2065-2066 2068-2075 2077-2079 2081-2104 2106 2108-2109

2112-2114 2116 2118-2189 2191-2207 2209-2210 2212-2215 2217-2219 2221-2225 2227-2233

2235-2246 2248-2254 2256-2260 2262-2266 2268-2269 2271-2289 2291-2302 2304 2306-2308

2310-2314 2316-2319 2321-2322 2325-2329 2331-2336 2338-2341 2343-2350 2352-2356

2358-2362 2364-2380 2382-2409 2411-2461 2463-2471 2473-2475 2477-2479 2481-2487

2489-2520 2522-2529 2531-2535 2537-2542 2544-2548 2551-2552 2554-2562 2564-2589

2591-2598 2600-2609 2611-2652 2654-2681 2683-2684 2690-2702

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 brake and a maintenance action is due e.g. if one wheel reaches the limit temperature of 425

˚C while all others wheels brakes indicate less than 325 ˚C, this indicates that there is a potential problem of brake binding or permanent brake application on that wheel. Conversely, if one wheel brake is at or below

60

˚C whereas the others are beyond 160˚C, this indicates that there is a potential loss of braking on that wheel.

If brake temperature is above 500

˚C with fans OFF (350˚C fans ON), use of the parking brake, unless operationally necessary, should be avoided to prevent brake damage.

If one brake temperature exceeds 500

˚C, a maintenance action is due.

The MMEL provides information regarding brake ground cooling time, both with and without brake fans.

MSN 0043 0113-0114 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0502

0505 0513-0518 0520 0522 0524 0526 0532 0535 0541 0552 0557 0560 0563-0564 0567

0570 0575-0576 0580-0581 0583 0586 0593 0595 0599 0620 0631 0642 0652 0659 0664

0667 0692 0699 0765 0771 0806 0810 0819 0827 0835 0848 0855 0864 0887 0891 0901

0908 0920 0934-0935 0940-0941 0954 0959 0961 0968 0974 0987 0990 1004 1014 1021

1027 1045 1060 1080 1144 1153 1161 1174 1177 1183 1185 1188 1195 1199 1207 1214

1218 1220 1241 1260 1273 1293 1356 1383 1407-1408 1418 1421 1424 1438 1458-1459

1487 1511 1554 1572 1636 1670 1681 1697 1716 1732 1734 1836 1850 1926 1978 1987

2041 2045 2110 2115 2208 2220 2226 2247 2270 2290 2357 2381 2472 2488 2563 2599

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 brake and a maintenance action is due e.g. if one wheel reaches the limit temperature of 600

˚C while all others wheels brakes indicate less than 400˚C to 450

˚C, this indicates that there is a potential problem of brake binding or




TAXI IN

02.180

JUL 28/05 permanent brake application on that wheel. Conversely, if one wheel brake is at or below 60







MSN 0364 0385 0498 0509 0519 0521 0529 0538 0544 0550 0555 0591 0597 0604 0606

0614 0633 0663 0666 0668 0674-0675 0677 0680 0684 0687 0715 0725 0731 0746 0761

0775 0777 0781 0787 0792 0796 0802 0808 0811 0815 0823 0841 0852 0878 0915 0926

0956 0963 0970 0983 0991 0993 0995 1006 1008 1012 1015 1017 1023-1024 1042 1094

1133 1202 1204 1219 1227 1233 1238 1250 1276 1299 1307 1333 1366 1399 1403 1412

1417 1425 1428 1431 1433 1436 1442 1447 1451 1455 1462 1465 1472 1476 1481 1492

1496 1499 1503 1517 1519 1521 1525 1531 1536 1539 1587 1596 1602 1607 1611 1614

1619 1623 1629 1632 1638 1642 1651 1658 1666 1675 1690-1691 1695 1701 1704 1707

1711 1713 1720 1724 1726 1748 1763 1772 1776 1783 1788 1794 1798 1807 1811 1817

1843 1848 1859 1869 1878 1881 1887 1905 1921 1928 1932 1941 1946 1950 1953 1956

1960 1966-1967 1970 1972 1974 1977 1984 1988 1994-1995 2005 2021 2055 2060 2064

2067 2076 2080 2105 2107 2117 2190 2211 2216 2234 2255 2261 2267 2303 2305 2309

2315 2320 2323-2324 2330 2337 2342 2351 2363 2410 2462 2476 2480 2521 2530 2536

2543 2549 2553 2590 2610 2653 2682 2687

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 brake and a maintenance action is due. e.g. if one wheel reaches the limit temperature of 600

˚C while all others wheels brakes indicate less than 400˚C to 450

˚C, this indicates that there is a potential problem of brake binding or permanent brake application on that wheel. Conversely, if one wheel brake is at or below 60







ENGINES COOLING PERIOD




TAXI IN

02.180

JUL 28/05

ALL

To avoid engine thermal stress, it is required that the engine be operated at, or near, idle for a cooling period as described in FCOM 3.03.25

TAXI WITH ONE ENGINE SHUTDOWN

ALL

Refer to FCTM 02.040

AFTER LANDING FLOW PATTERN

ALL

AFTER LANDING FLOW PATTERN




TAXI IN

02.180

JUL 28/05

PF

1

PNF

MECH ALL

CALLS

FWD AFT

EMER

RAIN RPLNT

SLOW

FAST

WIPER

OFF

GRND SPLRS

1

WING

FAULT

ON

ON

OFF

RWY TURN OFF

ON

T

O

A

U

OFF

ON

OFF

L

ANTI−ICE

ENG 1

FAULT

ON

ON

OFF

R

APU

ENG 2

FAULT

ON

NAV

2

OFF

PROBE/WINDOW

HEAT

OFF

APU

A

U

T

O

MASTER SW

MAN V/S CTL

UP

CABIN PRESS

MODE SEL

LDG ELEV

AUTO

−2

14 0

DN

FAULT

OVRD

T

O

A

U 12

10 4

2

8 6

DITCHING

ON

OVHD INTEG LT

STBY COMPASS

INIT LT

DOME

BRT

DIM

ANN LT

TEST

BRT

FAULT

ON

OFF BRT OFF

OFF DIM

OFF

AVAIL

ON

OFF

NO SMOKING

ON

OFF

A

U

T

O

SIGNS

EMER EXIT LT

OFF

ON

OFF

6

ON

0 0 0 0

0

0

T.O.

CONFIG

EMER

CANC


APU COND DOOR WHEEL F/CTL ALL

APU DOOR WHEEL ALL

MAN START

2

ENG

N1 MODE

2

ON

WIPER

OFF

ON ON

RAIN RPLNT

ON

SLOW

FAST

SPEED

BRAKE

GND SPLRS ARMED

RET RET

1/2

FULL

1/2

FULL

RADAR

PREDICTIVE WINDSHEAR

2

MAN V/S

G N D

E T

S P E D

B R K E

1 / 2

U L L

A R E D

R T

1 2

F U L

ENG

0

ENG

2

3

0

3

F U L

0

1

2

U L

0

1

2

3

4

OVHD INTEG LT

MAN V/S

OFF BRT

MAN V/S

5

FLAPS

OFF

ENG START SEL

ON

PARK BRK

ATC

TCAS MODE SEL

NOF 02180 04248 0001


ABNORMAL OPERATIONS

TABLE OF CONTENTS


03.010

03.020

03.022

03.024

03.026

GENERAL

-- PREFACE

-- LANDING DISTANCE PROCEDURE

-- VAPP DETERMINATION

-- LANDING DISTANCES CALCULATION

OPERATING TECHNIQUES

-- LOW SPEED ENGINE FAILURE

-- REJECTED TAKE-OFF

-- EMERGENCY EVACUATION

-- ENGINE FAILURE AFTER V1

-- ENGINE FAILURE DURING INITIAL CLIMB-OUT

-- ENGINE FAILURE DURING CRUISE

-- ENGINE-OUT LANDING

-- CIRCLING ONE ENGINE INOPERATIVE

-- ONE ENGINE INOPERATIVE GO-AROUND

-- LAND ASAP

AUTOFLIGHT

-- FMGC FAILURE

ELECTRICAL

-- INTRODUCTION TO EMERGENCY ELECTRICAL

CONFIGURATION

-- TECHNICAL BACKGROUND

-- GENERAL GUIDELINES

-- REMAINING SYSTEMS

FIRE PROTECTION

-- PREFACE

-- SMOKE

-- CARGO SMOKE

FLIGHT CONTROLS 03.027


03.000

JUL 28/05

Page 1 of 2

1

1

3

5

1

1

4

14

15

15

16

11

11

5

8

1

1

1

4

1

1

1


TABLE OF CONTENTS


03.028

03.029

03.032

03.034

03.070

03.090

-- ABNORMAL FLAPS/SLATS CONFIGURATION

FUEL

-- FUEL LEAK

HYDRAULIC

-- HYDRAULIC GENERATION PARTICULARITIES

-- DUAL HYDRAULIC FAILURES

-- REMAINING SYSTEMS

LANDING GEAR

-- LDG WITH ABNORMAL L/G

NAVIGATION

-- ADR/IRS FAULT

-- UNRELIABLE AIRSPEED INDICATIONS

-- DUAL RADIO ALTIMETER FAILURE

POWER PLANT

-- ALL ENGINE FLAMEOUT

MISCELLANEOUS

-- EMERGENCY DESCENT

-- OVERWEIGHT LANDING

-- CREW INCAPACITATION

1

1

5

1

1

3

10

03.000

JUL 28/05

1

1

1

1

3

1




GENERAL

03.010

JUL 28/05

PREFACE

ALL

The ABNORMAL OPERATIONS chapter highlights techniques that will be used in some abnormal and emergency operations. Some of the procedures discussed in this chapter are the result of double or triple failures. Whilst it is very unlikely that any of these failures will be encountered, it is useful to have a background understanding of the effect that they have on the handling and management of the aircraft. In all cases, the ECAM should be handled as described in FCTM

OPERATIONAL PHILOSOPHY- ECAM 01.040.

LANDING DISTANCE PROCEDURE

ALL

Should a failure occur with "LANDING DISTANCE PROC....APPLY" message displayed on the ECAM STATUS page, the crew will enter the LDG CONF/APP

SPD/LDG DIST/ CORRECTIONS FOLLOWING FAILURES table in QRH chapter

2 and read:

.

The flap lever position for landing

.

Delta VREF if required for VAPP determination

.

The landing distance factor for landing distance calculation

VAPP DETERMINATION

ALL

BACKGROUND

Some failures affect the approach speed.

.

Some failures (typically slat or flap failure) increase the VLS. In this case, the

VLS displayed on the PFD (if available) takes into account the actual configuration.




GENERAL

03.010

JUL 28/05

.

In some others failures, it is required to fly at speed higher than VLS to improve the handling characteristics of the aircraft. This speed increment is to be added to the VLS displayed on the PFD when the landing configuration is reached.

In order to prepare the approach and landing, the crew needs to know VAPP in advance. The appropriate VLS is not necessarily available at that time on the

PFD, because the landing configuration is not yet established. Hence, VAPP is determined using VREF, which is the VLS of CONF FULL, and is available both in MCDU PERF APPR page and QRH. Delta VREF, extracted from the QRH, is then added.

Vapp = Vref + Vref + Wind correction

When required

NOF 03010 04277 0001

METHOD

If QRH shows a Delta Vref

VAPP COMPUTATION PRINCIPLE WITH DELTA VREF




GENERAL

03.010

JUL 28/05

DEST

QNH

1018

TEMP

20°

MAG WIND

200° /005

TRANS ALT

5000

VAPP

140

PREV

PHASE

APPR

FLP RETR

F= 162

SLT RETR

S= 186

CLEAN

O= 234

VLS

135

FINAL

ILS14R

MDA

688

DH

[ ]

LDG CONF

CONF 3*

FULL

NEXT

PHASE

Select CONF FULL

Read VREF = VLS CONF FULL

A318

A319

A320

A321

ABNORMAL PROCEDURES

LDG CONF − APPR SPD −

LDG DIST

CORRECTIONS FOR FAILURES

REV 36

SEQ 001

2.32

FLAPS/

SLATS 25

R

R

R

R

R

R

R

HYD

BRK

25

NAV

R

ENG

R

* : Refer to 2.33 − MULTIPLE FAILURES

R ** : Landing configuration as recommended by the ECAM

(1) If CONF Ils used when "NORM" is indicated in the table multiply the resulting landing distance by an additional factor of 1.1.

Add VREF to VERF

WIND CORRECTION

VREF 20KT

NO WIND

CORRECTION

VREF 20KT

1/3 HEADWIND

( VREF + WIND CORR

LIMITED TO KT)

Add wind correction, if applicable

5000

VAPP

160

PREV

DEST

QNH

1018

TEMP

20°

MAG WIND

200° /005

TRANS ALT

5000

VAPP

160

PREV

PHASE

APPR

FLP RETR

F= 162

SLT RETR

S= 186

CLEAN

O= 234

VLS

135

FINAL

ILS14R

MDA

688

DH

[ ]

LDG CONF

CONF 3*

FULL

NEXT

PHASE

Enter VAPP manually

Select CONF 3, if LDG IN CONF 3

NOF 03010 04278 0001

When fully configured in final approach, the crew will check the reasonableness of the final approach speed computed by the crew with regard to VLS on the

PFD speed scale.

If the QRH shows no Delta Vref:

Proceed as for normal operations (Use the MCDU VAPP, as computed by FMS).



GENERAL


LANDING DISTANCES CALCULATION

03.010

JUL 28/05

ALL

The actual landing distance is measured from 50 ft above the runway surface until the aircraft comes to the complete stop. This distance is measured during flight testing and represents the maximum aircraft performance. It is called

LANDING DISTANCE WITHOUT AUTOBRAKE in the QRH.

Should a failure occur in flight which requires the actual landing distance to be multiplied by a factor, then the factor should be applied to the "LANDING

DISTANCE WITHOUT AUTOBRAKE" configuration full.

Conversely, the AUTOLAND LANDING DISTANCE WITH AUTOBRAKE table available in the QRH gives a realistic indication of the aircraft performance during normal operations. Therefore, if an en-route diversion is required, and no landing distance factor is to be applied, the crew should refer to this table.




OPERATING TECHNIQUES

03.020

JUL 28/05

LOW SPEED ENGINE FAILURE

ALL

If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid displacement from the runway centreline. For this reason, it is essential that the Captain keeps his hand on the thrust levers once take-off thrust has been set. Directional control is achieved by immediately closing the thrust levers and using maximum rudder and braking. If necessary, the nosewheel tiller should be used to avoid runway departure.

REJECTED TAKE-OFF

ALL

FACTORS AFFECTING RTO

Experience has shown that a rejected take-off can be hazardous, even if correct procedures are followed. Some factors that can detract from a successful rejected take-off are as follows:

.

Tire damage

.

Brakes worn or not working correctly

.

Error in gross weight determination

.

Incorrect performance calculations

.

Incorrect runway line-up technique

.

Initial brake temperature

.

Delay in initiating the stopping procedure

.

Runway friction coefficient lower than expected

Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of some of these factors.

During the taxi-out, a review of the take-off briefing is required. During this briefing, the crew should confirm that the computed take-off data reflects the actual take-off conditions e.g. wind and runway condition. Any changes to the planned conditions require the crew to re-calculate the take-off data. In this case, the crew should not be pressurised into accepting a take-off clearance before





03.020

JUL 28/05 being fully ready. Similarly, the crew should not accept an intersection take-off until the take-off performance has been checked.

The line-up technique is very important. The pilot should use the over steer technique to minimize field length loss and consequently, to maximize the acceleration-stop distance available.

DECISION MAKING

A rejected take-off is a potentially hazardous manoeuvre and the time for decision-making is limited. To minimize the risk of inappropriate decisions to reject a take-off, many warnings and cautions are inhibited between 80 kts and

1500 ft. Therefore, any warnings received during this period must be considered as significant.

To assist in the decision making process, the take-off is divided into low and high speeds regimes, with 100 kts being chosen as the dividing line. The speed of 100 kts is not critical but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed:

.

Below 100 kts, the Captain will seriously consider discontinuing the take-off if any ECAM warning/caution is activated.

.

Above 100 kts, and approaching V1, the Captain should be "go-minded" and only reject the take-off in the event of a major failure, sudden loss of thrust, any indication that the aircraft will not fly safely, or if one of the following

ECAM warning/caution occurs:

.

ENG or APU FIRE

.

ENG FAIL

.

CONFIG

.

ENG REV UNLOCK

.

L+R ELEV FAULT

.

SIDESTICK FAULT

If a tire fails within 20 kts of V1, unless debris from the tire has caused noticeable engine parameter fluctuations, it is better to get airborne, reduce the fuel load and land with a full runway length available.

The decision to reject the take-off is the responsibility of the Captain and must be made prior to V1 speed:

.

If a malfunction occurs before V1, for which the Captain does not intend to reject the take-off, he will announce his intention by calling "GO".

.

If a decision is made to reject the take-off, the Captain calls "STOP".

This call both confirms the decision to reject the take-off and also states that the

Captain now has control.

It is the only time that hand-over of control is not accompanied by the phrase "I have control".

RTO PROCEDURE





03.020

JUL 28/05

Should a RTO procedure is initiated, the following task sharing will be applied.

CAPT

Calls .........................................."STOP"

Thrust levers ................................

IDLE

Reverse thrust ...................

MAX AVAIL

F/O

Calls ......................

"REVERSE GREEN"

"DECEL(*)"

"70 kt"

Cancels any audio warning

Aircraft stopped

Reverse .................................

STOWED

Parking brake ...........................

PA call ...........

APPLY

"ATTENTION CREW AT

Calls for ....................

STATION"

"ECAM ACTION"

Advises ATC

Locates on ground EMER EVAC C/L

Completes the ECAM ACTIONS

NOF 03020 04280 0001

(*): "DECEL" call means that the deceleration is felt by the crew, and confirmed by the Vc trend on the PFD. It can also be confirmed by the DECEL light; however, this light only indicates that the selected deceleration rate is or is not achieved, irrespective of the functioning of the autobrake. DECEL light might not come up on a contaminated runway, with the autobrake working properly,due to the effect of the antiskid.

If the take-off is rejected prior to 72kts, the spoilers will not deploy and the auto-brake will not function.

If a rejected take-off is initiated and MAX auto brake decelerates the aircraft, the captain will avoid pressing the pedals (which might be a reflex action). Conversely, if deceleration is not felt, the captain will press the brake pedals fully down.

If take-off has been rejected due to an engine fire, the ECAM actions will be completed until shutting down the remaining engines.

REJECTED TAKE-OFF FLOW PATTERN





03.020

JUL 28/05

"STOP"

F/O

"ECAM ACTIONS"

M X

H T

O N

M X

H T

O N

0

50

D M E

S E T

DATE

A D F

30

33

3

A D F

4 D M E

H R

MIN

R

N U min

M G T 10

C H R

0

RUN

STOP

RST

40

G M T min

E T

20

CHR

"REVERSE GREEN"

1

L D G E R

U N

N L U N K

E C L

A T K

E D

E C L

A X

D C E

O N

U P

O W

A C U

3

0

1 1

P E S

4

3

B R

0

A K

S I 1 0 0

A X

O T

O N

M X

H T

2

"DECEL"

"70 Kt"

PA:

"ATTENTION CREW

AT STATION"

0 0 0 0

3

MAN V/S

A D

R T

1 2

S E

A E

F L F L

0

0

EMER

CANC

T.O.

CONFIG

ENG BLEED PRESS EL/AC EL/DC

APU COND DOOR WHEEL F/CTL

FUEL THRUST LEVERS:

ALL

− Idle

− Reverse 1

When aircraft stopped

ATC notified

ON GROUND EMER

EVAC C/L located

OVHD INTEG LT

ENG

2

OFF BRT CAPT

MAN V/S MAN V/S

ENG

0

0

1

2

3

F L

0

1

2

3

F L

2

When aircraft stopped

PARKING BRAKE ON

0

NOF 03020 04281 0001

EMERGENCY EVACUATION





03.020

JUL 28/05

ALL

INTRODUCTION

The typical case, which may require an emergency evacuation, is an uncontrollable on ground engine fire. This situation, which may occur following a rejected take-off or after landing, requires good crew coordination to cope with a high workload situation.

DECISION MAKING

As soon as aircraft is stopped, the parking brake set, the captain notifies the cabin crew and calls for ECAM ACTIONS. At this stage, the task sharing is defined as follow:

.

The first officer carries out the ECAM actions until shutting down the remaining engine.

.

The captain builds up his decision to evacuate depending on the circumstances. Considerations should be given to:

-- Possible passenger evacuation of the aircraft on the runway.

-- Vacating the runway as soon as possible.

-- Communicating intentions or requests to ATC.

If fire remains out of control after having discharged the fire agents, the captain calls for the ON GROUND EMER EVAC C/L located on the back of the QRH.

THE ON GROUND EMER EVACUATION C/L

Some items need to be highlighted:

.

It is essential that the differential pressure be zeroed.

In automatic pressurization mode, the crew can rely on the CPC, and the

Delta P check is therefore not applicable.

If MAN CAB PRESS is used in flight, the CAB PR SYS (1+2) FAULT procedure requires selecting MAN V/S CTL to FULL UP position during final approach to cancel any residual cabin pressure. However, since the residual pressure sensor indicator, installed in the cabin door, is inhibited with slides armed, an additional Delta P check is required by the EMER EVACUATION C/L.

Since MAN CAB PRESS is never used for take-off as at least one automatic cabin pressure control must be operative for departure, the Delta P check does not apply to the case of emergency evacuation following a rejected takeoff.

.

CABIN CREW (PA)....NOTIFY reminds the captain for the "CABIN CREW AT

STATION" call out.





03.020

JUL 28/05

.

EVACUATION....INITIATE requires

-- The cabin crew to be notified to launch evacuation and

-- EVAC command activation.

This will be done preferably in this order for a clear understanding by cabin crew.

On ground with engines stopped, the right dome light is available to allow the

ON GROUND EMER EVAC C/L completion.

When aircraft is on batteries power, the crew seats can only be operated mechanically.





PF

PARK BRK

ON

03.020

JUL 28/05

CAPT

(*)

PA: Attention crew

At station

ECAM Actions

CAPTAIN

DECISION

BUILT UP

CAPTAIN DECISION

ANNOUNCE:

Cabin crew, passengers

Remain seated

Or

CALL

for the ON GROUND EMER

EVACUATION C/L

F/O

6

10

NT

6

10

EGT

N2

FF

S

ENGINE 1 FIRE

−THR LEVERS ........................

WHEN A/C IS STOPPED

IDLE

PARKING BRK ............................

ENG MASTER 1 ........................

ON

OFF

ENG FIRE P/B

−AGENT 1

.......................

..............................

PUSH

DISCH

−AGENT 2 ..............................

DISCH

OFF

T.O INHIBIT

IF EVAC RQRD

IF EVACUATION

REQUIRED

A320

NORMAL CHECK LIST

REV 16

SEQ 100

7.01

QRH

ON GROUND EMER / EVACUATION

− AIRCRAFT PARKING BRK

............................

− ATC WHEN

− AIRCRAFT PARKING BRK

.......................................................

STOP ON

.......................................................

...............................................

NOTIF

CHECK ZERO

− ENG MASTERS ALL

− CABIN CREW .......

− FIRE FOR ENG , and APU

− AGENTS ENG, and APU

− EVACUATION ..

........................................................................

OFF

NOTIF

...........................................................

PUSH

AN RQRD

INITIATE

NOF 03020 04282 0001

(*) In the rejected take-off case, the captain calls STOP. This confirms that the captain has controls. Following landing and after the parking brake is set, the captain calls "I HAVE CONTROLS" if required to state the control hand over

ENGINE FAILURE AFTER V1





03.020

JUL 28/05

ALL

AIRCRAFT HANDLING

If an engine fails after V1 the take-off must be continued. The essential and primary tasks are linked to aircraft handling. The aircraft must be stabilized at the correct pitch and airspeed, and established on the correct track prior to the initiation of the ECAM procedure.

On the ground, rudder is used conventionally to maintain the aircraft on the runway centreline. At VR, rotate the aircraft smoothly, at a slower rate than with all engines operation, using a continuous pitch rate to an initial pitch attitude of

12.5

˚. The combination of high FLEX temperature and low V speeds requires precise handling during the rotation and lift off. The 12.5

˚ pitch target will ensure the aircraft becomes airborne. The SRS orders should then be followed which may demand a lower pitch attitude to acquire or maintain V2.

When safely airborne with a positive rate of climb and when the Radio Altitude has increased, the PNF will call "positive climb". This will suggest to the PF for landing gear retraction.

Use rudder to prevent yaw. Shortly after lift-off the blue Beta target will replace the normal sideslip indication on the PFD. Adjust rudder to zero the beta target.

When the beta target is centred, total drag is minimised even though there is a small amount of sideslip. The calculation of the beta target is a compromise between drag produced by deflection of control surfaces and airframe drag produced by a slight sideslip. Centring the beta target produces less total drag than centring a conventional ball, as rudder deflection, aileron deflection, spoiler deployment and aircraft body angle are all taken into account.

The crew will keep in mind that the yaw damper reacts to a detected side slip.

This means that, with hands off the stick and no rudder input, the aircraft will bank at about 5

˚ maximum and then, will remain stabilized. Thus, laterally, the aircraft is a stable platform and no rush is required to laterally trim the aircraft.

Control heading conventionally with bank, keeping the beta target at zero with rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim the rudder conventionally.

The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder should be trimmed out prior to autopilot engagement.

Once

AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder trim command, including reset, is inhibited.

THRUST CONSIDERATIONS





03.020

JUL 28/05

Consider the use of TOGA thrust, keeping in mind the following:

.

For a FLEX take-off, selecting the operating engine to TOGA provides additional performance margin but is not a requirement of the reduced thrust take-off certification. The application of TOGA will very quickly supply a large thrust increase but this comes with a significant increase in yawing moment and an increased pitch rate.

The selection of TOGA restores thrust margins but it may be at the expense of increased workload in aircraft handling.

.

TOGA thrust is limited to 10 minutes.

PROCEDURE

INITIATION OF THE PROCEDURE

Procedures are initiated on PF command. No action is taken (apart from cancelling audio warnings through the MASTER WARNING light) until:

.

The appropriate flight path is established and,

.

The aircraft is at least 400 ft above the runway, if a failure occurs during take-off approach or go-around.

A height of 400 ft is recommended because it is a good compromise between the necessary time for stabilization and the excessive delay in procedure initiation. In some emergency cases and provided the flight path is established, the PF may initiate the ECAM actions before 400 ft.

The PNF will closely monitor the aircraft’s flight path and cancel any Master

Warning/Caution. At 400 ft RA, the PNF should read the ECAM title displayed on the top line of the E/WD. Once the PF has stabilised the flight path, he confirms the failure. If it is necessary to delay the ECAM procedure, the PF should order

"Standby", otherwise he should announce "I have control, ECAM actions".

Normally, only those actions involving movement of the THRUST LEVER and/or

ENG MASTER and those actions required to clear RED warnings should be carried out prior to level acceleration and flap retraction. However, in the event of

ENG FAILURE WITH DAMAGE or ENG FIRE, the ECAM procedure should be continued until the engine is secured.

ACCELERATION SEGMENT

At the engine-out acceleration altitude, push ALT to level off and allow the speed to increase.

If the aircraft is being flown manually, the PF should remember that, as airspeed increases, the rudder input needed to keep the beta target centred will reduce.

Retract the flaps as normal. When the flap lever is at zero, the beta target reverts to the normal sideslip indication.





03.020

JUL 28/05

FINAL TAKE-OFF SEGMENT

As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set

THR MCT when the LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot) and resume climb using MCT. If the thrust lever are already in the FLX/MCT detent, move lever to CL and then back to MCT.

When an engine failure occurs after take-off, noise abatement procedures are no longer a requirement. Additionally, the acceleration altitude provides a compromise between obstacle clearance and engine thrust limiting time. It allows the aircraft to be configured to Flap 0 and green dot speed, which provides the best climb gradient.

Once established on the final take-off flight path, continue the ECAM until the

STATUS is displayed. At this point, the AFTER T/O checklist should be completed, computer reset considered and OEBs consulted (if applicable).

STATUS should then be reviewed.

ONE ENGINE OUT FLIGHT PATH

The one engine out flight path will be flown according to the take-off briefing made at the gate:

.

The EOSID (with attention to the decision point location)

.

The SID

.

Radar vectors...

ENGINE FAILURE AFTER V1





03.020

JUL 28/05

INTURN :

FOLLOW FD OR AP ORDER. WITH NO AP/FD,

THE PILOT SHALL LIMIT THE BANK

ANGLE TO 15° UP TO

F,S, GREEN DOT.

V1

ENGINE FAILURE

VR

ROTATE TO 12.5°

THEN AFTER LIFT

OFF, FOLLOW SRS

POS.CLB

400 Ft MIN :

ECAM ACTIONS

L/G UP

TARGET

SET TO NEUTRAL

WITH RUDDER

WHEN CONVENIENT

SET RUDDER TRIM

EO ACCEL HEIGHT

ALT : HOLD

F

FLAPS 1

S

FLAPS 0

GREEN DOT

ALT SEL : SELECT

CLEARED ALT AND

PULL OR PUSH

THR LEVER : MCT

NOF 03020 04283 0001

ENGINE FAILURE DURING INITIAL CLIMB-OUT

ALL

Proceed as above. If the failure occurs above V2 however, maintain the SRS commanded attitude.

In any event the minimum speed must be V2.

When an engine failure is detected, the FMGS produces predictions based on the engine-out configuration and any pre-selected speeds entered in the MCDU are deleted.

ENGINE FAILURE DURING CRUISE

ALL





03.020

JUL 28/05

GENERAL

There are three strategies available for dealing with an engine failure in the cruise:

.

The standard strategy

.

The obstacle strategy

.

The fixed speed strategy

The fixed speed strategy refers to ETOPS. It is discussed in FCOM 2 "special operations" and is taught as a separate course.

Unless a specific procedure has been established before dispatch (considering

ETOPS or mountainous areas), the standard strategy is used.

PROCEDURE

As soon as the engine failure is recognized, the PF will simultaneously:

.

Set MCT on the remaining engine(s)

.

Disconnect A/THR

Then, PF will

.

Select the SPEED according to the strategy

.

If appropriate, select a HDG to keep clear of the airway, preferably heading towards an alternate. Consideration should be given to aircraft position relative to any relevant critical point

.

Select the appropriate engine inoperative altitude in the FCU ALT window and pull for OPEN DES

Then, PF will

.

Require the ECAM actions

At high flight levels close to limiting weights, crew actions should not be delayed, as speed will decay quickly requiring prompt crew response. The crew will avoid decelerating below green dot.





SPD

SPD

MACH

SPD

0.82

3

HDG

4

LAT

HDG

TRK

HDG V/S

V/S

FPA

ALT

25000

LVL/CH

100 1000

METRIC

ALT

AP1 AP2

V/S

UP

ON

A/THR

APPR APPR 5

HDG ALT

PUSH

TO

LEVEL

OFF

ENG 1 FAIL

−ENG START SEL

−ENG MASTER 1

.IF DAMAGE :

.......................

IGN

−THR LEVER 1 ...........................

IDLE

.IF NO RELIGHT AFTER 30 S :

........................

OFF

−ENG 1 FIRE P/B .....................

−L+R INR TK SPLIT

PUSH

......................

ON

.IF NO DAMAGE :

−ENG 1 RELIGHT .................

INITIATE

LAND ASAP

*HYD

6

*ELEC

*

ECAM ACTIONS

03.020

JUL 28/05

A/THR disconnect

THRUST LEVER

From CL to MCT

2

1

TO

GA

FLX

M

C

T

CL

H

R

O

TO

GA

FLX

M

NOF 03020 04284 0001

The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for OPEN DES to initiate the descent. With the A/THR disconnected, the target speed is controlled by the elevator when in OPEN DES.

Carrying out the ECAM actions should not be hurried, as it is important to complete the drill correctly. Generally, there will be sufficient time to cross check all actions.

STANDARD STRATEGY

Set speed target .78/300kt.

The speed of .78/300kt is chosen to ensure the aircraft is within the stabilised windmill engine relight in-flight envelope.





03.020

JUL 28/05

The REC MAX EO Cruise altitude, which equates to LRC with anti-icing off, is displayed on the MCDU PROG page and should be set on the FCU. (One engine out gross ceiling at long-range speed is also available in the QRH in case of double FM failure).

If V/S becomes less than 500 fpm, select V/S 500 fpm and A/THR on. This is likely to occur as level off altitude is approached.

Once established at level off altitude, long-range cruise performance with one engine out may be extracted from QRH or FCOM 3.06.30.

OBSTACLE STRATEGY

To maintain the highest possible level due to terrain, the drift down procedure must be adopted. The speed target in this case is green dot. The procedure is similar to the standard strategy, but as the speed target is now green dot, the rate and angle of descent will be lower.

The MCDU PERF CRZ page in EO condition will display the drift down ceiling, assuming green dot speed and should be set on FCU.

(One engine out gross ceiling at green dot speed is also available in the QRH and FCOM).

If, having reached the drift down ceiling altitude, obstacle problems remain, the drift down procedure must be maintained so as to fly an ascending cruise profile.

When clear of obstacles, set LRC ceiling on FCU, return to LRC speed and engage A/THR.

ENGINE-OUT LANDING

ALL

Autoland is available with one engine inoperative, and maximum use of the AP should be made to minimise crew workload. If required, a manual approach and landing with one engine inoperative is conventional. The pilot should trim to keep the slip indication centred. It remains yellow as long as the thrust on the remaining engine(s) is below a certain value.

With flap selected and above this threshold value, the indicator becomes the blue beta target. This is a visual cue that the aircraft is approaching its maximum thrust capability.

Do not select the gear down too early, as large amounts of power will be required to maintain level flight at high weights and/or high altitude airports.





03.020

JUL 28/05

To make the landing run easier, the rudder trim may be reset to zero in the later stages of the approach. On pressing the rudder trim reset button, the trim is removed and the pilot should anticipate the increased rudder force required. With rudder trim at zero, the neutral rudder pedal position corresponds to zero rudder and zero nose wheel deflection.

CIRCLING ONE ENGINE INOPERATIVE

ALL

Circling with one engine inoperative requires the down wind leg to be flown in

CONF 3, with landing gear extended. In hot and high conditions and at high landing weight, the aircraft may not be able to maintain level flight in CONF 3 with landing gear down. In this case, the landing gear extension should be delayed until established on final approach. Up until the gear is down and locked, and depending on the circling altitude, it is possible to receive warnings

L/G GEAR NOT DOWN (below 750 ft RA) or GPWS "TOO LOW GEAR" (below

500 ft RA). Therefore, if weather conditions permit, it is recommended to fly a higher circling pattern.

ALL

ONE ENGINE INOPERATIVE GO-AROUND

A one engine inoperative go-around is similar to that flown with all engines. On the application of TOGA, rudder must be applied promptly to compensate for the increase in thrust and consequently to keep the beta target centred. Provided the flap lever is selected to Flap 1 or greater, SRS will engage and will be followed.

If SRS is not available, the initial target pitch attitude is 12.5

˚. The lateral FD mode will be GA TRK and this must be considered with respect to terrain clearance. ALT should be selected at the engine inoperative acceleration altitude, with the flap retraction and further climb carried out using the same technique as described earlier in "ENGINE FAILURE AFTER V1" section.

LAND ASAP





03.020

JUL 28/05

ALL

The Captain is responsible for the operation and the safety of the flight and must make the decision to continue the flight as planned or divert. In an emergency, this authority may include the necessity to deviate from normal rules to meet the requirements of the emergency situation. In all cases the Captain is expected to take the safe course of action.

The ECAM assists the crew in making this decision by indicating LAND ASAP either in amber or red:

.

If an abnormal procedure causes LAND ASAP to appear in amber on the

ECAM, the crew should consider the seriousness of the situation and the selection of a suitable airport

.

If an emergency procedure causes LAND ASAP to appear in red on the

ECAM, the crew should land at the nearest suitable airport.




AUTOFLIGHT

03.022

JUL 28/05

FMGC FAILURE

ALL

SINGLE FMGC FAILURE

Should a single FMGC failure occur, the AP, if engaged on affected side, will disconnect. The AP will be restored using the other FMGC. The A/THR remains operative. Furthermore, flight plan information on the affected ND may be recovered by using same range as the opposite ND.

The crew should consider a FMGC reset as detailed in QRH.

DUAL FMGC FAILURE

Should a dual FMGC failure occur, the AP/FD and A/THR will disconnect. The crew will try to recover both AP and A/THR by selecting them back ON (The AP and A/THR can be recovered if the FG parts of the FMGS are still available).

If both AP and A/THR cannot be recovered, the thrust levers will be moved to recover manual thrust. The pilot will switch off the FDs and select TRK / FPA to allow the blue track index and the bird to be displayed. The RMPs will be used to tune the navaids.

The crew will refer to the QRH for computer reset considerations and then will refer to FCOM 4.06.20 to reload both FMGC as required.




ELECTRICAL

03.024

JUL 28/05

INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION

ALL

The procedure discussed in this section is the EMERGENCY ELECTRICAL

CONFIGURATION.

Whilst it is very unlikely that this failure will be encountered, it is useful:

.

To refresh on the technical background

.

To recall the general guidelines that must be followed in such a case

.

To outline the main available systems according to the electrical power source.

TECHNICAL BACKGROUND

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476

0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512

0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549

0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577

0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611

0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645

0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681

0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733

0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762

0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793

0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824

0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857

0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886

0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916

0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945

0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975

0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007

1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052

1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087

1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134

1137 1141 1146 1163 1166 1187 1200 1208 1221 1229 1234 1237 1255 1262 1274 1288

1292 1296 1316 1318 1337 1345 1347 1365 1367 1379 1396 1430 1454 1461 1484 1516

1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1700 1736 1789 1793 1809 1812

2082 2092 2104 2143 2225 2242 2248 2347 2391

The emergency electrical configuration is due to the loss of AC BUS 1 and 2.

The RAT extends automatically. This powers the blue hydraulic circuit which drives the emergency generator. The emergency generator supplies both AC and

DC ESS BUS.




ELECTRICAL

03.024

JUL 28/05

When landing gear is down, the emergency generator is no longer powered. The emergency generation network is automatically transferred to the batteries and

AC SHED ESS and DC SHED ESS BUS are shed.

Below 100 kts, the DC BAT BUS is automatically connected and below 50 kts, the AC ESS BUS is shed.

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0546 0550 0552 0555

0557 0560 0563-0564 0567 0570 0572 0576 0578 0581 0583 0586 0588 0591 0593 0595

0597-0600 0604 0606 0608-0610 0612 0614 0616 0618 0620-0621 0623 0625 0627 0629

0631 0633-0634 0636-0637 0639 0641-0642 0644 0646-0647 0649 0651-0652 0654 0656

0660 0663-0664 0666 0668 0670 0672 0674-0675 0677 0679-0680 0682 0684 0686-0695

0697 0699-0700 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734

0736 0738 0740 0742 0744 0746 0748 0750 0752 0755 0757 0759 0761 0763 0765 0767

0769 0771 0773 0775 0777 0779 0781 0783 0785 0787-0788 0790 0792 0794 0796 0798

0800 0802 0804 0806 0808 0810-0811 0813 0815 0817 0819 0821 0823 0825 0827 0829

0831 0833 0835 0837 0840-0841 0843 0845 0847-0848 0850 0852-0853 0855 0858 0860

0862 0864 0867 0869 0871 0873 0875 0878 0880 0882 0885 0887 0889-0891 0893 0896

0898 0901 0904 0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929 0931

0933 0935 0938 0940-0941 0944 0946 0948-0949 0952 0954 0956 0959 0961 0963 0965

0968 0970 0972 0974 0976 0979-0980 0983 0985 0987 0989 0991 0993 0995 0997-0998

1000 1002 1004 1006 1008 1010 1012 1015-1025 1027 1029 1031 1033-1034 1036

1038 1040 1042-1043 1045-1046 1048-1049 1051 1053 1055-1056 1058 1060 1062 1064

1066 1068-1069 1071 1073-1074 1077-1078 1080 1082 1084 1086 1088-1092 1094-1098

1100 1102-1103 1106-1107 1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127

1129 1131-1133 1135-1136 1138-1140 1142-1145 1147-1161 1164-1165 1167-1185 1188-1199

1201-1207 1209-1220 1222-1228 1230-1233 1235-1236 1238-1254 1256-1261 1263-1273

1275-1287 1289-1291 1293-1295 1297-1315 1317 1319-1336 1338-1344 1346 1348-1364

1366 1368-1378 1380-1395 1397-1429 1431-1453 1455-1460 1462-1483 1486-1515 1517-1529

1531-1534 1536-1539 1541-1549 1551-1632 1634-1640 1642-1645 1647-1654 1656-1673

1675-1693 1695-1699 1701-1735 1737-1788 1790-1792 1794-1808 1810-1811 1814-2081

2083-2091 2093-2103 2105-2142 2144-2224 2226-2241 2243-2247 2249-2346 2348-2390

2392-2702

The emergency electrical configuration is due to the loss of AC BUS 1 and 2.

The RAT extends automatically. This powers the blue hydraulic circuit which drives the emergency generator. The emergency generator supplies both AC and

DC ESS BUS.

Below 125 kts, the RAT stalls and the emergency generator is no longer powered.

The emergency generation network is automatically transferred to the batteries and AC SHED ESS and DC SHED ESS BUS are shed.

Below 100 kts, the DC BAT BUS is automatically connected and below 50 kts, the AC ESS BUS is shed.

GENERAL GUIDELINES




ELECTRICAL

03.024

JUL 28/05

MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476

0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512

0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549

0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577

0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611

0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645

0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681

0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733

0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762

0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793

0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824

0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857

0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886

0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916

0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945

0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975

0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007

1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052

1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087

1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134

1137 1141 1146 1163 1166 1187 1200 1208 1221 1229 1234 1237 1255 1262 1274 1288

1292 1296 1316 1318 1337 1345 1347 1365 1367 1379 1396 1430 1454 1461 1484 1516

1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1700 1736 1789 1793 1809 1812

2082 2092 2104 2143 2225 2242 2248 2347 2391

As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe flight path is established, and the aircraft is under control, ECAM actions will be carried out.

This is a serious emergency and ATC should be notified using appropriate phraseology ("MAYDAY"). Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. However, prolonged flight in this configuration is not recommended.

AP/FD and ATHR are lost. The flight is to be completed manually in alternate and then, when gear down, in direct law. Crews should be aware that workload is immediately greatly increased.

As only the EWD is available, disciplined use of the ECAM Control Panel (ECP) is essential, (see FCTM Chapter 1- ECAM).

In case of simultaneous engine generator, the probability of a successful APU gen coupling is low. Therefore, APU start attempts should be avoided as this will significantly reduce the flight time on batteries (about 3.5 minutes for one start attempt).

A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach.




ELECTRICAL

03.024

JUL 28/05

The handling of this failure is referred to as a "complex procedure". A summary for handling the procedure is included in the QRH, which will be referred to upon completion of the ECAM procedure.

The ELEC EMER CONFIG SYS REMAINING list is available in QRH.

When landing gear is down, flight time is limited to 22 mn as batteries are the only remaining electrical source and flight control law reverts to direct law.

Additionally, some convenient loads are lost e.g. FAC for characteristic speed or

FMGC1 for ILS tuning. It is the reason why:

.

Landing gear extension will be delayed until reaching 1000 ft

.

Navaids tuning on RMP1 will be anticipated.

The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate braking with yellow hydraulic pressure modulation up to 1000 PSI will be used.

Additionally, reversers are not available.

RA 1+2 are lost with their associated call out. Call out will be made by PNF.

Approaching 50 kts during the landing roll, all CRTs will be lost.

MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0546 0550 0552 0555

0557 0560 0563-0564 0567 0570 0572 0576 0578 0581 0583 0586 0588 0591 0593 0595

0597-0600 0604 0606 0608-0610 0612 0614 0616 0618 0620-0621 0623 0625 0627 0629

0631 0633-0634 0636-0637 0639 0641-0642 0644 0646-0647 0649 0651-0652 0654 0656

0660 0663-0664 0666 0668 0670 0672 0674-0675 0677 0679-0680 0682 0684 0686-0695

0697 0699-0700 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734

0736 0738 0740 0742 0744 0746 0748 0750 0752 0755 0757 0759 0761 0763 0765 0767

0769 0771 0773 0775 0777 0779 0781 0783 0785 0787-0788 0790 0792 0794 0796 0798

0800 0802 0804 0806 0808 0810-0811 0813 0815 0817 0819 0821 0823 0825 0827 0829

0831 0833 0835 0837 0840-0841 0843 0845 0847-0848 0850 0852-0853 0855 0858 0860

0862 0864 0867 0869 0871 0873 0875 0878 0880 0882 0885 0887 0889-0891 0893 0896

0898 0901 0904 0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929 0931

0933 0935 0938 0940-0941 0944 0946 0948-0949 0952 0954 0956 0959 0961 0963 0965

0968 0970 0972 0974 0976 0979-0980 0983 0985 0987 0989 0991 0993 0995 0997-0998

1000 1002 1004 1006 1008 1010 1012 1015-1025 1027 1029 1031 1033-1034 1036

1038 1040 1042-1043 1045-1046 1048-1049 1051 1053 1055-1056 1058 1060 1062 1064

1066 1068-1069 1071 1073-1074 1077-1078 1080 1082 1084 1086 1088-1092 1094-1098

1100 1102-1103 1106-1107 1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127

1129 1131-1133 1135-1136 1138-1140 1142-1145 1147-1161 1164-1165 1167-1185 1188-1199

1201-1207 1209-1220 1222-1228 1230-1233 1235-1236 1238-1254 1256-1261 1263-1273

1275-1287 1289-1291 1293-1295 1297-1315 1317 1319-1336 1338-1344 1346 1348-1364

1366 1368-1378 1380-1395 1397-1429 1431-1453 1455-1460 1462-1483 1486-1515 1517-1529

1531-1534 1536-1539 1541-1549 1551-1632 1634-1640 1642-1645 1647-1654 1656-1673

1675-1693 1695-1699 1701-1735 1737-1788 1790-1792 1794-1808 1810-1811 1814-2081

2083-2091 2093-2103 2105-2142 2144-2224 2226-2241 2243-2247 2249-2346 2348-2390

2392-2702




ELECTRICAL

03.024

JUL 28/05

As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe flight path is established, and the aircraft is under control, ECAM actions will be carried out.

This is a serious emergency and ATC should be notified using appropriate phraseology ("MAYDAY"). Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. However, prolonged flight in this configuration is not recommended.

AP/FD and ATHR are lost. The flight is to be completed manually in alternate and then, when gear down, in direct law. Crews should be aware that workload is immediately greatly increased.

As only the EWD is available, disciplined use of the ECAM Control Panel (ECP) is essential, (see FCTM Chapter 1- ECAM).

Consideration should be given to starting the APU as indicated by the ECAM and taking into account the probability to restore using APU generator.

A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach.

The handling of this failure is referred to as a "complex procedure". A summary for handling the procedure is included in the QRH, which will be referred to upon completion of the ECAM procedure.

The ELEC EMER CONFIG SYS REMAINING list is available in QRH.

When landing gear is down, flight control law reverts to direct law.

The approach speed must be at least min RAT speed (140 knots) to keep the emergency generator supplying the electrical network.

The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate braking with yellow hydraulic pressure modulation up to 1000 PSI will be used.

Additionally, reversers are not available.

RA 1+2 are lost with their associated call out. Call out will be made by PNF.

Approaching 50 kts during the landing roll, all CRTs will be lost.

REMAINING SYSTEMS

ALL




ELECTRICAL

03.024

JUL 28/05

The electrical distribution has been designed to fly, navigate, communicate and ensure passengers comfort. The ELEC EMER CONFIG SYS REMAINING list is available in QRH. The significant remaining systems are:

Significant remaining systems in ELEC EMER CONFIG

FLY

NAVIGATE

COMMUNICATE

PFD1, alternate law

ND1, FMGC1,, RMP1, VOR1/ILS1

VHF1, HF1, ATC1

On BAT, some additional loads are lost such as FAC1 and FMGC1.




FIRE PROTECTION

03.026

JUL 28/05

PREFACE

ALL

Fire and/or smoke in the fuselage present the crew with potentially difficult situations. Not only will they have to deal with the emergency itself but also the passengers are likely to panic should they become aware of the situation. It is essential therefore, that action to control the source of combustion is not delayed. An immediate diversion should be considered.

SMOKE

ALL

GENERAL

The smoke will be identified either

.

By a local warning with associated ECAM actions, e.g. LAVATORY SMOKE,

.

Or by the crew without any ECAM warning.

This will determine the crew actions.

In any case, it is essential that the cabin crew estimate and inform the cockpit concerning the density of smoke and the severity of the situation.

SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE

The SMOKE/FUMES/AVNCS SMOKE procedure implements a global philosophy that is applicable to both cabin and cockpit smoke cases. This philosophy includes the following two main steps:

.

Common actions

.

Smoke origin research and isolation

Furthermore, at any time during the procedure application, if smoke/fumes becomes the greatest threat, or after the smoke source has been eliminated, the boxed items below the common actions will be completed for smoke removal.

COMMON ACTIONS




FIRE PROTECTION

03.026

JUL 28/05

The following actions should be applied immediately by the flight crew, when smoke is perceptible, whatever the origin of the smoke may be, and before trying to identify this origin.

.

Extract smoke overboard

.

Stop smoke recirculation

.

Isolate potential smoke sources

The objective of these actions is to avoid any further contamination of the cabin/cockpit.

SMOKE REMOVAL

In case of dense smoke, and at any time during the procedure, the flight crew can consider applying the boxed items for smoke removal. Once the first step of the smoke removal procedure have been applied, the crew can come back to the SMOKE/FUMES/AVNCS smoke procedure.

SMOKE ORIGIN RESEARCH AND ISOLATION

The crew tries to identify the smoke source by isolating systems. Some guidelines may help the crew to identify the origin of smoke:

.

If smoke initially comes out of the cockpits ventilation outlets, or if smoke is detected in the cabin, the crew may suspect an AIR COND SMOKE. In addition, very shortly thereafter, several SMOKE warnings (cargo, lavatory, avionics) will be triggered. The displayed ECAM procedures must therefore be applied.

.

Following an identified ENG or APU failure, smoke may emanate from the faulty item through the bleed system and be perceptible in the cockpit or the cabin. In that case, it will be re-circulated throughout the aircraft, until it completely disappears from the air conditioning system.

.

If only the AVIONICS SMOKE warning is triggered, the crew may suspect an

AVIONICS SMOKE.

.

If the AVIONICS SMOKE warning is triggered, while an equipment is declared faulty, the crew may suspect that smoke is coming from this equipment.

.

Avionics or forward galley smoke may be smelt, or may enter in the cockpit before ECAM warning activation.

SMOKE/FUMES/AVNCS SMOKE PROCEDURE PRESENTATION IN QRH

The main steps of this global philosophy may be visualized in the

SMOKE/FUMES QRH procedure.



FIRE PROTECTION


SMOKE/FUMES PROCEDURE ARCHITECTURE

03.026

JUL 28/05

"Common actions"

Smoke origin research and isolation

SMOKE / FUMES

− OXY MASK (if RQRD)

− CKPT/CABIN COMM

.........

.................

LAND ASAP

N/100%/EMERG

ESTABLISH

− VENT EXTRACT

− CAB FANS

..................................

OVRD

.............................................

OFF

− GALLEYS ................................................

OFF

− CAB SIGNS .............................................

IF FAULTY EQUIPMENT IDENTIFIED

− FAULTY EQUIPMENT ..............

ON

ISOLATE

IF DENSE SMOKE, at any time of the procedure :

− DESCENT for smoke removal ....................

− SMOKE/TOXIC FUMES REMOVAL proc

INITIATE

......

APPLY

− ELEC EMER IG .......................................

CONSIDER

IF AIR COND SMOKE SUSPECTED :

− APU LEED .............................................

− PACK .....................................................

...........................................................................

OFF

........................................................................... OFF

If smoke persists :

− PACK 1 .....................................................

...........................................................................

ON

− PACK 2 ..................................................

− SMOKE/TOXIC FUMES REMOVAL

........................................................................... OFF

..............................

IF CAB EQUIPMENT SMOKE SUSPECTED

− COMMERCIAL

.......................................

− SMOKE/TOXIC FUMES REMOVAL

........................................................................... OFF

......................................................................

CONSIDER

IF AVIONICS/COCKPIT SMOKE SUSPECTED:

− AC BUS 1 − 1 + 1 − 2 can be shed as follows :

− AC BUS 2 − 3 + 3 − 4 can be shed as follows :

TO SET ELEC EMER CONFIG

− EMER ELEC PWR ......................................

− WHEN EMER GEN AVAIL :

..............................................................

MAIN ON

− GEN 1 + 4 ..............................................

........................................................................... OFF

− GEN 2 + 3 ..............................................

........................................................................... OFF

− APU GEN

..............................................

........................................................................... OFF

EMER

− APPLY ECAM PROCEDURE WITHOUT PERFORMING THE GEN RESET.

Smoke removal in case of dense smoke

NOF 03026 04288 0001

CREW ACTIONS IN CASE OF SMOKE

1. In case of ECAM AVNCS SMOKE warning, the crew will:

.

Complete the ECAM actions until count down, and

.

Apply the SMOKE/FUMES/AVNCS SMOKE QRH procedure without the common actions as it has previously been completed on ECAM.

2. In case of crew perception without ECAM warning, the crew will refer to The

SMOKE/FUMES/AVNCS SMOKE QRH procedure

3. In case of any other smoke ECAM warning, the crew will:

.

Complete the ECAM actions

.

Apply the SMOKE/FUMES/AVNCS SMOKE QRH procedure if any doubt exists about the smoke origin.

It is vital to maintain a good crew communication between cockpit and cabin during the smoke procedure application.




FIRE PROTECTION

03.026

JUL 28/05

(1)

ECAM

"AVIONICS VENT SMOKE" warning

(2)

Crew (cockpit or cabin) perception without ECAM warning

(3)

Other ECAM smoke warning

C

O

O

R

D

I

N

A

I

T

O

N

C

R

E

W

SMOKE AVNCS VENT SMOKE if perceptible smoke

−OXY MASK

−CKPT/CABIN COM

−VENT EXTRACT

−CABIN FANS

−GALLEYS

ON

ESTABLISH

OVRD

OFF

OFF

LAND ASAP

A320 EMERGENCY PROCEDURES

SMOKE/

FUMES

REMOVAL

1.

04 A320 EMERGENCY PROCEDURES

COMMON

ACTIONS

1.

05

RECOMMENDATIONS

IF DENSE SMOKE

SMOKE

ORIGIN

RESEARCH

AND

ISOLATION

A320 EMERGENCY PROCEDURES

1.

05

SMOKE/FUMES

REMOVAL

PROCEDURE

SMOKE/FUMES/AVNCS SMOKE

PROCEDURE

SMOKE LAVATORY SMOKE

−CKPT/CABIN COM ESTABLISH

NOF 03026 04289 0001

C

O

M

M

I

U

N

C

A

Y

I

O

N

C

R

E

W

CARGO SMOKE

ALL

The crew should be aware that, even after successful operation of the cargo fire bottle, the CARGO SMOKE warning might persist due to the smoke detectors being sensitive to the extinguishing agent.

On the ground, the crew should instruct the ground crew not to open the cargo door until the passengers have disembarked and fire services are present.




FIRE PROTECTION

03.026

JUL 28/05

If SMOKE warning is displayed on ground with the cargo compartment door open, do not initiate an AGENT DISCHARGE. Request the ground crew to investigate and eliminate the smoke source. On ground, the warning may be triggered due to a high level of humidity.




FLIGHT CONTROLS

03.027

JUL 28/05

ABNORMAL FLAPS/SLATS CONFIGURATION

ALL

CAUSES

Abnormal operation of the flaps and/or slats may be due to one of the following problems:

.

Double SFCC failure

.

Double hydraulic failure (B+G or Y+G)

.

Flaps/Slats jammed (operation of the WTB)

CONSEQUENCES

Abnormal operation of the flaps and slats has significant consequences since:

.

The control laws may change

.

The selected speed must be used

.

A stabilized approach should be preferred

.

The approach attitudes change

.

Approach speeds and landing distances increase

.

The go-around procedure may have to be modified.

FAILURE AT TAKE-OFF

Should a flap/slat retraction problem occur at take-off, the crew will PULL the speed knob for selected speed to stop the acceleration and avoid exceeding VFE.

The over speed warning is computed according to the actual slats/flaps position.

The landing distance available at the departure airport and the aircraft gross weight will determine the crew’s next course of action.

FAILURE DURING THE APPROACH

The detection of a slat or flap failure occurs with the selection of flap lever during the approach. With A/THR operative, the managed speed target will become the next manoeuvring characteristic speed e.g. S speed when selecting flap lever to 1. At this stage, if a slat or flap failure occurs, the crew will:

.

Pull the speed knob for selected speed to avoid further deceleration




FLIGHT CONTROLS

03.027

JUL 28/05

.

Delay the approach to complete the ECAM procedure

.

Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list.

.

Update the approach briefing

In the QRH, the line, "SPEED SEL............VFE PLACARD SPD - 5kt" is designed to allow the crew to configure the aircraft for landing whilst controlling the speed in a safe manner. This procedure may involve reducing speed below the manoeuvring speed for the current configuration which is acceptable provided the speed is kept above VLS. The speed reduction and configuration changes should preferably be carried out wings level.

The landing distance factors and approach speed increments are available in the

QRH.

(See FCTM 03.010)

Assuming VLS is displayed on the PFD, VAPP should be close to VLS+wind correction, since this speed is computed on the actual slat/flap position.

The AP may be used down to 500 ft AGL. As the AP is not tuned for the abnormal configurations, its behaviour can be less than optimum and must be monitored.

During the approach briefing, emphasis should be made of:

.

Tail strike awareness

.

The go-around configuration

.

Any deviation from standard call out

.

The speeds to be flown, following a missed approach

.

At the acceleration altitude, selected speed must be used to control the acceleration to the required speed for the configuration.

Consider the fuel available and the increased consumption associated with a diversion when flying with flaps and/or slats jammed. Additionally, when diverting with flaps/slats extended, cruise altitude is limited to 20,000 ft.




FUEL

03.028

JUL 28/05

FUEL LEAK

ALL

Significant fuel leaks although rare, are sometimes difficult to detect. Fuel check will be carried out by

.

Checking that the remaining fuel added to the burnt fuel corresponds to the fuel on board at the gate.

.

Maintaining the fuel log and comparing fuel on board to expected flight plan fuel would alert the crew to any discrepancy.

Fuel checks should be carried out when sequencing a waypoint and at least every 30 minutes. Any discrepancy should alert the crew and investigation should be carried out without delay.

Should an engine failure occur, the ECAM requires the opening of the fuel X feed to avoid fuel imbalance. In case of supposed or obvious engine damages, the opening of the fuel X feed will be performed only after being certain that there is no fuel leak.

Any time an unexpected fuel quantity indication, ECAM fuel message or imbalance is noted, a fuel leak should be considered as a possible cause. Initial indications should be carefully cross-checked by reference to other means, including if possible, a visual inspection.

If a leak is suspected, the crew should action the "FUEL LEAK" abnormal checklist available in QRH:

.

If leak is positively identified as coming from engine, the affected engine is shut down to isolate the fuel leak and fuel cross-feed valve may be used as required.

.

If the leak is not from the engine or cannot be located, it is imperative that the cross-feed valve is not opened.




HYDRAULIC

03.029

JUL 28/05

HYDRAULIC GENERATION PARTICULARITIES

ALL

PREFACE

The aircraft has three continuously operating hydraulic systems: green, blue and yellow.

A bidirectional Power Transfer Unit (PTU) enables the yellow system to pressurize the green system and vice versa. Hydraulic fluid cannot be transferred from one system to another.

PTU PRINCIPLE

In flight, the PTU operates automatically if differential pressure between green and yellow systems exceeds 500 PSI. This allows to cover the loss of one engine or one engine driven pump cases.

USE OF PTU IN CASE OF FAILURE

In case of reservoir low level, reservoir overheat, reservoir low air pressure, the

PTU must be switched OFF as required by ECAM to avoid a PTU overheat which may occur two minutes later. Indeed, a PTU overheat may lead to the loss of the second hydraulic circuit.

RECOMMENDATIONS

When required by the ECAM, the PTU should switched off without significant delay in case of:

. HYD G(Y) RSVR LO LVL

. HYD G(Y) RSVR LO PR

. HYD G(Y) RSVR OVHT

However, if PTU has been switched off because of HYD G(Y) RSVR OVHT and the alert disappears, affected pump may be restored and PTU switched back to

AUTO.

DUAL HYDRAULIC FAILURES

ALL




HYDRAULIC

03.029

JUL 28/05

PREFACE

Single hydraulic failures have very little effect on the handling of the aircraft but will cause a degradation of the landing capability to Cat 3 Single.

Dual hydraulic failures however, although unlikely, are significant due to the following consequences:

.

Loss of AP

.

Flight control law degradation (ALTN)

.

Landing in abnormal configuration

.

Extensive ECAM procedures with associated workload and task-sharing considerations

.

Significant considerations for approach and landing.

GENERAL GUIDELINES

It is important to note that the AP will not be available to the crew but both FD and A/THR still remain. Additionally, depending on the affected hydraulic circuits, aircraft handling characteristics may be different due to the loss of some control surfaces. The PF will maneuver with care to avoid high hydraulic demand on the remaining systems.

The PF will be very busy flying the aircraft and handling the communications with the flight controls in Alternate Law.

A double hydraulic failure is an emergency situation, with red LAND ASAP displayed, and a MAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing in mind, however, that the ECAM actions should be completed prior the approach.

PF will then require the ECAM actions. A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach.

This failure is called a "complex procedure" and the QRH summary should be referred to upon completion of the ECAM procedure. See FCTM 01.040 USE OF

SUMMARIES.

While there is no need to remember the following details, an understanding of the structure of the hydraulic and flight control systems would be an advantage.

The F/CTL SD page and the OPS DATA section of the QRH provide an overview of the flight controls affected by the loss of hydraulic systems.

The briefing will concentrate on safety issues since this will be a hand-flown approach with certain handling restrictions:

.

Use of the selected speeds on the FCU.




HYDRAULIC

03.029

JUL 28/05

.

Landing gear gravity extension

.

Approach configuration and flap lever position

.

Approach speed VAPP

.

Tail strike awareness

.

Braking and steering considerations

.

Go around call out, aircraft configuration and speed

The STATUS page requires, in each case, a landing gear gravity extension. The

LANDING GEAR GRAVITY EXTENSION procedure will be completed with reference to the QRH.

A stabilized approach will be preferred.

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049

2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128

2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217

2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267

2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307

2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345

2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386

2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432

2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480

2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521

2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570

2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635

2639-2643 2652 2667 2669 2682 2690


Flight phase

Systems HYD G+B SYS

LO PR

Remaining systems

HYD G+Y SYS

LO PR

HYD B+Y SYS

LO PR




HYDRAULIC

03.029

JUL 28/05

Cruise

Landing

Go/around

Auto pilot Inop

Yaw damper YD2 only

Control law ALTN LAW and

DIRECT LAW when L/G DN

Stabilizer Avail

Spoilers

Elevator

2 SPLRS/wing

R ELEV only

Aileron

Slats/Flaps

Inop

FLAPS slow only

Gravity L/G extension

Braking ALTN BRK only

Inop

Inop

ALTN LAW and


Inop (1)

1 SPLR/wing

Avail

Avail

SLATS slow

Only (2)

Gravity

Anti skid

Nose wheel steering

Reverse

L/G retraction

Avail

Inop

REV 2 only

Inop

Y ACCU

PRESS only

Inop

Inop

Inop

Inop

Inop

YD1 only

NORM LAW

Avail

2 SPLRS/wing

L ELEV only

Avail

SLATS/FLAPS slow only

Gravity

NORM BRK only

Avail

Inop

REV 1 only

Inop

SYSTEMS PARTICULARITIES

(1) The stabilizer is lost. In alternate law, the auto trim function is provided through the elevators. At landing gear extension, switching to direct law, the auto trim function is lost. However, the mean elevator position at that time is memorized, and becomes the reference for centered sidestick position. This is why, in order to ensure proper centered sidestick position for approach and landing, the procedure requires to wait for stabilization at VAPP, before landing gear extension.

If this procedure is missed, the flare and pitch control in case of go-around may be difficult.

The PFD message USE MAN PITCH TRIM after landing gear extension should thus be disregarded.




HYDRAULIC

03.029

JUL 28/05

Deceleration and auto trim function through elevators

CONF 3 and

VAPP

L/G DOWN

DIRECT LAW:

The centered side stick position becomes the mean value of the elevators

NOF 03029 04291 0001

(2) High pitch during approach should be expected. Approach briefing should outline it for tail strike awareness and pitch attitude will be monitored during flare.

MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100

2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228

2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292

2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338

2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385

2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431

2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471

2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516

2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561

2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598

2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668

2670-2681 2683-2687 2691-2702


Flight phase

Systems HYD G+B SYS

LO PR

Remaining systems

HYD G+Y SYS

LO PR

HYD B+Y SYS

LO PR




HYDRAULIC

03.029

JUL 28/05

Cruise

Landing

Go/around

Auto pilot Inop

Yaw damper YD2 only

Control law ALTN LAW and


Stabilizer Avail

Spoilers

Elevator

2 SPLRS/wing

R ELEV only

Aileron

Slats/Flaps

Inop

FLAPS slow only

Gravity L/G extension

Braking ALTN BRK only

Inop

Inop

ALTN LAW and


Inop (1)

1 SPLR/wing

Avail

Avail

SLATS slow

Only (2)

Gravity

Anti skid

Nose wheel steering

Reverse

L/G retraction

Avail

Avail

REV 2 only

Inop

Y ACCU

PRESS only

Inop

Inop

Inop

Inop

Inop

YD1 only

NORM LAW

Avail

2 SPLRS/wing

L ELEV only

Avail

SLATS/FLAPS slow only

Gravity

NORM BRK only

Avail

Inop

REV 1 only

Inop

SYSTEMS PARTICULARITIES

(1) The stabilizer is lost. In alternate law, the auto trim function is provided through the elevators. At landing gear extension, switching to direct law, the auto trim function is lost. However, the mean elevator position at that time is memorized, and becomes the reference for centered sidestick position. This is why, in order to ensure proper centered sidestick position for approach and landing, the procedure requires to wait for stabilization at VAPP, before landing gear extension.

If this procedure is missed, the flare and pitch control in case of go-around may be difficult.

The PFD message USE MAN PITCH TRIM after landing gear extension should thus be disregarded.




HYDRAULIC

03.029

JUL 28/05

Deceleration and auto trim function through elevators

CONF 3 and

VAPP

L/G DOWN

DIRECT LAW:

The centered side stick position becomes the mean value of the elevators

NOF 03029 04292 0001

(2) High pitch during approach should be expected. Approach briefing should outline it for tail strike awareness and pitch attitude will be monitored during flare.




LANDING GEAR

03.032

JUL 28/05

LDG WITH ABNORMAL L/G

ALL

This situation might occur following completion of a L/G GEAR NOT

DOWNLOCKED procedure. It is always better to land with any available gear rather than carry out a landing without any gear.

In all cases, weight should be reduced as much as possible to provide the slowest possible touchdown speed. Although foaming of the runway is not a requirement, full advantage should be taken of any ATC offer to do so.

The passengers and cabin crew should be informed of the situation in good time. This will allow the cabin crew to prepare the cabin and perform their emergency landing and evacuation procedures.

If one or both main landing gears in abnormal position, the ground spoilers will not be armed to keep as much roll authority as possible for maintaining the wings level. Ground spoiler extension would prevent spoilers from acting as roll surfaces.

The crew will not arm the autobrake as manual braking will enable better pitch and roll control. Furthermore, with at least one main landing gear in the abnormal position, the autobrake cannot be activated (ground spoilers not armed).

With one main landing gear not extended, the reference speed used by the anti-skid system is not correctly initialized. Consequently, the anti-skid must be switched off to prevent permanent brake release.

In all cases, a normal approach should be flown and control surfaces used as required to maintain the aircraft in a normal attitude for as long as possible after touchdown. The engines should be shut down early enough to ensure that fuel is cut off prior to nacelle touchdown, but late enough to keep sufficient authority on control surfaces in order to:

.

Maintain runway axis

.

Prevent nacelle contact on first touch down

.

Maintain wing level and pitch attitude as long as possible.

Considering a realistic hydraulic demand, the hydraulic power remains available up to approximately 30 seconds after the shut down of the related engine. It is the reason why the recommendations to switch the ENG masters OFF are as follow:

.

If NOSE L/G abnormal

Before nose impact

.

If one MAIN L/G abnormal

At touch down.

.

If both MAIN L/G abnormal

In the flare, before touch down




LANDING GEAR

03.032

JUL 28/05

The reversers will not be used to prevent the ground spoilers extension and because the engine will touch the ground during roll out.

The engines and APU fire pbs are pushed when the use of flight controls is no longer required i.e. when aircraft has stopped.

The ON GROUND EMER EVACUATION checklist will be carried out as required.




NAVIGATION

03.034

JUL 28/05

ADR/IRS FAULT

ALL

Each ADIRS has two parts (ADR and IRS), that may fail independently of each other. Additionally the IRS part may fail totally or may be available in ATT mode.

Single NAV ADR FAULT or NAV IRS FAULT are simple procedures, and only require action on the switching panel as indicated by the ECAM.

Dual NAV ADR or NAV IRS failures will cause the loss of AP, A/THR and flight controls revert to ALTN LAW.

Due to the low probability of a triple ADR failure, the associated procedure will not be displayed on the ECAM. In this case, the crew will refer to QRH procedure for ADR 1 + 2 + 3 failure.

There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will give approach procedure and inoperative systems. In this unlikely event, the standby instruments are the only attitude, altitude, speed and heading references.

UNRELIABLE AIRSPEED INDICATIONS

ALL

PREFACE

Most failures modes of the airspeed/altitude system are detected by the ADIRS.

These failures modes lead to the loss of corresponding cockpit indications and the triggering of associated ECAM drills.

However, there may be some cases where the airspeed or altitude output is erroneous without being recognized as such by the ADIRS. In these cases, the cockpit indications appear normal but are actually false and pilots must rely on their basic flying skills to identify the faulty source and take the required corrective actions.

When only one source provides erroneous data, a straightforward crosscheck of the parameters provided by the three ADRs allows the faulty ADR to be identified. This identification becomes more difficult in extreme situation when two, or even all of three, sources provide erroneous information.

MAIN REASONS FOR ERRONEOUS AIRSPEED/ALTITUDE DATA




NAVIGATION

03.034

JUL 28/05

The most probable reason for erroneous airspeed and altitude information is obstructed pitot tubes or static sources. Depending on the level of obstruction, the symptoms visible to the flight crew will be different. However, in all cases, the data provided by the obstructed probe will be false. Since it is highly unlikely that the aircraft probes will be obstructed at the same time, to the same degree and in the same way, the first indication of erroneous airspeed/altitude data available to flight crews, will most probably be a discrepancy between the various sources.

CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS

All aircraft systems, using anemometric data, have been built-in fault accommodation logics. The fault accommodation logics are not the same for various systems but, all rely on voting principle whereby when one source diverges from the average value, it is automatically rejected and the system continues to operate normally with the remaining two sources. This principle applies to flight controls and flight guidance systems.

NORMAL SITUATION

Each ELAC receives speed information from all ADIRUs and compares the 3 values. Pressure altitude information is not used by the ELAC.

Each FAC (Flight Augmentation Computer) receives speed information from all

ADIRUs and compares the 3 values.

ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT

The ELAC and the FAC and/or FMGC eliminate it without any cockpit effect (no caution, normal operation is continued), except that one display is wrong and

CATIII DUAL is displayed as INOP SYS on STATUS page.

TWO ADR OUTPUTS ARE ERRONEOUS, BUT DIFFERENT, AND THE

REMAINING ADR IS CORRECT, OR IF ALL THREE ARE ERRONEOUS, BUT

DIFFERENT :

The autopilot and the auto thrust are disconnected (whichever autopilot is engaged). The ELAC triggers the F/CTL ADR DISAGREE ECAM caution. Flight controls revert to Alternate law (without high and low speed protection). On both

PFDs, the "SPD LIM" flag is shown; no VLS, no VSW and no VMAX is displayed.

This situation is latched, until an ELAC reset is performed on ground, without any hydraulic pressure.

However, if the anomaly was only transient, the autopilot and the autothrust can be re-engaged when the disagree has disappeared.




NAVIGATION

03.034

JUL 28/05

ONE ADR IS CORRECT, BUT THE OTHER TWO ADRS PROVIDE THE SAME

ERRONEOUS OUTPUT, OR IF ALL THREE ADRS PROVIDE CONSISTENT AND

ERRONEOUS DATA :

The systems will reject the "good" ADR and will continue to operate normally using the two "bad" ADRs. This condition can be met when, for example, two or all three pitot tubes are obstructed at the same time, to the same degree, and in the same way. (Flight through a cloud of volcanic ash, takeoff with two pitots obstructed by foreign matter (mud, insects)).

Human beings (the pilot) tend to use the same type of "fault accommodation" principles to detect an erroneous IAS/altitude indication. Flight crews will tend to reject the outlier information, if the other two outputs are consistent. This choice is, in the great majority of cases, correct ; but, all flight crews should be aware of very extreme and unlikely situations where two (or even three) speed/altitude indications can be consistent and wrong.

BEWARE OF INSTINCTIVELY REJECTING AN OUTLIER

ADR

The following chart provides a non-exhaustive list of the consequences of various cases of partially or totally obstructed pitot tubes and static ports on airspeed and altitude indications. It should be noted that the cases described below cover extreme situations (e.g. totally obstructed or unobstructed drain holes), and that there could be multiple intermediate configurations with similar, but not identical, consequences.

FAILURE CASE

Water accumulated due to heavy rain.Drain holes unobstructed.

CONSEQUENCES

Transient speed drop until water drains.IAS fluctuations.IAS step drop and gradual return to normal.

Permanent speed drop.

Water accumulated due to heavy rain.Drain holes obstructed.

Ice accretion due to pitot heat failure, ortransient pitot blocked due to severe icing.Unobstructed drain holes.

Ice accretion due to pitot heat failure, orpitot obstruction due to foreign objects.Obstructed drain holes.

Total pressure leaks towards static pressure.IAS drop until obstruction cleared/fluctuation, if transient erratic

A/THR istransient.

Total pressure blocked.Constant IAS in level flight, until obstruction is cleared.

In climb, IAS increases.In descent, IAS decreases.

Abnormal AP/FD/ATHR behavior :a)

AP/FD pitch up in OPN CLB to hold target IAS.b) AP/FD pitch down in

OPN DES to hold target IAS




NAVIGATION

03.034

JUL 28/05

Total obstruction of static ports on ground.

Static pressure blocked at airfield level.Normal indications during T/O roll.After lift-off altitude remains constant.IAS decreases, after lift-off.IAS

decreases, when aircraft climbs.IAS

increases, when aircraft descends.

The above table clearly illustrates that no single rule can be given to conclusively identify all possible erroneous airspeed/altitude indications cases.

However, any erroneous speed/altitude indication case will always be associated with one (or more) of the following cues:

1. Fluctuations in Airspeed indications.

2. Abnormal correlation of basic flight parameters (IAS, pitch, attitude, thrust, climb rate) :

-- IAS increasing, with large nose-up pitch attitude

-- IAS decreasing, with large nose down pitch attitude

-- IAS decreasing, with nose down pitch attitude and aircraft descending

3. Abnormal AP/FD/ATHR behavior

4. Undue stall or overspeed warnings

5. Reduction in aerodynamic noise, with increasing IAS

6. Increase in aerodynamic noise, with decreasing IAS

RECOMMENDED PROCEDURES

The procedures described below are intended to provide flight crews with general guidelines to be applied, in case of suspected erroneous airspeed/altitude indications:

FOLLOW ECAM ACTIONS.If failure undetected

:CROSSCHECK ALL IAS/ALTITUDE SOURCES :ADR1,

ADR2, ADR3, AND STANDBY INSTRUMENTS.

If it is obvious that the outlier is wrong, select the corresponding ADR OFF and reconfigure the PFD indications accordingly, by applying the ECAM drill which will be automatically displayed.

Flight crews should, however, be aware that in very extreme circumstances, it may happen that two, or even all three ADRs may provide identical and




NAVIGATION

03.034

JUL 28/05 erroneous data. Therefore, the suspect ADR should only be switched OFF, if it is positively confirmed that the two other ADRs are correct. If in doubt :

DISCONNECT THE AP, FD, AND ATHR.FLY TARGET

PITCH ATTITUDE AND THRUST SETTING.

The initial pitch attitude and thrust values given in the QRH should be considered as "Memory Items", since they allow "safe flight conditions" to be rapidly established in all flight phases (takeoff, climb, cruise) and aircraft configurations (weight and slats/flaps).

Because the displayed information may be erroneous, the flying accuracy cannot be assumed. Incorrect transponder altitude reporting could cause confusion.

Therefore, a MAYDAY should be declared to advise ATC and other aircraft of the situation.

Once the target pitch attitude and thrust values have been stabilized, the expanded data of the QRH (Flight with Unreliable Speed Indication) should be followed to determine the precise pitch attitude and power setting required, depending on the aircraft’s weight, configuration, and desired speed.

After applying the QRH procedure, and when the aircraft is stable, the flight crew should try to identify the faulty ADR (one or more). Once the faulty ADR has (or have) been positively identified, it (they) should be switched OFF. This will trigger the corresponding ECAM warnings and associated drills, which should be followed to address all the consequences on the various aircraft systems.

Depending of the cause of the failure, the altitude indication may also be unreliable. There are however, a number of correct indications available to the crew. GPS altitude and ground speed are available on MCDU GPS monitor page and RA may be used at low level.

When flying the aircraft with unreliable speed and/or altitude indications, it is recommended to change only one flying parameter at a time i.e. speed, altitude or configuration. For this reason, a wide pattern and a stabilized approach are recommended.

DUAL RADIO ALTIMETER FAILURE

ALL

The Radio Altimeters (RAs) provide inputs to a number of systems, including the

GPWS and FWC for auto-callouts. They also supply information to the AP and

A/THR modes, plus inputs to switch flight control laws at various stages.




NAVIGATION

03.034

JUL 28/05

Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward, the consequences of the failure on the aircraft operation require consideration.

Instead of using RA information, the flight control system uses inputs from the

LGCIU to determine mode switching. Consequently, mode switching is as follows:

.

On approach, flare law becomes active when the L/G is selected down and provided AP is disconnected. At this point, "USE MAN PITCH TRIM" is displayed on the PFD.

.

After landing, ground law becomes active when the MLG is compressed and the pitch attitude becomes less than 2.5

˚

It is not possible to capture the ILS using the APPR pb and the approach must be flown to CAT 1 limits only. However, it is possible to capture the localiser using the LOC pb.

Furthermore, the final stages of the approach should be flown using raw data in order to avoid possible excessive roll rates if LOC is still engaged. Indeed, as the autopilot gains are no longer updated with the radio altitude signal, the

AP/FD behaviour may be unsatisfactory when approaching the ground.

There will be no auto-callouts on approach, and no "RETARD" call in the flare

The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes very important. Similarly, the "SPEED, SPEED, SPEED" low energy warning is also inoperative, again requiring increased awareness.




POWER PLANT

03.070

JUL 28/05

ALL ENGINE FLAMEOUT

ALL

Following an all engine flame out, the flight deck indications change dramatically as the generators drop off line. The RAT is deployed to supply the emergency generator and pressurize the blue hydraulic circuit.

Control of the aircraft must be taken immediately by the left hand seat pilot, and a safe flight path established.

When convenient, an emergency will be declared to ATC using VHF1. Depending on the exact situation, assistance may be available from ATC regarding position of other aircraft, safe direction etc.

Significant remaining systems in ALL ENGINES FLAME OUT

FLY

NAVIGATE

COMMUNICATE

PFD1, Alternate law

RMP1, VOR1

VHF1/HF1/ATC1

Note: The AP and pitch trim are not available. Rudder trim is recoverable.

If engine wind milling is sufficient, additional hydraulic power may be recovered.

The ECAM actions are displayed and allow coping with this situation. However, as the ECAM cannot distinguish whether fuel is available or not, they provide a dimensioning procedure which cover all cases.

Furthermore, The ECAM procedure refers to paper QRH for OPERATING SPEEDS, L/G GRAVITY

EXTENSION and DITCHING or FORCED LANDING.

It is the reason why the ENG DUAL FAILURE FUEL REMAINING or ENG DUAL

FAILURE - NO FUEL REMAINING are available in the QRH. As they distinguish whether fuel is available or not, these single paper procedures are optimized for each case and include the required paper procedure until landing, including

FORCED LANDING and DITCHING. Consequently, the crew should apply the

QRH procedure and then, if time permits, clear ECAM warning to read status.

In the fuel remaining case,

.

The actions should be commenced, with attention to the optimum relight speed without starter assist (with wind milling). If there is no relight within 30 seconds, the ECAM will order engine masters off for 30 seconds. This is to permit ventilation of the combustion chamber. Then, the engine masters may be set ON again. Without starter assist (wind milling), this can be done at the same time.




POWER PLANT

03.070

JUL 28/05

.

If the crew wants to take credit of the APU bleed air, the APU should be started below FL 250.

Below FL 200, an engine relight should be attempted with starter assist (using the APU bleed).

.

Green dot, which corresponds to the optimum relight speed with starter assist, is displayed on the left PFD. With starter assist (APU bleed), only one engine must be started at a time.

ALL ENGINE FLAME OUT PROCEDURE




POWER PLANT

03.070

JUL 28/05

LAND ASAP

ENG DUAL FAILURE−FUEL REMAINING

Engine relight attempts

ENG DUAL FAILURE

− ENG MODE SEL..........................ON

− THRUST LEVER.........................IDLE

OPTIMUM RELIGHT SPD

− EMER ELEC........................MAN ON

− VHF.............................................USE

LAND ASAP

AUTO FLT

AUTO FLT

F/CTL

FUEL

− OPTIMUM SPEED...................................................GREEN DOT

Secure cockpit and cabin

LAND ASAP

ENG DUAL FAILURE−FUEL REMAINING

− OPTIMUM SPEED ............................................................................ .........................GREEN DOT

Secure cockpit and cabin

APPROACH PREPARATION APPROACH PREPARATION

APPROACH

IF FORCED LANDING PREDICADED

Forced landing procedure

IF DITCHING predicaded

Ditching procedure

APPROACH

IF FORCED LANDING PREDICADED

Forced landing procedure

IF DITCHING predicaded

Ditching procedure

NOF 03070 04293 0001




MISCELLANEOUS

03.090

JUL 28/05

EMERGENCY DESCENT

ALL

The emergency descent should only be initiated upon positive confirmation that cabin altitude and rate of climb is excessive and uncontrollable. This procedure should be carried out by the crew from memory. The use of AP and auto thrust is strongly recommended for an emergency descent. The FCU selections for an emergency descent progress from right to left, i.e. ALT, HDG, SPD.

At high flight levels, the speed brake should be extended slowly while monitoring

VLS to avoid the activation of angle of attack protection This would cause the speed brakes to retract and may also result in AP disconnection. If structural damage is suspected, caution must be used when using speed brakes to avoid further airframe stress. When the aircraft is established in the descent, the PF should request the ECAM actions if any or QRH.

The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude will exceed 14,000 ft.

When in idle thrust, high speed and speed brake extended, the rate of descent is approximately 6000 ft/mn. To descend from FL410 to FL100, it takes approximately 5 mn and 40 NM. The crew will be aware that MORA displayed on ND is the highest MORA within a 80NM circle round the aircraft.

After taking off the emergency mask following an emergency descent, the crew should close the mask box and reset the control slide in order to activate the regular microphone again.




MISCELLANEOUS

Masks

03.090

JUL 28/05

Communication established

CALL

VHF1

CALL

VHF2

CALL

VHF3

CALL

HF1

CALL

HF2

CALL

IND

CALL

CAB

VOR1 VOR2

VOICE

MKR

RESET

ILS

PA

ADF1 ADF2

PF

1 st loop

To initiate the descent

SPD P D M A 3 D

2

T

H D G V

T K

1 L L

0 1 0

A 2 ALT

P P R O C A / H R L T

V F A

T R D O D S

A T

FMA

4

A 1

1 2

A T

0 0 0

OFF BRT

ENG

T.O.

CONFIG

BLEED PRESS

APU

CLR

COND DOOR

STS

EL/AC

WHEEL

RCL

EMER

CANC

EL/DC

F/CTL

FUEL

ALL

OFF BRT

0

MAN V/S

ENG

0

ENG

2

B E D

G D R M D

R T E T

/ 2

F U

1 2

F U L

5

SPD BRK

0

OFF

PARK BRK

ON

0 0

2

3

2

3

OVHD INTEG LT

OFF BRT

MAN V/S MAN V/S

2 nd loop

To refine the settings

A T L L H V S A

S D A H G R L T

H G S

T K P

SPD

3

HDG

2 L C

A 1

A T

1 0 1 0

ALT

1

A R

PNF

4

OVRD

PAX OXY MASKS

ON OFF

ON

ON ON ON ON

ON

FAULT

ON

FAULT

ON

ENG 2

FAULT

ON

A

U

T

O

FAULT

ON

MAN V/S

UP

MODE SEL

A

FAULT

DN

ON

U 12

T

O

10

14

LDG ELEV

AUTO

−2

0

4

2

8 6

DITCHING

ON

ON

XXXX

OFF

ON

A

U

T

O

OFF

ON

OFF

ANN LT ON

OVHD INTEG LT

ANN LT

FAULT

ON

OFF BRT

BRT

ANN LT

BRT

TEST

BRT

OFF DIM

OFF

ON

TEST

BRT

DIM

FAULT

ON

1 ON

OFF

ENG 2

FAULT

ON

TEST

BRT

DIM

ON

A

U

T

O ON O

A

U

T

2

ON

ON

XXXX

OFF

ON ON ON

ON

0 0 0

OFF BRT

ENG

APU

CLR

T.O.

CONFIG

BLEED PRESS

COND DOOR

EMER

CANC

EL/AC EL/DC

WHEEL F/CTL

STS

RCL

FUEL

ALL

OFF BRT

0

If abnormal ALT CAB and/or CAB V/S indication on

ECAM system display

G D

R T

P E 1 2

U L

R E

R T

1 2

F U

ENG

2

0

ENG

2

0

0

2

3

F U

0

2

3

U L

OVHD INTEG LT

OFF BRT

ATC

MAN V/S

MAN V/S

3

OFF

PARK BRK

ON

" MAYDAY

MAYDAY

MAYDAY "

ALT and HDG according to ATC/MORA

SPD according to structural damages

NOF 03090 04294 0001

OVERWEIGHT LANDING




MISCELLANEOUS

03.090

JUL 28/05

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

Automatic landing is certified up to MLW, but has been demonstrated in flight up to MTOW. In determining the best course of action, the flight crew may consider the option to perform an automatic landing, provided the runway is approved for automatic landing.

Should an overweight landing be required, a long straight in approach, or a wide visual pattern, should be flown in order to configure the aircraft for a stabilized approach.

The stabilized approach technique should be used, and VAPP established at the

FAF. The speed will be reduced to reach VLS at runway threshold, to minimize the aircraft energy.

The crew will elect the landing configuration according to the "maximum weight for go-around in CONF 3" table provided both in QRH and in FCOM:

.

If aircraft weight is below the maximum weight for go-around in CONF 3, landing will be performed CONF full (and go-around CONF 3) as it is the preferred configuration for optimized landing performance

.

If aircraft weight is above the maximum weight for go-around in CONF 3, landing will be performed CONF 3 (and go-around CONF 1+F). The CONF

1+F meets the approach climb gradient requirement in all cases except in high/hot conditions. In those cases, the hot/high procedure (also available in the QRH) is to be applied. This procedure enables to increase the go around speed, in order to increase the climb gradient.

The crew may briefly recall the main point of the go-around procedure

(Configuration, call-out and any speed increase) once established in final approach.

If a go-around CONF 1+F is carried out following an approach CONF3, VLS

CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such a case is to follow FD bars orders which will accelerate the aircraft up to the go-around speed. It should be noted, however, that VLS CONF 1+F equates to

1.23 VS1G whereas the minimum go-around speed required by regulations is

1.13 VS1G.

This requirement is always satisfied.

The crew should be aware that the transition from -3

˚ flight path angle to go around climb gradient requires a lot of energy and therefore some altitude loss.

Taking into account the runway landing distance available, the use of brakes should be modulated to avoid very hot brakes and the risk of tire deflation.

When the aircraft weight exceeds the maximum landing weight, structural considerations impose the ability to touch down at 360 ft/mn without damage.

This means that no maintenance inspection is required if vertical speed is below




MISCELLANEOUS

03.090

JUL 28/05

360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance inspection is required.

MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625

0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670

0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723

0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763

0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825

0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871

0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922

0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985

0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036

1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069

1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107

1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140

1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176

1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223

1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263

1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301

1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338

1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375

1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410

1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466

1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515

1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560

1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594

1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643

1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685

1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738

1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770

MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810

1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855

1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912

1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976

1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019

2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066

2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113

2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186

2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232

2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271

2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306

2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355

2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396

2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429

2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458

2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499

2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534

2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581

2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628

2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667

2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702




MISCELLANEOUS

03.090

JUL 28/05

Automatic landing is certified up to MLW, but has been demonstrated in flight up to MTOW. In determining the best course of action, the flight crew may consider the option to perform an automatic landing, provided the runway is approved for automatic landing.





.


.


1+F meets the approach climb gradient requirement in all cases (high weights, high altitude and temperature).


CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such a case is to follow SRS orders which will accelerate the aircraft up to the displayed VLS. It should be noted, however, that VLS CONF 1+F equates to

1.23 VS1g whereas the minimum go-around speed required by regulations is

1.13 VS1g.











MISCELLANEOUS

03.090

JUL 28/05

MSN 0002-0021 0024 0026-0027 0029 0043 0045-0051 0056-0058 0068 0073-0075 0080

0084-0085 0089-0090 0095-0097 0113-0114 0119 0122-0124 0126-0127 0142 0150 0154

0165-0166 0175 0178 0181-0183 0191 0194-0195 0198 0205 0229 0231-0234 0242 0247

0251 0253-0254 0257 0279 0283 0288 0291-0292 0302 0308 0311 0314 0322 0324

0326-0327 0330-0331 0333 0336 0341-0342 0344 0350-0351 0359 0366 0370-0371 0373

0376 0379 0386 0389-0390 0392-0394 0396-0398 0402-0403 0411 0416 0422-0423 0425

0431-0432 0440 0443 0446-0447 0451 0460-0461 0469 0478 0480 0486 0490 0492 0499

0511 0528 0542 0562 0566 0575 0580 0624 0626 0628 0630 0640 0659 0667 0676 0707

0724 0764 0844 0857 0861 0863 0868 0934 0936-0937 0958 0978 0990 1014 1044 1052

1061 1065 1112 1114 1134 1141 1148 1171 1177 1181 1183 1194 1210 1213 1224 1264

1268 1286 1294 1298 1310 1314 1383 1390 1407 1413 1418 1424 1459 1568 1621 1626

1644 1697 1710 1732 1747 1751 1764 1792 1854 1858 1877 1903 1922 1987 2048 2193




The crew will refer to the corresponding RTOW chart, or to FCOM to find the approach and landing configuration given as a function of the approach climb limiting weight.

If a go around CONF 1+F is carried out following an approach CONF3, VLS



1.13 VS1g.











MISCELLANEOUS

03.090

JUL 28/05

MSN 0022-0023 0025 0028 0030-0042 0044 0052-0055 0059-0067 0069-0072 0076-0078

0081-0083 0086-0088 0091-0094 0098-0112 0115-0118 0120-0121 0125 0128-0141 0143-0149

0151-0153 0155-0164 0167-0174 0176-0177 0179-0180 0184-0190 0192-0193 0196-0197

0199-0204 0206-0228 0230 0235-0241 0243-0246 0248-0250 0252 0255-0256 0258-0278

0280-0282 0284-0287 0289-0290 0293-0301 0303-0307 0309-0310 0312-0313 0315-0321 0323

0325 0328-0329 0332 0334-0335 0337-0340 0343 0345-0349 0352-0358 0360-0363 0365

0367-0369 0372 0375 0377-0378 0380-0384 0387-0388 0391 0395 0399-0401 0404-0410

0413-0415 0417-0421 0424 0426-0430 0435-0439 0441-0442 0444-0445 0448-0450 0452-0457

0459 0462-0467 0470-0472 0475-0476 0479 0482-0483 0485 0487 0489 0491 0496-0497

0500-0501 0503-0504 0506-0508 0510 0512 0523 0525 0527 0530-0531 0533-0534 0537

0539-0540 0543 0545 0547-0549 0551 0553-0554 0556 0558-0559 0561 0565 0568-0569

0571 0573-0574 0577 0579 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603

0605 0607 0611 0613 0615 0617 0619 0622 0632 0635 0638 0643 0645 0648 0650

0653 0655 0657-0658 0661-0662 0665 0669 0671 0673 0678 0681 0683 0685 0696 0698

0701-0706 0709-0710 0712 0714 0716 0718 0720 0722 0726 0730 0733 0735 0737 0739

0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762 0766 0768 0770

0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793 0795 0797 0799 0801

0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824 0826 0828 0830 0832

0834 0836 0838-0839 0842 0846 0849 0851 0854 0856 0859 0865-0866 0870 0872 0874

0876-0877 0879 0881 0883-0884 0886 0888 0892 0894-0895 0897 0899-0900 0902-0903

0905 0907 0909 0911-0912 0914 0916 0918-0919 0921 0923 0925 0927-0928 0930 0932

0939 0942-0943 0945 0947 0950-0951 0953 0955 0957 0960 0962 0964 0966-0967 0969

0971 0973 0975 0977 0981-0982 0984 0986 0988 0992 0994 0996 0999 1001 1003 1005

1007 1009 1011 1013 1026 1028 1030 1032 1035 1037 1039 1041 1047 1050 1054

1057 1059 1063 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087 1093 1099 1101

1104-1105 1108 1110 1117 1119 1121 1123 1125 1128 1130 1137-1138 1143 1146 1150 1152

1156 1158 1163 1166 1168 1173 1175 1187 1189 1192 1196 1198 1200 1206 1208 1215

1217 1221 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257

1262 1266 1270 1272 1274 1280 1282 1284 1288 1290 1292 1296 1300 1302 1304 1306

1312 1316 1318 1320 1327 1330 1332 1334 1337 1339 1341 1343 1345 1347 1349 1351

1353 1355 1357 1359 1361 1363 1365 1367-1368 1370 1372 1374 1376 1379 1381 1385

1387 1394 1396 1398 1400 1402 1405 1409 1411 1416 1419 1422 1427 1430 1432 1435

1437 1439 1441 1443 1446 1448 1450 1452 1454 1457 1461




MISCELLANEOUS

03.090

JUL 28/05

MSN 1464 1467 1469-1470 1473 1475 1478 1480 1482 1484-1486 1489 1491 1493 1495

1497 1500 1502 1504 1506 1508-1509 1512 1514 1516 1518 1523 1526 1528 1530

1532-1533 1535 1538 1540 1542 1544 1546 1548 1550 1553 1555-1557 1559 1561 1564

1566 1571 1578 1580 1584 1586 1588 1591 1593 1595 1597 1605 1609-1610 1613 1615

1617 1620 1624 1628 1631 1633 1635 1637 1639 1641 1646 1648 1650 1652 1655

1657 1661 1663 1665 1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692

1694 1696 1700 1702 1705 1708 1712 1715 1717 1719 1721 1723 1725 1728 1730

1735-1736 1739 1741 1744 1749 1754-1755 1757 1760 1762 1767 1769 1771 1773 1775

1777 1780 1782 1784-1785 1787 1789 1793 1797 1799 1802 1804 1806 1809 1812-1814

1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845 1847

1849 1852 1856-1857 1860-1862 1864-1865 1867-1868 1871 1873-1874 1879 1883 1885

1888-1889 1891-1892 1894-1896 1898-1900 1902 1904 1906-1907 1909-1911 1913-1915

1917-1920 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945 1948-1949 1951

1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983 1989 1992-1993

1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022 2024 2027 2029 2031

2034 2036 2038 2040 2042 2044 2046 2049 2054 2056 2058 2061 2063 2065 2068

2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094 2097 2099 2102 2104

2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169 2171 2173 2175

2177-2178 2180 2182-2183 2185 2187 2189 2191 2195 2197 2199 2201 2204 2206-2207

2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233 2235 2238-2239 2242

2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275 2278 2280 2282 2284

2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314 2316 2322 2325 2327

2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354 2356 2359 2361 2364

2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395 2397 2399 2401 2403

2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428 2430 2432 2434 2437

2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461 2475 2478-2479 2482

2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509 2511 2513 2515

2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542 2562 2564 2566

2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596 2598 2600 2604

2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633 2635 2637 2640

2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692





.


.






MISCELLANEOUS

03.090

JUL 28/05




1.13 VS1g.








MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502

0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555 0557

0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604 0606

0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684 0687

0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796 0802

0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878 0887

0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968 0970

0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024 1027

1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202 1204

1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307 1333

1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442 1447

1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517 1519

1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623 1629

1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704 1707

1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798 1807

1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926 1928

1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984 1988

1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110 2115

2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303 2305

2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472 2476

2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687


At very high weights, VFE CONF1 is close to VLS clean. To select CONF1, deselect A/THR, decelerate to (or slightly below) VLS and select CONF1 when below VFE. When established at CONF1, the crew can reengage A/THR and use managed speed again.




MISCELLANEOUS

03.090

JUL 28/05




.


.






1.13 VS1g.








CREW INCAPACITATION

ALL

GENERAL

Crew incapacitation is a real safety hazard which occurs most frequently than many of the other emergencies. Incapacitation can occur in many form varying




MISCELLANEOUS

03.090

JUL 28/05 from obvious sudden death to subtle, partial loss of function. It may not be preceded by any warning.

RECOGNITION

The keys to early recognition of the incapacitation are

.

Routine monitoring and cross checking of flight instruments

.

Crew members should have a very high index of suspicion of a subtle incapacitation

.

If one crew member do not feel well, the other crew must be advised

.

Others symptoms e.g. incoherent speech, pale fixed facial expression or irregular breathing could indicate the beginning of an incapacitation.

ACTION

The recovery from a detected incapacitation of the fit pilot shall follow the sequence below:

First phase

.

Assume control, return the aircraft to a safe flight path, announce "I have control", use the take-over pb and engage the on side AP as required.

.

Declare an emergency to ATC

.

Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may include involving cabin crew to restrain the incapacitated pilot

.

Request assistance from any medically qualified passenger

.

Check is a type qualified company pilot is on board to replace the incapacitated crew member

.

Land as soon as practicable after considering all pertinent factors

.

Arrange medical assistance after landing giving many details about the condition of the affected crewmember

Second phase

.

Prepare the approach and read the checklist earlier than usual

.

Request radar vectoring and prefer a long approach to reduce workload

.

Perform the landing from the fit pilot usual place



SUPPLEMENTARY INFORMATION

TABLE OF CONTENTS

04.000

JUL 28/05

04.010

04.020

04.030

04.040

04.050

04.060

04.070

ADVERSE WEATHER

-- GENERAL

-- COLD WEATHER OPERATIONS AND ICING CONDITIONS

-- TURBULENCE

-- WINDSHEAR

-- VOLCANIC ASHES

9

11

15

1

1


-- GENERAL

-- THE ATTITUDE

-- THE FLIGHT PATH VECTOR

-- GO-AROUND


-- GENERAL

-- AIRCRAFT POSITION COMPUTATION

-- USE OF FMS

-- AIRCRAFT POSITION AWARENESS AND OPERATIONAL

CONSEQUENCES

ZFW - ZFCG ENTRY ERRORS

-- GENERAL


-- ZFW ENTRY ERROR AND OPERATIONAL

CONSEQUENCES

-- OPERATIONAL RECOMMENDATIONS

CENTRE OF GRAVITY

TCAS


-- OPERATIONAL RECOMMENDATIONS

USE OF RADAR

-- TECHNICAL BACKGROUND 1

1

2

1

1

4

5

1

6

1

1

1

2

6

7




TABLE OF CONTENTS

-- OPERATIONAL RECOMMENDATIONS FOR WEATHER

DETECTION

-- OTHER OPERATIONAL RECOMMENDATIONS

04.000

JUL 28/05

3

5




ADVERSE WEATHER

GENERAL

ALL

The adverse weather operation take into account the following topics:

.

Cold weather operations and icing conditions

.

Turbulence

.

Windshear

.

Volcanic ashes

COLD WEATHER OPERATIONS AND ICING CONDITIONS

04.010

JUL 28/05

ALL

PREFACE

Aircraft performance is certified on the basis of a clean wing. Ice accretion affects wing performance. When the wing is clean, the airflow smoothly follows the shape of the wing. When the wing is covered with ice, the airflow separates from the wing when the Angle-Of-Attack (AOA) increases. Therefore, the maximum lift-coefficient is reduced.

As a result, the engine may stall at a lower

AOA, and the drag may increase.

The flight crew must keep in mind that the wing temperature of the aircraft may be significantly lower than 0

˚C, after a flight at high altitude and low temperature, even if the Outside Air Temperature (OAT) is higher than 0

˚C. In such cases, humidity or rain will cause ice accretion on the upper wing, and light frost under the wing. (Only 3mm of frost on the under-surface of the wing is acceptable.)


When ground-icing conditions are encountered, and/or when ice accretion is suspected, the Captain should determine, on the basis of the exterior inspection, whether the aircraft requires ground deicing/anti-icing treatment. This visual inspection must take into account all vital parts of the aircraft, and must be performed from locations that offer a clear view of these parts.

COCKPIT PREPARATION




ADVERSE WEATHER

04.010

JUL 28/05

The following systems may be affected in very cold weather:

.

The EFIS/ECAM (when the cockpit temperature is very low)

.

The IRS alignment (may take longer than usual, up to 15 minutes)

The probe and window heating may be used on ground. Heating automatically operates at low power.

AIRCRAFT GROUND DE-ICING/ANTI-ICING

DE-ICING/ANTI-ICING FLUID

Deicing/anti-icing fluids must be able to remove ice and to prevent its accumulation on aircraft surfaces until the beginning of the takeoff. In addition, the fluids must flow off the surfaces of the aircraft during takeoff, in order not to degrade takeoff performance.

Several types of fluids can be used.

These fluids have different characteristics: type 1

Low viscosity

Limited hold-over time

Used mainly for de-icing type 2, 3, 4

High viscosity

Longer hold-over time

Used for de-icing and anti-icing

The holdover time starts from the beginning of the application of the fluid, and depends on the type of fluid, and on the nature and severity of precipitation. The flight crew should refer to applicable tables as guidelines. These tables must be used in conjunction with the pre-takeoff check.

Depending upon the severity of the weather, de-icing/anti-icing procedure must be applied either:

.

In one step, via the single application of heated and diluted deicing/anti-icing fluid: This procedure provides a short holdover time, and should be used in low moisture conditions only. The holdover time starts from the beginning of the application of the fluid.

.

In two steps, by first applying the heated deicing fluid, then by applying a protective anti-icing fluid: These two sprays must be applied consecutively. The holdover time starts from the beginning of the application of the second fluid.

PROCEDURES

The following outlines the various procedures to be applied before and after spraying:




ADVERSE WEATHER

04.010

JUL 28/05

.

All ENG and APU BLEED pushbutton must be set to OFF and the DITCHING pushbutton must be set to ON, to prevent any engine ingestion of deicing/anti-icing fluid.

.

The aircraft can be deiced/anti-iced, with the engine and/or the APU running or off.

However, the APU or the engine should not be started during spraying.

.

The aircraft must be deiced/anti-iced symmetrically on both sides.

.

Keep bleeds off after spraying for a few minutes.

.

After spraying, keep bleeds off for a few minutes, and perform a visual inspection of the aircraft surfaces.

.

A deicing/anti-icing report must be filled out to indicate the type of fluid and when the spraying began.

AFTER START

.

Keep the engine bleeds off, with the engines running at higher N1.

.

Keep the APU running with the bleed off for a few minutes after spraying.

.

The slats/flaps and flight controls can be moved, because they no longer have ice.

TAXI OUT

On contaminated runways, the taxiing speed should be limited to 10 knots, and any action that could distract the flight crew during taxiing should be delayed until the aircraft is stopped.

The following factors should be taken into account:

.

At speeds below 10 kts, anti-skid de-activates.

.

Engine anti-ice increases ground idle thrust.

.

To minimize the risk of skidding during turns: Avoid large tiller inputs.

.

On slippery taxiways: It may be more effective to use differential braking and/or thrust, instead of nosewheel steering.

.

On slush-covered, or snow-covered, taxiways: Flap selection should be delayed until reaching the holding point, in order to avoid contaminating the flap/slat actuation mechanism.

.

When reaching the holding point: The "Before Takeoff down to the line" checklist must be performed.

.

The flight crew must maintain the aircraft at an appropriate distance from the aircraft in front.




ADVERSE WEATHER

04.010

JUL 28/05

.

In icing conditions: When holding on ground for extended periods of time, or if engine vibration occurs, thrust should be increased periodically, and immediately before takeoff, to shed any ice from the fan blades.

For more details about this procedure, refer to the FCOM 3.03. 09.

TAKE-OFF

TAKE-OFF PERFORMANCES

The use of FLEX thrust for take-off on contaminated runways is prohibited.

If anti-ice is used at take-off, the crew will apply the related performance penalty.

Slush, standing water, or deep snow reduces the aircraft take-off performance because of increased rolling resistance and the reduction in tire-to-ground friction.

A higher flap setting will increase the runway limited take-off weight, but will reduce second segment limited take-off weight.

TAKE-OFF ROLL

Before the aircraft lines up on the runway for takeoff, the flight crew must ensure that the airframe has no ice or snow.

Then, before applying thrust, the Captain should ensure that the nosewheel is straight. If there is a tendency to deviate from the runway centerline, this tendency must be neutralized immediately, via rudder pedal steering, not via the tiller.

On contaminated runways, the flight crew should ensure that engine thrust advances symmetrically to help minimize potential problems with directional control.

MAXIMUM CROSS WIND

The following table provides the maximum crosswind that corresponds to the reported runway-friction coefficient:

Reported Braking

Action

Good/Medium

Medium

Medium/Poor

Poor

Unreliable

Reported

Runway-Friction

Coefficient

0.39 to 0.36

0.35 to 0.3

0.29 to 0.26

≤0.25

-

Equivalent

Runway

Condition

1

2/3

2/3

3/4

4/5

Maximum

Crosswind

(knots)

29

25

20

15

5




ADVERSE WEATHER

04.010

JUL 28/05

The runway condition numbers, in the above table, correspond to the runway conditions:

1. Dry, damp, or wet runway (less than 3 MM depth of water )

2. Runway covered with slush

3. Runway covered with dry snow

4. Runway covered with standing water with risk of aquaplaning or wet snow

5. Icy runway or high risk of aquaplaning

CLIMB/ DESCENT

Whenever icing conditions are encountered or expected, the engine anti-ice should be turned on. Although the TAT before entering clouds may not require engine anti-ice, flight crews should be aware that the TAT often decreases significantly, when entering clouds.

When the SAT decreases to lower than -40

˚C, engine anti-ice should be turned off, unless flying near CBs. If the recommended anti-ice procedures are not performed, engine stall, over-temperature, or engine damage may occur,

If it is necessary to turn on the engine anti-ice, and if ice accretion is visible because engine anti-ice was turned on late, then apply the following procedure:

.

Set the ENGINE START selector to IGN

.

Retard one engine, and set the ENG ANTI-ICE pushbutton to ON

.

Smoothly adjust thrust, and wait for stabilization

.

Set the ENGINE START selector to NORM

.

Repeat this procedure for the other engine

Wing anti-ice should be turned on, if either severe ice accretion is expected, or if there is any indication of icing on the airframe.

HOLDING

If holding is performed in icing conditions, the flight crew should maintain clean configuration.

This is because prolonged flight in icing conditions with the slats extended should be avoided.

APPROACH

If significant ice accretion develops on parts of the wing that have not been deiced, the aircraft speed must be increased (Ref. FCOM 3.04.30).




ADVERSE WEATHER

04.010

JUL 28/05

When the temperature is lower than ISA-10, the target altitudes (provided by the

ATC) must be corrected, by adding the values that are indicated in the table below:

Height

500

1000

2000

3000

4000

5000

Corrections to be Added

ISA - 10 ISA - 20

20

40

80

140

180

220

40

80

160

260

340

420

ISA

60

120

240

380

500

620

30

These corrections corresponds approximately to 4 x Delta ISA x Height (ft)/1000

LANDING

Obviously, landings should be avoided on very slippery runways. However, if it is not possible to avoid such landings, the following factors (linked to operations on contaminated runways) should be considered:

.

Braking action

.

Directional control

BRAKING ACTION

The presence of fluid contaminants on the runway has an adverse effect on braking performance, because it reduces the friction between the tires and the surface of the runway. It also creates a layer of fluid between the tires and the runway surface, and reduces the contact area. The landing distances, indicated in the QRH, provide a good assessment of the real landing distances for specific levels of contamination.

A firm touchdown should be made and MAX reverse should be selected, as soon as the main landing gear is on ground. Using reversers on a runway that is contaminated with dry snow may reduce visibility, particularly at low speeds. In such cases, reverse thrust should be reduced to idle, if necessary.

The use of MED auto-brake is recommended, when landing on an evenly contaminated runway. It is possible that the DECEL light on the AUTO BRK panel will not come on, as the predetermined deceleration may not be achieved.

This does not mean that the auto-brake is not working.




ADVERSE WEATHER

04.010

JUL 28/05

In the case of uneven contamination on a wet or contaminated runway, the autobrake may laterally destabilize the aircraft. If this occurs, consider deselecting the autobrake.

TYPICAL LANDING DISTANCE FACTORS VERSUS RUNWAY CONDITION

Reference

Required landing distance wet

1.92

50 ft

Dry runway

Wet runway

Compacted snow

Water and slush

Icy runway

1.0

1.4

1.6

2.0

3.5

Landing distance factors

NOF 04010 04295 0001

DIRECTIONAL CONTROL

During rollout, the sidestick must be centered.

This prevents asymmetric wheel loading, that results in asymmetric braking and increases the weathercock tendency of the aircraft.

The rudder should be used for directional control after touchdown, in the same way as for a normal landing. Use of the tiller must be avoided above taxi speed, because it may result in nosewheel skidding, and lead to a loss of directional control.

When required, differential braking must be applied by completely releasing the pedal on the side that is opposite to the expected direction of the turn.

This is because, on a slippery runway, the same braking effect may be produced by a full or half-deflection of the pedal.

Landing on a contaminated runway in crosswind requires careful consideration. In such a case, directional control problems are caused by two different factors:




ADVERSE WEATHER

04.010

JUL 28/05

.

If the aircraft touches down with some crab and the reverse thrust is selected, the side force component of reverse adds to the crosswind component and causes the aircraft to drift to the downwind side of the runway.

.

As the braking efficiency increases, the cornering force of the main wheels decreases. This adds to any problems there may be with directional control.

If there is a problem with directional control:

-- Reverse thrust should be set to idle, in order to reduce the reverse thrust side-force component.

-- The brakes should be released, in order to increase the cornering force.

-- The pilot should return to the runway centerline, reselect reverse thrust, and resume braking (Ref. FCTM 02.015).

The concept of equivalent runway condition is used to determine the maximum crosswind limitation. The following table indicates the maximum recommended crosswinds related to the reported braking actions:

Reported Braking

Action

Good/Medium

Medium

Medium/Poor

Poor

Unreliable

Reported Runway

Friction Coefficient

0.39 to 0.36

0.35 to 0.3

0.29 to 0.26

≤0.25

-

Equivalent

Runway

Condition

1

2/3

2/3

3/4

4/5

Maximum

Crosswind

(knots)

29

25

20

15

5

TAXI IN

During taxi-in, after landing, the flaps/slats should not be retracted.

This is because retraction could cause damage, by crushing any ice that is in the slots of the slats. When the aircraft arrives at the gate, and the engines are stopped, a visual inspection should be performed to check that the slats/flaps areas are free of contamination. They may then be retracted, with the electric pumps.

PARKING

At the end of the flight, in extreme cold conditions, cold soak protection is requested when a longer stop over is expected. In addition, prolonged flight in icing conditions must be reported to maintenance personnel for engine inspection.

TURBULENCE




ADVERSE WEATHER

04.010

JUL 28/05

ALL

PREFACE

The flight crew must use weather reports and charts to determine the location and altitude of possible CBS, storms, and Clear Air Turbulence (CAT).

If turbulence is expected, the flight crew must turn on the seatbelt signs, in order to prepare passengers and prevent injury.

TAKE-OFF

For takeoff in high turbulence, the flight crew must wait for the target speed + 20 knots (limited to VFE-5) before retracting the slats/flaps (e.g. the flight crew must wait for F+20 knots before setting Flaps 1).

IN FLIGHT

USE OF RADAR

Areas of known turbulence, associated with CBS, must be avoided. Good management of the radar tilt is essential, in order to accurately assess and evaluate the vertical development of CBS. Usually, the gain should be left in

AUTO. However, selective use of manual gain may help to assess the general weather conditions.

Manual gain is particularly useful, when operating in heavy rain, if the radar picture is saturated. In this case, reduced gain will help the flight crew to identify the areas of heaviest rainfall, that are usually associated with active CB cells. After using manual gain, it should be reset to AUTO, in order to recover optimum radar sensitivity. A weak echo should not be a reason for the flight crew to underestimate a CB, because only the wet parts of the CB are detected. The decision to avoid a CB must be taken as early as possible, and lateral avoidance should, ideally, be at 20 nautical miles upwind.

USE OF AP AND A/THR

If moderate turbulence is encountered, the flight crew should set the AP and

A/THR to ON with managed speed.

If severe turbulence is encountered, the flight crew should keep the AP engaged.

Thrust levers should be set to turbulence N1 (Refer to QRH), and the A/THR should then be disconnected.

Use of the A/THR is, however, recommended during approach, in order to benefit from the GS mini.




ADVERSE WEATHER

04.010

JUL 28/05

If the aircraft is flown manually, the flight crew should be aware of the fact that flight control laws are designed to cope with turbulence. Therefore, they should avoid the temptation to fight turbulence, and should not over-control the sidestick.

VMO/MMO EXCEEDANCE

In turbulence, during climb, cruise or descent, the aircraft may slightly exceed

VMO/MMO with the autopilot (AP) engaged.

To prevent such an exceedance, adapt speed or Mach target.

If severe turbulence is known or forecasted, consider the use of turbulence speed.

If the current speed is close to the VMO (maximum operating speed), monitor the speed trend symbol on the PFD.

If the speed trend reaches, or slightly exceeds, the VMO limit:

.

Use the FCU immediately to select a lower speed target.

If the speed trend significantly exceeds the VMO red band, without high speed protection activation:

.

Select a lower target speed on the FCU and, if the aircraft continues to accelerate, consider disconnecting the AP.

.

Before re-engaging the AP, smoothly establish a shallower pitch attitude.

If the aircraft accelerates above VMO with the AP engaged, the AP will disengage on reaching the high speed protection. The high speed protection will apply a nose-up order up to 1.75 g, in addition to pilot input during VMO recovery.

Therefore, make a smooth pitch correction in order to recover proper speed.

Speedbrakes may be used in case of high speed exceedance, but the flight crew should be aware of pitch influence. In addition, speedbrakes will be used with caution, close to the ceiling.

High Speed Protection may also result in activation of the angle of attack protection. Depending on the ELAC standard, the crew may have to push on the stick to get out of this protection law.

In all events, check the AP engagement status, and re-engage it when appropriate. It may have tripped and the associated aural warning may have been superseded by the overspeed aural warning.

CONSIDERATIONS ON CAT

Clear Air Turbulence (CAT) can be expected by referring to weather charts and pilot reports. However, the radar cannot detect CAT, because it is "dry turbulence".




ADVERSE WEATHER

04.010

JUL 28/05

If CAT is encountered, the flight crew may consider avoiding it vertically, keeping in mind that the buffet margin reduces as the altitude increases.

MISCELLANEOUS

.

The flight crew must set the harness to on, check that the seat belts signs are on and use all white lights in thunderstorms.

.

Turbulence speeds are indicated in the QRH.

.

It is not necessary to set the ENG START selector to IGN. In the case of an engine flameout, the igniters will trigger automatically.

WINDSHEAR

ALL

BACKGROUND INFORMATION

WINSHEAR PHENOMENON

The windshear is mostly due to cool shaft of air, like a cylinder between 0.5 NM and 1.5 NM width that is moving downward. When the air encounters the ground:

.

Mushrooms horizontally, causing horizontal wind gradient

.

Curls inward at the edges, causing vertical air mass movement.

Flight safety is affected, because:

.

Horizontal wind gradient significantly affects lift, causing the aircraft to descend or to reach very high AOA.

.

Vertical air mass movement severely affect the aircraft flight path.

WINDSHEAR PHENOMENON




ADVERSE WEATHER

04.010

JUL 28/05

AIRSHAFT

Aircraft 1nm width

Downward velocity up to 40kts

Headwind 40kts Tailwind 40kts

NOF 04010 04298 0001

AWARENESS AND AVOIDANCE

Awareness of the weather conditions that causewindshear will reduce the risk of an encounter. Studying meteorological reports and listening to tower reports will help the flight crew to assess the weather conditions that are to be expected during takeoff or landing.

If a windshear encounter is likely, the takeoff or landing should be delayed until the conditions improve, e.g. until a thunderstorm has cleared the airport.

STRATEGY TO COPE WITH WINDSHEAR

The windshear and microburst are hazardous phenomena for an aircraft at take-off or landing. The strategy to cope with windshear is:

.

Increasing flight crew awareness through the Predictive Windshear System

(if available)

.

Informing the flight crew of unexpected air mass variations through FPV and approach speed variations

.

Warning the flight crew of significant loss of energy through "SPEED,

SPEED" and "WINDSHEAR" aural warnings (if available).

.

Providing effective tools to escape the shear through ALPHA FLOOR protection, SRS pitch order, high AOA protection and Ground Speed mini protection.

Increasing flight crew awareness (if available)

When the airshaft of a microburst reaches the ground, it mushrooms outward carrying with it a large number of falling rain droplets. The radar can measure speed variations of the droplets, and as a result, assess wind variations. This redictive capability to assess wind variations is performed by the Predictive

Windshear System (PWS). The PWS operates automatically below 2300 ft AGL, regardless of whether the radar is turned on or off. OFF.




ADVERSE WEATHER

04.010

JUL 28/05

Informing flight crew

The FPV associated with the approach speed variations (GS mini protection) is an effective means for informing the flight crew of unexpected air mass variations:

Approach speed variations and lateral FPV displacement reflect horizontal wind gradient. Vertical FPV displacement reflects the vertical air mass movement.

BIRD AND TARGET SPEED - WIND INTERPRETATION

−140

DRIFT

NOF 04010 04299 0001

Warning the flight crew

The "SPEED, SPEED" low energy warning (if available) is based on the aircraft speed, acceleration and flight path angle. This warning attracts the PF eyes to the speed scale, and request rapid thrust adjustment. In windshear conditions, it is the first warning to appear, before the activation of the alpha floor. The following table provides some typical values of the speed at which the warning could occur in two different circumstances.

Deceleration Rate

-1 knots/second

-1 knots/second

Flight Path Angle

-3

˚

-4

˚

Warning

VLS - 7 knots

VLS - 1 knots

In addition, the aircraft has a reactive windshear warning system.

This system triggers if the aircraft encounters windshear. In such a case, there is a

"WINDSHEAR WINDSHEAR WINDSHEAR" aural warning.

Providing effictive tools

There are three efficient tools to assist the flight crew to escape:

.

The alpha floor protection

.

THE SRS AP/FD pitch law

.

The high angle of attack protection




ADVERSE WEATHER

04.010

JUL 28/05

When the alpha floor protection is triggered, the A/THR triggers TOGA on all engines. The FMA displays A.FLOOR, that changes to TOGA LK, when the aircraft angle-of-attack has decreased. TOGA/LK can only be deselected by turning the A/THR off.

The SRS pitch mode ensures the best aircraft climb performance. Therefore, the procedure requests following the SRS pitch bar and possibly full aft stick, in order to follow the SRS orders and minimize the loss of height.

The high angle-of-attack protection enables the PF to safely pull full aft stick, if needed, in order to follow the SRS pitch order, or to rapidly counteract a down movement. This provides maximum lift and minimum drag, by automatically retracting the speed brakes, if they are extended.

OPERATIONAL RECOMMENDATIONS

TAKE-OFF

Predictive windshear ("WINDSHEAR AHEAD" aural warning), if available

If predictive windshear aural warning is generated on the runway before take-off, take-off must be delayed.

If a predictive windshear aural warning is generated during the takeoff roll, the

Captain must reject the takeoff (the aural warning is inhibited at speeds greater than 100 knots).

If the predictive windshear aural warning is generated during initial climb, the flight crew must:

.

Set TOGA

.

Closely monitor the speed and the speed trend

.

Ensure that the flight path does not include areas with suspected shear

.

Change the aircraft configuration, provided that the aircraft does not enter windshear.

Reactive windshear (WINSHEAR, WINSHEAR, WINSHEAR aural warning) if available, or windshear detected by pilot observation

If the reactive windshear starts before V1 with significant speed and speed trend variations and the captain decides that there is sufficient runway to stop the airplane, the captain must initiate a rejected take-off.

If the reactive windshear starts after V1, the crew will set TOGA and will apply the QRH checklist actions from memory. The following points should be stressed:

.

The configuration should not be changed until definitely out of the shear, because operating the landing gear doors causes additional drag.




ADVERSE WEATHER

04.010

JUL 28/05

.

The PF must fly SRS pitch orders rapidly and smoothly, but not aggressively, and must consider the use of full backstick, if necessary, to minimize height loss.

.

The PNF should call wind variation from the ND and V/S and, when clear of the shear, report the encounter to ATC.

APPROACH

Predictive windshear (if available)

In case the "MONITOR RADAR DISPLAY" is displayed or the ADVISORY ICON appears, the flight crew should either delay the approach or divert to another airport. However, if the approach is continued, the flight crew should consider the following:

.

The weather severity must be assessed with the radar display.

.

A more appropriate runway must be considered.

.

A Conf 3 landing should be considered.

.

The flight crew should increase VAPP displayed on MCDU PERF APP page up to a maximum VLS +15 kts.

.

Using the TRK/FPA or ILS, for an earlier detection of vertical path deviation should be considered.

.

In very difficult weather conditions, the A/THR response time may not be sufficient to manage the instantaneous loss of airspeed. The applicable technique is described in FCTM 02.100 - USE OF A/THR.

.

In case the "GO AROUND WINDSHEAR AHEAD" message is triggered, the

PF must set TOGA for go-around. The aircraft configuration can be changed, provided that the windshear is not entered. Full back stick should be applied, if required, to follow the SRS or minimize loss of height.

Reactive windshear (if available)

In case of the "WINDSHEAR WINDSHEAR WINDSHEAR" aural warning, the PF must set TOGA for go-around. However, the configuration (slats/flaps, gear) must not be changed until out of the shear. The flight crew must closely monitor the flight path and speed.

VOLCANIC ASHES

ALL




ADVERSE WEATHER

04.010

JUL 28/05

PREFACE

Volcanic ashes or dust consists of very abrasive particles, that may cause engine surge and severe damage to aircraft surfaces that are exposed to the airflow.

For this reason, operations in volcanic ashes must be avoided. However, if such operations cannot be avoided, the operators should apply the following recommendations.

GROUND OPERATIONS

PRELIMINARY COCKPIT PREPARATION

The use of APU should be avoided whenever possible and the use of the

Ground Power Unit (GPU) should be preferred.

The wipers will not be used for any reason.


Maintenance personnel must remove ash that has settled on exposed lubricated surfaces that can penetrate seals or enter the engine gas path, air conditioning system, air data probes and other orifices on the aircraft. They must clean the engines air inlet of any volcanic ashes. In addition, they must clean the 25-feet area around the engine inlet.

ENGINE START

The use of an external pneumatic supply should be preferred when possible. If not possible, the APU may be used to start the engines.

Before starting the engines, the crew must use dry cranking. This will blow out any ash that may have entered the booster area.

TAXI

The flight crew must move forward the thrust levers smoothly to the minimum required thrust to taxi, and must avoid any sharp or high-speed turns. The bleeds must be kept OFF.

TAKE-OFF

It is advisable to use the rolling takeoff technique, and apply smooth thrust.




ADVERSE WEATHER

04.010

JUL 28/05

IN FLIGHT

CRUISE

The flight crew must avoid flying into areas of known volcanic ashes. If a volcanic eruption is reported, while the aircraft is in flight, the flight must be rerouted to remain clear of the affected area. The volcanic dust may spread over several hundred miles. Whenever possible, the flight crew should stay on the upwind side of the volcano.

Depending on outside conditions (night flight, clouds), volcanic dust might not be visible. However, several phenomena can indicate that the aircraft is flying through ash cloud, for example:

.

Smoke or dust in the cockpit

.

Acrid odour similar to electrical smoke

.

Engine malfunction, e.g. a rising EGT

.

At night, the appearance of St Elmo fire, bright white or orange glow appearing in engine inlets or sharp and distinct beams from the landing lights.

If an ash cloud is encountered, the applicable procedure is described in the

QRH. The essential actions to be taken are:

.

180

˚ turn if possible. This is the quickest way to escape, because the ash cloud lateral dimension is not known

.

Protecting the engines:

-- Set A/THR to OFF

-- Decrease engines thrust if possible and maximize engine bleed to increase the engine surge margin

-- Set ENG START SEL to IGN

-- Start the APU for further engine restart, if required

.

Protecting the flight crew and passengers:

-- Don the oxygen mask

-- Consider oxygen for the passengers.

.

Monitoring the flight parameters:

-- Monitor the EGT and fuel flow, because an engine part may be eroded

-- Monitor and cross-check the IAS because an IAS indication may be corrupted

A diversion to the nearest appropriate airport should be considered.

LANDING

The use of reverse should be avoided, unless necessary.




FLYING REFERENCE

04.020

JUL 28/05

GENERAL

ALL

Two flying references may be used on the PFD:

.

The attitude

.

The Flight Path Vector (FPV), called the "bird".

The pilot selects the flight reference with the HDG/VS TRK/FPA p/b on the FCU.

THE ATTITUDE

ALL

When HDG/VS is selected on the FCU, "bird" is off, and the attitude is the flight reference with HDG and VS as basic guidance parameters.

The attitude flight reference should be used for dynamic manoeuvres, for example, take-off or go-around. An action on the sidestick has an immediate effect on the aircraft attitude.

The flight crew can monitor this flight reference directly and accurately during these maneuvers.

THE FLIGHT PATH VECTOR

ALL

When TRK/FPA is selected on the FCU, the "bird" (the FPV) is the flight reference with the TRK and FPA as basic guidance parameters.

In dynamic manoeuvres, the "bird" is directly affected by the aircraft inertia and had a delayed reaction. As a result, the "bird" should not be used as a flight reference in dynamic manoeuvres.

The "bird" is the flying reference that should be used when flying a stabilized segment of trajectory, e.g. a non Precision Approach or visual circuit.




FLYING REFERENCE

04.020

JUL 28/05

INFORMATION PRESENTATION

The FPV appears on the PFD as a symbol, known as "the bird". The bird indicates the track and flight path angle in relation to the ground.

The track is indicated on the PFD by a green diamond on the compass, in addition to the lateral movement of the bird in relation to the fixed aircraft symbol. On the ND, the track is indicated by a green diamond on the compass scale. The difference in angle between track and heading indicates the drift.

The flight path angle is indicated on the PFD by the vertical movement of the bird in relation to the pitch scale.

USE OF FPV

2

1

2

1

A/C LON

GITUDIN

AL AXIS

FPA

PITCH

ATTITUDE

FLIGHT

PATH ANGLE

1

IFT

3 35 1

H G T K

2

IFT

WIND

NOF 04020 04300 0001

With the flight directors (FDs) selected ON, the Flight Path Director (FPD) replaces the HDG-VS Flight Director (FD). With both FDs pb set to off, the blue track index appears on the PFD horizon.

PRACTICAL USES OF THE FPV

As a general rule, when using the bird, the pilot should first change attitude, and then check the result with reference to the bird.




FLYING REFERENCE

04.020

JUL 28/05

NON-PRECISION APPROACH

The FPV is particularly useful for non-precision approaches. The pilot can select values for the inbound track and final descent path angle on the FCU. Once established inbound, only minor corrections should be required to maintain an accurate approach path. The pilot can monitor the tracking and descent flight path, with reference to the track indicator and the bird.

However, pilots should understand that the bird only indicates a flight path angle and track, and does not provide guidance to a ground-based radio facility.

Therefore, even if the bird indicates that the aircraft is flying with the correct flight path angle and track, this does not necessarily mean that the aircraft is on the correct final approach path.

VISUAL CIRCUITS

The FPV can be used as a cross-reference, when flying visual circuits. On the downwind leg, the pilot should position the wings of the bird on the horizon, in order to maintain level flight. The downwind track should be set on the FCU.

The pilot should position the tail of the bird on the blue track index on the PFD , in order to maintain the desired track downwind.

On the final inbound approach, the track index should be set to the final approach course of the runway. A standard 3

˚ approach path is indicated, when the top of the bird’s tail is immediately below the horizon, and the bottom of the bird is immediately above the 5

˚ nose down marker.

USE OF FPV IN FINAL APPROACH




FLYING REFERENCE

04.020

JUL 28/05

FPA =

TRK index selected to FINAL CRS and corrected as per IRS TRK drift

10 10

31 32 33 34

NOF 04020 04301 0001

FINAL APPROACH

The bird is a very useful flight reference, because it provides the trajectory parameters, and quickly warns the pilot of downburst. In addition, together with the GS MINI protection, it is an excellent indicator of shears or wind variations. If nothing else, the position of the "bird" in relation to the fixed aircraft symbol provides an immediate indication of the wind direction.

Therefore, when approaching the minima, the pilot knows in which direction to search for the runway.

The target approach speed symbol moves upward, indicating that there is headwind gust.

The bird drifts to the right, indicating that there is wind from the left.

BIRD AND TARGET SPEED- WIND INTERPRETATION




FLYING REFERENCE

04.020

JUL 28/05

−140

DRIFT

NOF 04020 04302 0001

RELIABILITY

The FPV is computed from IRS data, therefore, it is affected by ADIRS errors.

An error may be indicated by a small track error, usually of up to

± 2˚. This can be easily determined during the approach.

The FPV is also computed from static pressure information. Therefore, the bird must be considered as not reliable, if altitude information is not reliable.

GO-AROUND




FLYING REFERENCE

04.020

JUL 28/05

MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060

0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114

0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164

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0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641

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0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720

0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754

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0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843

0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888

0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939

0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986

0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037

1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117

1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230

1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479

1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662

1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812

1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002

2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474

For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic maneuver. Therefore, if the "bird" is on, the PF will ask the PNF to select HDG/VS, in order to recover the FD bars.




FLYING REFERENCE

04.020

JUL 28/05

MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073

0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134

0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184

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0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656

0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695

0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736

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0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810

0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845

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1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226

1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413

1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482

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1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684

1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765

1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823

1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958

1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046

2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473

2475-2702

For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic maneuver. Therefore, when performing a go-around, regardless of the previously-selected flight reference, upon selection of TOGA, the FD bars are automatically restored in SRS/GA TRK modes, and the "bird" is automatically removed.




NAVIGATION ACCURACY

04.030

JUL 28/05

GENERAL

ALL

The primary function of the FMS is navigation i.e. to compute the aircraft’s position as accurately as possible. The validity of all the others functions depends upon the accuracy of the FMS position.

The accuracy of the FMS navigation determines the flight crew’s strategy for using the AP/FD modes, in addition to the ND display.

AIRCRAFT POSITION COMPUTATION

ALL

WITHOUT GPS PRIMARY

PRINCIPLE

The FMS position is computed from the three IRS positions, that are combined to provide a MIX IRS position.

The radio position is also combined, if two

DMEs, a VOR/DME or a GPS supplemental are available. The GPS supplemental is considered to be an additional form of NAVAID, and can be accepted, if it falls within the radio position or the MIX IRS position.

INITIALISATION

See FCTM 02.010

TAKE-OFF

Each FMGC uses the MIX IRS position as its position, until the thrust levers are pushed forward to TOGA.

The FMS position is then updated to the runway threshold coordinates. The difference between the MIX IRS position and the FMS position is referred to as the TO BIAS. The TO BIAS is added to the MIX IRS position, for the subsequent FMS position.

FMS POSITION UPDATING AT TAKE OFF




NAVIGATION ACCURACY

04.030

JUL 28/05

IRS1

MIX IRS

TO BIAS

IRS3

IRS2

RWY

NOF 04030 04303 0001

IN FLIGHT

The original TO BIAS is continuously updated with the current radio aid.

UPDATING BIAS PRINCIPLE radio position

Updated FMS position

Updated BIAS

MIX IRS position

FMS position tends to radio position

TO BIAS

FMS position

NOF 04030 04304 0001

If the radio position is lost, the system uses the updated BIAS to determine the

FMS position from the MIX IRS position.


The FMS computes the Estimated Position Error (EPE). The EPE is an estimate.

To compute the EPE, the FMS considers the immediately available navigation means in the FMS position computation and applies defined tolerances for each of them. These tolerances assume that the navigation means are working properly. They ignore any possible excessive IRS drift or erroneous locations of navaids. The MCDU PROG page displays the HIGH/LOW indications, according to the EPE. These indications reflect the probable accuracy of the FMS navigation compared to the determined accuracy criteria.

WITH GPS PRIMARY




NAVIGATION ACCURACY

04.030

JUL 28/05

PRINCIPLE

The GPS interfaces directly with the IRS that outputs a GPIRS position. When a

GPIRS position is available, it overrides the RADIO position, if available.

Therefore, the FMS position tends toward the GPIRS position.

INITIALISATION

See FCTM 02.010

TAKE-OFF

The FM position is automatically updated at the runway threshold. With FMS2, this automatic position update is inhibited.

IN FLIGHT

The FM position tends to the GPIRS position as long as the GPS satellites are available.


The GPS position is characterized by two parameters:

.

integrity

.

accuracy

The integrity is a direct function of the number of satellites in view of the aircraft.

If five or more satellites are in view, several combinations of the satellite signal may be used to process "several positions" and to carry out reasonableness tests on the satellite signals themselves.

Accuracy functions in direct connection with the satellite constellation in view of the aircraft. If the satellites are low on horizon, or not in appropriate positions, accuracy will be poor. It is provided as a "figure of merit".

If the GPS position fulfils both the integrity and the accuracy criteria, GPS

PRIMARY is displayed on the MCDU PROG page and the GPS position is the best raw data position available.

SUMMARY

Flight phase

FM POSITION

WITHOUT GPS

PRIMARY


WITH GPS PRIMARY

Page 3 of 8



NAVIGATION ACCURACY

04.030

JUL 28/05

On groundbefore Takeoff

In flight

Takeoff

With RADIO

WithoutRADIO

MIX IRS GP IRS

Updated at runway threshold (shift) (*)

Tends to RADIO

MIX IRS + BIAS

GP IRS

GP IRS

(*) The FMS position update at take-off is inhibited with FMS2 when GPS

PRIMARY is active.

USE OF FMS

ALL

The navigation accuracy is managed through several MCDU pages:

PROG PAGE

This page indicates GPS PRIMARY.

The PROG displays the estimated navigation accuracy in green. This provides the EPE, if GPS PRIMARY LOST, or is computed by the GPS, if GPS PRIMARY is displayed

The PROG page displays the required navigation accuracy in blue (this can be changed). The required navigation accuracy thresholds are determined, depending on the flight phase, or can be manually entered. These thresholds are used to change from HIGH to LOW accuracy, or vice versa. These indications are used when flying within RNP airspace.

SELECTED NAVAIDS PAGE

The SELECTED NAVAID page is accessible from DATA/POSITION MONITOR/

FREEZE/SEL NAVAIDS. It has a DESELECT prompt, that enables the flight crew to prevent the FMS from using the GPS data to compute the position, in the case of a major problem. GPS PRIMARY lost is then displayed on MCDU and

ND. The GPS can be reselected using the same page.

PREDICTIVE GPS PAGE (IRS HONEYWELL ONLY)




NAVIGATION ACCURACY

04.030

JUL 28/05

The PREDICTIVE GPS page is accessible from PROG page. The GPS

PRIMARY criteria depend upon the satellite constellation status (position and number) and this is predictable. The crew can assess the GPS PRIMARY status at destination or alternate.

ND/MCDU

A GPS PRIMARY message is displayed when GPS PRIMARY is again available.

This message is clearable.

A GPS PRIMARY LOST message is displayed when GPS PRIMARY is lost. This message is clearable on MCDU but not on ND.

When the class of navigation accuracy is downgraded from HIGH to LOW

(LOW to HIGH), a NAV ACCUR DOWNGRADE (UPGRADE) is displayed on ND and MCDU.

AIRCRAFT POSITION AWARENESS AND OPERATIONAL CONSEQUENCES

ALL

NAVIGATION ACCURACY INDICATIONS

The navigation accuracy indications are available on the MCDU PROG page.

The following guidelines apply:

.

If GPS PRIMARY is displayed, no navigation cross-check is required

.

If GPS PRIMARY LOST, navigation cross-check is required in climb, in cruise, about every 45 mn, before Top Of Descent, reaching TMA and IAF and whenever a navigation doubt occurs.

.

The crew will use, IRS only, LOW and NAV ACCY DNGRADED messages as indications to trigger a navigation accuracy check.

NAVIGATION ACCURACY CROSSCHECK TECHNIQUE

The principle consists in comparing the FMS position with the RADIO position

(aircraft real position).

NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 1




NAVIGATION ACCURACY

04.030

JUL 28/05

FMS

BRG

DIST

RAW

BRG

DIST

e

FMS

POS

AIRCRAFT REAL

POS

NOF 04030 04305 0001

Two different techniques may be used:

.

Either the crew will insert a radio ident in MCDU PROG page (which provides a bearing/distance relative to FMS position) and will compare with raw data received from the navaid which materializes the aircraft real position. This allows the error Epsilon to be quantified.

.

On the ND, the flight crew compares: The position of the needle and its associated DME distance (the real position of the aircraft) with the position of the navaid symbol and its associated distance, indicated by the range markers

(these markers provide a bearing/distance, in relation to the FMS position).

NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 2

ABC

80 80

ABC

78 nm

OPERATIONAL CONSEQUENCES

NOF 04030 04306 0001




NAVIGATION ACCURACY

04.030

JUL 28/05

The result of the navigation accuracy crosscheck dictates the strategy the pilot will apply for the use of the ND display, the AP/FD modes, and EGPWS.

EGPWS

GPS

PRIMARY

GPS

PRI-

MARY

LOSTOr

Cruise

No

GPS

-

Navigation accuracy check positive(

≤ 3 nm)

Navigation accuracy check negative(>3 nm)

Approach

Navigation accuracy check positive(

≤ 1 nm)

Navigation accuracy check negative(>1 nm)

ND

PF PNF

Arc or Rose NAV with raw data when required

Arc or Rose NAV with raw data when required

ARC or ROSE NAV may be used with care and with raw data

Arc or Rose NAV with raw data

ROSE VOR or ILS as required

AP/FD mode

Lateral and vertical managed modes


Lateral and vertical managed modes with care with raw data


Lateral and vertical selected modes

ON

ON

OFF

ON

OFF

(1) A GPS defined Non Precision Approach must be interrupted if GPS

PRIMARY LOST message is displayed.

POSITION UPDATE

In case of an obvious and major map shift noticed by specific messages such as

"CHECK A/C POSITION, FM1/FM2 POS MISMATCH", the aircraft position may be updated on the MCDU PROG page. Two techniques are available:

The recommended technique is to carry out a FMS update over a beacon by pressing the UPDATE prompt once estimating that the aircraft overflies the beacon using the associated needle. The potential error induced is approximately

4 to 5 NM. When the position update is achieved, the EPE is automatically set to a higher value and the navigation accuracy is low.

The second technique consists in updating the FM position when flying over a

Point/Bearing/Distance (P/B/D) with reference to beacon raw data (Needle +

Distance) rather than the beacon itself. The potential for error is far less when




NAVIGATION ACCURACY

04.030

JUL 28/05 the distance is greater than 60 nm. The flight crew will keep in mind the potential 180 degree error on bearing.

FM POSITION UPDATE IN FLIGHT

TOU

BEARING 210

60NM

TOU/210/60

NOF 04030 04307 0001




ZFW - ZFCG ENTRY ERRORS

04.040

JUL 28/05

GENERAL

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed independently by the FM and FAC:

GW and CG values FM computed are used for:

.

FM predictions and speeds

.

ECAM (GW)

.

MCDU (GW and CG)

GW and CG values FAC computed are used for:

.

Flight control laws

.

Computation of characteristic speeds (VLS, F, S, GD) for display on PFD

A ZFW or ZFWCG entry error in MCDU INIT B page induces calculation errors that are to be highlighted.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed independently by the FM and FAC:

GW and CG values FM computed are used for:

.


.

ECAM (GW)

.

MCDU (GW and CG)

.

Computation of characteristic speeds (VLS, F, S, GD) for display on PFD

GW and CG values FAC computed are used for:

.

Flight control laws

A ZFW or ZFWCG entry error in MCDU INIT B page induces calculation errors that are to be highlighted.






04.040

JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

The GW and CG computation is as follows:

1. The pilot enters the ZFW and ZFWCG in the MCDU INIT B page

2. The FMGC computes the GW and CG from:

.

The ZFW, ZFWCG inserted in the MCDU INIT B page

.

The fuel quantities from the Fuel Quantity Indicator (FQI)

.

The Fuel Flow from the FADEC.

3. This current GW and/or CG is used for:

.


.

ECAM (GW only)

.

MCDU (GW and CG)

4. The FAC computes its own GW and CG from aerodynamic data.

5. GW and CG FAC computed are used for:

.

Minor adjustments on the flight control laws

.

Characteristic speeds (VLS, F, S, Green dot) display on PFD.





04.040

JUL 28/05

ZFW

ZFWCG

4

7

D/R

F−PLN

AIR

PORT

PROG

RAD

NAV

PERF

FUEL

PRED

1

INIT

SEC

F−PLN

DATA

MCDC

MENU

A

F

K

B

G

L

C

H

M

D E

N

J

O

2

5

8

0

3

6

9

/

P

U

Z

Q

V

/

R

W

S

X

SP OVHT CLR

T

Y

FQI

2

FADEC

FM

CG

GW

MCDU

Predictions

Speeds

GW and CG display

3

Aero data

FAC

4

ECAM

PFD

FG

ELAC

GW display

Characteristic speeds on PFD

Flight control laws

5

Flight control laws

NOF 04040 04308 0001

Note:

1. On ground, FAC uses the GW FM computed.

2. In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and flight parameters stabilized, GW FAC computed comes from aerodynamic data. If these conditions are not met, GW FAC computed equates to the last memorized GW - fuel used.

3. If the GW FM computed and FAC computed differs from a given threshold, a "CHECK GW" message appears on the MCDU scratchpad.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601





The GW and CG computation is as follows:

1. The pilot enters the ZFW and ZFWCG in the MCDU INIT B page

2. The FMGC computes the GW and CG from:

.

The ZFW, ZFWCG inserted in the MCDU INIT B page

.

The fuel quantities from the Fuel Quantity Indicator (FQI)

.

The Fuel Flow from the FADEC.

3. This current GW and/or CG is used:

.

For FM predictions and speeds

.

For ECAM display (GW only)

.

For MCDU (GW and CG)

.

By FAC for characteristic speed computation for PFD

4. The FAC computes its own GW and CG from aerodynamic data.

5. GW and CG FAC computed are used for:

.

Minor adjustments on the flight control laws

04.040

JUL 28/05





04.040

JUL 28/05

ZFW

ZFWCG

4

7

D/R

F−PLN

AIR

PORT

PROG

RAD

NAV

PERF

FUEL

PRED

1

INIT

SEC

F−PLN

DATA

MCDC

MENU

A

F

K

B

G

L

C

H

M

D E

N

J

O

2

5

8

0

3

6

9

/

P

U

Z

Q

V

/

R

W

S

X

SP OVHT CLR

T

Y

FQI

2

FADEC

FM

GW CG

3

MCDU

Predictions

Speeds

GW and CG display

3

Aero data

4

GW and CG

FM computed

FAC

ECAM

PFD

FG

ELAC

GW display

Characteristic speeds on PFD

Flight control laws

5

Flight control laws

NOF 04040 04309 0001

Note:

1. On ground, FAC takes the GW FM computed

2. In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and flight parameters stabilized, GW FAC computed comes from aerodynamic data. If these conditions are not met, GW FAC computed equates to the last memorized GW - fuel used.

3. If the GW FM computed and FAC computed differs from a given threshold, a "CHECK GW" message appears on the MCDU scratchpad.

ZFW ENTRY ERROR AND OPERATIONAL CONSEQUENCES





04.040

JUL 28/05

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

If the pilot enters erroneous ZFW on MCDU INIT B page, this will affect as follows:

GW and, to a lesser degree, CG, computed by FM are erroneous. This induces the following consequences:

.

The FM predictions and speeds are erroneous

.

Incorrect GW and CG on MCDU FUEL PRED page

.

Incorrect GW displayed on ECAM

FAC GW, which is based on FM GW on ground, will be updated only once airborne through a specific slow calculation using AOA information. Consequently,

.

Characteristic speeds on PFD at take-off are erroneous, but they are correct in flight

.

SRS mode guidance is affected if computed VLS is above V2 as inserted in the MCDU PERF TAKE-OFF page.

Note:

1. In flight, if the FM and FAC GW differ from more than several tons, a

"CHECK GROSS WEIGHT" message is triggered on the MCDU.

2. Valpha prot, Valpha max, Vsw are not affected since based on aerodynamic data.

ERRONEOUS FUEL ON BOARD ENTRY

As long as the engines are not started, the FM GW is erroneous and above-mentioned consequences apply. Once the engines are started, the fuel figures are updated and downstream data update accordingly.

It should be noted however, that the FOB on ECAM is correct since it is provided from FQI data.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

If the pilot enters erroneous ZFW on MCDU INIT B page, this will affect as follows:

GW and, to a lesser degree, CG, computed by FM are erroneous. This induces the following consequences:





04.040

JUL 28/05

.

The FM predictions and speeds are erroneous

.

Incorrect GW and CG on MCDU FUEL PRED page

.

Incorrect GW displayed on ECAM

.

Characteristic speeds on PFD are erroneous

.

SRS mode guidance is affected if computed VLS is above V2 as inserted in the MCDU PERF TAKE-OFF page.

GW FAC computed, which is based on GW FM computed on ground, will be updated only once airborne through a specific slow calculation using AOA information.

Note:

1. In flight, if the FM and FAC GW differ from more than several tons, a

"CHECK GROSS WEIGHT" message is triggered on the MCDU.

2. Valpha prot, Vaalpha max, Vsw are not affected since based on aerodynamic data.

ERRONEOUS FUEL ON BOARD ENTRY

As long as the engines are not started, the FM GW is erroneous and above-mentioned consequences apply. Once the engines are started, the fuel figures are updated and downstream data update accordingly.

It should be noted however, that the FOB on ECAM is correct since it is provided from FQI data.


MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702

ZFW entries should be cross-checked by both crew members to avoid entry error.

If the "CHECK GW" amber warning is displayed on the MCDU, a significant discrepancy exists between the FM computed GW and the FAC computed GW.

The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW and fuel used:

.

If an obvious entry error is detected, FM GW will be updated on the MCDU

FUEL PRED page.





04.040

JUL 28/05

.

If FM and LTS GW are in accordance and appear to be correct, the FAC computed GW should be suspected. (AOA sensor problem). Consequently, characteristic speeds on PFD are erroneous and should be disregarded.

Characteristic speeds should be extracted from QRH.

.

If FM and LTS GW are in accordance but LTS GW is suspected, FAC and

QRH characteristic speeds should be compared (to validate FAC outputs) and the most appropriate applied.

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

ZFW entries should be cross-checked by both crew members to avoid entry error.

If the "CHECK GW" amber warning is displayed on the MCDU, a discrepancy exists between the FM computed GW and the FAC computed GW.

The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW and fuel used:

.

If an obvious entry error is detected, FM GW will be updated on the MCDU

FUEL PRED page.

.

If FM and LTS GW are in accordance and appear to be correct, the FAC computed GW should be suspected. (AOA sensor problem).

.

If FM and LTS GW are in accordance but LTS GW is suspected, characteristic speeds should be extracted from QRH.




CENTRE OF GRAVITY

04.050

JUL 28/05

NOT APPLICABLE




TCAS

04.060

JUL 28/05


ALL

GENERAL

A Traffic Alert and Collision Avoidance System (TCAS) provides the flight crew with traffic information and warnings of potential conflicts with vertical avoidance instructions. The TCAS can only detect and indicate other traffic, that is equipped with a transponder.

The ND displays the traffic information, together with:

.

The bearing and range to the intruder

.

The intruder closure rate

.

The relative altitude difference.

If the TCAS considers the intruder to be a potential collision threat, it generates a visual and aural Traffic Advisory (TA).

If it considers the intruder to be real collision threat, it generates a visual and aural Resolution Advisory (RA).

INTRUDER CLASSIFICATION

Intruder Display Type of collision threat

No threat No threat traffic or others

-17(w)

Proximate Consider as

No threat

-10(w)

Aural warning

-

-

Traffic

Advisory

(TA)

Potential threat

"TRAFFIC"

-09(a)

Crew action

-

-

Establish visual contactNo evasive maneuver



Resolution

Advisory

(RA)


TCAS

04.060

JUL 28/05

-06(r)

Collision threat

Preventive, e.g."MONITORV/S"

Do not alter your flight path and keep VS out of red sector

Corrective, e.g."CLIMB"

Corrective, e.g."CLIMB

NOW" or

"INCREASE

CLIMB"

Smoothly and firmly

(0.25g) follow VSI green sector within 5s.

Smoothly and firmly

(0.35g) follow VSI green sector within 2.5s


ALL

GENERAL

The flight crew must select

.

ABV in climb (+ 9 900 feet/ - 2 700 feet)

.

ALL in cruise (+ 2 700 feet/ - 2 700 feet)

.

BELOW, if the cruise altitude is within 2 000 feet of FL 410, or in descent (+

2 700feet/ - 9 900 feet)

.

THRT in heavy traffic terminal area

.

TA, in the case of:

-- Engine failure

-- Flight with landing gear down

-- Known nearby traffic, that is in visual contact

-- Operations at specific airports, and during specific procedures that an operator identifies as having a significant potential for not wanted and not appropriate RAs, e.g. closely spaced parallel runways, converging runways.

If a TA is generated:

.

It is a good practice for the PF to announce to the PNF: "I have controls, you watch outside".

.

The PF flies and announces the bearing and distance displayed on his ND.




TCAS

04.060

JUL 28/05

.

The PNF looks outside to get visual contact.

.

No evasive maneuver should be initiated, only on the basis of a TA.

If a RA is generated:

.

The flight crew must always follow the TCAS RA orders in the correct direction, even:

-- If they contradict the ATC instructions

-- At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB,

INCREASE CLIMB TCAS RA orders

-- If it results in crossing the altitude of the intruder.

.

The PF disconnects the AP, and smoothly and firmly follows the Vertical

Speed Indicator (VSI) green sector within 5 seconds, and requests that both

FDs be disconnected.

.

The PNF disconnects both FDs, but will not try to see intruders.

.

The PF will avoid excessive maneuvers, and keep the Vertical Speed outside the red area of the VSI and within the green area. If necessary, the PF must use the full speed range between Valpha max and Vmax.

.

The PNF must notify ATC.

.

The flight crew should never maneuver in the opposite direction of the RA, because TCAS maneuvers are coordinated.

.

In final approach, i.e. "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the flight crew will initiate a go-around.

When clear of conflict:

.

The flight crew must resume normal navigation, in accordance with ATC clearance, and using the AP, as required.

FAA OPERATIONAL RECOMMENDATIONS

The pilots should follow RAs unless they believe it is unsafe to do so or they have definitive visual acquisition of the intruding aircraft. If a pilot makes the decision not to follow a RA, he should be aware that the intruder may be TCAS equipped and may be manoeuvring toward his aircraft in response to a coordinated RA.

Pilots should comply with the vertical speed limitations prescribed in the Airmans information manual during the last 2000 ft of climb or descent. In particular, pilots should limit vertical speeds to 1500 ft/mn during the last 2000 ft of a climb or descent, especially when they are aware of traffic that is converging in altitude and intending to level off 1000 ft above or below the pilots assigned altitude.




USE OF RADAR

04.070

JUL 28/05

ALL


GENERAL

The weather radar has two main functions:

.

Weather detection

.

Mapping.

Weather detection is the primary function. For weather detection, the radar detects precipitation droplets. The strength of the echo is in proportion to the droplet size, composition and quantity (e.g. the reflection of water particles is five times greater than ice particles of the same size). Therefore, the weather radar does not detect weather that has small droplets (e.g. clouds or fog), or that does not have droplets (e.g. clear air turbulence).

Mapping is the secondary function. For mapping, the echo takes into account the difference between incoming and outgoing signals. Any significant difference in the signal is easily mapped (e.g. mountains or cities), but a small difference in the signal is not mapped (e.g. calm sea or even ground).

FUNCTIONS

The flight crew uses the following controls to operate the radar:

TILT

"Tilt" is the angle between the antenna radar and the horizon, irrespective of the aircraft’s pitch and bank angles. The antenna stabilizes by using IRS data.


A/C pitch

Tilt

NOF 04070 04317 0001

Page 1 of 6



USE OF RADAR

04.070

JUL 28/05

To help avoid weather, it is important to effectively manage the tilt, taking into account the flight phase and the ND range,

Usually, it is the appropriate tilt value that provides ground returns on the top of the ND.

In case of overscanning, a cell may not be detected or may be underestimated, when the radar beam scans the upper part of the cell. This occurs because, at high altitude, this cell may have ice particles, and therefore the reflection of these particles is weak.

If AUTO TILT or MULTISCAN function is installed, selecting AUTO ensures a proper tilt management along the flight.

GAIN

Gain control is mostly used in AUTO/CAL mode. The detection or evaluation of cells will always start in AUTO/CAL gain mode.

However, the gain may be manually tuned to detect the strongest part of a cell displayed in red on the ND. If the gain is slowly reduced, the red areas (level 3 return) will slowly become yellow areas (level 2 return), and the yellow areas will become green areas (level 1). The last part of the cell to turn yellow is the strongest area.

The gain must then be reset to AUTO/CAL mode.

MODE

The operation modes are WX, WX+T, TURB, MAP.

WX+T or TURB modes are used to locate the wet turbulence area. TURB mode detects wet turbulence within 40 nm, and is not affected by the gain. TURB mode should be used to isolate turbulence from precipitation.

GCS (IF INSTALLED)

The Ground Clutter Suppression (GCS) operates in WX mode, and inhibits the ground echoes on the ND.

It is sometimes difficult to differentiate between weather and ground returns.

A change in tilt rapidly changes the shape and color of ground returns and eventually makes them disappear.

This is not the case for weather.

RCT (IF INSTALLED)




USE OF RADAR

04.070

JUL 28/05

The React (RCT) function is used temporarily to help detect weather or buildups beyond of the weather already detected.

PWS (REFER TO THE FCTM 04.010 ON ADVERSE WEATHER).

OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION

MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070

2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332

2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543

2545-2551 2553-2574 2576-2581 2583-2600 2603-2702




USE OF RADAR

04.070

JUL 28/05

FLIGHT

PHASE

DETECTION AND MONITORING PROCEDURES COMMENTS

TAXI

TAKEOFF

CLIMB

CRUISE

DESCENT

APPROACH clear on parking area, set ND to lowest range,

TILT DOWN then UP;

Chek appearance/disappearance of ground returns.

Radar check

(away from people).

If weather is suspected, SLOWLY SCAN up to +

15°, then TILT + 4°.

Scanning along departure path.

To avoid OVERSCANNING, TILT DOWNWARD as the A/C climbs, and maintain GND RETURNS ON

TOP OF ND.

TILT angle function of altitude and ND

RANGE.

Use TILT slightly NEGATIVE to maintain ground returns on top of ND:

In higher altitudes, closing weather:

− Decrease ND

− TILT down

Use TURB to ISOLATE Turbulence − GAIN to

AUTO.

No ground returns beyond line of view.

Dnm = 1,23 ALT ft

FL 370 D 240nm

Poor ground returns over calm sea / even ground.

During DES, TILT UPWARD approximately + 1° /

10000 ft in higher altitudes, then + 1°/5000 ft below 15000 ft.

TILT + 4°.

To avoid ground returns.

NOF 04070 04318 0001

Note: It is difficult to differentiate between weather returns and ground returns: A change in TILT causes the shape and color of ground returns to change rapidly. These ground returns eventually disappear. This is not the case for weather returns.




USE OF RADAR

04.070

JUL 28/05

MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328

2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601

21mm

21mm

DETECTION AND MONITORING

PROCEDURES

COMMENTS

FLIGHT

PHASE

Clear on parking area, set ND to lowest range,

21mm TILT DOWN then UP;

Check appearance/disappearance of ground

TAXI returns.

Reselect AUTO after scanning.

If weather is suspected, SLOWLY SCAN up to

21mm + 15

˚, then reselect AUTO.

Radar check

(away from people)

Scanning along departure path TAKE

OFF

Use TURB to ISOLATE Turbulence GAIN to

21mm AUTO

Poor ground return over calm sea / even ground IN

FLIGHT

21mm

Note: Weather and ground returns are difficult to differentiate: a change in TILT rapidly changes the shape and color of ground returns and eventually cause them to disappear which is not the case for weather.

OTHER OPERATIONAL RECOMMENDATIONS

ALL

WEATHER AVOIDANCE

.

When weather is suspected, scan for it by varying the radar tilt. If AUTOTILT or MULTISCAN function is available, reselect AUTO after scanning.

.

Do not underestimate a thunderstorm, even if echo is weak (only wet parts are detected)




USE OF RADAR

04.070

JUL 28/05

.

Avoid all red + magenta cells by at least 20 nm

.

Deviate upwind instead of downwind (less probability of turbulence or hail)

.

Do not attempt to fly below a storm even visual (turbulence, shear, altimetry)

.

Use TURB detection to isolate turbulence from precipitation

.

There may be severe turbulence, up to 5 000 ft above a cell

.

Storms with tops above 35 000 ft are hazardous

.

Frequent and vivid lightning indicates a high probability of severe turbulence.

WEATHER PENETRATION

In the case of storm penetration, the flight crew must take full advantage of the radar. For flight crew guidelines, in the case of turbulence, refer to the FCTM section on ADVERSE WEATHER.

MAPPING

TILT and GAIN have to be adjusted harmoniously, because the ground returns vary greatly with the angle of the radar beam which illuminates them.

.

Use MAP to detect PROMINENT TERRAIN (mountain, city, and coastline)

.

Adjust TILT and GAIN - Mapping coverage varies with tilt and aircraft altitude.

TILT ANGLE

3

˚ DN

5

˚ DN

7

˚ DN

10

˚ DN

AREA SCANNED AT FL 330

72 nm to 190 nm

47 nm to 190 nm

36 nm to 70 nm

26 nm to 41 nm

However, flight crew should NOT USE the weather radar as a terrain avoidance system.


FCTM_A318_to_A321

MAN PITCH TRIM ONLY

Managed

Selected

LAND LIGHTS

SEAT BELTS

ECAM MEMO

NAVAIDS

SEC F−PLN

OPT/MAX ALT

ETP

B/−50

1

2

3

1

2

3

SEAT BELTS

LS P/B

RADIO NAV

NAV ACCY

1

1

6

2

3

4

5

"STOP"

PF

CAPT

PA: Attention crew

At station

ECAM Actions

CAPTAIN DECISION

ANNOUNCE:

CALL

F/O

e

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