Airbus A319/320/321 Notes

Training Notes by Eric Parks

Copyright 1999 - 2008 Eric Parks

Disclaimer: NOT approved by US Airways Airbus A320 Flight Training Dept.

For study only, use at own risk, last update 06/18/08

These notes are intended to be used in conjunction with the Flight Operations
Manual and Airbus A319/320/321 Pilots Handbook. As always, the FOM, PH and
US Airways Airbus A320 Training Department are your final authorities.

For corrections, suggestions or comments email: [email protected]

Welcome to the Airbus!

Resistance is futile, you will be assimilated.
 US Airways Airbus A319, A320, A321 Notes

Table of Contents
Table of Contents................................................................................................................2
Limits...................................................................................................................................5
Systems................................................................................................................................7
Ice & Rain Protection ( TM 7-30.x)..................................................................................
Electrical (TM 7-24.x)........................................................................................................
Fire Protection (TM 7.26.x).............................................................................................12
Fuel (TM 7-28.x)..............................................................................................................14
Pneumatics, Air Conditioning & Pressurization (TM 7-36.x, TM 7-21.x)..................18
Pressurization...................................................................................................................20
Hydraulics, Brakes & Landing Gear ............................................................................23
Flight Controls .................................................................................................................28
Instrument / Nav / Comm ...............................................................................................36
ECAM ..............................................................................................................................36
ECAM Procedures:..........................................................................................................37
ECAM Exceptions............................................................................................................40
Tune, Talk, Listen RMP and ACP................................................................................47
Auto Flight System ..........................................................................................................48
FMA Flight Mode Annunciator...................................................................................57
Oxygen..............................................................................................................................58
Powerplant (TM 7-70 2.14.1)..........................................................................................59
APU (PH 16.3.x, 7.1.x).....................................................................................................60
FMS (PH 17.x.x)...............................................................................................................62
Pseudo Waypoints (PH 17.3.3).........................................................................................67
Initializing the FMGC......................................................................................................68
Auto Initialization.............................................................................................................74
Phase Triggers..................................................................................................................76
Imaginary Centerline.......................................................................................................77
Auto Clear.........................................................................................................................77
FMS 2 Differences............................................................................................................77
Reroutes.............................................................................................................................80
Takeoff...............................................................................................................................84
V1 Cuts..............................................................................................................................86

2
 US Airways Airbus A319, A320, A321 Notes

Approaches........................................................................................................................88
ILS Approaches.................................................................................................................92
CAT II/III Approaches......................................................................................................93
PRM Approaches..............................................................................................................95
RNAV (LNAV- VNAV) Approaches..................................................................................97
RNAV LNAV Approaches.................................................................................................98
LDA Approaches.............................................................................................................100
ASR Approaches.............................................................................................................100
Engine-Out Approaches.................................................................................................100
Visual Approaches...........................................................................................................101
Go Around.......................................................................................................................102
Landing...........................................................................................................................103
Windshear (PH 2i.3, QRH OD-17, FOM 7.6.3)............................................................104
EGPWS (PH 2i.4)...........................................................................................................105
TCAS RA Maneuver (PH 2i.5).......................................................................................105
Low Energy Warning (PH 2i.12)...................................................................................105
A to Z - Abbreviations & Acronyms...............................................................................107
FOM Stuff.......................................................................................................................112
Fuel (FOM 5.3.13)..........................................................................................................112
Taxiing.............................................................................................................................112
Standard Takeoff Minimums (FOM 10.5.3)................................................................113
Lower Than Standard Takeoff Minimums (QRH table pg. OD-1)............................113
Max Holding Speeds and Leg Timing (FOM 2.4.3)....................................................115
Destination Weather (FOM 10.5.5)...............................................................................116
Authorized Instrument Approaches (FOM 5.10.4).....................................................117
Medical Diversions (FOM 7.6.1, pink MedLink insert in route manual): Captain
must contact MedLink prior to diverting. Pilot can use phone patch to (602) 239-
3627. Please note this service is available during layovers for crewmembers as
needed at (602) 747-9622...............................................................................................121
Logbook Stuff.................................................................................................................124

3
Authors notes:
These notes are not intended to be a comprehensive look at every aspect of the
A319/320/321. I only intend them to cover the basics. They assume an already high
level of experience with advanced aircraft systems. I hope they help in studying for
initial or recurrent or as a quick reference during line operations. They are written from
the viewpoint of a US Airways line pilot because that is who I am. I have included what I
find helpful. If you find something that you feel should be included or corrected please
let me know as I am always seeking to improve the product.

Eric Parks

[email protected]

Caution!
The information given here is specifically tailored to US Airways A319/320/321
operations. If you fly for another airline or operator your procedures, numbers and/or
limits may be different. Always check with your airlines or operators documentation
before using anything here. Be sure you are always compliant with your companies
procedures and limits.

Permission is given to distribute or copy these notes under the following conditions:

Nothing may be charged for the notes

No changes may be made without express consent of the author
Authors copyright must be included

Trust in the LORD with all thine heart; and lean not unto thine
own understanding. In all thy ways acknowledge him, and he
shall direct thy paths. Proverbs 3:5,6
Limits
(memory items in bold italics, U stands for US Airways imposed limit)

Weight Limits (PH 1.2.3)

(in lbs.) A319 A320-231 A320-214&232 A321

Max Ramp: 167,329 167,329 170,635 205,909
Max Takeoff: 166,447 166,447 169,754 205,027
Max Landing: 137,787 142,198 142,198 171,517
Max Zero Fuel: 128,969 134,480 134,480 162,699
Seats new/old: 124 /120 150 150/142 183 / 169

Operational Limits (PH 1.3.1, 1.10.2)

Max 90 crosswind for Takeoff and Landing: 29 kts., gust 35

(U)
Max headwind for Autoland 30 kts.
Max 90 crosswind (including gusts) for Autoland: 20 kts.
Max 90 crosswind (including gusts) for CAT II/III: 15 kts. (U)
Max tailwind component for takeoff (ex. A320 IAE): 15 kts.
Max tailwind for takeoff, A320 IAE engines: 10 kts.
Max tailwind for Autoland 10 kts.
Max tailwind component for landing: 10 kts.
Max operating altitude: 39,000 ft. (U)
Max landing gear extension altitude: 25,000 ft.
Max operating altitude w/ slats and/or flaps extended: 20,000 ft.

Speed Limits (PH 1.4.1)

Max operating speed (VMO): 350 KIAS

Max operating speed (MMO): .82 M

Max gear extended (VLE): 280 KIAS / .67M

Max gear extension (VLO): 250 KIAS
Max gear retraction (VLO): 220 KIAS
Max windshield wiper operations speed (V WW ): 230 kts.
Max window open speed (who is going to open it?): 200 kts.
Max tire speed: 195 kts.
Max taxi speed: 30 kts. (U)
Max taxi speed for 90 turn: 10 kts. (U)

Turbulence Penetration at or above 20,000 ft.: below 20,000 ft.:

(PH 3.1.3)
A319/320 275 KIAS / .76M 250 KIAS
A321 300 KIAS / .76M 270 KIAS
Max Flaps / Slats (VFE) (PH 1.4.2):
Model Position: 1 1+F 2 3 FULL
A319/320 VFE 230 KIAS 215 KIAS 200 KIAS 185 KIAS 177 KIAS
A321 VFE 235 KIAS 225 KIAS 215 KIAS 195 KIAS 190 KIAS

Ice & Rain Protection (PH 1.5.2)

Engine anti-ice must be on during all ground and flight operations when icing
conditions exist (and prior to descent into icing conditions) except during climb
and cruise when the temperature is: Below -40 C SAT

Icing conditions exist on ground: OAT 10 C (50 F) or below

Icing conditions exist in flight: TAT 10 C (50 F) or below

Fuel (PH 1.6.1)

(6.676 lbs. per gal.) A319/A320 A321

Wing tanks: 27,500 lbs 27,500 lbs.
Center tank: 14,500 lbs. 14,500 lbs.
Additional Center tanks: N/A 10,500 lbs.
Total useable fuel: 42,000 lbs. 52,500 lbs.

Autopilot / Autoland (PH 1.10.1) Autopilot Engaged Minimum Height in ft.:

Min altitude after takeoff (if SRS is indicated) 100 ft. AGL
(Note: internal logic prevents autopilot engagement for 5 seconds after lifoff.)
Enroute (A319, A320): 500 ft. AGL
Enroute (A321): 900 ft. AGL
CAT I ILS 160 ft. AGL
Non-precision approach DA, DDA or MDA
After Manual Go-Around in SRS 100 ft. AGL

RVSM Altimeter tolerances (PH 1.16, 2e.8.1)

Ground Check: PFD 1 and 2 within plus/minus 75 ft. of known airport altitude
Max difference between PFD 1 and 2 within 20 ft.

In Flight: Max difference between Capts. and F/Os PFD is 200 ft.

Max brake temp for takeoff (PH 1.8.2) 300 C

Min engine oil for dispatch (PH 1.12.14) 13 qts. (U)

Systems
Note: pb stands for pushbutton (NOT peanut butter!) and there are lots of em!
(see PH 5.16.1) Systems info. is now found in the new Training Manual, TM)

Ice & Rain Protection ( TM 7-30.x)

Wing Anti-ice (TM 7-30.1.2) - Wing anti-ice heats the three outer wing slat
panels on each wing.

Wing A-I is available for single-engine (if Engine Fire pb not pushed) by using
pack off and crossbleed open as per PH 21 After ENG 1(2) SHUT DOWN.

Wing A-I valves close automatically:

On touchdown
Leak detected
Electrical power lost

Wing A-I is not permitted on ground or above TAT 10 C (PH 2.6.2)

APU bleed is NOT permitted for Wing anti-ice. (PH 1.13.3)
Note: Wing A-I test opens valves for 30 sec. on ground.

In normal use select Wing Anti-Ice (PH 3a.2):

On after thrust reduction on take-off

Off at FAF during approach

Engine Anti-ice (TM 70-1.3) Engine A-I ducting is independent of wing A-I.
Engine A-I valves will open automatically on loss of electrical power. They close
with air pressure available. Engine limits are automatically reset when Engine A-I
selected. Engine Ignition will come on automatically when Engine Anti-Ice is
selected ON on IAE engine aircraft and CFM non-upgraded FADEC aircraft. On
CFM aircraft with new upgraded FADECs the ignition will only come on when
FADEC detects certain parameters being exceeded.

Probe and Mast Heat / Window Heat / Rain Removal

All heat is turned on at low power on ground after the first engine start. In flight
all heat automatically goes to High. Can turn on manually on ground before
engine start by pressing pb to ON. Deselect to Auto after second engine start.

Note: when on ground a windshield (or window) heat fault may be given due to
heating by the sun. Cool the cockpit (or stow shades) and reset the WHC circuit
breaker.

Rain repellant is inhibited on the ground with engines shut down.

Electrical (TM 7-24.x)

All normal electrical power shifts automatically except the External Power which
must have the EXT PWR pushbutton selected to supply power to the AC bus tie.

The External Power (EXT PWR) pb will show green AVAIL when power is
connected and OK. The pilot must press the pb to manually select external.
Once pressed the EXT PWR pb will show blue ON indicating that external is now
powering the aircraft. When you wish to switch to ships power first ensure that a
power source is available, normally the APU. Then press the EXT PWR pb. It will
change from blue ON to green AVAIL as the APU (or engines) begin to supply
power. Once the external power has been deselected and the green AVAIL is
showing in the pb you may disconnect the external power.

New Airbus pilots will sometimes find it hard to remember that the green AVAIL
does NOT mean that it is powering the aircraft. Blue ON indicates that external is
powering the aircraft.

Airbus Gotcha: Just to make things interesting Airbus has used the same pbs
for the APU Start pb as the External Power pb. However the APU blue ON is the
Master Switch and just indicates the APU is prepared to start. The blue ON for
the Start pb means the APU is starting. The green AVAIL in the Start pb shows
that the APU is available for use and power is OK and the APU will automatically
pick up the electrical load unless you are on external (remember, EXT PWR
requires a manual power shift). So for the APU green AVAIL can be showing in
the pb when powering the aircraft, the opposite of the EXT PWR pb. This is just
a reminder as the APU panel is not part of the Electrical panel.

Normal priority for AC power is: (work across ELEC panel from GEN 2)
PH doesnt use the On / Off side terms, below is
1) On side engine generator the official PH version of the Electrical priorities:
2) External Power 1) Engine Generators
3) APU 2) External Power
4) Off side engine generator 3) APU
5) Emergency Generator (RAT) 4) Emergency Generator (RAT)
6) Batteries 5) Batteries

The only way to power both AC busses from a single power source is through
the AC BUS TIE. The APU and EXT PWR both feed the AC BUS TIE. Both AC
busses connect to the AC BUS TIE as needed. APU will automatically power AC
unless the EXT PWR or ENG GEN is on. If both IDGs are available then the AC
busses will not be connected to the AC BUS TIE. If only one ENG GEN (no APU
or EXT PWR) is available the opposite AC bus will connect to it through the AC
BUS TIE.

The Electrical system is divided into two main branches. Both AC and DC are
normally separated into two branches with Engine 1 driving IDG (integrated drive
generator) 1 and IDG 1 feeding AC BUS 1. AC BUS 1 then feeds DC BUS 1
through TR 1 (transformer rectifier). The same happens on side 2.

As long as each engine IDG is available then the two sides remain electrically
isolated. If there is a loss of power on an AC bus then the remaining powered
bus will automatically power the unpowered AC bus through the AC BUS TIE. If
the APU is then started it will automatically power the bus tie and the failed AC
bus. The AC BUS TIE will then be isolated from the normal powered bus. IDG
should not be disconnected when engine not turning (operating or windmilling)
and the IDG disconnect should not be pressed more than 3 seconds. IDG can
only be reconnected on the ground.

In case of TR failure the DC busses can be automatically connected through the

DC BAT BUS.

Two batteries are installed. Battery charging is automatic and is controlled by the
BCL (Battery Charge Limiter). The BCL connects the battery to its respective DC
BAT BUS during battery charging and during APU start. The batteries have an
automatic cut-off logic to prevent complete battery run-down when the aircraft is
unpowered and on the ground. This will shut off the batteries at about 22.5v
capacity to ensure APU start after overnight.

Min Battery voltage is 25.5v. Check battery voltage with the BAT switch OFF. To
charge batteries turn them on by pressing their respective pbs and connecting
external power. A 20 min. charge is required if BAT voltage is not enough.
Part of the normal procedures for the Originating Checklist call for the check of
both batteries to make sure that they are charging properly. Turn off both
batteries and then turn them back on. Watch on the ECAM ELEC page to see
that both batteries have initial current charge rates after 10 seconds of less than
60 amps and decreasing (PH 3.4.1).

If all AC (no RAT) is lost a static inverter is connected from HOT BAT 1 bus to AC
ESS bus (not SHED bus). BAT 2 will supply DC ESS (not SHED) in the event of
loss of all AC (no RAT emerg. gen.) regardless. Below 50 kts. AC ESS will no
longer be supplied by the inverter and will be unpowered. DC BAT will connect
below 100 kts., it is not supplied above 100 kts. in loss of all AC.

If both Main AC busses lose power and the airspeed is 100 kts. or more the RAT
will automatically deploy. The emergency generator will then power AC ESS BUS
and DC ESS BUS. During the 8 seconds it takes the RAT to deploy and supply
power the batteries will supply the ESS busses (not their shed busses) and the
red FAULT light on the EMER ELEC PWR panel will be on during those 8
seconds. The RAT emergency generator is lost at landing gear down
(unmodified A320) or less than 125 kts (A319, modified A320, A321) and ND1
and MCDU1 will go out at that time due to loss of AC shed bus. On landing the
DC BAT bus is automatically connected to the batteries when airspeed drops
below 100 kts. When all AC is lost including the RAT emergency generator BAT
1 will supply AC ESS through the static inverter and BAT 2 will supply DC ESS.
When the speed drops below 50 kts. the AC ESS bus is shed and power is lost
to remaining CRTs (PFD1, ECAM upper). Note: min. RAT speed is 140 kts, RAT
will stall out at less than 125 kts on A319, A321 and modified A320. However, the
RAT will continue to supply hydraulic pressure even after it is unable to power
the emergency generator. The RAT is normally deployed automatically for
electrical problems, however pressing the MAN ON red guarded pb on the
EMER ELEC PWR panel will deploy the RAT and hydraulically power the
Emergency Generator. If you need to reset the Emergency Generator after the
RAT has been deployed (such as go-around after gear has been deployed)
press the RAT MAN ON pb again and this will allow the Emergency Gen to reset
and come back online.

AC BUS 1 normally supplies power to AC ESS and DC BUS 1 which eventually

feeds DC ESS. If AC BUS 1 fails the pilot may press the AC ESS FEED pb to
ALTN. This will put the AC ESS BUS on its alternate source, GEN 2 through AC
BUS 2. AC Essential Feed will not automatically switch. This is to prevent a bus
short on the AC ESS BUS from then also damaging the GEN 2 bus complex if it
has already caused damage to the GEN 1 bus complex. ECAM will direct
whether to actually repower AC ESS or to leave it unpowered. AC BUS 2 will
also supply power to DC ESS BUS from DC BUS 2 and DC BAT BUS when the
AC ESS FEED pb is selected to ALTN.

If TR1 fails the DC BAT BUS and DC BUS 1 will become automatically powered
by DC BUS 2 which will automatically connect to the DC BAT BUS.

APU will carry all busses on ground but will not supply main galley shed busses
in-flight. In-flight if only one generator is supplying entire system then part (321:
all galley power) of the galley load and passenger in-seat power supply is shed.

GEN 1 Line (7.1.9) If there is smoke in the avionics compartment the amber
SMOKE light will come on in the GEN 1 LINE pushbutton. The procedure will call
for the pilot to press the pb. This will open the GEN 1 line contactor and depower
AC bus 1. GEN 2 will then automatically pick up AC BUS1 through the AC BUS
tie. However, GEN 1 will still be powering two wing fuel pumps, one in each wing
inner tank. Note: this is not the complete smoke procedure, just the beginning
that deals with the GEN 1 LINE pb.

In loss of all AC (RAT only) emergency the APU is allowed 3 min. for start after
EMERG GEN connects. The APU will not start in-flight when on BAT only (this is
due to the DC BAT BUS being disconnected during Electrical Emergency
configuration above 100 kts.). Lights available in loss of all AC emergency are
Capt. instrument lights, F/O dome light (if on DIM or BRT) and compass/ice light
(PH 5.15.1).

If any generator is operating at more than 100% rated load the GALY & CAB (or
GALLEY) pb will illuminate amber FAULT. You will be directed to select OFF
which will then load shed by offloading the main galley, secondary galley and the
in-seat power supply. In AUTO (normal blank) pb position the main galley (A319
& A320) or all galleys (A321) and inseat power supplies will automatically load
shed if in-flight with one generator operating or on the ground with only one
engine generator operating. If APU gen or EXT PWR is supplying power then all
galleys are powered.

Commercial pb (A321 only) when pushed will depower all commercial electrical
systems (Cabin & Cargo lights, Water & Toilet system, Drain mast ice protection,
Galley, Passenger entertainment).

Circuit breakers are color coded. Green are monitored by ECAM. All other colors
are not monitored. The ECAM will display C/B TRIPPED ON OVHD PNL (or
REAR PNL) if a green monitored breaker is tripped for more than a minute.
Yellow breakers are pulled during the procedure for flight on battery power only.
Red capped breakers are NEVER pulled in flight. Red caps are installed on the
wing tip brakes circuit breakers to prevent loss of flap asymmetry protection. All
circuit breakers have a letter (horizontal) and number (vertical) code.

When on the gate with normal APU or EXT PWR (AC established) the GEN 1 &
2 amber FAULT lights will normally be the only amber FAULT lights on in the
overhead panel (with packs ON). With packs OFF the GEN 1 & 2 amber FAULT
and the PACK 1 & 2 amber FAULT lights will be on.

When shutting down the APU and turning off BATTs allow 2 min. after APU
Green AVAIL light goes out to allow time for APU flap to close (PH 3.16).

Batteries must always be on when APU is running for fire protection.

Aint no magic when the electrons stop! Bottom line here, ya gotta have
electrical somehow! Make sure you have a GEN, EMER GEN or at least a BAT
or your sidestick just became a worthless piece of plastic!
Fire Protection (TM 7.26.x)

Both engines and the APU each have two identical loops, A & B and a computer-
FDU (Fire Detection Unit). A fire warning is given when both loops reach the
proper overheat condition. If one loop fails the other loop is able to generate the
warning by itself. A fire warning is given if both loops fail within 5 seconds of
each other. There is a red disc on the aft fuselage to show thermal discharge for
the APU fire bottle. The engines each have two extinguishers, the APU one.
Engines have sensing elements in three sections; pylon nacelle, engine core
and fan section. APU has sensing element in APU compartment.

APU fire on ground will auto shutdown, blow extinguisher bottle, sound nose
wheel well horn and APU FIRE light will illuminate on external interphone panel.
APU fire in-flight must be manually shutdown (will not auto shutdown) and
extinguished. Note: APU will auto shutdown in air for other than fire (go figure).

The forward cargo compartment has two smoke detectors and the aft has four
(319,320). The 321 has four forward detectors and six detectors in the aft cargo.
In either case two loops. Agreement of two smoke detectors on a loop will give
warning. If one smoke detector fails the system remains operational on the
remaining detector. There is one extinguisher bottle for fore and aft
compartments with one nozzle forward and two nozzles aft. If cargo SMOKE is
warning is given an isolation valve will close and the extraction fan will stop.
Cargo smoke gives: CRC, Master Warn light and Cargo SMOKE light.

ENG fire test: (7 items 4 reds) (PH 3.4.1, 8.2.1)

ENG 1 Test press and hold

ENG FIRE pb illuminated (red)

SQUIB and DISCH lights illuminated (2)
MASTER WARN illuminated (2) (red)
CRC aural chime
ENG 1 FIRE warning on E/WD (red)
ENGINE page on SD
FIRE light ENG 1 (on ENG panel) illuminated (red)
Repeat for ENG 2

APU fire test: (BAT only 2 items 1 red, AC 6 items 3 red) (PH3.3, 8.2.2)
APU FIRE Test press and hold (APU will not shutdown during test if running)
 APU FIRE pb illuminated (red) *
SQUIB and DISCH light illuminated *
MASTER WARN lights illuminated (2) (red)
CRC aural chime
APU FIRE warning on E/WD (red)
APU page on SD
* BAT only (when doing Safety and Power On checklist on Battery only, no
External power)

ENG FIRE pb pressed performs: (work down panel with 2,1,2,1,2 sequence
two on FIRE, one on HYD, two on FUEL, one on ELEC, two on AIR COND)

FIRE - Silences CRC, Arms squibs (2)

HYD Closes hydraulic fire valve (1)
FUEL - Closes low pressure fuel valve and turns off FADEC (2)
ELEC - Deactivates the IDG
(1)
AIR COND- Closes engine bleed & pack flow valves (2)

APU FIRE pb pressed performs: (work down panel with 3, 0, 2,1,2 sequence)-

FIRE - Silences CRC, Shuts down APU, Arms squib (3)

HYD - (0)
FUEL - Closes low pressure fuel valve & APU fuel pump off (2)
ELEC - Deactivates APU GEN (1)
AIR COND- Closes APU bleed & Crossbleed valves (2)

Cargo Smoke Detector test - press & release button for test. You should get (PH
3.4.1):

DISCH amber lights illuminate.

SMOKE red lights illuminate
MASTER WARN light illuminate
CRC aural
CARGO SMOKE on E/WD

This test will run twice after you select it once to test both channels. Note:
DISCH amber lights only on first test.

If the CARGO SMOKE bottle is fired the indications you can expect are:

Red SMOKE light remains on (smoke & bottle discharge are trapped)

Both amber DISCH lights will come on and remain on (only one bottle)
Fuel (TM 7-28.x)

Surge Outer Inner wing Center Inner wing Outer Surge

tank wing tank tank tank tank wing tank tank
1560 lbs. 12,190 14,500 12,190 1560 lbs.
(N/A 321) lbs. lbs. lbs. (N/A 321)

A321 only:
2 Additional
Center Tanks
10,500 lbs

A319/320:
Total Left Wing Fuel Total Center Fuel Total Right Wing Fuel
13,750 14,500 lbs. 13,750

A321:
Total Left Wing Fuel Total Center Fuel Total Right Wing Fuel
13,750 25,000 lbs. 13,750

Total Fuel A319/320: 42,000 lbs., A321: 52,500 lbs.

Fuel Philosophy: Fuel in center last, Center fuel emptied first

Takeoff on center tank prohibited (PH 1.6.4)

Fuel may not be added to ACT unless center tank is full (A321) except by MEL.

The center tank pumps run at a higher override pressure (A319, A320) so the
center tank fuel will be burned before the wing tank fuel will be even though
center and wing pumps are both providing fuel pressure to the manifold at the
same time.

If both pumps in same tank fail, only the inner wing tanks can suction feed.
Center tank fuel would be unusable.

APU fuel is drawn from the left fuel manifold. The APU normally uses the tank
pump pressure but has its own fuel pump that it will use if no other fuel pump
pressure is available.

Losing one center pump requires opening crossfeed valve (one ECAM chime)

Losing one inner tank pump just requires turning off the pump switch (no chime)

Losing two center tank pumps will make any remaining center fuel unusable (no
suction feed).
Losing two inner tank pumps will put that wing on gravity (suction) feed. There is
a chart to determine safe altitudes for gravity feeding in the QRH pg. 35.

Normally fuel is run in Auto mode. This will run the wing tanks continuously and
the center tank on a schedule. The Auto mode schedule for the center tank is to
run the center tank pumps any time there is fuel in the center tank except when
the slats are extended. Exceptions to the Auto schedule:

After engine start the center tanks will run for at least two minutes for a
test run even if the slats have already been extended. If slats are not
extended pumps will continue to run as normal until they are extended.
The pumps will restart again after takeoff when the slats are retracted.

After the center tanks run dry the pumps will continue to run for 5 more
mins.

If IDG return fuel fills the outer wing tank the extra fuel will spill over into
the inner wing tank. If the inner wing tank fills completely up then the
center tank pump on that side will be automatically turned off to allow
wing tank fuel to be burned until 1,100 lbs. has been used. Then the
center tank pump will turn on again. This prevents surge tank spillage.

The fuel in the outer wing tanks will gravity feed through two transfer valve
openings when inner wing tank fuel level reaches 1,650 lbs. When either wing
inner tank reaches the 1,650 lbs. level a signal is sent to latch open all the
transfer valves in both outer wing tanks. This is a total of 4 valves, 2 in each
outer wing tank. The transfer valves will remain open for the rest of the flight and
will close on the next refuel operation. If fuel is sloshed during climb or descent
it is possible for the transfer valves to be opened early due to a LO LEVEL alert.

An ECAM caution is given if during Auto mode the center tank has more than
550 lbs. of fuel while the left or right wing tank has less than 11,000 lbs. of fuel
per wing. This would indicate that the normal Auto schedule was not being
followed.

The Crossfeed pb is normally extinguished when the valve is closed. It will show
white ON when selected on and green OPEN when fully open. The Crossfeed
valve itself is powered by two electric motors. Opening the Crossfeed valve
enables one engine to be fed by both sides and/or the center or both engines to
be fed by one side and/or the center.

There are two full levels for the inner wing tanks, a fueling full and an
operational full. The fueling full is less than the operational full and that allows
the extra IDG fuel room to collect in normal circumstances without triggering the
center tank pump turn-off for IDG return fuel.

Note: In Auto the center tank pumps run all the time if center tank fuel is present
so with all fuel pumps on if you are on the gate with APU running (slats up) you
will be using center tank fuel. If operating in Manual mode the crew must ensure
that the center tank pumps are off when the wing tanks are completely full or
when the center tank is empty.

Note: Unusable fuel is shown with a half amber box around the fuel quantity on
ECAM. If the fuel quantity is in a degraded mode the ECAM fuel quantity will
have amber dashes through the last two digits. Refuel is shown on upper ECAM
memo when refueling door is open.

A321 differences:

The A321 Center Tank does not have the same electric pumps as the A319/320
but uses jet pumps instead. Further, the jet pumps are powered by fuel
pressure from the fuel pumps in the main wing tanks and the jet pumps transfer
fuel from the Center tank to the respective wing tank. The A321 wing tanks do
not have an outer and inner tank and there are no transfer valves to latch open.
All the wing fuel is in one wing tank and total wing fuel remains the same as the
A319/320. Please understand that the pumps in the wing must be running in
order to power the center tank jet pumps and transfer fuel.

The center tanks pump pbs have been replaced on the A321 with transfer valve
pbs. Essentially these CTR TK L (R) XFR pbs handle the same function as the
center tank pbs on the A319 and A320. In Auto mode they will control the valves
that allow the jet pumps to operate once the wing fuel has been burned down
550 lbs. Once the wing fuel tank is again full the transfer will stop until the tank
is burned down 550 lbs. again. This will continue until all center fuel has been
used. If the FUEL MODE SEL pb is in MAN then the center tank transfer valves
will open and must be turned off to avoid overfilling the wing tanks. If in MAN
they should also be turned OFF once all center tank fuel is gone.

Note: IDG return fuel is added to the wing tank as there is no outer tank on the
A321.

Note: There is no ECAM OUTR TK FUEL XFRD memo on the A321 as there is
no outer or inner wing tank (all fuel in one wing tank). However, there is a memo
FOB below 3T and while rather cryptic I have been able to translate this as
Fuel On Board below three Tons (possibly Tonnes?). So you still have a sort of
low fuel message at around 6,000 lbs.

The A321 has two Additional Center Tanks that will automatically feed to the
Center tank when the Center tank burns down to a certain level defined as when
the high tank level sensor is dry for 10 mins. The Additional Center Tanks do not
have pumps but use cabin air pressure to feed the center tank through transfer
valves. The ACT 2 (aft tank) will transfer fuel first followed by the ACT1. All fuel
transfer is done automatically in the normal mode of operation. The automatic
fuel transfer from ACT to Center Tank is noted on the ECAM as a green triangle
between the ACT fuel indicators.
An additional pb has been added to the FUEL panel to control the ACT fuel
transfer. Yes, you guessed it, the normal mode is AUTO (are we seeing a pattern
here?). In AUTO mode the ACT pb allows automatic control of the fuel transfer
after slat retraction when in-flight. Fuel transfer will begin from the ACT 2 when
the center tank is no longer full. Transfer will continue until either the center tank
is full or both ACTs are empty. After ACT transfer starts if the center tank
becomes full transfer will stop until the center tank burns down sufficiently and
the transfer process will automatically restart.

ACT 1
(forward)
ACT 2
(aft)

An amber FAULT light will illuminate in the ACT pb if the center tank has less
than 6,614 lbs. of fuel and one ACT has more than 550 lbs. of fuel which would
indicate that the AUTO schedule was not being followed. If the ACT pb is
selected to FWD then all ACT fuel will be manually transferred forward to the
center tank using the ACT transfer pump, which is a backup pump that can pump
from either ACT. This backup ACT XFR pump runs at a low volume and may not
be able to transfer all fuel at higher altitudes (FL270 and above) or supply as
fast as the engines are burning. Chapter 21 will specify best procedures for
complete transfer of fuel in case of ACT transfer FAULT.

It is normal to have fuel being transferred from the ACTs to the Center tank and
from the Center tank to the Wing tanks at the same time. On the A321 theres a
whole lotta transferring goin on. Please note that in order to feed an engine from
the opposite wing you must still open the fuel crossfeed valve. In normal AUTO
operation the fuel procedures are the same and fuel transfer operation is
transparent to the pilot.

Note: For the A321 all fuel is burned from the Wing tanks. Fuel must be
transferred to a Wing tank for it to be available for use by the engines. There is
no ECAM CTR TANK FEEDG memo as the A321 never feeds from the Center
Tank.

Note: For A321: if center tank is not full then do not takeoff with fuel in an ACT
(PH 2.8.3)

Note: on the SD FUEL display the left ACT is #1 (forward) and the right ACT is
#2 (aft). Gee, why not just display them as fore and aft?
Pneumatics, Air Conditioning & Pressurization (TM 7-36.x, TM 7-21.x)

The pneumatic system supplies high pressure air for:

Air conditioning
Pressurization
Engine starting
Wing anti-icing
Hydraulic reservoir pressurization
Aft cargo heat
Water tank pressurization

High pressure air can be supplied by:

Engine bleed
APU load compressor
High pressure ground connection

Controlled by BMC (Bleed Monitoring Computer)

Engine Bleeds close automatically when BMC's detect:

A APU bleed valve open

S Engine Start
O Over temperature
L Leak
O Over pressure

The valve will also automatically close pneumatically when:

Low pressure
Reverse flow

And is electrically closed when:

ENG BLEED selected off

ENG FIRE pb selected

The APU bleed will close for leaks

The APU is ready for bleed when reaching 95% for two seconds or 99.5%. The
AVAIL light will show in the APU start pb and green APU AVAIL will show on EWD
display when APU is available for use.

The crossbleed valve can be operated in automatic or manual mode. There are
two electric motors for the valve, one for each mode. In automatic mode the
crossbleed valve opens automatically when using APU bleed air. During normal
operation the crossbleed is closed to isolate the two engine bleeds.
The crossbleed is manually set OPEN during the engine crossbleed start
procedure.

The leak detection system uses a single loop for the pylons and APU to detect
hot air temps associated with duct leaks. Dual loops are used for the wings. If
both of the dual loops detect a leak a warning is given, unless there is a fault on
one, then only one loop is required to give a warning.

If a leak is detected:

The engine bleed air valve (APU bleed air valve) on that side is closed
Associated ENG (APU) BLEED FAULT light comes on
Crossbleed valve closes (except during engine start)
Left wing leak only APU bleed air valve closes (except during ENG
start)

Packs

Airbus Gotcha: Do not use external conditioned air when using packs (PH
1.7.2). Unfortunately, there is no cockpit indication of external air connected! You
can turn off the cabin fans pb and if air continues to blow from the vents then
external air is connected.

Pay attention here, many new Airbus pilots fail to understand the way the Zone
Temp system works. If you are familiar with the 737-400 this is very similar. Both
packs are feeding all three zones. Whichever zone is commanding the coldest
temperature will drive BOTH packs to that temp. Hot air is then added to any
other zone that is commanding a higher temp. This hot air is called trim air and is
how the zone temp system controls temperatures in three zones with only two
packs.

There are three air conditioning zones: Cockpit, FWD Cabin and AFT Cabin.
The zones are controlled by having the packs deliver all air at the lowest temp
requested by any of the three zones. Then hot air is added through the trim air
valves to the other two zones as needed to meet temp requirements. A/C zone
temp selectors have a range of: Cold 18C/64F, 12 oclock 24C/76F, Hot
30C/86F

The AC pack can bypass bleed air around the air cycle machine (ACM) if the
ACM fails and run the bleed air through the primary heat exchanger directly. This
allows the pack to operate as a simple heat exchanger with reduced pack flow.

Pack flow will revert to HI during single pack operation or APU bleed source
regardless of selector position.
 The Zone controller can override pilot selected pack flow (HI, NORM and LOW)
as needed to meet demands. It can also command higher APU speed or engine
idle as needed.

One Zone controller with two channels. Failure of the primary channel will result
in fixed temperature at 76 F with no optimization. Failure of the secondary as
well will result in a fixed temp of 68 F pack 1 and 50 F pack 2.

One Pack controller per pack. Two channels per controller. If primary fails the
secondary pack air flow will be fixed at the pre-failure setting. No further
optimization is available. Further failure of the secondary will result in a fixed
pack outlet temp of 59 F.

Pack controllers also regulate the cooling air flow through the ACM. During
takeoff and touchdown the controllers close the ram air inlet flaps to prevent
ingesting debris.

Note: The Airbus 319/320/321 can be dispatched with one pack INOP up to
FL310 or below as per MEL 21-5201A

When sitting on the gate with AC established (APU or EXT PWR ON) the PACK
1 & 2 amber FAULT lights will be on when the packs are not supplied (no APU
bleed or external high pressure air).

RAM air

RAM air is available for cabin ventilation in the event of loss of pressurization or
smoke removal. When the RAM AIR pb is selected the RAM air inlet opens.

When pressurization differential is less than 1 psi. the outflow valve will open to
50% to allow exhaust. If above 1 psi. then the outflow will remain normal.

Pressurization

There are two identical independent pressurization systems. Control is normally

fully automatic. The system has one control panel, two controllers, one outflow
valve and two safety valves. The outflow valve has three DC motors: Primary,
Backup and Manual. Controllers can operate in automatic, semi-automatic and
manual modes.

Automatic: Controller automatically takes the destination field elevation from the
aircraft database. The entire pressurization schedule is optimized by the system.

Semi-automatic: If the database is not available for some reason the pilot can
select the landing elevation from the LDG ELEV knob by pulling the selector out
of the AUTO detent and turning to the needed value.
Manual: Normally, the controllers take turns controlling by swapping after each
leg. If the active controller fails the backup automatically takes over. If both
automatic systems fail the pilot may control manually by pressing the CABIN
PRESS MODE SEL to MAN. The primary and backup outflow valve motors are
depowered and the manual motor is activated. Now the pilot can select vertical
speed on the cabin using the MAN V/S CTL switch.

Abort mode: If the aircraft returns after takeoff the system will reset to departure
field elevation.

Ditching pb: The Ditching pb will close all exterior openings below the flotation
line. This pb is also used during deicing to prevent deicing fluid from entering the
aircraft.

Airbus Gotcha: on ground with Ditching pb ON and all doors closed & external
low pressure connected a pressurization differential will build.

Note: If the pilot suspects that pressurization is not performing normally but has
not yet failed press the MODE SEL pb to MAN for 10 secs. then return to AUTO.
This will cause the systems to swap.

Depressurization: When cabin exceeds about 11,000 the cabin may illuminate
and Exit and all cabin signs illuminate automatically. Masks will automatically
drop at 14,000 cabin altitude.

Ventilation

The avionics are cooled through a system that uses two openings and two
electric fans. Conditioned air is also available for backup if needed. Yes, a
computer controls the whole thing (sigh).The intake is on the lower left side
below the cockpit. A blower fan draws air in and the extract fan on the right side
exhausts the air out from a port below the cockpit on the lower right side.

Open configuration: Only for ground operations, both the inlet and outlet vents
are open and both fans operate. Note: during heavy rain operations on ground
select EXTRACT pb to OVRD with both packs operating. This will prevent rain
from entering the avionics bay. Return to normal auto operation once airborne
(see PH 3.2.5 for parameters).

Closed configuration: In-flight mode and very cold ground operations. Both vents
are closed, however both fans run to circulate air past skin heat exchangers that
are cooled by low outside skin temperatures. Some air exhausted through cargo
underfloor. Also known as the infamous Skin Cooling Config.

Intermediate configuration: Only for use in-flight when warm, same as closed
except reduced opening to allow some additional exhaust of cooling air.
Abnormal configuration: Fault is detected in either the BLOWER or EXTRACT
fan. Blower fan is off but Extract remains ON. Similar to closed except air
conditioned air is added to the circulated air. ECAM will direct configuration.

Smoke configuration: If smoke is detected in avionics both the BLOWER and

EXTRACT fan will have amber FAULT lights on and the GEN 1 LINE pb (on
EMER ELEC PWR panel) has amber SMOKE illuminated. Selecting BOTH fans
to OVRD will cause the blower to stop but the extract to continue operating.
Conditioned air is added to attempt to cool and clear the smoke, then exhausted
overboard.
Hydraulics, Brakes & Landing Gear

There are three hydraulic systems: green, blue and yellow. All three systems are
independent of each other and do not transfer fluid at any time. Each system has
its own accumulator. Priority valves ensure proper pressure to critical users
when system pressure is low.

Green system 1 pump: engine driven. Two power sources: engine 1 pump &
PTU

Blue system 2 pumps: 1 electric and the emergency RAT. Two sources of
power: electric pump & RAT pump.

Yellow system 3 pumps: 1 engine, 1 electric & 1 hand pump. 4 sources of

power: engine 2 pump, electric pump, hand pump and PTU.

Green is the heavy system with landing gear, flaps/slats, nosewheel steering
and Normal Brakes.

Blue is basically for redundancy with the only unique items on it being L & R
spoiler 3 and the Emergency Generator which are backup items themselves.

Yellow provides the ground service items of parking brake and cargo door and
also helps power the flaps.

The RAT and Yellow electric pumps do not normally run during flight. The Yellow
electric pump will automatically come on when a cargo door is operated. Other
Yellow system functions are inhibited when automatically activated by a cargo
door. A hand pump is provided on the Yellow system to provide the ability to
open cargo doors with no electric power on the aircraft. Blue electric operates all
the time in-flight and on the ground when at least one engine is operating.

The RAT hydraulic pump is for emergency use only and will only deploy
manually for hydraulic problems. For electrical problems it will deploy
automatically above 100 kts. with loss of all AC. Note: Min RAT speed is 140 kts.
with A319/321 and modified A320 RATs stalling at less than 125 kts. This speed
limit is for electrical power and the RAT will continue to supply hydraulic power to
much slower speeds.

The PTU (Power Transfer Unit) is able to transfer power but not fluid. It transfers
power between the Green and Yellow systems (the two with the engine pumps
and heavy consumers). The PTU can transfer power in either direction and is
activated when a 500 psi differential is sensed between Green and Yellow. The
PTU can also be powered on the ground by the Yellow electric pump to power
Green hydraulic. Allows Yellow electric pump to power Green on ground (for
example to retract slats on ground).

The PTU is inhibited when:

 First engine is being started. This is identified as when the nosewheel
steering disconnect pin is in and only one ENG MASTER switch is ON. (PTU
operation is tested on second engine start)

Cargo doors are operated (Yellow electric normally powers cargo doors,
this prevents draining low output of electric pump or accidentally powering
Green Hydraulic)

Parking brake is ON and only one ENG MASTER switch is ON

PTU pb is off

Note: If a cargo door is operated and then the 2 nd engine is started within 40
seconds a PTU fault message may be given (due to inhibition during test
period).

The engine pumps (Green and Yellow) each have Fire Shut Off Valves that close
when the Engine Fire Pushbuttons are selected open.

Brakes

The brakes are carbon, multidiscs actuated by two independent systems, Normal
and Alternate. The normal brakes are powered by the Green hydraulic system.

Normal brakes are available when:

The A/SKID & N/W STRG switch is ON

Green hydraulic pressure is available
The parking brake is OFF

A BSCU (Brake and Steering Control Unit) controls all normal braking functions
(anti-skid, autobrakes and brake temps.).

Normal brake pressure is 2000 - 2700 psi. w/ full pedal deflection

Anti-skid is deactivated below 20 kts. Anti-skid may or may not be available

when on alternate brakes. If antiskid is inop. then alternate brakes use 1000 psi
max to prevent blowing tires.

The alternate brakes are powered by the Yellow hydraulic system and will
automatically become selected if Green hydraulic is insufficient for normal
brakes. Yellow brakes have the same capabilities as normal brakes except for
autobrake capability. The alternate brakes are essentially a mechanical system.
Think - BSCU on: Normal GREEN - BSCU off: Alternate, YELLOW.

Alternate brakes can be used with or without anti-skid. Anti-skid during alternate
brakes is inoperative when:
 Electrical power failure
BSCU failure
A/SKID & N/W STRG switch turned off
Brake pressure supplied by Yellow accumulator only

Parking brake disables all other brake modes (319, 320 only). Parking brake is
on Yellow system.

A pressure indicator on the instrument panel indicates Yellow accumulator

pressure and Yellow left and right brake (parking brake) pressure on three
needles.

Accumulators maintain good parking brake pressure for at least 12 hrs. The
cargo door operation will restore parking brake (Yellow system) pressure.

Autobrakes are available on Normal Brakes (Green system) only. Hold pb for at
least one second. LO mode delays for 4 seconds after touchdown. MED mode
delays for 2 seconds. MAX has no delay. Do not use MAX for landing, MAX is
takeoff only (PH 3.12).

The Green DECEL light in the auto brake pbs indicates actual deceleration is
within 80% of the selected rate (does not indicate that the autobrake is
activated).

Autobrakes activate when ground spoilers are extended. On takeoff they are not
armed until 72 kts. 2 SECs are required for Autobrakes.

Brake Fans are installed in the main gear hubs. They will indicate an amber HOT
when the brakes are 300 C or more. Brake temps are shown on the ECAM
WHEELS page. An arc will appear above the hottest brake temp. If brake temp is
above 300 C then the temp will turn amber. The brakes must be cooled below
300 C before takeoff. Pilot must manually select brake fans on.

Note: Delay selecting Brake Fans on taxi in for at least 5 mins. or until at gate.
Carbon brakes actually wear better when heated, however if turn time is short or
if brakes will exceed 500 then cool immediately. Fans should only be used to
cool to about 250 C (PH 3.15)
Hot Brakes (PH 3.15) Maintenance action is required if there is:

150 C difference in brake temps on the same strut and one brake 600 or
greater or 60 or less
a mean 200 C difference between different trucks
fuse plug melted
brake temp exceeds 900 C (800 C, A321)

Avoid use of the parking brake when brakes are 500 C or above if able.

Do not set Parking Brake ON in flight.

Landing Gear

The Airbus Landing Gear:

Has enclosed gear bays

Is held by mechanical uplocks
Uses manual extension by gravity
Has no mechanical or visual check for gear position
Uses autobraking on the mains during retraction
Has a brake band in the nose gear well
Is hydraulically locked out from operation above 260 kts.

The LGCIU controls the Airbus landing gear operation. The SD will show 2 green
down triangles on the WHEELS page for each gear down and locked. There are
also gear indicators next to gear handle. Any green triangle (at least one out of
three possible) for a gear confirms the gear down and locked. One green and
two red triangles for a gear still indicates down and locked. Red shows gear in
transit and no triangle indicates gear uplocked.

The gear doors will remain down after manual gravity extension.
The gear lights by the gear handle are powered through (hard wired) LGCIU 1,
if LGCIU 1 is not powered the lights will not operate.
The gear handle has a red down arrow that will illuminate if gear is up with flaps
3 or FULL below about 700 (landing configuration). ECAM will alert.

Nose Wheel Steering

Nose Wheel Steering gets inputs from: Capt. & F/O steering hand wheels
(max deflection is 75, starts reducing above 20 kts to 0 at 70 kts.), Rudder
pedals (max deflection is 6, starts reducing above 40 knots to 0 at 130 kts.),
and Autopilot. A rudder disconnect is on the hand steering wheel for use during
Flight Control Check. A lever on the nose gear deactivates steering to enable
towing. A green NW STRG DISC message will show on ECAM and will turn
amber on second engine start when lever is activated.
Nose wheel steering is enabled with hydraulic pressure when:

Nose gear doors closed

A/SKID & N/W STRG switch on
Towing control lever in normal position
At least one engine operating
Aircraft on ground

Nose wheel steering is disabled after manual gear extension.

Note: There have been problems with the Nose Wheel Gear Electrical Box
failing to deactivate the nosewheel steering during engine starts when the
nosewheel steering lever was in the deactivate position. Airbus has not yet
engineered a fix for the problem, therefore US Airways has instituted a
(hopefully) temporary solution of turning OFF the A/SKID & N/W STRG switch
during the Before Start Checklist flow and turning it back ON during the After
Start Checklist flow.
Flight Controls

Flight Control Laws:

Multiple failures are required to revert from normal law. Multiple failures of
redundant systems

Normal Flight-
on ground takeoff in-flight landing on ground
Ground Mode Flight Mode Flight Mode Flare Mode Ground Mode
Direct blend from Normal Normal with Direct
Direct to slight pitch
Normal down added
at 50 for flare

Normal Law: for a given amount of sidestick deflection a given amount of G

loading (pitch, elevators) or roll rate (roll, ailerons, spoilers) regardless of
airspeed. Pitch is always kept in trim automatically. Flare mode gives slight pitch
down after 50 for flare. Bank past 33 requires constant input or will
automatically return to 33. Hard protections. Green equals signs =

Normal Law Protections (think of as A320 mode):

Bank Yaw Pitch Low Speed High Load
Speed
Roll rate Turn Load Factor Non- Non- Clean/Flaps 1
proportional Coordination proportional overrideable overrideable +2.5G/-1.0G
to side stick & Yaw to stick AOA nose up
deflection Dampening deflection protection command Flaps
67 Max Max 30 Prot prevents Extended
(at 45 nose up Low energy overspeed at +2.0G/-0.0G
autopilot Max 15 warn. Vmo/Mmo
disconnect) nose down Floor
Max

Alternate Law: Flight control will revert to alternate law after multiple failures of
redundant systems. Autotrim still available. Soft protections. No protection in
roll, roll goes to direct. Pitch goes to direct for landing when landing gear
extended (no flare mode). It is possible to be in Alternate law without speed
Stability and/or Yaw Dampening. Aircraft can stall. Amber Xs

Alternate Law Protections (think of as 737-300 mode):

Bank Yaw Pitch Low Speed High Load
Speed
Roll Direct Yaw Load Factor Low speed High Speed Clean/Flaps 1
No Dampening proportional stability Stability +2.5G/-1.0G
protections to stick Overrideable Overrideable
deflection nose down nose up Flaps
No flare command to command to Extended
mode, goes prevent stall prevent +2.0G/-0.0G
to direct for Stall Warning overspeed
landing
Direct Law: Lowest level of flight control law. Proportional movement between
sidestick deflection and flight control deflection. No autotrimming. No
protections. Overspeed and Stall warnings available. The default mode on the
ground in all cases (think about it, if you are on the ground you cannot have a G
load or roll rate). This mode is most like a regular airplane (DC-9 mode). Amber
USE MAN PITCH TRIM

Abnormal Law: This is entered by the aircraft being in an extreme unusual

attitude (about double normal limits). When back to normal attitude aircraft is in
Alternate Law except does not go to direct law on landing and no pitch
protections. Computer reverts to Abnormal when it sees the aircraft in unusual
attitude because computer logic says aircraft should not have been allowed by
normal law protections into this attitude in the first place, therefore computer
sees something is wrong.

Mechanical Backup: Pitch through horizontal stab trim, Lateral through rudders,
Differential power. Both stab and rudder use cables going to controller and
require hydraulic power. Bottom line here, very little manual reversion and if no
hydraulic power you are a lawn dart. Red MAN PITCH TRIM ONLY

Fly-by-wire, no feedback except for rudder and horizontal stab trim

Two ELACs Elevator, aileron and stabilizer control

Three SECs Spoiler and standby elevator and stabilizer control

Two FACs Electrical rudder control (other warning functions also provided)

FCDCs (Flight Control Data Concentrators) process information from ELACs

and SECs and send data to the EIS and CFDS.

Pitch Controlled by elevators and horizontal stab. Electrically controlled by

ELAC or SEC and hydraulically actuated.

Elevator Each elevator has two hydraulic power sources and two actuators
(one active and one in damping mode).

Elevator priorities: (Note: unless required by Ground School instructor I would not memorize
which hydraulic system supplies which flight control, I add it for reference only)

ELAC 2 ELAC 1 SEC 2 SEC 1

Left Elevator Blue and Green hyd. Right Elevator Yellow and Blue hyd.

Horizontal Stabilizer Electrically controlled by one of three motors or

mechanically controlled by the pitch trim wheels (through cable) and
hydraulically powered by green or yellow hydraulic. After touchdown the stab
trim is reset automatically to zero.
Horizontal Stab. Priorities:

ELAC 2 ELAC 1 SEC 2 SEC 1 (same as elevators)

Green and Yellow hyd., 3 electric motors

Roll Control provided by ailerons and spoilers. Electrically controlled by ELAC

(ailerons) or SEC (spoilers) and hydraulically actuated.

Ailerons Each aileron is powered by Green and Blue hyd. and has two
actuators (one active and the other damping). The ailerons droop 5 when the
flaps are extended. If both ELACs fail then droop is deactivated and the ailerons
streamline and only spoilers are used for roll control.

Aileron priorities:

ELAC 1 ELAC 2

Green and Blue hyd.

Spoilers Five spoilers are installed on each wing. From the wing root to wing
tip they are numbered 1 through 5. All are used as ground spoilers. Numbers 2
through 5 (the 4 outboard spoilers) provide roll control. The middle three (2 4)
provide in-flight speed brakes. If a SEC fails the spoiler(s) it controls is
automatically retracted (if extended) and that spoiler(s) deactivated. There is no
reversion to other computers.

Spoiler priorities:

Spoilers 1 & 2 - SEC 3, Yellow and Green

Spoilers 3 & 4 - SEC 1, Yellow and Blue
Spoiler 5 - SEC 2, Green

Speedbrakes and Ground Spoilers

Green SPD BRK memo on ECAM when speedbrakes extended. Flashes amber
when thrust is applied with speedbrake extended.
Speedbrake extension inhibited when (SAFE-T):

S - SEC 1 & 3 fail

A - Angle of Attack protection active ( prot) or ALPHA FLOOR active
F - Flaps at FULL setting (also config 3: A321)
E - Elevator (L or R) fails (spoilers 3 and 4 only)
T-TOGA on thrust levers (OK, really above MCT but you better be in the TOGA
detent if you are above MCT!)

If speedbrakes out when inhibited they will automatically retract. Must restow
speedbrake handle for 10 seconds to regain. Do not use speedbrakes below
1000 AFE.

If one speedbrake on one wing fails the corresponding one on the other wing will
be inhibited for symmetry.

Ground Spoilers are armed by raising the Speed Brake Lever. The speed brake
lever does not move with auto extension.

Ground Spoilers extend automatically:

Partial Extension On landing

Reverse selected on at least one engine with other at or near idle and one
main landing gear strut compressed

Full Extension On landing or on takeoff above 72 kts. (rejected takeoff)

Both thrust levers at idle (spoilers armed) or
Reverse thrust selected on at least one engine with other at idle (spoilers not
armed) and both mains compressed.

Rudder Rudder controls yaw. FAC 1 & 2 provide electric control through trim
motors and hydraulically actuated. Mechanically controlled by rudder pedals if
FACs fail. Rudder deflection is normally limited according to airspeed but during
dual FAC failure full rudder deflection is available when the slats extend. Rudder
trim is automatic but can be done manually using electric RUD TRIM switch. A
rudder trim RESET pb will reset the rudder to 0 trim (not available during
autopilot operation).

ELACs sends signals to FACs and FACs compute yaw damper and turn
coordinations. No feedback (rudder pedal movement) during yaw damper
corrections or turn coordination. The rudder is not computer controlled to the
extent of the rest of the flight controls. It is assisted by the ELAC but does not
have the level of fly-by-wire that the roll and pitch axis do.
FAC think of a southern Dragnet, just the FACs yall

Y Yaw functions, normal and alternate yaw

A Angle of Attack (flight envelope protection - AoA, High and Low speed limits)
W Windshear
L Low Energy warning (speed, speed)

Prot Alpha Protection, Angle of attack protection speed, top of amber tiger
stripe

A Angle of Attack instead of Load Factor (gs)

S Speedbrakes retract
A Autopilot disconnects
P Pitch trim inhibited

Flaps

The flap handle has a trigger that must be squeezed to allow the flaps to move
out of detent with balks at 1 and 3 to prevent overshoot. The flaps will only
provide the configurations that are allowed for each detent, there is no in
between the detents positioning. The flap handle controls both flaps and slats.
Controlled by two Slat Flap Control Computers (SFCCs).

Both flaps and slats are powered by two hydraulic systems, flaps by green and
yellow and slats by green and blue. If any hydraulic system fails leaving only one
hydraulic system powering either slats or flaps the single powered control will
extend and retract at half speed. If only one SFCC is functional the flaps and
slats will operate at half speed.

The flaps have 5 selected positions: 0, 1, 2, 3 and FULL.

Takeoff is allowed with 1, 2 or 3

Landing is allowed with 3 or FULL

Note: when landing with Flaps 3 the LDG FLAP 3 pb on the GPWS overhead
panel should be selected ON to prevent GPWS flap warnings when landing and
also CONFIG 3 selected in PERF APPR for proper approach numbers.
The flap position numbers are just that, position numbers, they do not
correspond to degrees of flaps (or slats) and in fact each model (the A319, A320
and A321) has slightly different flap deflection schedules for certain flap lever
positions. For example, Flaps FULL for the A319 is 40, A320 is 35 and the
A321 is 25. The A321 also has additional slots built into the flaps to provide
additional lift at slower speeds. Procedures remain the same for all models
except for higher flap speeds on the A321. The flap indicator is in the E/WD
and shows the amount of extension for both slats and flaps, with three positions
for the slats and four positions for the flaps.

Flaps 0 (zero) is flaps UP with all trailing and leading edge flap devices fully
stowed.

Flaps 1 is a hybrid with two separate configurations for the same Flaps 1
handle position. However, from a pilot standpoint the difference is transparent as
the flap handle is treated the same. Flaps 1 position will provide flaps 1+F for
takeoff and anytime you are retracting flaps from a higher setting (2, 3 or FULL).
Any other time Flaps 1 will provide Flaps 1 (how about that?). OK, so what is the
difference between Flaps 1 and Flaps 1+F? Glad you asked, simply this, the
trailing edge flaps. The trailing edge flaps make up the +F as Flaps 1 is slats
only in the initial position. During Flaps 1+F the slats and flaps will extend to
initial positions.
Now that I have you completely confused, here is the short story:

Flaps 1 on ground extending for takeoff Flaps 1+F (slats and flaps)

Flaps 1 after takeoff during initial flap retraction from Flaps 2 or 3 Flaps
1+F (slats and flaps)

Flaps 1 for landing extending from Flaps 0 Flaps 1 (slats only)

Flaps 1 for Go Around retracting from 2 or 3 Flaps 1+F (slats and flaps)

As you can see the only time Flaps 1 gives you Flaps 1 (slats only) is on
extension for landing, the rest of the time Flaps 1 is Flaps 1+F (slats and flaps).
The E/WD will show either Flaps 1 or Flaps 1+F depending on configuration.

Flaps 2, 3 and FULL all have both slats and flaps extended to some degree.

Flaps have overspeed protection at flap setting 1+F so that at 210 KIAS the flaps
will automatically retract to Flaps 1 (slats only). Please note on the A321 it is
possible at high gross takeoff weights that F speed will exceed the flap speed for
1+F. In this case the flaps will automatically retract and the pilot will select flaps
0 at S speed which will retract the remaining slats.

Slats have an alpha lock function that inhibits them from retracting from position
1 to 0 when at a high angle of attack or low airspeed.

There are 4 Wingtip Brakes (WTB) that will lock the flaps or slats in case of
asymmetry, overspeed, runaway or uncommanded movement. WTBs cannot be
released in-flight. If flaps are locked out, slats can operate and visa versa.
Sidesticks

Perhaps one of the most distinctive and noticeable differences in the Airbus 320
series from other airliners is the sidestick. Most folks get comfortable with the
sidestick within minutes. However, the computerized flight controls that the
sidestick activate require some new features:

No feedback (feel) is given. Sidestick is spring loaded to neutral.

System algebraically sums the signals from both sticks if both are operated at
the same time (dual input). However, the total input is no more than the max
input from a single stick.

A red Takeover pb in the sidestick (also serving as autopilot disconnect) allows

one pilot to override the other or to disable a damaged sidestick. If priority is
taken an audio PRIORITY LEFT (or RIGHT) is sounded.

A red arrow light will illuminate in front of the pilot who has been deactivated
when one pilot has taken priority over the other. A green CAPT or F/O light will
illuminate in front of the pilot with priority if the other sidestick is out of neutral.

Last pilot to press Takeover pb has priority.

Pressing Takeover pb for 40 secs. will latch the priority condition (pilot does not
have to continue to press Takeover pb). However, a deactivated sidestick can be
reactivated by momentarily pressing the Takeover pb on either sidestick.

Green CAPT and F/O sidestick priority lights will flash during dual input and an
audio DUAL INPUT will be sounded.

The Takeover pb and dual input warning system are commonly misunderstood. A
green light in front of you means dual input or you have just taken priority in a
dual input situation and a red arrow means your sidestick has been deactivated.
These are two different things. Dual input is almost always unintentional and
unwanted. The takeover priority may be something that needs to be done if a
sidestick has gone bad or some other problem has occurred. However, if YOUR
sidestick is bad the OTHER pilot must latch it out with their Takeover pb.

Sidestick locks in place when on autopilot. Pilot action on sidestick (or trim
wheel) at any time will disconnect the autopilot.
Instrument / Nav / Comm

ECAM

The ECAM (Electronic Centralized Aircraft Monitoring) system is made up of two

primary components, two SDACs (System Data Acquisition Concentrators) and
two FWCs (Flight Warning Computers). A loss of only one SDAC or only one
FWC will not result in any loss of function. The second computer can handle all
functions alone. The SDACs receive data from sensors and will send signals to
3 DMCs (Display Management Computer) which generate the screen image.
The SDACs also send signals to the FWC. The FWC will generate various
warning/caution messages.

The E/WD (Engine/Warning Display) is the display that shows normal engine
readings and ECAM messages. The SD (System Display) is directly below the
E/WD and normally shows system pages or status. For information on switching
screens in case of failures see EFIS later in this section.

ECAM uses color to indicate the importance of the indication

RED: Immediate action required
ORANGE (AMBER): Awareness but no action required
GREEN: Normal operation
WHITE: Titles and remarks
BLUE (CYAN): Actions to be carried out or limitations
PURPLE (MAGENTA): Special messages (i.e. inhibition messages)
Note: pulsing green or amber indications are approaching limits

If a FWC fails the Master Caution and Master Warning lights will indicate the
failure (along with a warning from ECAM) by the upper or lower light in both the
Master Caution and Warning light being out. If the #1 FWC fails then the
captains upper lights would be out and the F/Os lower lights would be out. If #2
FWC fails the reverse lights will go out.

Loss of both FWCs will result in a loss of most warning capability. The dual
failure of the FWCs will result in an amber caution with no aural.

ECAM system pages are controlled through the ECAM control panel. Use the
mnemonic FHPED to check systems prior to departure. Work right to left across
ECAM control panel. Note: Press FUEL, HYD, PRESS, ENG and then press
ENG again to return to default DOOR/OXY page

F FUEL, balance, configuration, quantity

H HYD, Hydraulics quantity (pointers in boxes)
P PRESS, Set to AUTO
E ENG, Engine oil quantity (min. 13 qts.)
D DOOR/OXY, Doors armed, O2 pressure (note: overwing slides always armed)
ECAM Procedures:

Upper ECAM (E/WD)

Primary Failures Secondary Failures
underlined starred
ECAM Actions Affected Systems
ELEC DC BUS 1 FAULT *ELEC

Lower ECAM (SD)

Procedures Inop Systems

Status Status

Work in a Z fashion from upper left, upper right, lower left, lower right.

When an ECAM warning occurs the first pilot noting it should read the title.

Appropriate systems page will be shown on lower ECAM (SD) to help identify
problem area(s). Please note that the top displayed underlined system will
control the lower SD display.

Then the PF should call ECAM Action. The PM should read the full line of
action items. Confirm all major actions before continuing to next (including thrust
lever movement, engine master switch, engine fire pb selection, IDG disconnect,
IRU mode selection, cargo smoke discharge pb selection) and have the PF
guard good control. Repeat response as you complete action. As you complete
the items listed in cyan (blue) (think Blue to Do) they will be automatically
cleared from the screen. Continue until you reach the next underlined item.
Read through any boxed item. DO NOT CLEAR a boxed item!

Note: boxed items indicate failure of a primary system that will cause the loss of
another system or systems on the aircraft which will be listed as secondary or
*starred systems). When reaching the next underlined title or the end of the
procedure then proceed with clearing ECAM. Be sure to do ALL applicable blue
action items between underlined titles before proceeding.

If there are too many steps to all be on the screen ECAM will put a green down
arrow to indicate that there is screen overflow. As you complete the items and
they are cleared the overflow items will automatically scroll up onto the screen. If
there are too many items that cant be cleared then press the CLEAR pb for the
next page.

Note: you may not be able to clear all blue items. In some cases ECAM will not
have a way to know that you have done an item, such as contact ATC. Some
may not apply such as during Engine Failure ECAM will give a choice of damage
or no damage procedures.

When all action items are finished for an underlined item and you are at the end
or the next underlined item the PM asks, Clear ECAM? PF will reply, Clear
ECAM if ready to continue. Be sure that no further cyan messages remain for
any underlined item that can be eliminated before clearing. Some blue action
items the computer cannot get feedback from, and these will remain on the
screen. ALWAYS CONFIRM AN ECAM CLEAR. The SD will automatically display
the affected underlined system if there are additional failures.

If the problem stops while doing action items some action items may clear or
change automatically. For example, if an engine fire goes out while running
ECAM you will see the ECAM ENGINE FIRE go away, the red FIRE pb on the
FIRE panel and the red FIRE light on the engine panel will go out and the LAND
ASAP will change from red to orange.

When ECAM is cleared the next procedure will appear (additional primary
failures are listed in the stack on the right) or if all procedures are done then
ECAM will automatically present the first page of the affected systems on the
SD. Affected systems (secondary failures) are listed in amber on the top right of
the screen with an *asterisk in front of them (*F/CTL). After reviewing the screen
you will clear it and the next system screen will be shown. After each screen you
should ask and confirm ready to clear the screen. Continue until all amber is
cleared and only green memo messages are left.

Example: PM will then review all affected equipment shown in amber on Flight
Control side. When done PM will ask, Clear Flight Control?

PF will reply, Clear Flight Control if ready to continue.

When all the affected system screens have been cleared the status page will
come up automatically. If Status or Inop Systems takes up more than one page
on ECAM there will be a green down arrow to indicate to scroll to the next
page. In this case you will clear ECAM to scroll to the rest of the procedure. After
using clear to see additional Status or INOP Systems pages you can press the
STS key to see the first Status or INOP Systems page again.

Status page will contain items such as procedures, limits, etc.

PM will then read all status items line by line. When done the PM will ask Clear
Status?

The PF will reply, Clear Status if ready to finish.

If PF needs to stop ECAM say Hold ECAM, when ready to continue say
Continue ECAM.
Pilot verbiage during ECAM is Challenge, Response, Response. (PH 9.1.3)

For example:

PM: Green Engine 1 Pump, OFF, (push off Green Engine 1 pb) OFF

When operating controls that must be confirmed (thrust lever movement, engine
master switch, engine fire pb selection, cargo smoke DISCH pb , IR pb or IDG
disconnect) the PM must allow the PF to confirm the action and guard the good
controls. Verbiage in this case will be like this:

PM: Thrust Lever 1, Idle, (PF will guard thrust lever 2 with hand)
PF: Confirmed (PM will bring thrust lever 1 to idle),
PM: Idle

Additional information on ECAM warnings may be obtained from the Pilots

Handbook, Chapter 21 if time permits.

A red LAND ASAP suggests landing at nearest suitable airport (more severe).
An amber LAND ASAP suggests the pilot should consider the seriousness of the
situation and suitability of the airport before landing (less severe).

Landing Distance Procedure If the procedure directs you to do the landing

distance procedure (LDG DIST PROC) then you will look in the QRH under the
green pages for the specific aircraft model. Current QRH pages are: Instructions
pg. 101, A319 pgs. 102 through 108, A320 pgs. 109 through 111, A321
pgs. 112 through 116

Find the appropriate equipment failure(s) in the table and note the actual flap
lever position for landing. Please note that the actual flap and/or slat positions
may not match the flap lever position depending on what procedures you are
accomplishing. Now note any speed increment to be added. Finally note any
landing distance multiplier. If there are multiple failures and you need to apply
more than one equipment failure you may need to adjust your multiplier. If the
multipliers all have asterisks just take the highest multiplier. If any of the
multipliers dont have asterisks then multiply the multipliers together and use the
resulting number as the total multiplier. Instructions are shown on QRH pg. 101.

Now find the Vapp Determination page for your aircraft model and take the
speed increment from above and add it to VLS and add any wind correction and
put the resulting VAPP in the MCDU PERF APPR page under the LSK 5L. When
using speed increments ALWAYS USE SPEED SELECT on approach. Do not
use managed speed when speed increments have been applied. Use the VAPP
set in the PERF APPR to remind you what speed to select when on approach.
Now find the LANDING DISTANCE WITHOUT AUTOBRAKE
CONFIGURATION FULL table. ALWAYS use the Config Full table, even if
landing with less for the procedure. Find the applicable distance. Apply any
needed corrections. Please note that this is a reference distance only, if you
have autobrake available you should use it!

Use the multiplier from the earlier table and multiply it by the corrected reference
distance and this will be the minimum distance runway needed for this
procedure.

If time permits Chapter 21 expanded procedures will assist in finding the

distance multipliers and speed increments.

Note: If ECAM directs to recycle Flaps/Slats speed select below 200 kts. and
select flaps 2

ECAM action should not be taken (except to cancel audio warning through the
MASTER WARN light) until:

The flight path is stabilized and

The aircraft is higher than 1,000 AFE

ECAM Exceptions

There are times that ECAM may or may not direct the pilot to do a procedure
that is the best procedure to do.

The front page of the QRH lists six such possibilities and the pilot should
consider these before running any other procedures for these ECAMS. Of
course there are other possible situations and combinations of events that can
be thought of.

Examples are if an ECAM directs to turn off the last available source of hydraulic
power (no power to any flight controls is a bad thing in any circumstance) or
opening the fuel X-feed for fuel imbalance when in fact you have a major fuel
leak. As always Captain, it is your aircraft and you have the final decision.
Exercise your emergency authority as needed (but always with discretion!).
EFIS (PH 13.1.1, 13.2.2, 13.2.4, 13.2.8)

A white diagonal line across the display means that the DMC (Display
Management Computer) has failed. The CRT itself is still working. Just switch to
the standby DMC on the switching panel to restore the displays as normal.

A failure of the DU Display Unit (display blank) means that you will have to swap
screens to view all information. The PFD has priority over the ND and the EW/D
has priority over the SD. This means that if the PFD display fails then the PFD
will automatically display on the ND display screen. However, if the ND fails the
PFD will remain on its normal screen. If you wish to view the ND you can press
the PFD/ND XFR switch. In the same way the EW/D has priority over the SD. If
the SD needs to be displayed use the ECAM/ND XFR switch on the switching
panel to bring that screen up on the CAPT or F/O ND as selected. A failure of
both the ECAM screens (EW/D and SD) will require use of the ECAM/ND XFR
switch on the switching panel to view the EW/D screen on the ND display and by
pressing the required system pb on the ECAM Control Panel you can view the
SD info on the ND as needed.

The ND has two brightness controls, outer and inner bezel control knobs. The
outer ND bezel controls brightness of the radar and terrain on the ND. The inner
knob controls the brightness of all the other normal ND display symbols. Note
that if the PFD/ND XFR button is used the outer bezel is disabled and only the
inner knob is available for brightness control.

STS in a white box will show on the bottom of the EW/D if there are any systems
downgraded to remind the crew of any status information. If there is a system
advisory message when the SD has failed the EW/D will flash a white ADV at the
bottom of the screen to notify the crew to select the SD for viewing.

The current airspeed is indicated by a fixed yellow reference line. A yellow speed
trend arrow will appear from the speed reference line to indicate the anticipated
airspeed in 10 seconds.

Green Dot is a (gasp!) green dot on the speed scale and is available only when
aircraft is clean (flaps 0). It shows best lift over drag speed (L/D) and is also
called VFTO (Final Takeoff speed). Green dot is used during normal takeoff and
the engine-out maneuver and gives best angle of climb speed.

On the altitude scale the Landing Elevation is a blue line and is based on
barometric information. The Landing Elevation is available only in QNH (below
18,000) and on approach.

Ground Reference display on the altitude scale is a red ribbon and is based on
radar altimeter information. Radar altimeter readout comes on screen in green
below 2500 AGL and goes amber (if DH is entered) when 100 above DH (CAT
II/III). If an MDA has been entered the altitude (note: this is the normal altitude
readout, not the radar altimeter readout) will turn amber below the MDA (CAT I /
RNAV).

Magenta means managed and Blue means selected. For example if the
commanded speed is by pilot action (speed select) the speed target index
(speed pointer) will be blue. If the commanded speed is controlled by the FMGC
(speed engage) the speed pointer will be magenta.

When a new altitude is selected the new target altitude will appear above
(during climb) or below (during descent) the altitude scale. The new target
altitude will move onto the scale once it is within the altitude scale range (about
600).

Takeoff Warning (PH 13.1.1)

Slats/Flaps
Pitch Trim
Speed Brakes
Sidestick Fault
Hot Brakes
Door Not Closed
-the following are only triggered when takeoff power is set
Parking Brake On
Flex Temp Not Set (not displayed if thrust levers set in TOGA detent)

Altitude Alert

Altitude alert (tone and pulsing yellow altitude windows) is inhibited when:
Slats are out and landing gear selected down
Landing gear locked down
Captured on glide slope

The tone is also inhibited when on autopilot and capturing a normal set target
altitude, but pulsing yellow window is still effective.

Windshear prediction and detection

Windshear prediction is radar based and is available below 1500 AGL. It looks
out to 5 nm ahead of aircraft. A warning message reading WINDSHEAR AHEAD
will appear on PFD and ND. Color of the warning will be red or amber depending
on level of warning. Levels include Advisory (display only) and the Warning and
Caution messages have an aural warning alert as well. Predictive warnings are
inhibited during takeoff after 100 kts. until 50 AGL and then again inhibited on
landing once below 50 AGL. Windshear prediction uses the normal weather
radar and there is only one radar installed. If the normal radar is turned off the
windshear prediction will still operate normally if set to Auto. Prediction means
that a possible windshear is ahead of you. Predictive windshear will not warn for
CAT (Clear Air Turbulence), system must have precipitation to work.
Note: Predictive windshear is inhibited during takeoff after 100 kts up to 50!

Reactive Windshear detection is controlled by the FACs and is based on

GNADIRS information. Windshear detection means that you are IN a windshear.
Windshear detection (when slats/flaps selected) is available 5 seconds after
takeoff until 1300 AGL and is again available on landing from 1300 AGL until 50
AGL.

A red WINDSHEAR warning is shown on the PFD and an aural WINDSHEAR

alert is given three times during windshear detection.
Note: Windshear detection is NOT available until 5 secs. after takeoff!
GNADIRS

The Global Navigation Air Data Inertial Reference System (say that five times
fast!) provides the FMGS with the data input it needs to navigate the aircraft.
The FMGC decides which signals are most accurate and provide a synthetic
(best guess) aircraft position after weighing all available data. The FMGC can
also estimate the accuracy of its synthetic position due to available sensors and
data. This information will be used during RNAV approaches. The IRUs have
laser ring gyros that provide a stable reference signal as well as provide attitude
information. Be very careful NOT to just turn off the IRU because it gives a bad
nav signal. It may still be giving good attitude information and can be selected to
attitude information only (ATT). The FMGC can track IR drift and predict aircraft
position even when GPS or ground based (VOR/DME) signals are lost.

GNADIRS also provides the aircraft with needed air data information such as
altitude, mach, temperatures, airspeed, etc. Failure of an associated air data
reference DOES NOT fail the IR! The failed ADR can be turned off by
deselecting its pb and still maintain all IR and GPS functions.

There are two independent GPS receivers called MMRs (Multi Mode Receiver).
The MMRs process position data and send it to the GNADIRUs. MMR1 sends
data to ADIRU1 and MMR2 sends data to ADIRU2. Both MMRs can send data to
ADIRU 3 as needed for backup purposes if ADIRU 1 or 2 fail.

The system is very accurate and reliable with a high degree of redundancy using
three ADIRU units and multiple navigation signal inputs from GPS and IR. The
FMGC also takes VOR/DME signals (PH 13.3.1, 17.3.1) into account along with
the GNADIRS data to compute aircraft position. The third GNADIR is basically a
standby that can be selected if #1 or #2 fail.

Amber FAULT light:

Steady, IR lost
Flashing, may be available in ATT only, NAV lost

White ALIGN light:

Steady, in align mode (normal)
Flashing
align fault
No entry in 10 mins.
1 difference in lat. & long. from shutdown position

Extinguished, alignment is complete (normal)

Note: DO NOT move aircraft during alignment. Wait 3 minutes after aircraft
stop to re-align or turn off
EGPWS

Enhanced GPWS provides all normal aural GPWS functions as well as the
enhanced terrain avoidance features. The enhanced function is database
(computer) driven but it is shown in a radar format. Please note that the radar is
NOT being used for terrain detection but the DISPLAY will override the weather
radar image display when the terrain on ND pb (TERR ON ND) is selected. If the
TERR ON ND pb is not selected and a warning is generated the terrain display
will come on automatically and override weather radar display. The Terrain
sweep is a distinctive middle to the sides to make it obviously different from the
normal radar. The enhanced terrain feature can be shut off using the TERR pb
on the overhead without losing any of the normal GPWS functions.

Standby Nav, remote tuning

When normal radio navigation is not available you can use the backup nav
mode, Standby Nav (STBY NAV), also known as remote tuning. Select Rose
VOR for the ND. Press the guarded NAV button on the RMP and the green light
will come on indicating that you are now using Standby Nav. To use VOR nav
press the VOR button. Then tune the VOR frequency with the normal selector
knob in the STBY/CRS window. Press to transfer the freq to active and now you
can select the course on the STBY/CRS window using the inner knob of the
selector. All autotuning is disabled during Standby Nav. Number 1 VOR will be
displayed on Capts. ND in Rose VOR. Number 2 VOR will be displayed on F/Os
ND in Rose VOR.

To tune an ILS first select Rose LS on the ND. Then press the LS button on the
FCU. Then press the guarded NAV button on the RMP. Then press the LS button
in the STBY NAV area of the RMP. Now tune the ILS frequency by using the
normal RMP selector to tune the freq. in the STBY/CRS window. Then press the
transfer button to make the frequency active. Now you can select the ILS course
using the inner knob of the selector. Number 1 ILS will be displayed on Capts.
PFD when in LS and F/Os ND when on Rose LS. Number 2 ILS will be
displayed on F/Os PFD when on LS and Capts. PFD when on Rose LS

Note: the ILS STBY NAV will display onside tuning on the PFD and offside tuning
on the ND. This allows comparison of the signals during approach.

Note: If the STBY NAV is being used during the electrical emergency
configuration only RMP 1 has power.

RADNAV Nav, manual tuning: Select the RADNAV key on the MCDU. Enter the
VOR ident on LSK 1R or 1L and the course on LSK 2R or 2L. Select VOR Rose
for the ND. To manually tune an ILS use the same technique by putting the ILS
ident on LSK 3L and ILS course on 4L then select ILS Rose for the ND. Press
the LS pb to see DME on PFD.
Note: when ROSE VOR is selected with a VOR manually tuned the CAPT ND
will show VOR1 and F/O ND will show VOR2. However, when ROSE LS is
selected with an ILS manually selected the CAPT ND will show ILS2 and the F/O
ND will show ILS1.

Communications: Comms are monitored by ECAM for stuck mike.

All RMPs will tune any radio. ACPs may be switched in case of failure using
Audio Switching panel on overhead.
Tune, Talk, Listen RMP and ACP

When you come to a railroad crossing you should Stop, Look, Listen but when
using the Airbus RMP and ACP you should Tune, Talk, Listen. The Airbus has a
very flexible setup for tuning radios but it takes a little getting used to. First of all
any RMP (Radio Management Panel) can tune any radio in the aircraft. This
means that if you lose two RMPs you can still tune any radio with the third RMP.
While this redundancy is great you have to be able to keep track of it all!

Further the ACP (Audio Control Panel) allows the pilot to transmit or listen on
any radio or interphone. Again there are three installed.

The pilots will have their own RMP and ACP on the center pedestal on their side
with the third standby on the overhead. For the pilots the RMP is mounted
above the ACP. Fortunately Airbus helped us out a little bit by lining up all the
functions for each radio in a stack. The table below is greatly simplified to show
you the stack for each radio and includes controls on both the RMP and ACP.

VHF 1 VHF 2 VHF 3

Tune Tune Tune
Talk Talk Talk
Listen Listen Listen

When using the RMP or ACP you must realize that every control is independent.
For example you can tune on VHF 2 while listening on VHF 1 while transmitting
on VHF 3. On the RMP a green triangle light will indicate which radio is being
tuned and on the ACP a triple bar green light will indicate which radio is set to
transmit. On the RMP only one radio may be tuned at a time, selecting VHF 1 for
tuning will deselect the prior selection. The ACP transmit is the same way, only
one radio may be selected for transmit from that ACP at one time.

On the ACP the pilot will select up or out the radios or interphones to listen to.
You may select as many as you wish and set independent volume control on
each. Please note that you must select out a radio to listen to even if you have
pressed to tune or talk on it, the audio is NOT automatically selected when you
use the RMP.

Note: ACARS is set on RMP 3 (standby on overhead) and VHF 3 and ACARS
cannot be set to use any other radio.
Auto Flight System

First, a little general autoflight theory! The Airbus has four layers or levels
control if you wish to call it that. The first or lowest level is manual control. This
would be the pilot controlling through the sidestick and the thrust levers.

Level 1 - Manual
Pilot
Flight Controls Thrust

In this case the pilot is controlling any flight control movement by use of the
sidestick, which sends its signals through the appropriate computers to the
hydraulic actuators and finally the flight control itself. The pilot can command any
flight control movement that stays within Flight Control Normal Law. The same
holds true for thrust. The pilot can manually control the thrust levers to command
any thrust level that stays within the normal engine operating parameters. This is
hand flying as you have always done. Do not confuse the flight control
computers (i.e. ELAC, SEC and FAC) with the flight management guidance
computers (FMGC).

Level 2 Manual with or without Flight Director or Autothrust

Pilot
Flight Director Autothrust
Flight Controls Thrust

In this example the pilot maintains manual control of the flight control but is
being guided by the flight director. The flight director (F/D) may be getting its
cues from the FMGC or from the settings on the FCU.

The next level of control is autoflight. This is when the autopilot and autothrust
are engaged. In this case the pilot is controlling the aircraft through the settings
on the FCU for the autopilot and the thrust levers. The pilot is telling the
autopilot and autothrust directly what is wanted. For example, if a heading of 90
is required the pilot just sets a heading of 90 in the FCU and the autopilot holds
that heading. If the pilot wants a climb of 1000 fpm then the pilot sets 1000 fpm
in the FCU.

Level 3 - Autoflight
Pilot
Flight Director
Autopilot Autothrust
Flight Controls Thrust

This level is basically the same as any other aircraft you have flown with
autopilot and autothrust. The autopilot and autothrust are controlling through the
same flight control system that the pilot uses when hand flying.
The final and most sophisticated level is computer guided. In this case the pilot
enters the desired settings in the FMGC and the computer calculates the proper
flight path and track. The FMGC then commands the autopilot and autothrust to
properly maintain the computed track and path. If the pilot wishes to make
changes or revisions to the flight plan then it is done to the FMGC which then
recalculates the needed information. For example, if the pilot wishes to change
the flight plan route to go direct to a new fix, the new fix is typed into the MCDU
and entered into the DIR page. The FMGC now computes the new course and
commands the autopilot to turn to the new heading.

Level 4 - Computer Guided

Pilot
FMGC
Flight Director
Autopilot Autothrust
Flight Controls Thrust

Each higher level uses all the previous levels. In other words computer guided
flight is also using the autoflight and manual levels. The pilot can always drop
down from one level to a lower level by disengaging the appropriate equipment.
For example, the pilot may be climbing under computer control in Managed
Climb. By selecting a vertical speed of 1500 fpm on the FCU the pilot has now
put the vertical path in autopilot control. The FMGC is not controlling the climb
rate. If the pilot then disengages the autopilot the aircraft is now under manual
control and the pilot is now manually controlling the climb rate.

Two things that should be pointed out. You can have various levels of control at
one time. For example, the track may be computer guided by the FMGC while
the vertical path is under autopilot control. Another example is when the pilot is
hand flying but using autothrust (which is very common). In this case the flight
controls are in manual but the thrust is in autoflight. The other thing to point out
is that when hand flying the pilot may use the Flight Director so that while the
aircraft is under manual control the pilot is still getting autoflight or computer
guided assistance.

Autopilot

There are two autopilots installed. Normally you will only use one autopilot at a
time (Capt. using A/P 1 and F/O using A/P 2). However, for every ILS approach
you will engage both autopilots (except, of course, when the second is inop.).

The autopilot can be controlled either directly from the FCU (Flight Control Unit)
or through the MCDU and the FMGC. In both cases you must monitor
engagement status on the FMA. The FCU has four places to make inputs,
Speed, Heading/NAV, Altitude and Altitude Hold/Vertical Speed. In each case the
knob for the selection can be pressed or pulled. Pressing the knob will tell the
autopilot to use the FMGC for guidance. Pulling the knob will tell the autopilot to
use a pilot selected value.

When the autopilot control is engaged (push) on the FMGC for a setting a white
dot will appear on the LCD readout for that setting. If the autopilot control is
selected (pull) to a pilot set value the pilot value will appear in the LCD readout.
Always confirm settings on the FMA at the top of the PFD.

Speed: Pull to select to KIAS or Mach by pilot, dial to needed speed. Press to
engage in Managed speed mode in FMGC

Heading: Pilot can dial to set desired heading then pull to select HDG mode.
Pressing HDG knob will engage Managed NAV and allow autopilot to track
FMGC route.

Altitude: Value set by pilot, pulling will allow open climb/descent (full power
climb, idle descent), pressing will engage to allow Managed climb/descent on
FMGC

Altitude Hold/Vertical Speed: Pulling knob will select vertical speed mode. Dial
knob to select amount of climb or descent in hundreds of feet per minute.
Pressing knob will engage an immediate level off in altitude hold.

For Example (PH 2.9.11):

Speed 170 pilot selects new speed of 170

Managed Speed speed controlled by FMGC, known as managed speed.
Heading 280 pilot selects new heading of 280.
Nav track controlled by FMGC route
 Autopilot Off
Autopilot or
Autopilot 1 (2)
Flight Directors Off
Flight Directors or
Flight Directors On
Speed _____
Speed or
Managed Speed
Heading _____
Heading/Nav or
Nav
Open/Managed Open Climb (Descent)
Climb (Descent) or
Managed Climb (Descent)
Vertical Speed Plus (Minus)_____
Vertical Speed or
Vertical Speed Zero

Select is always knob pulled to you (pilot is taking the control of the
autopilot). When using select if you are changing the amount from what is
in the window then say amount after naming control.

Managed (Hold) is always knob pushed away from you (pilot is giving
control of autopilot to FMGC).

Memory and Non-memory autopilot limits (PH 1.10.1)

After Takeoff (if SRS indicated) 100 AGL
Enroute 500 AGL (321: 900)
Non-precision approach MDA, DA or DDA
CAT 1 ILS Approach (no autoland) 160 AGL
Autoland Touchdown
After a manual go-around in SRS mode 100 AGL

Autothrust

The big picture on Airbus autothrust; During ground operations handle the thrust
levers as on a normal aircraft. At takeoff push the thrust levers up to 50% on
N1 until both engines stabilize, then push the thrust levers up to FLX/MCT (two
clicks) or TOGA (three clicks). When LVR CLB flashes (normally about 1000) on
the FMA reduce the thrust lever back to CL (one or two clicks). The thrust will
now be controlled through the FMGC or the FCU. The thrust levers in normal
operation will not move again until landing when at about 30 to 50 the PF will
reduce the thrust lever to idle and the autothrust will automatically disconnect at
that point. There is no physical connection between the thrust levers and the
powerplant. It is all done electronically which is called FADEC (Full Authority
Digital Engine Control).

Thrust is now set by selecting Open Climb (OP CLB) or Open Descent (OP DES)
or Managed climb or descent. Managed climb or descent means that the FMGC
is controlling in either. Open mode simply means using either full climb thrust for
climb or idle thrust for descent. Autothrust controls to a limit in Open, either the
climb limit or the idle limit.

The other FCU method to control thrust is to set vertical speed (V/S) which
allows the thrust to maintain speed and climb rate is controlled through pitch. In
this case autothrust is maintaining speed and is in Speed mode. Of course,
during cruise and approach the altitude or glide slope is held through pitch with
the autothrust maintaining the required speed. Managed thrust is controlled by
the FMGC.

If you dont get anything else out of this little discussion please understand that
the autothrust works in one of two modes, Open (controlling thrust) and Speed
(controlling speed). Further, Open mode can be either climb or idle thrust.

Most of the time if you are going to have a problem it is in the Open mode
(controlling to thrust). If you are having problems with thrust doing something
other than what you think it should you can possibly try:

Turn off flight directors (if hand flying), this will cause autothrust to go to
Speed mode

Select vertical speed (if in Open climb or descent), this will cause
autothrust to go to Speed mode

Select Speed Select (if in Managed speed), this will force the commanded
speed to what you desire.

Arm A/THR (autothrust):

Arm on ground (with at least one FD on):

Set thrust lever in FLX/MCT if FLX temp is set

Set thrust lever to TOGA

Arm in flight:
Press on the A/THR pb on FCU when thrust levers not in active range or
setting thrust levers out of active range. Blue A/THR in FMA.
Activate A/THR:
Note: on ground you will set takeoff thrust to either FLX/MCT or TOGA which are
manual thrust settings. When coming back to the CL detent after takeoff you are
putting the thrust levers to the A/THR active range, thus activating autothrust.

A/THR pb pressed on when autothrust in active range

Set thrust levers to active range when A/THR pb armed

ALPHA FLOOR protection activated (not a great way to activate!)

Disconnect A/THR:

Press instinctive disconnect pb on thrust levers

Place both levers to idle detent

Press off the A/THR pb on FCU when system active (green light goes out)

Set one thrust lever beyond MCT or both beyond CL detent when RA is
below 100

Note: Pulling back the thrust levers from the CL detent during autothrust
operation will allow the pilot to limit autothrust upper limit but autothrust is still
active until levers are at idle. Chime and ECAM warning will sound every 5
seconds to remind pilot to either disconnect autothrust or reset thrust levers to
CL detent. The proper way to disconnect autothrust and begin manual thrust
operation is to bring thrust levers back until the TLA donuts are matched to
thrust indicators and then press instinctive disconnect pb on thrust lever.

Airbus Gotcha: Warning: If autothrust is disconnected and then thrust levers

are pulled back from CL detent the thrust will immediately go the power selection
commanded by the thrust levers and indicated on the TLA donuts. Be sure
power is at the intended setting when A/THR is disconnected to avoid power
surge.

Airbus Gotcha: Warning: If autothrust is disconnected by pressing the A/THR

pb on the FCU the aircraft wont know if the pb was pressed off or signal was
lost and will give an ECAM warning to move thrust lever. It will think you are in a
Thrust Lock situation. Bottom line here, just use the instinctive disconnects (or
idle when at flare) to disconnect the auto thrust.

Alpha Floor Angle of attack between Prot and Max at which the autothrust
will command TOGA regardless of thrust lever position.
 Alpha Floor will give:

A FLOOR in green with flashing amber box on FMA and in amber on E/WD

TOGA LK in green with a flashing amber box around it on the FMA when the
A FLOOR condition is left. TOGA thrust is frozen.

To cancel ALPHA FLOOR or TOGA LK disconnect the autothrust.

ALPHA FLOOR is available in NORMAL law only.

ALPHA FLOOR is enabled at liftoff and active during flight, disabled at 100 RA
on approach to let you land the aircraft.
ALPHA FLOOR is disabled if you press the instinctive disconnects for 15 secs.

Please note that Alpha Floor has to do with autothrust while Alpha () Prot and
Alpha () Max are actually to do with flight controls.

THR LK Thrust Lock occurs if the autothrust system fails. THR LK flashes on
the FMA and ECAM memo displays AUTO FLT A/THR OFF. The thrust will be
frozen at the last commanded setting until the pilot moves the thrust levers, then
thrust will follow the movement of the thrust levers and be controlled manually.

Make your flight instructor happy!: The following is in bold print because it will
make your life easier. Always match the TLA to the thrust before
disconnecting (using instinctive disconnect pb), no matter what kind of
thrust situation you are in. This works in normal autothrust, THRUST LOCK
and TOGA LOCK. Although not always technically necessary, by matching
TLA to thrust you always avoid any unintentional thrust excursions and
use good practice. Think Match and Mash.

During every approach you will need to confirm autothrust is in SPEED mode on
FMA or off by 1000
Missing Link or AP/FD & A/THR interaction

Well, OK, it isnt that missing link but there is a link between the autopilot and/or
flight director and the autothrust. The A/THR and the AP/FD work together to
maintain speed and trajectory (altitude, glide slope, vertical speed). If one is
maintaining speed the other will maintain trajectory and visa versa. If you think
about it you are used to doing this yourself when flying manually. On climb you
set climb power and maintain speed with pitch but when leveling for cruise at
altitude you use pitch to maintain altitude and power to hold speed. The Flight
Guidance acts in the exact same way. There are two basic ways the autoflight
maintains control.

AP or FD in trajectory mode A/THR in SPEED mode

(example: altitude hold, V/S, G/S) maintain speed or MACH in cruise
and approach

Or

AP or FD in SPD/MACH A/THR in THR mode

AP or FD adjust pitch to hold speed Steady thrust set to either
THR CLB (OPEN CLB) or
THR IDLE (OPEN DES)

There are times that the autoflight cannot hold what has been set and will have
to change modes. This is called mode reversion when the modes change
automatically without the pilot calling for it. This is both a part of normal flying
and also part of the system to prevent flight outside the envelope.

An everyday example is during a climb the autopilot normally will control pitch to
keep speed in OPEN CLB and the autothrust will maintain climb thrust (THR
CLB). On approaching level off at the target altitude pitch will now revert from
speed to vertical speed and thrust will revert from climb thrust to speed. This will
be true even if the pilot reselects a new altitude before the level off is complete.
The vertical speed mode will remain until the pilot reselects something else.

Basically, be aware that if the autopilot is controlling pitch then the autothrust is
controlling speed and visa versa. Only one controls pitch or speed at a time,
never both controlling the same thing together.

A common reversion mode is if the aircraft is climbing in Open Climb or

Managed Climb and the pilot is suddenly given a new altitude. The new altitude
is below the current altitude. The mode will revert to V/S set to the current
vertical speed upon reversion. The pilot can then change the vertical speed to a
descent or select Open Descent.

Reversions can also happen when hand flying if you dont follow the flight
director. If in Open climb or descent and you allow the speed to hit max or min
the autothrust will go to SPEED mode and attempt to regain the selected speed
while the flight director bars will be removed! Turn OFF FD when hand flying!

Airbus Gotcha: or How to be an Airshow Pilot: You are hand flying with the
flight director on (bad thing!). You are getting ready to level off just prior to the
Final Approach Fix on an approach. However, you are not quite level at the set
altitude and the FMA does not yet show ALT* for capture. You are slowly leveling
off just a little high without realizing it and as you have been in Open descent the
thrust remains in the commanded idle. Speed decays to below V LS. Suddenly
climb thrust is commanded even though you are now wanting to continue
descent. Sounds like a flyby to me!
FMA Flight Mode Annunciator

The FMA allows the pilot to know what modes the autoflight systems are in and
what can be expected. There are times when changes will occur in the modes
without pilot action. This mode reversion cannot be tracked on the FCU, you
must look at the FMA to know what is actually happening. The FMA is broken
into columns as shown below:

COLUMN NAMES
APPROACH AUTOFLIGHT
THRUST VERTICAL LATERAL CAPABILITY ENGAGEMENT
STATUS STATUS

Each column has rows for messages and memos. There are up to three rows
available for each column to use. The first three columns, Thrust, Vertical and
Lateral have the following rules:

Top row, Green Active or Engaged, White - Armed

Middle row, Blue or Magenta Armed (Magenta shows ALT CSTR from FMGC)
Bottom row, Messages about flight control first priority
Bottom row, Messages about FMGS have second priority

COLUMNS
ROWS THR VERT LAT APP ENGAG
STAT STAT
ACTIVE, ENGAGED MODES MAN THR ALT* NAV CAT 3 AP 1+2
ARMED MODES G/S LOC DUAL 1FD2
MEMOS, SPECIAL LVR ASYM SET HOLD SPEED DH 100 A/THR
MESSAGES
This is what the FMA looks like at the top of the PFD:
THR IDLE ALT* NAV CAT 3 AP 1+2
G/S LOC DUAL 1FD2
LVR ASYM
DH 100 A/THR

The FMA is at the top of the PFD and allows the pilots to see exactly what the
various modes of the auto flight system are. The above examples are just given
to allow you to see what type of messages would be in the FMA, not an actual
flight situation. A starred message (ALT*) means that portion is in the process of
capturing. A white box message means mode change or automatic switching
has just taken place in past 10 seconds. The PH has a complete list of all
messages and meanings (PH 14.2.1).
Oxygen

Crew oxygen is supplied from one cylinder. A green over pressure disk is located
on the outside of the aircraft skin below the Captains windows. Blowout of this
green disk indicates thermal discharge. Crew oxygen is turned on using a pb in
the overhead panel. Crew oxygen pressure is indicated on the SD and if low the
pressure indication will have a half amber box around it. However, the Airbus low
pressure is not the same as the US Airways limit, therefore the half amber box
should be ignored and crew action to check pressure is not required until
pressure is less than 1000 psi. A chart is available on PH pg. 3-34 to indicate
amount needed for number of crewmembers. Masks are full-face and have clear
tear-off strips. If face mask has surface contamination, the tear-off strip can be
removed to clear an area to see through.

Passenger oxygen is chemically generated. Passenger oxygen is located at

passenger seats, lavs, galleys and at each F/A station with 2, 3 or 4 masks to a
group. All EXIT and cabin signs will automatically illuminate when cabin altitude
exceeds about 11,000 ft. Masks will automatically deploy when cabin altitude
exceeds 14,000. May be manually deployed by pilot using red guarded MASK
MAN ON pb. Oxygen generators last approximately 13 minutes after first mask in
group is used. Passenger oxygen SYS ON light only means that the signal was
sent, some masks may not deploy and F/As may have to manually open some
doors.
Powerplant (TM 7-70 2.14.1)

(non-memory)

319: CFM 56-5B6/P rated at 23,500 lbs. thrust or IAE V2500

320: CFM 56-5B4/P rated at 27,000 lbs. thrust or IAE V2500
321: CFM 56-5B3/P rated at 32,000 lbs. thrust

Max Starting Temp: 725 C

Max Continuous Temp: 915 C
TOGA Temp: 950 C (5 mins.)

13 qts. Min for dispatch (U) (PH 1.12.14)

FADEC controlled (Full Authority Digital Engine Control) (PH 16.1.3)

Each FADEC is a two channel computer with one channel active and the other
used as backup. Each FADEC has its own alternator that powers it once N2 is
above a certain value. If the alternator fails normal ships power will take over.

Three idle modes:

Modulated: Varies with demand, in flight with flaps at 0
Approach: Depends only on altitude, activated when flaps not at 0
Reverse: Selected when on ground and thrust levers at idle,
slightly
higher than forward idle.

Five Thrust Lever Detents:

TOGA: Takeoff go-around

FLX/MCT: Flex takeoff, Max continuous
CL: Climb thrust
IDLE: Idle thrust for forward and reverse
FULL REV: Maximum reverse thrust

Continuous ignition provided automatically (with Mode selector in NORM) when:

Engine Anti-ice selected ON on IAE and non-updated CFM engines

Engine flameout in-flight detected
EIU fails

Continuous ignition may be selected manually by positioning the ENG MODE

selector to IGN/START
Normal Start Sequence:
Note: start ENG 1 first to pressurize Green Hydraulics

ENG Mode selector to IGN/START

ENG Master switch to ON (after amber Xs go away)
At 16 % ignition ON
At 22% starts fuel flow
At 50% start valve closes, ignition off
Engine idle should stabilize at about 58%
ENG mode selector to NORM

Normal Idle 2,4,6,6 Approx. 20% N1, 400 C EGT, 60% N2, 600 lbs/hr FF

Manual Start Sequence:

ENG Mode selector to IGN/START
ENG MAN START pb ON
At Max Motoring (min. 20% N2) select ENG Master switch ON
Fuel and ignition will begin when ENG Master selected ON
At 50% start valve closes, ignition off
At idle, about 58%, ENG MAN START pb OFF
ENG mode selector to NORM

N2 background grays out during start, returns to normal when stabilized at idle
Ignition A or B will show on SD during normal start, A & B during manual start

Note: (PH 2b.11.5/2h.4.3) For first flight of day run engines for at least 5 mins.
before applying takeoff thrust, for subsequent flights (with 1 hrs shut down or
less) warm up engines at least 3 mins. Run 3 mins. at idle after landing, but that
may be reduced to 1 min. for operational considerations.

APU (PH 16.3.x, 7.1.x)

APU can supply can electrical up to 39,000 and supply full electrical load up to
25,000 and bleed air up to 20,000. Electrical takes precedence over bleed air.
APU bleed is NOT permitted for Wing anti-ice. The APU is fed fuel from left fuel
manifold. If no other fuel boost is available the APU will activate a separate
dedicated APU fuel pump. In flight (above 100 kts.) on bat only the APU will not
start (RAT failed). With RAT (loss of GEN 1 & 2) the APU is allowed 3 minutes for
a start attempt.

The APU can supply the entire electrical system on the ground. In the air the
APU will not supply the main galley shed busses.

The APU will auto shutdown and fire the extinguisher bottle on the ground but
not in-flight. In-flight the APU must be manually shut down and extinguished for
fire. If the APU SHUT OFF pushbutton on the external panel or the APU FIRE pb
on the overhead FIRE panel is pressed the APU will shutdown but the
extinguisher will not automatically fire. Note: APU will auto shutdown in-flight for
reasons other than fire.

The APU generator will automatically come online if engine gens. or external is
not already online. The APU is ready for bleed and electrics when reaching 95%
for two seconds or 99.5%. The AVAIL light will show in the APU start pb and
green APU AVAIL will show on EWD display when APU gen is available for use.
APU bleed may be selected on whenever needed and APU will allow bleed to
come online after allowing time for EGT to stabilize. On shutdown the APU
Master is pushed off. The APU will continue to run for cooling period before
shutting down. If the APU Master is pressed back on before the APU shuts down
the APU will continue to run. When shutting the APU down for the Parking &
Securing checklist wait 2 mins. after APU Avail light goes out or until APU flap
shows fully closed on ECAM APU page before switching batteries off. If APU is
left running, leave batteries on for fire protection.

APU Bleed is actually supplied by APU load compressor.

The Line method for starting the APU and putting it online:

Press APU Master Switch pb ON

Wait about 5 seconds then press APU Start pb ON

Press APU Bleed pb ON

Thats it! If EXT PWR is not already established online the APU GEN will
automatically come online followed by APU bleed air after the proper interval
which will automatically turn on the packs assuming their pbs are in the normal
on (switch blank) position. Isnt technology wonderful! You can start the APU
before your walk around and the APU will be heating the cabin and have air
pressure available for the coffee maker by the time you get back!
FMS (PH 17.x.x)

A little general theory: All FMS systems that I have used function or think in a
Mode pattern. This is to say that the FMS must always be in a mode or phase
and be aware of what the aircraft is doing to know what mode it should be in.
The FMS will have many different ways to identify a mode change but it will need
to change modes during every flight. The pilot should be aware of the modes
and their changes (this is starting to sound like marriage counseling). The
Airbus is no different. For vertical planning the FMGC has modes called Flight
Phases that are named Preflight, Takeoff, Climb, Cruise, Descent, Approach, Go
Around and Done. In addition the FMS needs to know when the aircraft is in taxi,
engine-out and landing modes. With the pilot entering the proper needed data
during initialization the FMS is able to properly plan and control a flight through
all the necessary phases or modes.

Further, the pilot must enter a route of flight to allow for lateral planning. This will
also involve modes, in this case, takeoff runway, SID (if applicable), enroute,
STAR (if applicable) and approach/go around and landing runway. The pilot will
enter the needed route data before flight and modify it in-flight as necessary.

Some changes the pilot will make are considered Strategic (entire flight) and
some are Tactical (current flight phase or mode). As you learn the different
functions of the FMGC and the Autoflight system be aware of whether a function
is Strategic or Tactical. For example the Cost Index is strategic but the descent
speed is tactical.

If a page is longer than one screen can show you will use the scroll or slew keys
(up/down arrow keys,) to show additional information. If there is more than
one page to a key you can press the NEXT PAGE key to see the succeeding
pages. Sometimes additional information can be accessed from a page and you
will see an on screen prompt ( <, >, or * ) to present that new page. See PH
17.6.1 for full information.

FMGC Stuff: Now for some general info on the FMGC!

Airbus Gotcha: US Airways is in the process of merging with America West to

form a combined new US Airways. As both airlines have different versions of the
A320 there will be differences. Additionally, US Airways is also installing new
FMGCs in the A320 fleet. These will be referred to as the FMS 2. This has been
an optional FMGC that other airlines have used in the past so is not really new,
just new to US Airways East. The new FMS is the Smiths and the old one is the
Honeywell. For our purposes the old Honeywell unit will be the FMS and the new
Smiths unit will be the FMS 2. Differences will be noted later.

DIR key: This key is one of the most used and will allow the pilot to go direct to
any fix that the FMGC will recognize. If the FMGC doesnt recognize the fix then
the pilot can build a temporary waypoint and insert the new waypoint into the
direct command to be able to navigate to the fix. This will be gone over more
later in waypoints and reroutes.

F-Plan Key: When you select the F-Plan key the default (normal) Flight Plan
view will have the FROM waypoint at the top of the MCDU screen (first line). The
next (second) line will be the TO waypoint and all succeeding waypoints will
continue down the screen. The FROM waypoint is usually the last VOR or
intersection you crossed but it can also be PPOS (Present Position) or T-P
(Turning Point). PPOS simply means that you are not on any nav segment and
the FMGC is just tracking where you are with no nav guidance available. This
will occur after takeoff when the runway is automatically cleared and you dont
have a nav segment to join yet. T-P will show when you use the Direct function,
which we will go over later. The second line is the TO waypoint and is in white
while most of the rest of the lines are in green. However, it is possible that a
pseudo waypoint may be on line two and therefore it may be white but not the
TO waypoint. We will go over pseudo waypoints later as well.

You can always scroll up or down on the F-Plan page but the FROM will always
be at the top when you select the F-Plan key. Think of the FROM as being what
is behind you. Think of the TO as being what is just ahead of you. The FROM is
important because to use lateral navigation you must define a nav segment for
the FMGC to follow and this means that you must have two points for any given
nav situation to define a segment. This will become more clear when we go over
Reroutes.

DISCONTINUITY is a line that shows two points are not joined and they do not
form a segment. If DISCONTINUITY is showing then the FMGC will NOT
continue to the next waypoint. Think of it as a gap in your navigation. In fact that
is exactly what it is, a gap between two NAV points. This is something that you
want if you will be given radar vectors at a certain point. You will most commonly
see DISCONTINUITY after the runway when initializing when you will expect
radar vectors to your first fix and after the last fix on your route prior to beginning
your approach. There are times when you will need to clear a DISCONTINUITY
and we will look at that in a moment. If you are in NAV mode and reach a
discontinuity in the flight plan the autopilot will just drop to heading mode on the
current heading or entered heading if one is entered in the FCU. Note that the
Heading window will only hold a heading for 45 seconds (who knows why!)

The scratchpad is the bottom line of the MCDU and is where you will enter data.
After you type info into the scratchpad you will then select it up into the FMGC
by using the LSK (Line Select Keys) on either side of the MCDU. Note that you
cannot select data from the FMGC into the scratchpad. You will also get various
warnings in the scratchpad and they can be cleared by pressing the CLR key in
the bottom right hand corner of the keys.

AIRPORT Key: The AIRPORT key simply allows the pilot quick access to any
airport that is entered into the flight plan. This would include the departure
airport, arrival airport and the alternate airport. Press this key and the display will
place the next available airport in the FMGC flight plan on the first (top) line in
the MCDU. This just gives the pilot a fast way to scroll the flight plan display to
the next airport.

NEXT PAGE Key: The NEXT PAGE key gives access to additional information
for some screens when there is more than can be shown on one screen. Think of
NEXT PAGE as scrolling horizontally. The F-PLAN and INIT screens use the
NEXT PAGE function. When there is more than one page the pages are referred
to as PAGE A and PAGE B as in INIT PAGE B. This would require you to select
INIT and then press NEXT PAGE to access INIT PAGE B.

Keys: The keys (up/down arrows, slew keys) allow the pilot to scroll a
page vertically. You will also use them for changing values. This is most
commonly used when adjusting the LAT/LONG that is stored for the airport to the
gate value when initializing on INIT. You will also very commonly use them for
scrolling the F-Plan screen to see waypoints that continue in the flight plan
beyond the MCDU screen display.

DIR Key: The DIR key allows the pilot to go direct to any waypoint entered. The
TO waypoint will become whatever is entered as the direct and the FROM
waypoint will become a T-P (position the aircraft is at when the DIR is entered).
You may either press the LSK next to the direct fix or type the fix in the
scratchpad and press the DIR TO LSK.

PROG Key: The PROG key will actually access a number of different pages
depending on the phase of flight you are in. In every case you will see a PROG
page but the name will change depending on the phase. For example, when in
cruise flight the page will be name PROG CRZ and in climb PROG CLB and so
forth. This PROG page along with F-PLAN will be used most of the time when
you are not accessing some other page. The PM should have PROG on their
side unless they need something else.

The PROG page will show the planned cruise altitude (as loaded during INIT or
as modified) as well as the optimum cruise altitude and the recommended
maximum altitude. Optimum (OPT) is based on cost using the COST INDEX you
entered. Recommend Maximum (REC MAX) is based on 1.3 G protection and
should only be used in smooth air.

You may change the planned cruise altitude anytime by coming to any PROG
page.

Another handy feature is the Bearing / Distance to feature. Just put in any airport
or fix and you can immediately see how far you are from it and what heading to
take to it. Even better, this is one of the few features that does not crosstalk
with the other FMGC so each pilot can load a different fix to use. This is a great
place to come when planning a crossing restriction before you get it loaded into
the Flight Plan to be sure you wont miss the fix.
Finally, PROG is also where you will change the required accuracy for RNAV
GPS approaches.

PERF Key: The PERF key allows the pilot to see and enter data for the various
phases of flight. You will use this key when initializing to enter takeoff
information, changing climb, cruise and descent speeds and entering approach
data. Only the preflight and done phases do not have pages. Press the PERF
key and then press the LSK at the bottom of the screen to move to the next or
previous phase page. If you arent sure what phase the FMGC is in just look at
the top of this page as each phase is named here. For example in takeoff phase
the PERF page is named PERF TO page and in cruise it is named PERF CRZ
page.

RADNAV Key: The RADNAV key stands for Radio Navigation and is the page to
check when you wish to determine which navaids are being tuned. Normally the
Airbus will autotune the radios and you will not be aware of what navaids are
being utilized. However, there are times that you will need to lock a frequency
for tuning, such as when a DME is used for departure on a SID. Just press the
RADNAV key and then type the navaid identifier (you may also use the
frequency by using a leading slash, for example /115.0) in the scratchpad. Then
select the identifier to the VOR1 or 2 LSK at the top of the MCDU. This will keep
that side tuned to that frequency. You can use the DDRMI to see raw data. The
locked identifier will be in LARGE letters.

FUEL PRED Key: The FUEL PRED key allows the pilot to view fuel prediction
info on destination, alternate and fuel management data. This is the page to use
to enter Weight and Balance data. If the INIT page B is showing on the MCDU
on engine start the FMGC will automatically rollover to FUEL PRED for weight
data to be entered. Gross weight and CG data are entered on LSK 3L. For
example, 144,190 lbs. with a MAC of 23.2 would be entered as: 144.2/23.2

INIT Key: The INIT key is used when getting ready during preflight. You initialize
the FMGC from this page. This page will be gone over in more detail later.

SEC F-PLN Key: The SEC F-PLN key allows the pilot to have a second flight
plan to use for what-if scenarios or to load anticipated changes that might occur
in the primary flight plan. You are able to copy the primary flight plan in order to
make changes to it or you can program a new flight plan.

Airbus Gotcha: If the initial fix in the Secondary flight plan is different from
Active flight plan you must be on Heading to activate. You cannot change an
active NAV segment while NAV is engaged.

DATA Key: The DATA key will allow the pilot to view the various sources of data
for the FMGC and determine whether it is valid or not.

MCDU MENU Key: The MCDU MENU key allows selection whether to work in
FMGC or ACARS or another area such as AIDS. Only one MCDU can be set to
ACARS at one time. If the opposite side is selected to ACARS then you will
locked out of ACARS until it is selected back out of ACARS.

CLR Key: The CLR (clear) key is a delete key. You can use it to delete
characters or phrases in the scratch pad or to delete data from the FMGC. To
clear the scratch pad just press the CLR key and the last entered character will
be deleted. If you continue pressing the entire phrase in the scratchpad will be
cleared. The CLR key can also get rid of warning messages. To delete data
entered into the FMGC press the CLR key while there is nothing in the
scratchpad. CLR will be entered into the scratchpad. Now select CLR to the LSK
that corresponds to the data you wish to delete. This is how to delete a
discontinuity. Press the CLR key and then press the LSK that corresponds to the
discontinuity and it will be deleted with the waypoints on either side of the
discontinuity now joined as a segment.

OVFY Key: One of the more obscure keys on the MCDU, the Overfly key has
basically only one function. When you are coming up to a waypoint the FMGC
will normally compute the turn at the waypoint and due to the radius of the turn
the aircraft may begin its turn early to be able to turn smoothly onto the airway
centerline. There may be times that you need to actually fly exactly over the fix
before turning. In those cases press the OVFY key and then line select it up to
the appropriate fix as a lateral revision. The FMGC will now make sure to fly
directly over the fix even if it will cause overshoot on the far side of the turn.

Well, OK, there is one other function for the Overfly key. When using freetext in
ACARS you will use the overfly key to put a space in the text as you would use
the space bar on a word processor.
Pseudo Waypoints (PH 17.3.3)
OK, besides just sounding weird what are pseudo waypoints anyway? Basically
they are lines of information on the Flight Plan page that are not something that
you can navigate to. They are mostly to do with vertical profile information and
are therefore not for lateral navigation. Pseudo waypoints on the MCDU will
consist of the following:

T/C Top of Climb (hockey stick)

T/D Top of Descent (hockey stick)
S/C or S/D Start of Climb or Descent for Step Climb/Descent (hockey stick)
SPD LIM Speed Limit (M&M)
DECEL Deceleration to approach phase (circle D brand)
I/P Intercept Point (lightening bolt)

Please note that while you cannot navigate laterally using the pseudo waypoints
they will show on your ND using various symbols. If a pseudo waypoint is on the
second line of the flight plan it will be white even though it cannot be the TO
waypoint. The MCDU logic simply makes the second line white whether it is
actually the TO waypoint or not.

Also you will have some pseudo waypoints that show on the ND that are not on
the MCDU such as the Energy Circle and Crosstrack Error.

The Energy Circle (green dashed arc) is available only in Descent and Approach
phases. It shows how far the aircraft will go until reaching landing elevation in
the current configuration until 1500 AGL then configure for landing and descend
to landing elevation. It is interesting to note that Flaps 1 provides longer range
than Flaps 0 (clean), this is due to the higher engine idle speed with Flaps 1.

Crosstrack Error will show how far the aircraft is from the active nav segment or
leg. This is very useful when cleared for approach or when cleared to join the
departure or arrival.

The Intercept Point will show as INTCPT on the course when on heading to join
the active nav leg.
Initializing the FMGC
When initializing the FMGC during pre-flight use these pages to enter data:

DIFRS FP

D DATA
I INIT PAGE A, INIT PAGE B
F F-PLAN PAGE A, F-PLAN PAGE B
R RAD NAV
S SEC F-PLAN

F FUEL PRED
P PERF

Note: Allow at least 3 minutes after initial power up on a cold airplane for all
internal tests to be completed before pressing buttons.

DATA:

Press DATA key, then A/C Status. Check database validity and dates. Enter BIAS
from flight plan on PERF for performance factor on LSK 6R. New database is
effective at 0900Z on the date of change.

INIT Page A:

Press INIT key. Enter the city pair codes in FROM/TO. For example, for
Charlotte to Phoenix use KCLT/KPHX or use company route number such as
KCLTKPHX1.

Enter the alternate city code. Example: for Greensboro use KGSO.

Enter flight number. Type in USA followed by the flight number. For example for
flight 121 type USA121. Note: USA is just to help identify the flight number

Check lat/long coordinates. It is safer to use the airport coordinates from the
database as this avoids the pilot typing in gross errors that are not caught.

Cost Index. Enter 35.

Cruise flight level. Enter intended cruise altitude on the CRZ FL (350 for
35,000) and modify the anticipated cruise temperature with /TEMP (/49 for
minus 49).

Press the ALIGN IRS key (LSK 3R). ALIGN IRS should be pressed within 15
minutes of turning GNADIRS to NAV to avoid excessive drift. DO NOT move
aircraft during align process.
INIT Page B:

Press the INIT key. Press the NEXT PAGE key. This will take you to the second
INIT page. Check that the reserve time is 45 min. on FINAL/TIME line.

F-PLAN Page A:

Press F-PLAN key to program the filed route. Do a lateral revision from the
departure airport. To do this press the LSK 1L on the left side of the MCDU next
to the departure airport code. Then select DEPARTURE. Now select RWY for
anticipated departure runway, then SID if needed and TRANS if needed.

Airbus Gotcha: Delete the pseudo altitude waypoint for the runway (not for
FMS departure routes). Be sure to leave a discontinuity between the runway and
the first fix (again, not if using FMS departure).

Insert first fix or waypoint in flight plan route. If there is victor or jet airway routing
from the fix then use a lateral revision to enter the needed airway. For example
for a route from BOS VOR on Jet 75 that ends at CMK press the left LSK next to
BOS in the flight plan. Now enter J75/CMK in the VIA/ GO TO. Then INSERT if
OK. Any fix that is a direct with no published route you can simply press on the
next line. For example to go direct from BOS to CMK simply press CMK on the
line below BOS LSK. This will place CMK after BOS in the flight plan as the next
fix.

Note: pressing a fix on top of a fix places the new fix ahead of the previous one
and a discontinuity is in between the two fixes now. You will need to clear the
discontinuity if you want to join the fixes to make a segment. To clear a
discontinuity press the CLR (clear) key and then press the LSK next to the
discontinuity. This will join the two waypoint on either side of the discontinuity.

Enter any vertical restrictions (cross LAX VOR at or above 10,000) by typing the
altitude in the scratch pad and pressing it on the right LSK for that fix. You can
also enter a vertical revision by pressing the right LSK for that fix and putting it
into the proper field. If you have an at or above clearance put a + in front of the
altitude before entering it (use for at or below)

Example: at or above 10,000 use +10000, at or below FL240 use 240.

Enter any anticipated arrival and approach by pressing the left LSK (lateral
revision) for the destination airport. Enter appropriate Arrival, Transition and
Runway Approach and Insert if OK.

Check distance at bottom of F-Plan page against the total distance showing on
Release. This is a gross check and should be close but does not need to be
exact as arrival and approach routings may add mileage not on release.
Flight Plan page B:

Access this page by using the F-Plan key followed by the Next Page key.
Forecast winds may be entered here for each waypoint as desired to improve
FMGC accuracy in planning. Take the winds from the flight plan on the release
and type them into the scratch page in the following format: DIR/SPD so that DIR
is wind direction and SPD is wind speed. In this example the wind is 265 at 83
kts. and you would type 265/83. Now press the LSK on the right hand side that
corresponds to the waypoint you are adding winds to. The left hand side of this
screen will be similar to the Flight Plan page A. The center of the screen will
show the estimated fuel on board (EFOB) at each entered waypoint.

RAD NAV:

Press the RAD NAV key and be sure that if a DME mileage is needed during a
departure that you enter the ID for the station here. For example, when doing the
HORNET departure off of 18R you need the CLT DME 1.6 nm fix. Press CLT into
the 1L or 1R LSK (Capt. or F/O) to lock CLT into the autotuning. In order to
read VOR DME use the ADF/VOR selector switch on the EFIS control panel.
Just select the appropriate switch (VOR 1 or VOR 2) to the VOR setting. After
completing the departure return the switch to the OFF position. The DME
readout will be on the bottom of the ND page (bottom left for VOR 1 and bottom
right for VOR 2). The DME mileage will also be shown on the DDRMI DME
readout. If you enter a VOR on RADNAV the tuning letters will be bold, if the
system is autotuning the letters will be little.

Note: if the DME is from an ILS then press the ID for the ILS into the ILS/FREQ
on LSK 3L and press the LS pb to display the ILS DME on the PFD (not DDRMI).
If nothing is showing in the RADNAV page then check to make sure that STBY
NAV is not selected on the RMP. I suggest making RADNAV part of your
personal after takeoff or 10,000 check to ensure clearing any locked stations.

SEC F-PLAN:

Press the Sec F-Plan key. Press the LSK for Copy Active. This will give you a
practice copy of the flight plan with which you can later play what if scenarios
with if you should so choose or to enter possible route changes (such as
different than filed arrivals) to quickly activate as an active flight plan if needed.

Note: If the initial fix in the Secondary is different from Active flight plan you must
be on Heading to activate. If Secondary has been copied then PERF will be
available as a prompt on SEC page. This PERF will allow you to enter the
performance data for the secondary flight plan

After engine start:

FUEL PRED:
After engine start you will use the FUEL PRED key to enter W&B. Enter the
actual gross weight (RAMP weight) and CG from the W&B printout on GW / CG
on LSK 3L. You will not have to enter the fuel as the FMGC reads it on its own.
Example: 133.6/24.8

Before engine start leave the FMGC on the FUEL PRED page and you will have
the proper page ready for use. If you receive the Weight and Balance message
before engine start you may type the weight and CG in the scratchpad for entry
after engine start if you wish.

PERF:

Press the PERF key and you will now be on the PERF TAKEOFF page. Enter
V1, V2 and VR speeds on their LSKs. Enter FLEX temp if needed. Enter THR
RED/ACC (thrust reduction/accelerate) and ENG OUT ACC altitudes from W&B
printouts. Enter the flaps setting and stab trim settings in units of UP or DN on
the FLAPS/THS LSK (example: 1/0.5DN or 2/1.0UP). If using an intersection
departure enter the distance from the end of the runway to the intersection on
the TO SHIFT LSK. Now type the 0 (or clean) speed in the scratchpad. Select
NEXT PHASE and put the clean speed in the CLIMB *SPD LSK. This allows the
aircraft to accelerate to green dot after takeoff instead of 250.

When taking off from an intersection you should enter the amount of distance the
intersection is from the end of the runway. For example, in PIT it is common to
use runway 28L intersection P. From the TPS pages you can determine the
distance available for takeoff (or just ask Ground Control!). Subtract that from the
full runway length and you have the intersection 1500 from the end of the
runway. Enter 1500 on the TO SHIFT LSK.

If approach data (PERF APPR) is not entered within about 180 nm of destination
then MCDU will give error message saying so. So go ahead and get approach
data loaded, the electrons are free!

Airbus Gotcha: If not within 200 nm of destination then aircraft will not initiate
descent in PERF DESCENT mode. Descent will be made in PERF CRUISE
mode as a cruise descent. During descent in cruise mode the FMGC will not
see crossing restrictions in the flight plan.

Airbus Gotcha: The aircraft will not initiate descent automatically from cruise
altitude when reaching a descent point (known as T/D or Top of Descent). The
pilot must set in new altitude and then push the ALT knob to enter Managed
Descent.

Airbus Gotcha: The pilot cannot change the Descent data once the FMGC is
in Descent Phase. If you wish to make a change to the FMGC descent speed
once you are in Descent Phase, enter a new cruise altitude below your current
altitude into the PROG page. This will cause the FMGC to revert back to Cruise
Phase and allow you to enter a new descent speed in the PERF DES page.
The FMGC may plan a much slower speed for descent in Descent Phase than in
Cruise Phase. If the aircraft begins a descent and enters the Descent Phase
when you wish to make a faster cruise descent you can enter a new cruise
altitude on the PROG page below your current altitude. The FMGC will now
revert back to Cruise Phase until crossing the new altitude. Be aware, however,
that the FMGC does not see crossing restrictions when descending in Cruise
Phase and will only descend at a set vertical speed.

Airbus Gotcha: Managed Climb/Descent is not available on heading. You

must be on NAV to use Managed Climb/Descent.

Airbus Gotcha: When the aircraft is in HDG mode and the pilot enters direct
to a waypoint the autopilot will automatically engage NAV with no other action on
the pilots part. In other words, the autopilot will change modes automatically
from HDG to NAV when a DIR is entered in the FMGC. The point here is to be
sure of where the waypoint is when you enter DIR as the airplane will
automatically turn to the new waypoint as soon as it computes the new course.
DIR will always turn the shortest distance to the point. If the aircraft begins to go
the wrong place or turn the wrong direction (for example turn left instead of an
assigned right turn) use HDG mode until you can correct the problem.

Airbus Gotcha: WARNING: Do not use UPDATE AT on the PROG page! The
Update At feature (PH 17.6.44) will shift the FMGC to the new position. This will
destroy the accuracy of your FMGC. Note: does not affect IRUs.

Airbus Gotcha: Changing the arrival or runway after putting in crossing

restrictions will delete pilot entered crossing restrictions and you will have to re-
enter them.
To enter a new waypoint you have several options. Of course, you can always
just type in the name if you know it, in this case BURLS intersection on the
SHINE arrival into CLT. If you do not remember the format for creating a new
waypoint just type HELP and press a LSK just as you would enter a waypoint.
You will then be shown the four formats for new waypoints to be entered.

LAT/LONG (latitude / longitude) Example: 3551.5N/08158.3W

(dot, slash, dot)

P/B/D (Place / Bearing / Distance) Example: CLT/314/64

(slash, slash)

P-B/P-B (Place Bearing / Place Bearing) Example: CLT314/HMV171

(dash, slash, dash)

PD (Along Track Waypoint, FMS2 only) Example: Shine/10 or Shine/10

(waypoint slash plus, minus)

Note: Along Track waypoints or waypoint slewing or uptrack/downtrack on the

course using a + or is NOT available for the original FMS. Use a P/B/D on the
course if possible.

Note: In the flight plan on the MCDU a P/B/D is shown as a PBD. The pilot
created waypoints will be numbered so the first PBD is shown as PBD01 and the
second as PBD02 and so on. The P-B/P-B waypoints are shown as PBX so they
appear as PBX01, PBX02 and so forth. Along Track waypoints are PD01, PD02,
etc. LAT/LONG waypoints are shown as LL01, LL02 and so forth.

To make a lateral revision to flight plan (F-PLAN button selected on FMGC)

press a LSK on the left side of the MCDU (LSK 1L through 6L). To make a
vertical revision press a LSK on the right hand side of the MCDU (LSK 1R
through 6R).

To enter a new destination (diversion not to alternate) use a lateral revision on

any waypoint in flight plan (NOT current destination) and then enter NEW DEST
on LSK 4R.

To enter holding into flight plan use a lateral revision on intended hold point
then press the HOLD LSK on 3L.

Airbus Gotcha: Autopilot must be in Heading Select to delete a TO or FROM

waypoint. You cant delete the current NAV leg.
Auto Initialization
One of the nicer features that has been added to the Airbus is FMS Uplink or
Automatic Initialization. Now that we have gone over how to do it manually (and
sometimes you will still do the manual method if uplink doesnt work) you can
learn the auto method. You will still go to the DATA page and check the database
as in the manual method. Next, go to INIT as before but now you can select the
INIT REQUEST* 2R LSK.

This will send a request through ACARS to uplink your flight plan data. The INIT
page will be filled in automatically as well as the F-PLAN page. Pretty cool, Huh?

Of course it isnt quite that simple so lets go over the things you need to be
aware of.

During the uplink you will see a pause (if you are watching on the INIT page)
before the COST INDEX and CRZ FL are filled in (they change from dashes to
box prompts at this point). This is to allow you to enter the appropriate flight level
from your printed flight plan before the Wind Data is sent. When the pause
occurs just type in the cruise flight level and cost index. If you arent sure (as
when the F/O is still waiting for the release paperwork to show up) then simply
wait during the pause and the process will continue but the Cruise Winds wont
be sent. I have no idea why the cruise level winds cant be sent since the FMS
uplink enters the flight level and cruise index as they are the same as the
release paperwork but whatever. If you must bypass the winds you can enter
them manually later from the release

Auto INIT will not fill in your Alternate so you will need to go back and fill that in.

The F-PLAN page will also be sent but you must be aware of several things.
First, any departure or arrival routing will not be sent. In other words, you must
enter the runways and SID and STAR routing as in the normal manual method.
Secondly, occasionally there are gaps in the flight plan. So always check the
flight plan as you would in the manual method to ensure you dont have missing
fixes or discontinuities that shouldnt be there as I have found both in uplinked
flight plans.

Note: if something goes wrong during the uplink and you need to start over just
go to DATA and select the other database. Now select the proper database for
use again. This will clear all entered data for the flight and you will start over
clean.

After engine start enter the data on the FUEL PRED page just as in the manual
method. Then go to the PERF page as you normally would. You will see a
message in the scratchpad once the performance data has been sent saying
TAKE OFF DATA UPLINK. Just clear the message. That is followed by PERF
DATA UPLINK. Clear this as well. Now you can automatically enter the
TAKEOFF PERF page!
Press <UPLINK TO DATA on LSK 6L
Press <RECEIVED TO DATA on LSK 6L
If FLEX data is being used press FLEX TO> on LSK 4R

Note: if no FLEX is available press the MAX TO> prompt to see TOGA power
data.

If proper runway data is not showing press the NEXT PAGE key. Up to four
runways are shown. Once the proper runway is shown,

Press INSERT UPLINK* on LSK 6R

Please note that you can only get an INSERT UPLINK* prompt if for the data for
the runway that is selected on F-PLAN. If you cannot get the prompt make sure
you have the proper runway selected. Obviously if there is a runway change
during taxi out you must change the runway on F-PLAN and then re-enter the
uplink data on TAKEOFF PERF page.

The data uplink will not enter the clean speed for you so after entering all the
uplink data go to NEXT PHASE and enter the 0 or clean speed just as you do
with the manual method.

TPS will show you whether to plan on FLEX or TOGA power. TPS will also show
you which runways will be sent and the top flap setting is the one you sent in the
uplink. If you need something else you will need to contact load control to
change the uplink.
Phase Triggers
I think phaser triggers belong in Star Trek but these are phase triggers. Phases
are very important and you can look at the top of the PROG and PERF pages to
see what phase you are currently in. You will better understand how the Airbus
FMGC thinks if you understand what triggers the phase change.

Taxi to Takeoff Flex (if FLEX loaded in FMGC) or TOGA thrust lever
detent selection

Takeoff to Climb Reaching the acceleration altitude loaded in the FMGC

during initialization on PERF page.

Climb to Cruise Reaching planned cruise altitude listed on PERF page.

Cruise to Descent Start of descent from current cruise altitude (within

200 nm of destination).

Descent to Approach Activate and Confirm Approach on PERF DES

page. This will drive managed speed to approach speed.

Note: If the ECAM takeoff memo hasnt yet come up on the screen during taxi
just press the T.O. CONFIG test button on the ECAM control panel. This will
force the taxi phase and the ECAM takeoff memo screen to come up.

Note: If descent is initiated before 200 nm from destination then descent will be
made in CRUISE DESCENT at 1000 fpm and will not honor any descent
crossing restrictions. The FMGC will prompt for a new cruise altitude as a
warning.
Imaginary Centerline
You may have had an imaginary friend in your childhood. I didnt. We wont talk
about yours. However, the Airbus does have imaginary extended centerlines
that you can use. If you have been vectored off course and are cleared to join a
radial but dont have the nav segment available you may be able to join it with no
reprogramming at all.

In this example you are on an arrival and vectored off course. Then you are
cleared to rejoin the radial for the arrival. However, the current nav segment has
already been cleared. As long as the next segment is the same radial the FMGC
will still join the imaginary extended centerline of the next nav segment.

This will also work in the case of being vectored for final approach. If you are
vectored to join outside the defined nav segment the FMGC will still join the
extended centerline.

Just press NAV engage and as long as the present heading will cross the
extended centerline it will join at the point of crossing. The display will not show
a nav line but it will show miles left or right of course until on the actual nav
segment. With the FMS 2 the course will actually show so you dont have to
imagine it.

Auto Clear
I dont have any technical info on this one so I just call it auto clear. On vectors if
you go close enough past a waypoint there is some FMGC logic that says you
wont use that waypoint and it will automatically clear it. This happens most often
on close vectors for approach near the approach course on downwind.

FMS 2 Differences
US Airways East is now installing new FMS systems on the Airbus 319/320/321
aircraft. For the most part the new system is very similar to the old one. Some of
the benefits of the new system are faster processors, LCD screens in the MCDU
that allow lighter weight, less heat and brighter screens and of course new and
improved functions.

MCDU Keyboard Changes: The / (slash) and and + signs are swapped. Also
the and + keys are combined so if you need plus or minus you may have to
press more than once to get the appropriate sign. A space (SP) key is added
where the + key used to be so you can now use the SP key instead of the OVFY
as a spacebar key. Arrow keys will now be used to page instead of the NEXT
PAGE key. Left and right arrow keys ( , ) are now available along with the
current up and down arrow keys. Bright (BRT) and DIM keys are now added to
increase or decrease the screen intensity instead of a knob to turn.
Data Page New CLOSEST AIRPORT function, shows nearest four
airports with bearing and distance to the airport. An
additional airport may also be entered by the pilot.

New EQUITIME POINT function, shows point in flight plan it

will take equal time to return to origination or continue to
destination. This point is displayed on the ND as a circle on
the routed with ETP next to it.

New A/C STATUS functionality, To change the performance

factor a CHG CODE of PRF must be used. After code is
accepted /PERF changes may be made

INIT Page - IRS INIT is on two pages now. From INIT page press IRS
INIT prompt. The LAT and LONG may now be scrolled and
the ALIGN IRS prompt will be shown on this second page.

F-PLN - Any change to the F-PLN page will now bring up TMPY
ERASE (temporary erase) and TMPY INSERT prompts. The
changes to the flight plan will be shown in amber on the ND.
Pres TMPY ERASE to eliminate the changes or press TMPY
INSERT to make the changes permanent into the flight plan.

Also a new feature, ONCE UNDO/THEN ERASE allows

changing only the last change made. Each press will undo
only the last step until you are down to the original change
and only TMPY ERASE will be shown.

There is no NEXT PAGE with F-PLN.

A very nice new feature allows all route programming to be

done at the same time on one page. Once you press a LSK
for a fix you can continue to enter route or fix changes on
the new page until complete. You do not have to jump back
and forth. Just enter the route in the VIA box (for example,
J80) on the left side and the next fix in the TO box (for
example, DBL) on the right side. You may continue with the
next route (for example, J80) and fix (for example, OAL) until
done. Then select the back to the TMPY F-PLN page once
there ERASE or INSERT your changes.

Along Track waypoints are now available in FMS2. You may

build a new fix such as for crossing restrictions based on a
current fix in the flight plan. For example, if cleared to cross
45 before MEM VOR you could use MEM/-45 and a fix 45
prior to MEM would be built. Of course, if you need the new
fix after MEM you would use the positive distance, for
example MEM/45 would build the fix 45 beyond MEM in the
 flight plan. Again press TMPY ERASE or TMPY INSERT to
get rid of or to activate your changes.

NOTE:You cannot build a new fix inside of the TO waypoint

unless you are on heading mode.

DIR TO page - The page does not look like the F-PLN page now which
helps to reduce any possible confusion. Also, each fix in the
flight plan which can be navigated to is listed with its own
prompt. Select the fix you desire or type it into the top box.
You can then ERASE or INSERT.

ABEAM Points can be added. All abeam points will have

prefix AB added. For example, RIC VOR as an abeam point
will appear as ABRIC in the flight plan.

Airbus Gotcha: The FMS2 DOES NOT have the imaginary centerline
feature. Actually I believe this was a bug in the original FMS software that
turned into a feature. However, the FMS2 will actually handle this differently. You
cannot capture the extended centerline in APPR mode (such as for the RNAV
approach). However, there is a fix for this in FMS2. In the DIR TO page you can
use the RADIAL IN feature to build the inbound course the needed fix. This will
serve as an extended centerline.
Reroutes
One area that gives many new Airbus pilots problems is making changes to the
FMGC flight plan once under way. There are several very common ways to enter
reroutes into the FMGC, depending on the nature of the reroute.

Direct: Press the DIR key and type in the fix (VOR or intersection). Press the
LSK 1L key to enter the fix. The FMGC will automatically enter a T-P (turning
point) to create a FROM waypoint and the fix that is entered will become the TO
waypoint.

Direct then as filed: Use the above method or press the DIR key and then find
the cleared fix in the flight plan. Press the LSK next to the desired waypoint and
it will become the TO waypoint. Using either method all waypoints before the fix
are now cleared and the remainder of the flight plan will be available as filed.

Note: if you are on heading when DIR is used the mode will change to Managed
NAV automatically (in other words, when you go direct in heading mode the
aircraft will automatically engage NAV and go to the direct fix).

Heading to intercept then as filed: Select the cleared intercept heading on the
HDG selector on the FCU. Then you must determine if the segment you have
been cleared to join exists in your flight plan. If it does you only have to clear any
waypoints that are ahead of the segment until you have the proper fix as the TO
waypoint. Use the CLR key to clear any unwanted waypoints then engage NAV.

If the needed segment is not available you must build it. As above first select the
intercept heading. Then type in the fix that will become the FROM. Remember, in
this case you have to create a NAV leg (segment) that does not currently exist in
the FMGC. After typing the new FROM select it to the LSK 2L key and it will
become the TO. Now enter the TO fix on the next line if it does not already exist.
This creates the new leg segment. Now clear the T-P (turning point) on 1L
(clearing the T-P allows each fix to move to its proper TO and FROM position).
Then engage Managed NAV. You can now add any other needed fixes until on
the original route. Then clear any remaining discontinuities.

Offset: To parallel your current course use a lateral revision at the FROM
waypoint. Type in the amount of distance (up to 50 nm) to the side you wish to
parallel the current course and right or left of course. For example for 20 miles
left of course type 20L and for 35 miles right of course type 35R. Now select the
amount into the OFFSET prompt on LSK 2L. You can see the anticipated new
offset course on the ND. If you wish to adjust it press ERASE and type in the
new amount. Once satisfied with the new course press INSERT. Aircraft will take
a 45 cut to the new course. To resume the original course access the same
OFFSET prompt and clear or go DIRECT to a fix on the original flight plan.
New SID: Press the LSK 1L key for the departure airport. Now select
DEPARTURE, then select the departure runway. If you are using a SID select the
appropriate SID (NOTE: you may have to scroll to see all available SIDS). If
there is a transition to the SID you can select it on the right side of the MCDU.
Once everything is selected press INSERT.

New STAR or Approach or Runway: Find the DEST (destination) airport at the
bottom of the Flight Plan page on LSK 6L. Press the left LSK for the airport for
the lateral revision page. Now select ARRIVAL on LSK 1R. Select the
appropriate approach and/or runway if needed. Scroll as needed to see
additional approaches if the needed one is not on screen. If you dont need a
new approach or runway simply press Next Page to see the arrivals. Next select
the appropriate STAR (NOTE: you may have to scroll to see all available
STARS). Now select any transition as needed on the right hand side of the
MCDU. When all has been selected press the INSERT prompt on the 6R LSK. If
a transition is used that is already in the flight plan then there will not be a
discontinuity to clear in the flight plan. However, if you do not have a transition
then please be aware that the arrival and the flight plan will not have a common
point and therefore will have a discontinuity.

Airbus Gotcha: Changing the STAR, approach or runway will delete any pilot
entered crossing restrictions on an arrival. Make sure you confirm any crossing
restrictions after making any arrival changes. Also make sure you enter a new
MDA or DH for any newly inserted approach.

New Route: To enter a new route you will program just like you did for the flight
plan initialization. Take a lateral revision (left LSK) from the last common fix.
Then use the VIA/ GOTO in the following format J75/BOSOX. If the new flight
plan ends in a common fix then there will be no discontinuity and no fixes to
clear. However, if the routing results in no common fix then you will need to go
back and clear all the old fixes.

Holding: Press the left LSK for a lateral revision at the holding fix. If the fix does
not appear in your flight plan (you are really having a bad day!) then use DIR
first to enter the fix. Now press the HOLD selection on LSK 3L. If the hold is as
published then check all data on the DATABASE HOLD page and if it is all good
then press INSERT on LSK 6R. If you need to make changes or there is no
published hold (COMPUTED HOLD) then make the needed changes to the
Inbound Course, Turn Direction (L or R), and the time or distance needed for
legs. Once all data for the hold is good press the INSERT selection on LSK 6R.
For immediate hold, take lateral revision at FROM waypoint and select <HOLD.
New Destination: Make a lateral revision from any waypoint in the flight plan
(not an airport) by pressing the left LSK for that waypoint. Now select the NEW
DEST prompt by typing in the new airport identifier (example: KCLT for
Charlotte) and pressing the LSK 4R key. You may now go to the flight plan to
modify the arrival information as needed for the new destination.

New Alternate: Press the left LSK for a lateral revision from the destination
airport. The select the <ALTN prompt on LSK 5L. Enter the new airport identifier
on the blue line on LSK 3L over the old alternate or in the brackets if there was
no alternate. Now press LSK 3L again to select the new alternate. Now press
INSERT. Alternate should now be entered in the flight plan and on the FUEL
PRED page.

Sec F-Plan: For a planned reroute (or at least anticipated!) you may wish to use
the Secondary Flight Plan page. In most cases you will want to copy the active
flight plan and then make any needed changes in the secondary flight plan. This
will work well when descending into the terminal area and you anticipate a
change in your STAR assignment.

Along Track Waypoints: (Note: only available on FMS 2) To create a new fix
along the current flight plan track you may wish to simply use a current waypoint
and add or subtract the distance from that fix. For example Approach tells you to
descend to cross 55 miles out from CLT VOR at 13000 and 250 kts. While you
are on the MAJIC arrival you look and see that MAJIC is 45 DME from CLT so
you just want to add a waypoint 10 miles before MAJIC. You type MAJIC/10
(MAJIC slash minus 10) and press the LSK over MAJIC intersection. A new PD
waypoint will be created 10 miles before MAJIC (the first one will be PD01,
second PD02 and so forth). You can now add any speed or altitude info just like
any other waypoint. If you wish the fix to be after the parent fix then leave the
minus sign off, for example MAJIC/10 for 10 miles after MAJIC. In either case,
whether the new fix goes before or after the parent fix press the LSK to put the
fix over the parent fix and the FMGC will place in the appropriate place.
NOTE: You cannot insert the new waypoint in a nav segment apart from the
parent waypoint. The new Along Track Waypoint must be sequential.
Taxi

It is Captains discretion as to when visibility is good enough to taxi. (FOM 5.5.6)

No more than 40% N1 for breakaway thrust without clearance. (PH 18.2.3)
Max taxi speed on straightaway 30 kts.
Max taxi speed on turns approx. 10 kts.
Minimum pavement width for 180 turn: 100 (A321 105)

Ensure at least 5 minutes for engine warm up after engine start before applying
takeoff thrust for first flight of day. Plan for 5 minutes and allow at least 3 minutes
for subsequent flights for that day. (PH 18.3.2, 3.7, 3.15)

During taxi in icing conditions longer than 30 mins. run-up engines to approx.
70% N1 for at least 30 secs. to shed fan ice (PH 3.6).

Note: Do not exceed 75% N1 for CFM A319, A320, 70% for CFM A321 and
1.18 EPR IAE A319, A320 on both engines with parking brake ON (PH 1.8.2).

Airbus Gotcha: If you do not get the Flight Control page on ECAM when you
do the Flight Control check you need to turn off the Engine Mode switch from
IGN/START to NORM. Next time try to remember your After Start flow!

Single Engine Taxi (PH 2c.3.9) Single engine taxi is at Captains discretion with
factors such as weight, ramp condition, passenger comfort, etc. Allow 5 minute
warm up for first flight of day, 3 minutes on subsequent flights within 1 hrs of
prior engine shutdown. Allow 3 minutes (may be reduced to 1 minute for
operational reasons) for engine cool down on taxi in (PH 2b.11.6, 2h.4.3).

For Single Engine Taxi:

Yellow Electric Pump ON and Yellow Accumulator pressure in green.

Engine 1 will normally be used during single engine taxi.
Make no braking or steering inputs during engine starts or when engine
generator brought online. This will avoid BSCU computer problems during
electrical power shifts.
Use APU if available on taxi out.

APU is normally used for starting second engine as it is more fuel efficient than a
crossbleed start. However, if APU or APU bleed is not available single engine
taxi may still be used and crossbleed procedures used for second engine start.
Therefore APU is to be used if available during single engine taxi out. If APU
bleed is being used during single engine taxi then select X-BLEED AUTO, if APU
bleed off then select X-BLEED OPEN. Normally APU is not used during taxi in.
Takeoff
Make your flight instructor happy!: When setting power for takeoff, the thrust
levers should be set to 50% on the TLA (doughnut) and once both engines
stabilize at 50% then position both levers to FLEX or TOGA. Make an initial
setting on the thrust levers and then adjust on the TLA to 50%.

Note: Allow at least 5 minutes for engine warm up before applying takeoff thrust
for first flight of day. After first flight of day use a minimum of 3 mins. warm up if
engine is shut down 1 hrs. or less. (PH 2b.11.6)

Do not use aileron into the wind during a crosswind (PH 2d.2.5). During a takeoff
with crosswind component exceeding 20 kts. or tailwind (PH 2d.2.5) apply full
forward sidestick to be taken out by 80 to 100 kts. During all normal takeoffs use
half forward sidestick pressure until 80 to 100 kts. (PH2d.1.3) Ensure the aileron
is neutralized by looking at the control pointer cross on the PFD or relax the
sidestick to center during the takeoff roll. This will ensure that you do not have
any roll in the initial rotation and liftoff. During crosswind takeoff let engines
stabilize at 50% then increase to 70% N1 and stabilize, then increase to FLEX or
TOGA by 40 kts. ground speed. Slowly release any rudder being held during
crosswind takeoff during the rotation.

Airbus Gotcha: It is possible for the F/O to occasionally enter the wrong W&B
data. An easy way for both the Capt. and F/O to double-check their work is to
look at the Gross Weight shown in the bottom right hand corner of the SD after
engine start and W&B is entered. This number should be very close to the Ramp
weight shown on the W&B printout and similar to the TPS numbers. If you
manage to still takeoff with the wrong gross weight entered, you will eventually
get a gross weight mismatch error message once the aircraft has computed its
in-flight weight. To correct this just enter the proper weight in the PROG page
after subtracting the current fuel used from the original Ramp weight.

Airbus Gotcha: If on taxi out you do not have the V speeds showing in your
PFD (after entry in MCDU), make sure that your Flight Director is turned on.

On takeoff, PF should have the F-PLN page, PM the PERF-TAKEOFF page

Use a radar tilt of 5-8 UP if radar required during takeoff.

Normally set a departure heading for selection at 400. Note: set the heading you
will need at 400. If you are using a SID departure where NAV is required NAV
mode will engage at 30 automatically, do not set a heading for NAV departure.

Use ARC or ROSE NAV on takeoff on your EFIS ND settings. Do not fly around
in PLAN. Only use PLAN as a momentary reference in-flight.
RTO Rejected Takeoff (PH 2d.7)

ECAM will inhibit all warnings/cautions that are not paramount from 80 kts. to
1500 AGL.

The captain calls Reject, My Aircraft.

Thrust Levers idle (when the thrust levers go to idle the ground spoilers
extend, which then trigger the autobrakes)
F/O monitor autobrakes, call No Autobrakes if needed and notify tower
Select Full Reverse
F/O call 80
Maintain slight forward pressure on sidestick
Stop aircraft
Capt. inform passengers and flight attendants This is the captain, please
remain seated, etc.

Note: If necessary, maximum reverse may be used until aircraft comes to

complete stop.

Note: Autobrakes will not activate below 72 kts.

On takeoff the aircraft will blend from direct to normal law as it goes from
ground mode to flight mode. This means that the backpressure that you need to
hold the nose up will reduce to zero once normal law autotrim activates. You will
usually not really notice this change as the aircraft will be climbing quickly but
you will learn to release the backpressure around 100 to 200 ft. as the trim kicks
in or the nose will balloon. A good Airbus pilot quickly learns to minimize input
as many times the pilot is inducing a slight amount of sidestick pressure without
realizing it. Remember, the less input on the stick the better. You dont want to
confuse the computers (or the pilot!).

New Airbus pilots tend to get into the habit of slapping the Thrust Levers back
from TOGA or FLX/MCT to the CL detent. While this will work it really isnt the
best technique. The power reduction will be very noticeable in back to the
passengers and is harder on the engines when using TOGA or less aggressive
FLEX reductions. When the FLEX temp is around 60 there will be little or no
reduction when coming out of FLX/MCT to CL and this is why pilots get used to
just slapping the levers back. However, when the reduction is in the 30 range
or so (common on the 321) or at TOGA the immediate reduction is very
noticeable. Remember that when above CL you are manually controlling the
thrust but the FLEX has capped the thrust so that with large assumed temps
there is little or no change from FLX/MCT to CL. Just ease the thrust levers back
from FLX/MCT or TOGA to the CL detent slowly just as you would on any other
jet aircraft. Your passengers and engines will appreciate it!
Max Rate of Climb: (PH 2e.3.3)

A319: 260 KIAS / .76M

A320: 260 KIAS / .76M
A321: 280 KIAS / .76M

Max Climb Angle: Slow to Green Dot Speed. EXPED climb pb will give maximum
climb angle by applying maximum climb thrust and controlling speed to down to
green dot. Note: EXPED pb can produce a rapid change and is not intended for
routine use. Use above FL 250 should be avoided.

V1 Cuts
Pick a line and stick to it no matter what on every takeoff. You will find that you
will just naturally put in the correct rudder for V1 cuts if you practice this on every
takeoff. You dont have to hit the centerline lights but stay right on the centerline.
You should have the aircraft already stabilized with rudder before rotation
(assuming the cut is before the Rotate call). Bring the nose up to 10 (park it on
the 10 shelf) and hold it. Then follow the flight director. The only real Gotcha
here is that the aircraft takes off in Direct mode. It will then blend to Normal. This
means that you will have autotrim kicking in just after takeoff. Remember in
direct you will be holding back pressure to keep the nose at 10 until Normal law
with autotrim comes in and then you will need to release the back pressure on
the sidestick. In fact this is what happens on every takeoff. Be sure that you dont
try to trim off the rudder so quickly that you are diverted from flying during the
blend from direct to normal as the trim coming in will cause you to pitch up if you
arent watching for it. Since technically the autopilot can be put on at 100 some
folks try to show how good they are and start trimming rudder right away. Better
to wait until the blend is complete around a few hundred feet first and then trim
the rudder and then get it on autopilot. You dont get any bonus points for a quick
rudder trim while losing speed and pitch control!

Note: If taking off in FLEX the PF has the discretion to leave thrust levers in
FLEX or to increase to TOGA. If aircraft is heavy, runway is short, aircraft must
be maneuvered for obstacle clearance, aircraft is on fire or has other time critical
problem pilot should consider using TOGA if not already selected. Thrust should
be increased to TOGA in a slow, deliberate manner in order to not destabilize the
situation. You may do this while on the runway. You may do this once on
autopilot if so desired. If increasing to TOGA while airborne it is best to do it
while on autopilot and below 1000 ft.

Note: If thrust levers are left in FLEX then they must be positioned to TOGA and
reset back to MCT (same detent as FLEX) when engine out procedures call for
reduction to MCT. This is due to the fact that the same detent is used for FLEX
and MCT. By selecting from FLEX to TOGA and then back to the MCT detent the
logic is satisfied for the FMGC.
 First Pilot noting engine failure: Engine Failure
PF: TOGA (if desired) PM: TOGA SET
Maintain centerline, minimize sidestick
inputs
At VR Rotate
Positive Rate
Gear UP
Gear UP position gear lever UP
and disarm spoilers
After blend from direct to normal law
(about 200) trim off rudder as needed
Autopilot 1 (or 2) as needed above Select autopilot as called for
100 RA
At 400 select heading if needed,
Comply with engine out departure
procedures if specified for airport or
runway
At 1000 or engine out acceleration Push V/S if called for
altitude push V/S or call Vertical
Speed Zero
At F speed call Flaps 1 Flaps 1 Select Flaps 1
Note: only if Flaps 2 or 3 used
At S speed call Flaps UP Flaps UP Select Flaps UP
Accelerate to Green Dot (VFTO)
Continue climb if needed Select Open Climb if called for
Select OPEN CLIMB or
call OPEN CLIMB

Select green dot speed or call Select green dot speed if called for
Speed ___
Select MCT on thrust levers (or if in
FLEX select TOGA and then MCT)
MCT MCT Set
ECAM actions
After Takeoff checklist
Approaches
Approved Approaches (FOM 5.10.4): ILS, ILS/DME, ILS/PRM, LDA w/
glideslope, LDA DME w/ glideslope, LDA PRM DME w/ glideslope, ASR/SRA,
RNAV, VOR (with VNAV), VOR/DME (with VNAV).

Before any approach you must enter the applicable approach data (PH 3.12 &
PH 18.x) and then activate the approach on the PERF APPR page of the MCDU.
Activating the approach will drive managed speed to approach speeds. I suggest
activating the approach when out of 10,000 and on selected speed. If you
accidentally activate the approach you can simply use Speed Select for
remainder of flight or enter current cruise altitude on PROG page for CRZ
altitude. Entering the current altitude as the cruise altitude on the PROG page
will force the FMGC back to Cruise phase.

Once on vectors with approach control you can clear out any remaining flight
plan in the FMGC that is not needed to allow only the planned approach to be
shown. This is sometimes referred to as clean up the box.

Both Flaps FULL and Flaps 3 are normally available for landing. So far I prefer
Flaps FULL better.

Note: If flaps 3 is to be used then CONF3 should be selected on PERF APPR

page and the overhead GPWS LDG FLAP 3 pb ON (PH 2f.2.7).

When using approaches that utilize barometric settings (MDA, DA) such as ILS
CAT I, LDA and RNAV the minimums setting is on the MDA line (line select key
2R) on the PERF APPR page. Autocallouts are not available at 100 above and
minimums when using the MDA setting.

When using approaches that utilize radar altimeter (DH, AH) such as ILS CAT II
and CAT III the minimums setting is on the DH line (line select key 3R) on the
PERF APPR page. Autocallouts will be made at 100 above and minimums.

All approaches are to be stable by 1000 RA (PH 2f.1.1)

Make your flight instructor happy!: When making any change in modes such
as arming an approach or turning off the flight director or autopilot make sure
you look at FMA (at the top of the PFD) to see what mode you actually are in.

Airbus Gotcha: If you cannot get the proper ILS frequency and course
showing on the PFD when you select the ILS pb, then check your RAD/NAV
page and see if a navaid has been entered and is locking out autotuning. Also
be sure that an RMP NAV pb is not selected as this will turn on the NAV backup
mode and disable FMGC tuning. This can simply glitch and not display when it
should. We were able to fix it by reselecting the runway/approach.
On all instrument approaches (except CAT II,III) PM calls 100 above and PF
replies Continuing. At minimums PM calls, Minimums, runway in sight or
Minimums, no contact. PF responds to minimums calls with either Landing or
Go Around.

Remember: WAFPPC for working in the sim.

Weather (check destination weather, make plan)

Advise (ATC, F/As, company)
FPLN (insert new destination if needed, then new approach)
PROG (if RNAV approach, insert .3 nm RNP)
PERF (ACTIVATE and CONFIRM, then insert approach data on PERF APPR)
Checklist (call for Descent - Approach checklist)

It may be helpful to notice a backward Z flow to the keys on the MCDU when
doing the F-Plan, RADNAV, PROG and PERF for the approach. You can use this
backward Z for any PRELIMINARY checklist flow.

VAPP (PH 18.6.5)

The approach speed is automatically computed by the FMGC (of course!). This
VAPP Target is shown on the PFD airspeed scale as a magenta triangle. VAPP is
shown on the PERF APPR page on the FMGC. It is computed by taking the
highest of two different figures. After you enter the steady state winds (no gusts)
and the approach runway the FMGC figures the headwind component. It then
takes 1/3 of the headwind and adds this to VLS. However, VAPP cannot be less
than 5 kts. above VLS or more than 15 kts.

VLS + 1/3 headwind component = VAPP

So for runway 18 a wind of 180 at 30 kts. would result in a VAPP of +10 kts. If
VLS is 120 then VAPP would be 130 (+10).

With runway 18 and wind 270 at 20 the VAPP would be +5 as a minimum of plus
5 must be added and a crosswind adds no additional speed.

Now comes the other way to figure VAPP Target, the infamous GS Mini. While it
sounds like either a new Mini car or a new mini-skirt style it will actually figure
the safest minimum ground speed for your approach. Remember, the GNADIRs
know your ground speed and the wind the aircraft is experiencing at the moment.
You entered the runway so it can now know what the ground speed should be on
approach. GS Mini takes the VAPP that has been already figured (130 in our
example) and then subtracts the whole headwind component from it. This leaves
only the ground speed and the previously added 1/3 wind cushion of 10 kts, so
in this case 130 30 = 100 kts. ground speed. While this sounds slow remember
that VLS was 120. If we had a head wind of 30 kts. that would result in a ground
speed of 90 kts. So you can see that the cushion has actually added 10 kts. to
the minimum ground speed. If the FMGC sees the ground speed going below the
minimum of 100 kts. then it will increase the VAPP Target to maintain the
minimum ground speed. This will ensure that even if all headwind was lost at
once that the aircraft has sufficient energy to fly through the loss of speed. GS
Mini may increase the VAPP beyond the normal plus 15 limit to maintain the
minimum ground speed required.

VAPP headwind component = GS Mini

The VAPP Target will be the higher of these two airspeeds, VAPP or GS Mini.

One point to remember when putting in the wind component. It wont help you to
cheat and put in a greater wind than actually exists. Putting in a greater wind
speed will actually result in a lower GS Mini (remember the FULL wind speed is
subtracted from VAPP) which will result in less protection on approach. If you
wish to increase the VAPP Target it is better to simply enter the desired VAPP
speed on the PERF APPR page while using accurate wind numbers.

While the FMGC will add airspeed for headwind components it will not add
anything for crosswinds. It will be up to you to add anything to VAPP on the
PERF APPR page if you have heavy crosswinds and you wish to have additional
airspeed on the VAPP Target.

You will only have VAPP target shown when in APPR phase. You can force the
FMGC to approach phase by selecting PERF and then ACTIVATE APPR
PHASE and *CONFIRM APPR PHASE. This will drive the managed speed to
approach speed. Normally you will be on speed select when you do this but
when you command speed engage the speed will be VAPP. Note that VLS will
change depending on the flaps configuration selected and therefore the VAPP
will also change with landing flap configuration. All approaches must be briefed
on the following outline (PH 2e.9.3, FOM 5.10.1). Use the following aids during
your approach briefing:
Approach chart: (Note: visual approach is defined as 2000 & 3 or better)
Approach name and runway (not required for day visuals)
Approach chart date (not required for day visuals)
TDZE (not required for day visuals)
Final approach verification altitude (not required for day visuals)
Required visibility (not required for day visuals)
Planned runway turnoff and taxi route
Highest MSA (minimum safe altitude within 25 nm of depicted fix)

PFD (be sure LS pb is selected for ILS):

ILS frequency (does not apply for RNAV approaches)
Final approach course
DA, DH or AH as applicable (not required for day visuals)

F-PLN page:
Glide path angle (RNAV only)
Missed approach procedure review (not required for day visuals)

SD:
Brief aircraft model (i.e., A319, A320 or A321) and check landing weight,
autobrake setting, landing flap setting, max landing pitch & landing
performance.

Also include in brief any other considerations such as noise, windshear, anti-
icing, runway conditions, 10-7 page engine-out procedures, MELs, etc.

Note: for RNAV approaches enter 0.3 RNP on the PROG page to ensure FMGC
accuracy prior to the approach. Check that the 0.3 is showing on both MCDUs.

NOT that it has happened to me but if you forget what aircraft model you are in
here is the gouge. On the ECAM DOOR/OXY page on the SD check the number
of overwing exits and slides if there are:

A319 One exit and one slide

A320 Two exits and one slide
A321 Two exits and two slides

(OK, the DATA key, <A/C STATUS page will also show aircraft type)

Minimum Safe Altitudes

MSA, within 25 nm of defined navaid: On approach chart
MEA, Airway centerline, number on airway: 10,000
MOCA, 4 nm of airway centerline, number with T: 4,000T
Route MORA, 10 nm of airway centerline, number with a: 3200a
Grid MORA, within defined grid sector, number near center of grid
ILS Approaches

LS pb should be selected before approach briefing so pilot can read ILS freq.,
and course off of PFD. This allows the pilot to double-check the actual ILS being
used as well as ensures that the LS pb is selected before the approach begins.
If wrong ILS freq. is showing make sure that RADNAV ILS is cleared.

Note: if LS pb is not selected when approach is armed then ILS will flash in
amber on the PFD

DA - If the approach uses a DA then the barometric altimeter is being used and
no autocallout will be made for 100 above or minimums. Enter DA information in
MDA position on approach page in MCDU (PERF APPR).

DH or AH - If DH or AH is being used then radio altimeter is being used and

autocallouts are available for 100 above and minimums. Use the DH line select
key for entry of minimums information in MCDU (PERF APPR).

When cleared for approach press the APPR pb on FCU. Then press to engage
the second autopilot on FCU. Both autopilots should be engaged for all ILS
approaches. Note blue GS and LOC on FMA indicating glideslope and localizer
are armed for capture. Must capture localizer first, then will capture Glide Slope.
Disconnect autopilot prior to descent below DA for CAT I ILS.
CAT II/III Approaches
Captain must brief the CAT II or III approach from the QRH:
F/O will call out Land Green or No Land Green if LAND doesnt
show before 350 ft.
Mandatory Go-Arounds - No Land Green, AUTO LAND warning light, no
FLARE in FMA at about 40 ft.
Condsiderations if Captain fails to respond to minimum call

Note: any CAT II RA not AUTH approaches are based on inner marker. You may
use the inner marker GS crossing altitude in the MDA as a reminder.

AH stands for Alert Height and allows for continuing the approach only on
electronic indications (no visual confirmation of runway environment required).
The Airbus 319/320/321 requires that CAT 3 Dual be annunciated in the FMA
before AH is used. When entering Radar Altimeter information in the FMGC on
the Approach page use 100 in the DH window for the AH. Autocallouts will be
made at 100 above and Minimums as DH is being selected on the Approach
page. This will allow the pilot to have a reminder at 100 AGL but the approach
may be continued as long as all indications are normal and the reported RVR
remains at or above the minimum for the approach. This means it is possible that
the runway may not be seen by the pilots before minimums. When shooting a
CAT II or III approach the PF must make callout of CAT 3 dual (or single) or CAT
2 based on FMA information when armed for approach. NOTE: Above 8,200
AGL (max valid radar altimeter range) FMA will show CAT 1, confirm FMA below
5,000 AGL.

If CAT 3 Dual is not shown in the FMA (for example CAT 3 Single or CAT 2) then
DH must be used if doing a CAT II or III and runway must be seen. Dual will be
shown when both autopilots are in use, and Single when only one autopilot is in
use or loss of some other required redundant system. Engine-out approaches
limited to CAT IIIA (CAT 3 Single, requires 50 DH). Captain retards throttles on
the 10 Retard callout, disconnect autopilot by 60 kts. on runway.

The autoland fail light will flash red if the following conditions occur below 200
while in LAND mode (PH 14.1.6):

Both APs off below 200 RA

Excessive LOC ( dot above 15 RA) or GLIDE (1 dot above 100 RA)
deviation LOC and GLIDE scales flash
Loss of LOC (below 15) or GLIDE (below 100) signal
Difference between radar Altimeters is greater than 15 (FD bars flash)

LAND green on FMA below 400 ft. indicates that the autopilot is locked in and
will ignore inputs on the FMU (autopilot panel). Basically at this point it is only
looking for a TOGA selection or to complete the landing.
CAT II/III Go-Around Mandatory if
No LAND GREEN below 350 ft.
Autoland warning light comes on
FMA does not show FLARE at about 40 ft.

Note: If autoland capability degrades above 1000 the pilots have the option of
changing the minimums on the PERF APPROACH page if this is done before
500 AGL and the captain understands the new minimums are a decision height
(not an electronic alert height AH). The existing visibility must also meet or
exceed the new approach minimums.

If auto callouts are not available the F/O (PM) will need to make the 100 Above
and Minimums callouts.

Autopilot should be disconnected on ground before 60 kts. Remember that the

autopilot will be steering the aircraft through nosewheel steering until
disconnected.

Autobrakes should be used for CAT II/III approaches.

Low visibility taxi systems (SMGCS) will be activated when RVR is below 1200.

Practice autoland approaches may be done on CAT I runways only if (PH

18.6.11) runway is listed as approved for autolands in Airport Advisory pages
and approach is done in CAT I or better weather conditions with CAT I mins.
Note: when doing autoland during CAT I or better weather the ILS hold line is not
being protected and signal may be poor. ATC has a long checklist to run before
CAT II/III is actually flown and this will not be done during CAT I weather.

Max elevation for Auto Land:

A319 9200 MSL
A320 Tails 663-680 6500 MSL
A320 all others 2500 MSL
A321 5750 MSL

Engine-out autoland authorized for CONFIG 3 or FULL (except A320 is CONFIG

FULL only) (PH 1.10.2).
PRM Approaches
Precision Radar Monitoring approaches allow closer than normal spacing
between parallel runways and simultaneous approaches. This allows higher
traffic flow during IFR periods for airports with closely spaced parallel runways.
Since there is obviously reduced margin for error procedures have been put in
place to ensure quick response to any loss of separation. PRM approaches will
be flown either with ILS or LDA facilities. All procedures for ILS and LDA are the
same except an offset LDA will be flown to a MAP followed by a visual segment.

Captain is always the PF for PRM approaches

Review procedure on Jepp chart. Every PRM has both generic and
approach specific information that must be reviewed every approach.

Must use autopilot, flight directors and if available autothrust

Put TCAS in TA/RA, if RA is received during approach follow the RA

Dual VHF frequencies are used for the approach. When handed off to
Tower frequency the pilots will maintain listening watch on both
frequencies. DO NOT EXPECT to be told when to monitor the monitor
only frequency! When assigned Tower frequency dial in the normal tower
frequency and talk and listen as normal on this frequency. On the number
two radio put in the monitor only frequency and select to listen only, not to
transmit on this frequency. This means that you are listening to two
different frequencies while you are talking to tower. If the tower frequency
gets blocked by a stuck mike or whatever you can still hear commands
from the PRM controller.

A breakout is similar to a go-around but must be followed immediately. A

breakout command will begin Traffic Alert followed by instructions. All
breakouts must be hand flown. Breakouts may be used for a climb or a
descent and will normally include an immediate turn.

If an RA is received on TCAS during a PRM follow the RA as normal

(Autopilot off, Flight Directors off). However if during the RA the controller
gives a turn follow the controllers command since the TCAS cannot give
steering commands.
PRM Climb Breakout:
Traffic Alert

Captain (PF) First Officer (PM)

On Breakout climb command from
ATC:

Breakout TOGA
Autopilot off Set and select heading on FCU
Thrust to TOGA Set and select altitude on FCU
Turn to new heading If RA received turn off Flight
Establish climb Directors
Select Thrust Levers back to
Climb when able

PRM Descend Breakout:

Traffic Alert

Captain (PF) First Officer (PM)

On Breakout descend command from
ATC:

Breakout
Autopilot off Set and select heading on FCU
Verify thrust in Climb Detent Set altitude on FCU (dont
Turn to new heading select)
Establish descent (not to exceed If RA received turn off Flight
1000 fpm) Directors
RNAV (LNAV- VNAV) Approaches
All non-precision approaches must be flown with autopilot and flight
director unless no ILS is available and #2 autopilot has failed, then a
manual non-precision approach is permitted.
Non-precision approaches are to use only the #2 autopilot
Only use approach from database
Do not manually build approach

RNAV approaches that are listed as LVAV-VNAV are designed to provide vertical
guidance and will utilize a DA(H).

When cleared for the RNAV approach press the APPR pb on FCU. Do NOT
select the LS pb! LS pb will disable the RNAV indications and flash amber
V/DEV on the PFD.

Enter 0.3 for required accuracy on PROG page (make sure the new value shows
on both sides). This lowers the FMGC tolerance from an enroute value to an
approach value. RNAV approach must have a HIGH nav accuracy showing with
0.3 nm value on the PROG page before beginning the approach to ensure that
the FMGC accurate enough for an RNAV approach. Less than required accuracy
will create a NAV ACCURACY DOWNGRADE message on MCDU. You may also
get a GPS PRIMARY LOST message which indicates that the GPS signal from
an MMR has been lost. If you get either message you must select the autopilot
on the side of the operative FMGC. This will allow you to continue the RNAV
approach. If both FMGCs display an error message or you get an FM/GPS POS
DISAGREE ECAM you must go around.

Ensure HIGH is showing on PROG for nav accuracy. Ensure the hockey stick
(descent arrow symbol) is visible on ND for start of descent. Ensure APP NAV
and FINAL are showing on FMA. Remember High Hockey Finals

Note: vertical guidance from F/D and brick, lateral guidance from F/D and ND.

3-2-1 plan to extend landing gear at 3 miles from FAF, extend flaps 3 at 2 miles
from FAF and extend flaps FULL at 1 mile from FAF. At start of descent ensure
that missed approach altitude is set. Ensure FINAL is now showing on FMA.
When visual on runway is acquired turn off autopilot (at least by MDA). The
autopilot will automatically disconnect at DA minus 40 ft. if not off sooner.

Note: PM makes 100 above and minimums calls. All other auto callouts
available. When the autocallout makes the 500 ft. call the PM should not make
the normal Ref + and sink calls as it is commonly very close to the minimums call
and can be too confusing.
RNAV LNAV Approaches
This non-precision approach is flown using RNAV procedures. In both cases the
brick will be available for vertical guidance. Remember that these approaches
were originally designed by the FAA as drop and drag or dive and drive
utilizing an MDA (minimum descent altitude). RNAV approaches that are listed
as LNAV only utilize an MDA but will still generate vertical guidance. The Airbus
is using its technology to create an artificial glideslope that allows this normally
unstabilized approach to be stabilized. The 50 pad is added to allow descent to
the MDA and then to recognize that the runway is not in sight and begin go-
around procedure without busting the hard MDA limit. The new decision altitude
is called the DDA for Derived Decision Altitude as it is derived from the original
MDA. In actual use the procedure is exactly like the full RNAV LNAV-VNAV
approach and the presentation is exactly the same as well.

RNAV LVAV approaches will be flown just like RNAV LNAV-VNAV approaches
except with the following changes:

RNAV LNAV must add 50 to the MDA

Note: do not add the 50 when noted on the approach. The verbiage will be
similar to the following:

Only authorized operators may use VNAV DA(H) in lieu of MDA(H)

Another way to say this is that the RNAV LNAV approach is flown exactly like the
RNAV LNAV/VNAV approach except when the additional verbiage is not added.
VOR approaches
VOR Approaches are also flown in a manner similar to the RNAV LNAV
approaches. Just as the RNAV LNAV approach the VOR approach is flown to an
MDA but is using an artificial glideslope to create a stabilized approach. For
VOR approaches use the RNAV LNAV-VNAV procedures except:

NAV must be utilized for approach VIAs (do not select APPR until cleared
for approach and intercepting the intermediate segment)

A coded VNAV flight path angle (FPA) in the FMGC is required for the
final approach segment.

Raw data must be monitored by the PM. Must remain within 5 of course.

Do not change RNP on the PROG page

NAV accuracy downgrade does not require a missed approach

Add 50 to the MDA(H) to create DDA (Derived Decision Altitude)

Note: do not add the 50 when noted on the approach. The verbiage will be
similar to the following:

Only authorized operators may use VNAV DA(H) in lieu of MDA(H)

Raw data will be monitored by manually tuning the PMs RADNAV page to the
VOR. Select VOR identifier on PMs side.

Position PM VOR selector to VOR.

Both pilots should continue to use the PFs NAV display to monitor approach
progress and improve situational awareness. Maintain within + or - 5 needle
deflection.
LDA Approaches
LDA approaches use same procedures as ILS approaches, LDA must have glide
slope, LDA in database as LOC. KDCA Roselyn LDA is NOT authorized.

ASR Approaches
Ask for approach minimums (RVR or vis.) for category C (A321 D) aircraft and
missed approach procedure. Controller will give you MDA and Descent Point
(final approach fix) and one mile prior to DP. Ask for other fixes to plan for
configuration (i.e. 3, 2, 1 miles from DP). Use dial ahead on altitude. For
example, when at initial altitude set MDA before reaching DP. When at MDA, set
to missed approach altitude. Note: do not set new altitude until altitude is fully
captured (ALT* is gone from FMA) to avoid a reversion to vertical speed. Round
MDA up to next highest hundred (example: MDA is 740, set 800). Max 1000 fpm
descent below 1,000 AFE. Use V/S (vertical speed) only, do not use Open
Descent. Turn off both Autopilot and Flight Director to descend below MDA.

This is what I call a drop and drag or dive and drive approach. You will
configure and fly to the FAF, then drop down to the MDA and drag the MDA
until you either descend to land or go-around. No extra points for getting to the
MDA too close to the runway to land so get down promptly once you reach the
FAF.

Since US Airways no longer issues ASR approach plates and the ASR is not in
the FMGC database you may want to load a similar approach to the same
runway and use an approach to the same runway or airport to help in situational
awareness and to brief common items such as MSA.

Engine-Out Approaches
All single-engine approaches follow the same procedures as normal two engine
approaches except that Flaps 3 will be used (exception: A320 must use Flaps
FULL for autoland engine out approach). The aircraft is certified for autolanding
with single engine operation down to CAT IIIA single which will allow autoland
approaches down to a DH of 50.

Airbus Gotcha: If an engine-out condition is detected by the FMGC the

appropriate performance page will be brought up on the MCDU with an amber
EO CLR* on LSK 1R (PH 17.6.39 & 18.3.7). This is asking if you wish to force
the FMGC back to normal two engine data. If you press the EO CLR you will
clear out the engine-out condition and the FMGC will revert back to the normal
two engine data. Of course if you get a spurious EO CLR* during normal
operations then you would want to clear the engine-out performance from the
FMGC, which is why the prompt is there. The point here is during engine-out
operations do not press the amber EO CLR* LSK!
Visual Approaches
Airbus Gotcha: Both Flight Directors should be turned off when cleared for
visual approach and hand flying. This will ensure SPEED is showing for Thrust
on the FMA and will help avoid unwanted thrust excursions. Once established
on the final if you have instrument guidance (either ILS or RNAV) you may turn
the F/Ds back on and select APPR if you will follow the Flight Director.

Open descent prohibited below 1000 AGL on a visual approach (U) (PH 2.13.1)

When using speed select (manual speed selection blue bug) I suggest the
following speed ranges for a given flap setting. Note that this is based on my
observation of managed speed, not on a written profile, and is simply my
suggestion of comfortable speed ranges for a given flap setting. Of course you
are able to select from VMAX down to VLS whenever needed but the following are
suggested as flexible and comfortable speeds to use in line operations. As well,
by using these ranges you have a visual reference in front of you at all times:

Flaps 0 down to green dot (suggest about 210)

Flaps 1 below VFE NEXT down to S speed (green S) (suggest 190)
Flaps 2 below VFE NEXT down to F speed (green F) (suggest 170)
Flaps 3 below VFE NEXT down to F speed (green F) (suggest 160)
Flaps Full or 3 Managed Speed before 1000

Note: recall that VFE NEXT is the amber equals sign on airspeed scale

Note: A321 may need slightly higher suggested speeds at heavy weights.

The alternate ILS technique (PH 18.6.6) works well for conservative Visual
approaches as well (assuming on glideslope) and is similar to RNAV technique.
If you plan on using this technique the FAA wants you to state alternate ILS
technique in your approach briefing. (in parentheses is full ILS equivalent):

Plan and configure to arrive prior to 3 nm from FAF with Flaps 2

3 nm from FAF gear down (Dot and a half G/S)
2 nm from FAF flaps 3 (Half dot G/S)
1 nm from FAF flaps FULL (G/S intercept)
Go Around
Set thrust levers to TOGA, this will activate go around mode and (if turned off)
will turn on Flight Director. Go around flaps are to select one step up from the
approach flap setting (i.e. if flaps Full, then select flaps 3, if flaps 3 then select
flaps 2). During acceleration when at F speed go to flaps 1 whether you are at
flaps 2 or 3.

Single engine go around follows same procedure. At acceleration altitude begin

engine out clean up procedure.

Once TOGA is used please note that autothrust is now manually set and WILL
NOT reduce until brought back to the Climb detent by the pilot (as during a
normal takeoff). This means that the autothrust will not reduce on level out while
in TOGA detent. If you are rapidly approaching a low altitude in TOGA you must
bring the thrust levers back to the Climb detent. When in TOGA the aircraft will
continue to accelerate when level until it hits the Vmax limit and Normal law
takes over. The long and short here, if you TOGA on go around be ready to
reduce thrust faster than normal if leveling at a low altitude. If LVR CLB flashes
in the FMA reduce to Climb Power (CL) detent.

Go Around Callouts
PF PM
Go Around (Thrust Levers to TOGA)
TOGA TOGA Set
Go Around Flaps Flaps___ set flaps one step up and
state new setting, Flaps 3 (or 2)
Positive Rate
Gear Up
Gear Up (position gear lever up,
disarm spoilers)
Advise ATC of missed approach or go
around.
Autopilot 1 (or 2) Select requested autopilot
At or above 400 ft. Select requested heading or engage
Heading ___ or NAV NAV as requested
When LVR CLB flashes on FMA
Climb Climb Set
At F speed
Flaps 1 Flaps 1 select Flaps 1
At S speed
Flaps Up, After Takeoff Checklist Flaps Up select Flaps 0, disarm
spoilers and accomplish After Takeoff
Checklist
Landing

Note: these are my personal tips and not necessarily procedures.

Bring thrust levers back to idle at about 30 in normal conditions. Flaps 3 will not
slow as quickly and you may wish to reduce to idle closer to 50 more often here.
The aircraft has plenty of airspeed and energy with managed speed being flown
and you will not need to delay thrust reduction to ensure proper flare in normal
conditions. In gusty condition you may want to carry thrust longer. Dont let nose
drop when normal nose down pitch is added at 50 in flare mode. I was used to
flying smaller (and shorter geared!) jets and found it helpful to move my aim
point on the runway from the 1000 marker to halfway between the 1000 and
1500. Try to have the flare started by the 10 call. Do not carry thrust to the flare
as the autothrust will begin to command climb thrust as speed deteriorates if you
do not bring back idle. This will cause a thrust bump that will have you floating
down the runway with excess energy.

On touch down use positive nose down to lower the nose. Be careful not to let
the nose ride up when reverse is selected. Select Full Reverse as you lower
nose. As the aircraft slows through 80 knots slowly push the thrust levers back
toward idle reverse so as to be at or near idle reverse at 60 knots. Be sure you
push the thrust lever all the way back through the detent into forward idle. Then
retard the lever again against the stop to ensure minimum forward thrust in idle.

Flaps 3 landings will tend to float more than Flaps Full. Be very careful when
using Flaps 3 on shorter runways that you ensure touch down in a timely
manner. Aircraft seems to level out in flare with Flaps 3 more quickly than with
Flaps Full. Use a more subtle flare with Flaps 3 than with Flaps Full.

Crosswind Landings Despite rumors, the Airbus uses conventional crosswind

landing technique. Two points however; first, as the Airbus uses roll rate
for the ailerons the pilot cannot HOLD the sidestick in the crossed
control position. The sidestick must be released once the bank angle is
established. Think of bumping in the needed bank. It is more intuitive
than it sounds! Second, the sidestick is as sensitive in the flare as in
cruise. Care must be taken to use measured inputs to the sidestick. The
PH recommends aligning the aircraft with the runway centerline during
the flare with the rudder. I normally use about 50 ft. to start aligning the
nose. Maintain the aircraft on the centerline with roll control. Release all
roll input when the aircraft is on the ground. Autobrakes are required for
crosswind component of 10 kts. or more. Recommend autobrakes for
short, wet, cross, cat - Short runway, wet or contaminated, crosswind
and CAT II/III

A persistent myth is that the Airbus will blend back to direct law during the flare
mode. This is not true. The aircraft remains in normal law but normal law has a
flare mode that adds a pitch down at 50. Why do they add this pitch down? It is
actually due to the autotrimming in normal law. If you didnt have a pitch down to
hold against then when you began your flare the autotrim would just trim off your
flare. Then you would balloon and pitch over, it would retrim and you would start
all over again. So the pitch over is to give you an artificial back pressure to feel
during the flare but it is not a blend back to direct. You will go to direct once you
are on the ground.

Another common problem is that some folks will reduce the power very slowly.
However, remember that autothrust is active until the thrust levers are all the way
to idle (assuming autothrust is already active). So once you bring the thrust
levers out of the Climb detent you arent actually reducing thrust until the levers
get all the way back to where autothrust has them commanded. You will only be
limiting the amount of thrust that can be commanded. If you bring the levers back
slowly you are only reducing the maximum amount that can be commanded but
not actually reducing the thrust until you get them very far back. If you wait too
long you get the thrust bump we just talked about as autothrust is still trying to
maintain the speed.

In gusty conditions dont be afraid to use the full throw of the sidestick! In normal
smooth air the stick can be very sensitive to slight pressures and is easy to
overcontrol. However, in gusty conditions you may need to use full throw of the
sidestick. There is actually some lag time from when you command full left or
right roll and when the controls actually get there. If you dont believe me watch
the next time you do the flight control check. Quickly position the sidestick to full
left or right and watch how long before the position indicators take to get there!
Even if the lag is just in the indicators I have had the Airbus be slower than I
wanted when commanding full aileron so the point here is if you think you need
full roll authority go ahead and put it in. You can always take it back out if you
dont need all of it.

Windshear (PH 2i.3, QRH OD-17, FOM 7.6.3)

Takeoff use TOGA, use longest suitable runway, use minimum allowable flap
setting, consider increasing rotation speed if possible
Landing Use Flaps 3, consider increasing approach speed

During a windshear encounter (reactive warning: Windshear, Windshear,

Windshear!) the PF should call: Windshear, TOGA, apply TOGA thrust, roll
wings level.
The PM should call altitude from radio altimeter and climb/descent trend:
300 descending, 200 descending, 400 climbing. Follow Flight Director.
Dont change gear/flap configuration until safe (ensure Speedbrake stowed).

Reactive windshear warning is available from ground to 1300 ft. AGL. on takeoff
and 1300 ft. AGL to 50 ft. AGL on landing.

For a Predictive Windshear warning reject takeoff or go around on landing for

Caution (amber and aural Monitor Radar Display) or Warning (red and aural
Windshear Ahead). Do not reject takeoff/go around for Predictive Advisory.
Basically, only reject takeoff or landing for an aural alert as the Advisory has no
aural, use TOGA to continue for Advisory alert takeoff. On landing if Predictive
Windshear warning or caution given execute a normal go-around (you may
reconfigure flaps and gear).

Predictive Windshear protection is only available below 1500 ft. AGL to 50 ft

AGL and up to 5 miles . On the ground it is available on takeoff until 100 kts.

Caution: Predictive Windshear is radar based and can only function with
precipitation, it will not work in dry conditions. The severity of the warning
(Advisory, Caution, Warning) is based on nearness of windshear, not strength of
windshear.

EGPWS (PH 2i.4)

TOGA thrust
Autopilot off
Roll wings level
Sidestick FULL AFT until at safe altitude
The PM should call altitude from radio altimeter and climb/descent trend:
300 descending, 200 descending, 400 climbing.
PM call out safe altitude MSA is 6,500 ft.
Dont change gear/flap configuration until safe (ensure Speedbrake stowed).

TCAS RA Maneuver (PH 2i.5)

If a traffic resolution is given (CLIMB, DESCEND, MAINTAIN VERTICAL SPEED
MAINTAIN, ADJUST VERTICAL SPEED ADJUST):

Autopilot OFF
Both Flight Directors OFF Flight Directors OFF

Adjust vertical speed as required to remain in green area of vertical speed scale
(stay outside of red). Avoid excessive maneuvers, if needed use full speed range
from Vmax to max. Go Around must be performed if RA CLIMB or INCREASE
CLIMB is given on final approach. After clear of conflict autopilot and flight
directors may be put back on.

Low Energy Warning (PH 2i.12)

If during approach conditions additional thrust is needed to recover a positive
flight path you will get a synthetic voice: SPEED, SPEED, SPEED
Increase thrust until warning stops. Selecting MCT on thrust levers will work well.
A to Z - Abbreviations & Acronyms
These are just my short list of favorites and there are many others but for the
most part these should get you by.

The really short list of Airbus acronyms and abbreviations (complete list found in
back of PH):

Stands for ALPHA as in PROT. Refers to Angle of Attack.

ACM Air Cycle Machine

ACP Audio Control Panel, allows pilot to select which radios or interphones to
listen to.

ADIRS - Air Data Inertial Reference System, now replaced by GNADIRS

ADIRU - Air Data Inertial Reference Unit

AMU - Audio Management Unit

ASAP as in LAND ASAP, As Soon As Possible (this really is listed, I'm not
making this up)

A/SKID - Anti-skid

BSCU - Brakes Steering Control Unit (computer)

BTC - Bus Tie Contactor

CFDS - Centralized Fault Display System

CRC Continuous Repetitive Chime, used to be called the fire bell.

DDA Derived Decision Altitude, during RNAV approaches and VOR

approaches the pilot will add 50 to the original MDA to create a new DDA unless
a note specifying use of VNAV DA(H) is present. This adds a pad to allow room
to go-around from the now stabilized descent instead of the level-off of the MDA.

DDRMI Digital Distance and Radio Magnetic Indicator (RMI with DME)

DMC - Display Management Computer

DU - Display Unit (CRT, or "TV screen")

ECAM - Electronic Centralized Aircraft Monitoring

EIU - Engine Interface Unit

ELAC - Elevator Aileron Computer

EO - Engine Out

E/WD - Engine/Warning Display, upper display for aircraft systems.

FAC - Flight Augmentation Computer

FOM Flight Ops Manual

FCU - Flight Control Unit (autoflight panel)

FMGC - Flight Management Guidance Envelope Computer, what actually

performs the computations when you type into the MCDU.

FMGS - Flight Management Guidance Envelope System

F-Plan - Flight Plan

FPA - Flight Path Angle

FWC - Flight Warning Computer

FWS - Flight Warning System

GCU - Generator Control Unit

GLC - Generator Line Contactor

GNADIRS Global Navigation Air Data Inertial Reference System, GPS, Air
Data information and Inertial attitude/guidance all in one.

Green Dot Best L/D (lift over drag) speed, normally used as the target speed at
end of takeoff or for single engine climb out. Technically called VFTO (Final
Takeoff Speed). On the Airbus a green dot on the airspeed scale.

IDG Integrated Drive Generator (the old CSD and generator all in one unit)

INIT - Initialization

JFA Just Flying Along, used a lot in ground school as in: there you are just
flying along when the demodulator quits causing the blah blah ECAM blah blah
amber FAULT blah blah second channel blah blah and thats all there is to it.

L/G - Landing Gear

LGCIU - Landing Gear Control Interface Unit (I think this one is extra credit, we
just called it the linguini)

LSK - Line Select Key (keys used on MCDU screen)

MCDU - Multipurpose Control and Display Unit (this is the actual box used to
enter data into the FMGC, you getting all this?)

MEA- Minimum Enroute Altitude, provides terrain clearance on airway and

normally assures nav signal coverage.

MOCA Minimum Obstacle Clearance Altitude, provides terrain clearance on

airway, not signal coverage. Denoted by letter T after altitude.

MORA Minimum Off Route Altitude, provides obstacle clearance within 10 nm

of airway centerline. Denoted by letter a after altitude.

MMR Multi Mode Receiver, the GPS receiver for the GNADIRS, two are
installed

MSA Minimum Safe Altitude, on an approach chart the lowest you can safely
descend if not on a charted route. Normally based on 25 nm from depicted
naviad, can be expanded to 30 if shown. MSAs provide 1000 ft. of obstacle
clearance but do not ensure signal coverage. May be divided into sectors not
less than 90 each.

ND - Navigation Display (has all those nice little pictures on it to let you know
where you are)

N/W Nose Wheel

pb pushbutton

PF Pilot Flying, the person actually handling the control or autopilot input. Also
the person to blame for the bad landing.

PFD - Primary Flight Display, the display you will look at the most, has airspeed,
altitude, attitude, heading and more. Remember, Blue Up, Brown Down!

PH Pilots Handbook

PM Pilot Monitoring, the non-flying pilot, used to be called PNF (Pilot Not
Flying). A politically correct way to say this guy is just a professional critic, dont
blame him for the landing.

PTU Power Transfer Unit, pump that is able to transfer power (but not fluid)
between the green and yellow hydraulic systems
QRH Quick Reference Handbook

RAT - Ram Air Turbine, an air driven backup pump for blue hydraulic

RMP - Radio Management Panel, allows pilot to select which radio to tune or
transmit on.

SD - System Display, lower display for aircraft systems.

SDAC - System Data Acquisition Concentrator

SEC - Spoiler Elevator Computer

SFCC - Slat/Flap Control Computer

SRS - Speed Reference System

THS - Trimmable Horizontal Stabilizer

TLA - Thrust Lever Angle, the TLA indicator is a white donut on the N1 gauge.

TOGA Takeoff Go Around. Highest selectable thrust level. Selected by putting

thrust levers in TOGA detent. Also a mode for the Flight Director.

TRU - Transformer Rectifier Unit, also known as TR, transformer rectifier

UTC - Universal Coordinated Time (a politically correct way to say Zulu or GMT)

VFTO Final Takeoff Speed, normally called Green Dot, best lift / drag

WHC Window Heat Computer

WTB Wing Tip Brake

XFR - Transfer

ZFCG - Zero Fuel Center of Gravity

ZFW Zero Fuel Weight

Z time Zulu Time or UTC. The old Greenwich Mean Time said another way.

Bonus what persons names are on the Airbus instrument panels?

Answer Max, Norm, Rose, Agent 1 & Agent 2, Rat Man

Extra Bonus How do Airbus pilots celebrate their first line trip? Answer they
have a TOGA party. I know, bad one
FOM Stuff
Minimum F/A staffing (FOM 1.4.7)

Standard FAA Minimum for flight Through flights

Complement (including boarding / at gate with
deplaning) passengers
onboard
A319 3 3 1
A320 3 3 1
A321 4 4 2

On certain flights the company may add additional F/As for service or language
requirement above these minimums. Any additional extra F/As will be noted as
XFA on the W&B.

Fuel (FOM 5.3.13)

Variance: 1% or + / 500 lbs. whichever is greater

Fuel Vendor Fuel Slip Tolerance (FOM 5.3.15):

Gallons: 150 Liters: 600

Note: Fuel slip may not be passed through sliding cockpit window (FOM 5.3.17)

Captain may increase GATE RELEASE fuel as needed. Relay new fuel amount
to dispatcher. Dispatch will check new fuel amount for load problems then
contact departure station. If fuel decrease is needed then dispatch must agree.

Note: Do not takeoff with less than T.O. MIN Fuel

When refueling with passengers on board a flight attendant must be stationed at

main door and jetway or stairs must be attached to aircraft. (FOM 5.3.14)

Loading Last Minute Baggage (FOM 9.5)

Right engine must be shut down. Load forward compartment only.

Taxiing

The captain is NOT required to stop only because a passenger leaves seat
during taxi. Use judgment to determine if stopping will create a greater possible
hazard. When able stop and re-seat passenger.

The captain may decide when visibility is sufficient. During low visibility
operations only run checklists when aircraft stopped or on straight taxiway with
no complex intersections. If low visibility use SMGCS if published for below
RVR 1200. The lowest reporting RVR on the airport is the controlling RVR for
taxi out. (FOM 5.5.6)

Definition of Dispatch (FOM 5.4.3, glossary)

Aircraft pushed back, taxied or towed from blocks for purposes of flight.
See table in FOM for dealing with MX discrepancies after dispatch.

Operations will cease when: (FOM 10.3.2)

Dry snow exceeds 2 inches

Wet snow/slush/standing water exceeds inch
(note: operations may continue with up to inch with dispatch concurrence)

Nil Braking action: (FOM 10.3.3)

Do not operate on any part of airport that has NIL braking action report unless by
Non-USAirways pilot. Then only with concurrence of dispatcher and:

Greater than 8,000 ft. runway

Crosswind not over 5 kts.
Captain not on high mins.

Runways less than 5,000 ft. (FOM 2.3.2)

Operations on runways less than 5,000 ft. long are allowed only with captain and
dispatch concurrence and:

No runway contamination
No tailwind
Wind conditions make this the most desired operation

Standard Takeoff Minimums (FOM 10.5.3)

1 statute mile or RVR 5000

Note: If published Takeoff minimums are higher than standard you must use the
higher published minimums.

Lower Than Standard Takeoff Minimums (QRH table pg. OD-1)

This information is available on Jepp charts (back of airport taxi chart, usually
10-9) for airport and in QRH OPS DATA. You must use the higher of the two for
given situation. For example, Jepp lists mile for KLAS but Ops Specs show
500 RVR, you are limited to mile. Also, note required lighting and runway
markings for specified RVR. Currently down to as low as 500 RVR
Note: Captain must make takeoff if less than 1600 RVR or mi. visibility (due to
lack of reference if reject and change of control from Capt. to F/O) (FOM 5.7.1)
Takeoff Alternate (FOM 10.5.7, QRH OPS DATA)

Declare a takeoff alternate anytime weather conditions at the departure airport

are below CAT I landing minimum. Airbus is allowed exception down to CAT IIIA
minimums if available and useable at departure airport. Takeoff alternate must
be within 1 hr. from departure airport with one-engine inoperative. For planning
purposes use:

Type Ave. Distance Fuel Flow Assumed

Aircraft KIAS NM lbs./hr. Altitude
A319 320 373 6,900 11,000
A320 320 368 6,900 10,000
A321 320 373 8,200 11,000

Overwater Operations (FOM 1.4.3)

Overwater operations in non-EOW (Extended Overwater) aircraft are allowed up

to 162 nm offshore south of 35o North latitude and 100 nm offshore north of 35 o
North latitude. This can be seen on the North Atlantic planning chart. Flight
Attendants should be notified to brief pax for overwater. All US Airways aircraft
are equipped with life vests. Dispatch is responsible to file the appropriate route.
The captain is responsible to remain within 162/100 nm. However, deviations are
allowed due to weather or emergencies.

Headsets / Boom Mikes (FOM 4.10.13, 4.10.14)

Headsets and Boom Mikes must be worn below 18,000 ft.

Oxygen (FOM 1.7.11)

When one pilot leaves their station the remaining pilot must wear an oxygen
mask when above FL250. Both pilots must wear oxygen anytime cabin altitude
exceeds 10,000.

Max Holding Speeds and Leg Timing (FOM 2.4.3)

Through 6000 ft. 200 KIAS, 1 min.

Above 6,000 through 14,000 ft. 230 KIAS (210 KIAS where published), 1 min.
Above 14,000 ft. 265 KIAS, 1 min. and 30 secs.

Standard pattern right hand turns

Non-Standard pattern left hand turns
Minimum Safe Altitudes (FOM 1.7.7)

In terminal area: MSA, within 25 nm of defined navaid: On approach chart

Enroute: MEA, Airway centerline, number on airway: 10,000

Enroute: MOCA, 4 nm of airway centerline, number with T: 4,000T

Off Route: Route MORA, 10 nm of airway centerline, number with a: 3200a

Off Route: Grid MORA, within defined grid sector, number near center of grid

Destination Weather (FOM 10.5.5)

Destination weather must be at or above the lowest authorized landing minima,

compatible with aircraft type, at ETA.

Weather Below Minimums

You may not begin an approach (pass the FAF or begin final approach segment
on approach without FAF) with out reported visibility (RVR) at or above the
minimum visibility for that approach. If you are already on the final approach
segment and visibility is reported less than required for that approach, you may
continue the approach but you may not go below landing minimums unless the
visibility is reported at or above the required minimum visibility.
Alternates (FOM 7.5.4)

Alternate weather minima (AWM) apply for both destination and takeoff
alternates. Minima is based on straight in precision or non-precision
approaches. For airports with at least two appropriate approaches the
approaches must be to separate, suitable runways (can be opposite ends of
same physical runway).

Note: IFR alternate weather minima are restrictive for dispatch (filing) purposes.
Once committed to an alternate airport, standard approach minima apply.

Facility Ceiling Visibility

1 nav aid CAT I HAT CAT I visibility min. + 1 sm

+ 400 ft.
2 or more nav aids CAT I HAT of highest of CAT I vis. mins. to highest
the two approaches +200 app. mins. + 1/2 sm
ft.
CAT II or III with 2 or more CAT II 300 ft HAT CAT II RVR 4000 or sm
nav aids CAT III 200 ft HAT CAT III RVR 1800 or sm

Domestic alternate is required unless weather for destination at ETA + 1hr. is at

least:

Ceiling: 2000 ft. above airport elevation

Visibility: 3 sm.

Alternate weather must meet or exceed AWM for the planned approach at the
ETA. A second alternate will be filed if weather at both the destination and first
alternate is marginal.

Exemption 3585 (FOM 7.5.5)

Exemption 8684 (FOM 10.2)

Takeoff Alternate is required anytime weather at departure airport is below CAT I

minimums except Airbus when CAT II/III is available, then Takeoff Alternate not
required until weather minimums below CATIIIA.

Authorized Instrument Approaches (FOM 5.10.4)

ILS, ILS/DME, ILS/PRM, LDA w/ glideslope, LDA DME w/ glideslope, LDA PRM
DME w/ glideslope, ASR/SRA, RNAV, VOR (with VNAV), VOR/DME (with VNAV)
Approach Minima (QRH OPS DATA)

CAT I, decision altitude (DA), uses barometric altimeter

CAT II, decision height (DH), uses radar altimeter or inner marker as published
CAT IIIA (Single, Fail-Passive), decision height (DH), uses radar altimeter
CAT IIIA (Dual, Fail-Operational), alert height (AH), uses radar altimeter
CAT IIIB (Dual, Fail-Operational), alert height (AH), uses radar altimeter
Approach/ TDZ MID RO
Min. Alt. Req. Vis.
Circling/ 3 sm visibility, min. ceiling 1000
Pub. MDA 1000 HAA or MDA whichever is higher
ASR RC A A
Pub. MDA 2400 May sub if TDZ is
inop
CAT I RC A A
RNAV / 2400 May sub if TDZ is
Pub. DA inop
CAT I ILS/ RC A A
Pub. DA 1800 May sub if TDZ is
inop
CAT II / RC A A
Nominal 100 DH 1600
(as published)
CAT II / RC A RA
Nominal 100 DH 1200 May sub if RO is
(as published) inop
Canadian RC RC
CAT II / 1200 700
100 DH
CAT IIIA / RC RC RA
50 DH (single) 700 700
100 AH (dual)
CAT IIIB / RC RC RA
100 AH (dual) 600 600
CAT IIIB / RC RC RC
100 AH (dual) 300 300 300
Note:1 RVR may be temp. inop. (Not NOTAMed)
Canadian CAT III RC RC RA
50 DH (single) 600 600
100 AH (dual)
C = controlling, R = required, A = advisory

Use CAT C for straight in approaches (A321 CAT D), CAT C for circling unless
app. speed is greater than 140 KIAS, then use CAT D (FOM 5.10.3)
Amended Release (FOM 5.3.9)

A release must be amended or re-released when:

6 hrs. passes from ETD without aircraft proceeding under its own power
(International only).

a change is made in:

T.O. Min fuel, Decrease in Gate Release fuel, Destination (requires re-
release), Alternate, New aircraft, MEL/CDL, Remarks

Flight takes off and returns to airport of departure (except when part of
original release)

A re-release is an amended release which changes the destination airport. This

is a planned change in a release and is co-ordinated with dispatch. A re-release
point will be designated and no earlier than two hours prior to the re-release
point and no later than the re-release point the dispatcher will send a message
containing:

Re-release point
Re-release destination
Re-release alternate
Min re-release fuel at re-release point
Weather and field conditions if any changes from original
Position Reports (FOM 1.6.4, 1.6.5)

Company

Over 10 minute change in ETA (not including taxi time)

Change in altitude or routing that may significantly affect arrival fuel
Weather conditions that may affect safety of flight including moderate or
severe icing or turbulence and winds aloft that vary greatly from planned.

FAA

At any time:

Leaving previous altitude or flight level for newly assigned altitude or flight
level.
Unable to climb or descend at 500 fpm or greater
Missed Approach
Change in true airspeed of 5% or 10 kts. from flight plan value.
Time and altitude upon reaching holding fix or last cleared fix.
Leaving an assigned fix.
Loss of navigational or communications ability
Any information regarding safety of flight

When not in radar contact:

Leaving final approach fix or outer marker when on final approach.

Change in ETA of more than 3 minutes.
F/A Emergency Notification TEST Questions (FOM 4.3.5) Signals (FOM
1.6.12)

T how much Time

E type of Emergency
S brace Signal
T Take special instructions

Emergency 6 bells
Brace Signal Prearranged signal, usually given at about 500 ft.

Least Risk Bomb Location (FOM 7.26.4): LRBL is center of RH aft cabin door

Medical Diversions (FOM 7.6.1, pink MedLink insert in route manual): Captain
must contact MedLink prior to diverting. Pilot can use phone patch to (602)
239-3627. Please note this service is available during layovers for
crewmembers as needed at (602) 747-9622.

ATC Clearance (FOM 5.1.2)

Request clearance no earlier than 20 mins. prior to departure time. Departure

clearance is good for 2 hrs. past scheduled departure time. Call Clearance
Control to extend valid clearance time if necessary.

If ATC changes the routing from what is filed the changed routing is shown as:

*****REVISED SEGMENT*****
on the PDC printout. The revised segment is what should be programmed into
the FMGC.
Takeoff Performance System (PH 5.5, 5.6, 5.7)

The TPS departure plan is highly recommended but NOT required for departure.
The TPS contains airport performance data and will help the crew in determining
what power and flap configurations will be needed for departure. As long as a
valid W&B message for the correct runway is received the TPS is not needed.
If the W&B is sent with proper weights but not the correct needed runway the
pilot may use the TPS data for the needed runway assuming that the actual
W&B takeoff weight is at or less than the TPS data. PTOW stands for Planned
Takeoff Weight and ATOW for Assumed Takeoff Weight (2000 lbs. difference).
Use TPS quick reference guide on PH 4.6 to determine if new W&B is needed.

The PTOW is the planned takeoff weight. The ATOW weight is the assumed
takeoff weight and will be valid for any numbers with assumed temps. The ATOW
will be 2000 lbs. heavier than the PTOW so if there is an ATOW it has a 2000
lbs. margin from the planned weight built in. The TPS is valid if aircraft weight is
at or below given weight for power setting, the pressure setting is within minus
0.1 or higher (higher is more conservative) of given and the temperature is at
or below the given for TOGA or at or below the assumed temp for FLEX.

If pilot wishes to use a TOGA setting instead of the given FLEX you may just set
TOGA and use given numbers otherwise.

If upper Thrust / V speed section weight is not valid lower Airport Analysis
section may be used if Weight and Balance data does not include needed
runway. Find needed runway and configuration that is at or below Weight and
Balance weight. Use TOGA thrust. Get V speeds from PH chapter 5a, b or c.
High Min Capt. (FOM 11.2.8)

Note: Notify dispatcher of High Mins. status if High Mins. will affect operations.

During first 100 hrs. as PIC (does not include IOE time) Capt. is on High Mins

High Mins. CAT I limits:

use table on FOM 11.2.8 to determine status

High Mins. CAT II/III limits:

No CAT III
For CAT II - Use table on FOM 11.2.8 to determine status

Low Time F/O (FOM 11.2.7)

Note: Notify Captain at beginning of trip. Low time F/O may fly a monitored
CAT II/III approach. CATCREW will show LOW TIME status

During F/Os first 100 hrs. Captain must make the takeoff or landing if:

Contaminated runway
RVR less than 4000 or mile vis or less
Braking action less than GOOD
Crosswind exceeds 15 knots
Special Qualification Airport
Windshear
Always at Captains Discretion

Note: Captain must always make takeoff if less than 1600 RVR or mi. visibility
(PH 2d.2.1)

Pairing Limitations and Consolidation of Learning (FOM 11.2.5 & FOM 11.2.6)

US Airways will not pair two pilots together who individually have less than 75
hrs. in type and position. Pilot must accumulate 100 hrs. in type and position
(including IOE) within 120 days of Type Rating or Proficiency Check. May be
extended to 150 with Line Check.
Logbook Stuff
Ensure that yellow page has been removed for any item signed off by mechanic.
White page stays in logbook.

Full power takeoffs must be logged every 30 days or 150 takeoffs. The pilot will
be notified in the release paperwork if a maximum thrust takeoff is required by
the phrase MAX THRUST DEMO REQUIRED on the TPS departure plan. The
result (successful, unsuccessful or not attempted) must be noted in the logbook
(FOM 2.3.1).

Pilot MUST make logbook entry for MEL items if FR is noted for Follow up
Required. (PH 11.5.5) If M notation then Maintenance will complete required
actions and if O notation flight crew will complete required Operational items.

MEL number translation: Example - MEL # 1433C24

First number 14, Date MEL applied

Second number 33, the number MEL for the day
C, the category of the MEL
24, the date the MEL must be repaired by, by midnight of that day

CAT II/III Recertification see FOM 11.7

ADIRS accuracy (PH 3.16) this check is done by Captain on every Parking
Checklist, to be done within two minutes of aircraft stop. Use chart on PH 3.16 to
determine acceptable limits. OK if 5 miles and 15 knots or less in all cases. Use
Data Key, Position Monitor to determine NAV accuracy. If ground speed on NDs
& IRU 3 TK/GS exceeds 15 knots, enter logbook entry for maintenance to track
and verify, if exceeds 21 knots enter logbook entry for IRU removal.

Hot Brakes (PH3.15) Maintenance action is required if there is:

150 C difference in brake temps on the same strut and one brake 600 or
greater or 60 or less
a mean 200 C difference between different trucks
fuse plug melted
brake temp exceeds 900 C (800 - A321)

Any higher inspection will take the place of a Daily check.

see FOM 11. 3 for full list of logbook requirements

Line Fixes

NOTE: on ground Flight Crew can reset any computer EXCEPT (PH 3b.2.1):

ECU (engine control unit), EIU (engine interface unit) while engine running.
BSCU (Brake Steering Control Unit) while taxiing, set parking brake first

To reset CB in air check chart listed in PH 3b.2.1

Airbus Gotcha: Never pull the following CBs in air:
SFCC (Slat/Flap Control Computer)
ECU and/or EIU

Reset MCDU / FMGC

Captains on overhead panel MCDU CB# B1, FMGC CB# B2
F/Os behind F/O MCDU CB# N20, FMGC CB# M17

Reverser unlocked message on engine start

1. Engine Master OFF
2. Reset Engine Mode selector to NORM for 10 secs., then IGN/START
If this doesnt work then:
3. Turn on ENG FADEC GRND PWR on overhead maintenance panel, then off

GPS Primary Lost showing on both NDs after IRUs align

If the GPS signal is not available after the IRUs align a possible fix is:
1. Data Key
2. Position Monitor
3. SEL NAVAIDS
4. DESELECT *GPS showing (if SELECT *GPS is showing press LSK to
change it) this line shows what WILL BE selected.

Printer spewing maintenance codes after shutdown

MCDU Menu
AIDS
Programming
Password SFIM *ENTER PASSWORD
Programming Menus
Report Inhibit
Print NO (green)

Note: when changing printer paper roll make sure that the printer latch is
completely secured or printer will not function. Press SLEW to check.

Reset CIDS Reset CBs: G1, M5 and Q14 for more than 10 secs. Then wait at
least 3 mins. after reset.
No Water Pressure
If water has been serviced and there is no water pressure on ground (with APU
bleed on) then check the F/A CIDS panel. If red SYSTEM INOP light is on then
press the WTR SYSTEM DEPRE button.

No data showing on RADNAV page (after GNADIRS is aligned)

Make sure that the STBY NAV guarded NAV pb is not on (green light off).

ANTI ICE Windshield (or Window) amber FAULT when on ground may be
caused by heating of window by sun. Ensure all sun screens are stowed and
cool cockpit. Then reset the WHC (Window Heat Computer) using CB# X13 for
Capt. and CB# W13 for F/O. See Chap. 21 for details.

ACARS in standby if ACARS is not available (showing ACARS STBY in

ECAM)

1. Press MCDU MENU key on FMGC

2. Select <ATSU
3. Select COMM MENU>
4. Select MAINTENANCE>
5. Select <TEST
6. Select * REQUEST VHF 3 LINK

You can also rest CBs L15 & L16 (ATSU 1 SWTG & ATSU 1) on back panel if
needed.

If PED lights in passenger seats in cabin are red this shows that the powerport
plugs for laptops are not powered. On the F/A panel across from forward F/A
jumpseat above the video player there is a PED POWER p/b in the upper left
hand corner near ceiling. When on this p/b should light up ON. Sometimes this
p/b may have a burnt out bulb in it and not light properly. Press this p/b and see
if lights change to green.

Hey, turn the lights back on! When shutting down for an overnight you can
keep the lights on when turning off the APU and External Power by going into the
forward galley and finding the overhead panel. You will see one hole in the
plastic cover over the breakers. This is the MAINT BUS switch and you can
press it ON. This will keep the lights on in the cabin and cargo bins with External
Power plugged in but selected OFF.