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5 A320 Line Train
5 A320 Line Train
=
3
acft airport
req
A A
tm
A
acft, req
: Required aircraft Altitude [FL]
A
acft
: Aircraft Altitude [FL]
A
airport
: Airport elevation [FL]
tm: Track miles [Nm]
tm
req
: Required track miles [Nm]
13.3.2.1 Example 1
During a descent you are at 11000ft AMSL and are descending to a runway 35 NM away that is at
2000ft AMSL. Are you on the 3 descent path (do not consider effects of wind in this example)?
Required aircraft altitude: = + =
,
3 35 20 125
acft req
A FL
The required aircraft altitude is FL125 or approximately 12500ft AMSL
In the above example you are 1500ft below the 3 descent path and so are in a comfortable
position to continue the descent. (1500ft at this distance is a reasonable deviation you will get a
feel for this tolerance during practical flying).
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Descent planning
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13.3.2.2 Example 2
You see that you are 90 NM from the airport at which you intend to land and are still cruising at
FL350. The airport is at 2000ft.
a. When should you start your descent (do not consider effects of wind in this example)?
b. Are you too high? If so by how much?
Answer:
a. Required track miles: tm
req
= (A
acft
- A
aiport)
) / 3
= (350 20) / 3 = 110 track miles
b. Required aircraft altitude: = + =
,
3 90 20 290
acft req
A FL
So you should start your descent immediately since you are 6000ft too high!
13.3.3 A word about track miles
The key to successful descent planning is that the pilot is aware of the distance which the aircraft
has left to fly over ground. In order to do this, this ND is an ideal tool since the distance markings
give a good view in which to visualize the possible ground distance.
When calculating the track miles, be cautious about simply reading the distance on the MCDU
F-PLN page. It may contain additional miles such as procedure turns that you will end up not flying
considerably reducing your actual track miles.
13.3.4 Remaining on the 3 descent path
As discussed earlier, the wind has a distinct effect on how many air miles the aircraft has available
for completing the descent.
If flying into an increasing headwind the aircraft has more air distance available to complete the
descent the pilot would have to reduce the vertical speed to remain on the descent path.
However if the aircraft would fly into an increasing tailwind, the air distance available would
decrease and the rate of descent would have to be increased to remain on the descent path.
Because the method by which the pilot monitors the descent rate is primarily the vertical speed
indicator it would be helpful if there was a simple way to calculate the required vertical speed to
maintain a 3 descent gradient. Fortunately, there is a simple formula:
= 5
req
VS GS
VS
req
: Required vertical speed [ft/min]
GS: Ground speed [kt]
This formula already takes into account any existing tail or headwind component. However, the
Ground speed (as seen on the ND on the A320) must be monitored and the V/S adjusted since the
wind can vary significantly at various altitudes.
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Descent planning
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13.3.4.1 Example
If you see on your ND that your GS is 300 Knots and you are on the 3 descent gradient, what
would be your required vertical speed?
Required vertical speed. = = = 5 5 300 1500 min
req
VS GS ft
13.3.5 Strategies for intercepting the 3 descent path from above and below
Because the environment in which we fly is so dynamic, it often occurs that we find ourselves
above the desired descent gradient or even below. In this case we must act accordingly and
intercept the desired gradient using several tools at our disposal.
13.3.5.1 Intercepting from above
When above the glide-slope, the pilot can convert the excess altitude (potential energy), to
speed (kinetic energy). For example, when in OP DES mode (engines at idle thrust) a
selection of a higher IAS would result in an increase in airspeed and therefore an increase
is descent rate. Once established on the descent path, the speed can be reduced to attain
a descent rate that is appropriate for the descent path.
Devices such as spoilers are especially useful for increasing descent rate when the speed
increase is no longer desired (e.g. ATC) or possible (e.g. maximum speed for configuration
already attained). In this case high-drag devices allow an increase in descent rate without
an increase in airspeed.
Using this notion, the pilot has great flexibility in applying them. For example, there are
cases when further descent is restricted by ATC but the aircraft is already significantly
above the desired 3 descent gradient.
o If the pilot chooses to continue at this speed, he may have to resort to the spoilers
later to defeat the excess altitude. As a result, the fuel spent cruising at the original
speed will have been wasted.
o If the pilot reduces the speed at this stage, he will later be able to lose the excess
altitude effectively by increasing the speed in OP DES mode. By reducing the
speed, the pilot reduces the thrust and fuel flow and may be able to attain the
descent path without unnecessary additional drag such as spoilers.
13.3.5.2 Intercepting from below
Intercepting the descent-path from below allows the pilot fewer strategies. However, the same
basic energy management principles apply: Excess speed can be traded for altitude.
Obviously the deployments of any high-drag devices are undesired during this stage.
If the speed energy required is insufficient to regain the desired descent path, the only option left to
the pilot is to add thrust.
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Descent planning
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13.4 Conclusion
As you have read, great emphasis was put above on the economics of the descent.
In todays industry, fuel cost is a major factor in determining the future of any company. Although
safety remains the top priority economic flying is becoming ever more important.
As Airberlin has a considerable fleet size, even minor fuel savings per aircraft can add up to vast
sums for the entire fleet over the course of a year.
So remember, the descent must be safe and economic!
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Minimum Eqipment List
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14 Minimum Equipment List (MEL)
(Source: A320 Airberlin MEL)
14.1 Objectives
An airplane is being type certificated with all required equipments in operating conditions.
If deviations from this type certificated configuration and equipment required by the
operating rules were not permitted, the aircraft could not be flown in revenue service unless
such equipment was operable.
Experience has proven that the operation of every system or component installed on the
aircraft is not necessary, in specific conditions and during limited period, when the remaining
instruments and equipment provide an acceptable level of safety. Therefore, certain
conditional deviations from the original requirement are authorized to permit continued
or uninterrupted operation of the aircraft in revenue flight: they are published in the MINIMUM
EQUIPMENT LIST (MEL) related to applicable regulations, specific operations
or airlines particular definitions.
14.2 General application of the MEL
MEL provisions are applicable until the airplane commences the flight and therefore
have to be considered during taxiing prior take off.
MEL conditions and limitations do not relieve the pilot in command from determining that
the aircraft is in a fit condition for safe operation with MEL specified unserviceabilities. His
decision to have allowable inoperative items corrected prior flight will have priority over the
provisions contained in the MEL.
For the sake of brevity, the MEL does not include obviously required items such as wings,
control surfaces, engines, landing gear, etc or items which do not affect the air
worthiness of the aircraft such as galley equipment, entertainment systems, passenger
convenience items, etc
All items which are related to the airworthiness of the aircraft and not included in
the list are automatically required to be operative for each flight.
For dispatch with secondary airframe or engine parts missing refer to Configuration
Deviation List (CDL).
The failure of instruments or items of equipment in excess of those allowed to be
inoperative by the MEL causes the aircraft to be unairworthy.
The MEL makes no distinction between what is required for the flight between origin and
destination (including the intermediate stops) and what is required for a flight beyond the
scheduled arrival point.
The MEL is intended to permit operation with inoperative items of equipment for a period of
time until rectifications can be accomplished. It is important that rectifications be
accomplished at the earliest opportunity.
In order to maintain an acceptable level of safety and reliability the MEL establishes
limitations on the duration of and conditions for operation with inoperative equipment.
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Air carriers are responsible for exercising the necessary operational control to assure that
no aircraft is dispatched or flown with one or more MEL item inoperative for an indefinite
period and without first determining that any interface or interrelationship between
inoperative systems or components will not result in a degradation in the level of safety
and/or an undue increase in crew workload.
The exposure to additional failures during operation with failed inoperative systems or
components must also be considered to determine that an acceptable level of safety is
being maintained.
This MEL may not deviate from requirements of the flight manual limitations section,
emergency procedures, or airworthiness directives, unless the flight manual or
airworthiness directive provides otherwise.
14.2.1 Handling of maintenance messages displayed on ECAM status page
At the head of each ATA chapter of this MEL, the related MAINTENANCE messages
which may be displayed on ECAM STATUS page are listed with the indication of the associated
dispatch status. A MAINTENANCE message indicates the presence of a category of failure which
can only be identified by the interrogation of CFDS.
Dispatch with a MAINTENANCE message displayed on ECAM STATUS page is allowed
without specific conditions except for the following message:
AIR BLEED: Refer to MEL 360001
14.2.2 CAT2, CAT3 SINGLE, CAT3 DUAL automatic approach and landing
Equipment to be operative to get CAT2, CAT3 SINGLE, or CAT3 DUAL capability
displayed on FMA are listed in QRH and in the Flight Manual 4.03.00 page 8.
The MEL does not include these requirements, refer to QRH, FM and FCOM.
14.2.3 Reduced Vertical Separation Minimum (RVSM)
Minimum equipment/functions required to begin RVSM operations are listed in Flight
Manual 4.03.00 and FCOM 2.04.50.
The MEL does not include these requirements, refer to Flight Manual and FCOM.
14.2.4 Required Navigation Performance (RNP)
Minimum equipment/functions required to begin RNP operations are listed in FM 4.03.00
and FCOM 2.04.51.
The MEL does not include these requirements, refer to Flight Manual and FCOM.
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Minimum Eqipment List
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14.3 Structure of the MEL
The content of the MEL is divided into four parts:
14.3.1 Section 00 General
Section 00 contains general information about the manual.
14.3.2 Section 00E
Section 00E contains ECAM warnings/MEL entry.
14.3.3 Section 01 MEL
The Minimum Equipment List contains the LBA approved list of equipment which may
be inoperative for aircraft dispatch and/or clearly specified NO GO items if necessary
When a MEL item requests a flight crew action, a so called operational procedure (labelled
by an (o) ) a procedure,,,, is described in section 02 Operational Procedures
When a MEL item calls for a maintenance procedure, this is labelled by an (m). The
relevant procedure can be found in the AM (Aircraft Maintenance Manual) and has to be
carried out by a certified mechanic.
14.3.4 Section 02 Operational Procedure
Section 02 contains operational procedures.
14.4 Presentation of the MEL
For a detailed description of the presentation of the MEL refer to MEL 01- 00 Page 1-5
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RNAV
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15 RNAV
15.1 General
(Source: Air Berlin OM-A, 8.3.2.2 )
Area Navigation (RNAV) is a method of navigation, which permits aircraft operation on any desired
flight path within the limits of the capability of self-contained aids or a combination of these.
The Required Navigation Performance (RNP, see chapter 15.3, page101) is a parameter
describing lateral deviations from an assigned or selected track as well as along track position
fixing accuracy on the basis of an appropriate containment level.
RNP 5 (Basic RNAV)
RNP 1 (Precision RNAV)
15.2 Dispatch requirements
(Source: Air Berlin OM-A, 8.3.2.2.2)
The appropriate FMS/RNAV - transitions to final approach (clearance limit to intermediate fix) are
an integral part of the standard arrival procedures and should not be filed separately in the ATC -
FPL. The indication for air traffic control is the appropriate equipment code, which has to be
incorporated in field 10 of the ATC flight plan.
The equipment code for the A320 is E (double FMS, double EFIS, triple IRS)
Note: The filing on ATC-FPL is mandatory for use of FMS/RNAV - STARs
15.3 Required Navigation Performance (RNP)
(Source: A320 FCOM 2.04.10)
(Source: A320 FCOM 2.4.51 P-RNAV FOR EUROPEAN TERMINAL PROCEDURES)
15.3.1 General
When referring to RNP-X, the value X is the navigation accuracy expressed in NM which has to be
met with a probability of 95%.
According Jeppesen air traffic control 7.1.8 the required RNP is as follows:
en-route navigation: RNP-5
terminal navigation: RNP-1
approach: RNP-0.3
15.3.2 Without GPS PRIMARY
RNP requirements are met, provided the radio navaid coverage supports it for:
RNP- 1 en route and in terminal area provided a required accuracy of 1.2Nm is manually
entered in MCDU PROG page
RNP- 0.3 in approach provided a required accuracy of 0.36Nm is manually entered in
MCDU PROG page
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RNAV
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15.3.3 With GPS PRIMARY
RNP requirements are met, provided GPS PRIMARY is available, for:
RNP- 1 en route
RNP- 0.5 in terminal area provided AP or FD in NAV mode is used
RNP- 0.3 in approach provided AP or FD in NAV mode is used
15.4 B-RNAV in European airspace
(Source: A320 FCOM 2.4.51 BRNAV IN EUROPEAN AIRSPACE)
15.4.1 General
In this airspace, radio navaid coverage is assumed to support RNP-5 accuracy.
The minimum required equipment to enter B-RNAV airspace is:
One RNAV system, which means:
One FMGC
One MCDU
One VOR for FM navigation update
One DME for FM navigation update
One IRS
Flight Plan Data on two NDs.
15.4.2 Procedures
When GPS PRIMARY is not available, periodically crosscheck the FM position with navaid
raw data.
Manual selection of a required accuracy on the MCDU is optional.
If manual entry of a required accuracy is desired, enter 5NM or use the radial equivalent to
5NM XTK accuracy, which is 6.1NM.
When leaving RNP-5 airspace, or when entering the terminal area, revert to the default
required accuracy, or enter the appropriate value on the MCDU.
If one of the following MCDU or ECAM messages is displayed, check navigation accuracy
with the navaid raw data, or with the GPS MONITOR page (if GPS installed):
o NAV ACCUR DOWNGRAD
o FMS1/FMS2 POS DIFF
o CHECK IRS 1(2)(3)/FM POSITION
o ECAM : FM/GPS POS DISAGREE (if GPS installed)
If the accuracy check confirms that RNP-5 capability is lost, or if both FMGCs have failed:
Inform the ATC, and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume navigation
with the other FMGC.
In inertial navigation, B-RNAV capability is maintained for 2 hours, independently of the
estimated accuracy displayed on the MCDU.
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RNAV
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15.5 P-RNAV for terminal procedures
(Source: A320 FCOM 2.4.51 P-RNAV FOR EUROPEAN TERMINAL PROCEDURES)
15.5.1 General
For terminal procedures requiring P-RNAV capability within European airspace, radio navaid
coverage can be assumed to support RNP-1 accuracy.
The minimum required equipment to fly a P-RNAV procedure is:
One RNAV system, which means :
One FMGC
One MCDU
One VOR or GPS receiver for FM navigation update
One DME or GPS receiver for FM navigation update
One IRS
One FD
Flight Plan data for two NDs.
For terminal procedures with legs below the MSA, or without appropriate radar coverage, two
RNAV systems may be mandated by the procedure chart.
15.5.2 Procedures
When GPS PRIMARY is not available, crosscheck the FM position with the navaid raw
data, prior to starting the procedure.
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be
loaded from the FM navigation database, and checked for reasonableness by comparing
the F-PLN page waypoint sequencing, tracks, distances and altitude constraints with the
procedure chart.
The procedure, as loaded from the navigation database should not be modified, unless
instructed to do so by the ATC (DIR TO.., HDG to intercept the F-PLN, insertion of
waypoints loaded from the navigation database).
If GPS PRIMARY is not available, check or enter RNP-1 in the MCDU and check HIGH
accuracy.
When leaving the terminal procedures, revert to the default, or enter the appropriate value
on the MCDU.
If one of the following messages is displayed, check navigation accuracy with navaid raw
data or the GPS monitor page (if GPS is installed) :
o NAV ACCUR DOWNGRAD
o FMS1/FMS2 POS DIFF
o CHECK IRS 1(2)(3)/FM POSITION
o ECAM : FM/GPS DISAGREE (if GPS installed)
o ECAM : FM/IR POS DISAGREE
If the accuracy check confirms that RNP-1 is lost, or if both FMGCs are failed: Inform the
ATC and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume navigation
with the other system.
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RNAV
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15.6 Position Computation
(Source: A320 FCOM 1.22.20, Navigation)
Each FMGC computes its own aircraft position (called the "FM position") from a MIX IRS position
and a computed radio position or GPS position.
The FMGS selects the most accurate position, considering the estimated accuracy and integrity of
each positioning equipment.
GPS/INERTIAL is the basic navigation mode provided GPS data is valid and successfully tested.
Otherwise, navaids plus inertial or inertial only are used. (Refer to Navigation modes).
15.6.1 Mix IRS Position
Each FMGC receives a position from each of the three IRSs, and computes a mean-weighted
average called the "MIX IRS" position.
If one of the IRSs drifts abnormally, the MIX IRS position uses an algorithm that decreases the
influence of the drifting IRS within the MIX IRS position.
If one of the IRSs fails, each FMGC uses only one IRS (onside IRS or IRS3). Each IRS position
and inertial speed are continuously tested. If the test fails, the corresponding IRS is rejected.
When the CHECK IRS (1, 2 or 3)/FM POSITION message appears on the MCDU, refer to FCOM
4.03.
15.6.2 GPS Position
Each IRS computes a hybrid position that is a mixed IRS/GPS position called GPIRS. For this,
each IRS can independently select their GPS source in order to maximize GPS data availability.
Among these 3 GPIRS positions received by each FMGC, one is selected according to a figure of
merit and priority. The selection is performed using the following hierarchy :
Onside GPIRS position
GPIRS 3
Opposite GPIRS position
If the GPIRS data does not comply with an integrity criteria, the GPS mode is rejected, and radio
position updating is used, the "GPS PRIMARY LOST" message is displayed on the ND and on the
MCDU scratchpad.
During non ILS approach, the loss of the GPS primary function triggers a triple click aural warning.
When the GPS primary function is recovered, the "GPS PRIMARY" message comes up on the ND
and on the MCDU scratchpad. It means that GPIRS data again complies with the required integrity
criteria.
As long as GPS primary is in use, all usual navigation performance requirements are met.
The crew can deselect/select the GPS on the SELECTED NAVAIDS page, if necessary.
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RNAV
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15.6.3 Radio Position
Each FMGC uses onside navaids to compute its own radio position. These navaids are displayed
on the SELECTED NAVAIDS page. The available navaids are :
DME/DME
VOR/DME
LOC
DME/DME-LOC
VOR/DME-LOC
It uses LOC to update the lateral position, using LOC beam during ILS approach.
LOC is also used for quick update, when in GPS/IRS mode.
If one or more navaids fail, each FMGC can use offside navaids to compute the VOR/DME, or the
DME/DME radio position.
The radio navaid selection is displayed on the DATA "SELECTED NAVAIDS" page.
15.6.4 FM Position
At flight initialization, each FMGC displays an FM position that is a mixed IRS/GPS position
(GPIRS).
At takeoff, the FM position is updated to the runway threshold position, as stored in the database,
possibly corrected by the takeoff shift entered on the PERF TO page.
In flight, the FM position approaches the radio position, or the GPS position, at a rate that depends
upon the aircraft altitude.
Note : The FM position update at takeoff is inhibited when GPS PRIMARY is active.
The FMGS updates the FM position using GPS or radio navaids if the GPS function in inoperative.
It can use 4 main different FM navigation modes to make this update. The decreasing priority order
is:
IRS-GPS
IRS-DME/DME
IRS-VOR/DME
IRS only
During ILS approaches the system performs, a lateral temporary updating using one of the
following modes :
IRS-GPS/LOC
IRS-DME/DME-LOC
IRS-VOR/DME-LOC
IRS-LOC
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RNAV
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15.6.5 Evaluation of position accuracy
(Source: A320 FCOM 1.22.20, Navigation)
The FMGS computes an Estimated Position Error (EPE) continually. It is an estimate of how much
the FM position has drifted, and is a function of the navigation mode the system is using.
CURRENT NAV MODE EPE (RATE or THRESHOLD) REMARK
IRS/GPS
(FOM + 100)^0.5 in meters
FOM = Figure of Merit of GPS
If above 0.28 NM the GPS
position is rejected.
IRS/DME/DME
Tends towards 0.28 NM
EPE decreases from initial
value to 0.28 Nm.
IRS/VOR/DME
0.1 NM + 0.05 X DME DIST
minimum : 0.28 NM
EPE increases or decreases
as the distance between the
a/c and the VOR/DME.
IRS ONLY
+ 8 NM/h for the first 21 min.
+ 2 NM/h after
EPE increases continuously
Note: After an IRS alignment or at takeoff the EPE is set at 0.2 NM.
The system displays the EPE to the crew, and compares it with the required navigation
performance (RNP).
If the EPE does not exceed the appropriate criteria, accuracy is HIGH.
If the EPE exceeds the appropriate criteria, accuracy is LOW.
The number displayed in the Required Navigation Performance (RNP) field is (in decreasing order
of priority):
The pilot-entered value
the database procedure value
The system's default value.
When a pilot enters a RNP that is larger than the published value, one of the following messages is
displayed: "PROCEDURE RNP is XX.XX", or "AREA RNP IS XX.XX". When this occurs, the crew
should check the entered value, and modify it, if necessary.
The RNP value shall be in accordance with the specified RNP values of the navigation/approach
charts (if a RNP is specified).
This message is also displayed upon a flight area change, if the new required criteria (default
value) are smaller than the displayed manually-entered value.
Default area RNP values:
en route: 2.0 NM
terminal: 1.0 NM
approach
o GPS: 0.3 NM
o other cases: 0.5 NM
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When the position computation uses IRS/GPS mode, the EPE is always smaller than any
airworthiness required value. As a result, accuracy is HIGH and GPS is the primary mean of
navigation. "GPS PRIMARY" is displayed on the PROG page, and temporarily on the ND.
When the GPS function is lost, a "GPS PRIMARY LOST" message is displayed on the ND and
MCDU scratchpads. The MCDU message can be cleared but the ND message cannot.
During a non ILS approach, a triple click aural warning is also triggered.
When the GPS is lost, NAV accuracy does not immediately downgrade, but only when the EPE
exceeds the required criteria.
Caution:
"HIGH" or "LOW" indicates FM position accuracy, based upon estimated drift. This is why
the flight crew must periodically check position accuracy, when the GPS function is lost.
When the GPS is manually deselected, the "GPS IS DESELECTED" message is displayed
on the MCDU, 80 NM before T/D or at approach phase transition.
GPS/FMS POSITION DISAGREEMENT: When GPS primary is active, and either of the
FMGC positions deviates from the GPS positions 1 or 2 by more than 0.5 minutes of
latitude or longitude, then the lower ECAM display unit displays the NAV FMS/GPS POS
DISAGREE amber message and A/C POS... CHECK in blue.
The master caution light comes on, and the single chime sounds.
15.7 RNAV approaches with vertical guidance
(Source: A320 FCOM, 3.3.19 & OEB 826/1 )
15.7.1 Coding requirements
A number of FMGC coding guidance requirements have been identified, and must be considered,
when performing navigation database validation for the use of managed guidance in approach. As
an example, the following drawings show the coding of an VOR DME IAP (with the MAP before the
runway), and the associated MCDU display.
FACF = Final Approach Course Fix
MAP = Missed Approach Point
FAF = Final Approach Fix
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RNAV
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The final approach consists of a sequence of at least two waypoints. However, it more often
consists of 3, or 4, waypoints.
In the above example, the 3 waypoints are the FACF, the FAF, and the MAP. Sometimes, the MAP
is located at, or after the runway threshold. It is important for the crew to identify the MAP position.
Sometimes, a Step Down Fix (SDF) is added an the approach final descent between the FAF and
the MAP
The SDF is not necessarily identical to the waypoints published an the approach chart. The
identification of the waypoints shown an the MCDU often differs from the identification shown on
the approach chart.
15.7.1.1 The lateral F-PLN coding requirements
The FACF and the FAF must be aligned with the approach course.
lf the FACF and the FAF are collocated, the course change at the FAF should be small. A
sharp turn would prevent the aircraft from overflying the FAF, and the final descent would
start before the FAF, without the aircraft being established an the final approach course.
15.7.1.2 The vertical F-PLN coding requirements
An altitude constraint must be coded at each approach waypoint.
Any waypoint of the approach should not be common to a STAR or a VIA waypoint with
different altitude constraints. Combining altitude constraint may lead to erroneous vertical
flight path guidance.
An AT or ABOVE constraint can be used for an SDF.
When the MAP is located at, or before, the runway threshold, an FPA (# 0) must be coded
at the MAP, or at the runway threshold (RW). This FPA will appear an the MCDU, between
the MAP and the FAF, or any previous SDF in the final approach.
When the MAP is located after the runway threshold, an FPA = 0 must be coded at the
MAP
For these "old style IAP", with the MAP after the runway threshold, and depending an the position
of the approach axis relative to the runway, FMGC guidance may start the final approach descent
slightly before the FAF. In most cases, the crossing altitude difference at the FAF is not significant
(less than 50 feet). But sometimes this difference may be higher.
The MAP of an RNAV IAP must be located at the runway threshold.
15.7.2 Flight crew Procedures
The SOP (FCOM 3.03.19) for Non Precision and RNAV approaches are applicable. The following
recommendations are provided to highlight specific vertical navigation aspects when FINAL APP
mode is used.
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RNAV
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15.7.2.1 Approach F-PLN verification
Before starting the approach, the crew must check the FMS F-PLN (on the MCDU, and on the ND
in PLAN mode with the CSTR displayed), starting from the beginning of the STAR down to the
runway and the missed approach procedure, and verify the profile against the published IAP chart.
For the final approach procedure the crew should check the following:
Approach course
Waypoints and associated altitude constraints
IAP must not include a Procedure Turn (PROC T indicated an the MCDU)
Distance from the FAF to RW, or FAF to MAP
Approach angle (shown an the MCDU line above the related waypoints)
If MAP, after the runway threshold : FPA = 0 at MAP
If MAP before or at runway threshold : FPA # 0 at MAP
For each Step Down Fix, an FPA # 0 must be defined
MAP of an RNAV IAP must be located at the runway threshold.
Note : The MAP of a GPS IAP can be located before the runway threshold.
Altitude at the MAP or at the runway threshold:
lf the crossing altitude at MAP is not shown on the approach chart, crosscheck consistency
with the distance to the runway and the approach angle.
GPS 1+2 on GPS MONITOR page CHECK BOTH IN NAV
GPS PRIMARY on PROG page CHECK AVAILABLE
If GPS PRIMARY is not available
RNP for approach CHECK/ENTER
HIGH accuracy CHECK
15.7.2.2 Limitations to approach F-PLN modifications
When performing an IAP, using NAV and FINAL APP modes, the active F-PLN, extracted from the
navigation database can be modified provided the following limitations are observed :
1. F-PLN modifications :
No lateral modification of the F-PLN from FACF (inclusive) to RW or to MAP.
A modification is permitted before FACF, provided the resulting change in the flight path
course is not so large that it prevents the aircraft from being laterally-stabilized on the final
approach course before reaching the FAF.
No altitude constraint modification from FACF to MAP Even in case of a very low OAT,
no altitude correction can be entered in this way. This may require that a minimum OAT be
defined, so that the vertical flight path will clear obstacles with the required margin. This
minimum OAT should be given to the crew when appropriate. In the future, for RNAV
approaches the minimum OAT will be published an the approach chart itself.
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When the FAF is the TO waypoint, the FROM waypoint must not be cleared in an attempt
to perform a DIR TO/INTERCEPT.
To benefit from managed speed, and have a correct location of the DECEL point, it is
recommended to enter Vapp as a SPD CSTR at FAF.
2. DIR TO...
DIR TO FACF is permitted, provided the resulting change in flight path course at FACF is
not so large that it prevents the aircraft from being laterally-stabilized on the final approach
course before reaching the FAF.
DIR TO FAF is permitted, provided the resulting change in flight path course at FAF is
small.
For aircraft with FMS2 : DIR TO/INTERCEPT TO FAF is permitted, provided the RADIAL
IN corresponding to the final approach course (approach course + 180) is selected, and
that the interception angle is not so large that it prevents the aircraft from being laterally-
stabilized on the final approach course at the FAF.
15.7.2.3 Lateral F-PLN interception in HDG/TRK :
F-PLN must be intercepted before the FACF, and the interception angle should not be so
large that it prevents the aircraft from being laterally-stabilized an the final approach course
before reaching the FAF, or
Before FAF, at the latest, provided the interception angle is small.
Once cleared for the approach, press the pushbutton when flying towards the FAF or the FACF.
Check that APPR NAV is engaged, FINAL is armed, and the VDEV scale is on the PFD.
Check correct TO waypoint on the ND.
Monitor VDEV and FPV (on the PFD) and XTK error (on the ND).
Use altitude indication versus distance to the runway to monitor the vertical navigation. If
the vertical guidance is unsatisfactory, revert to NAV/FPA or consider the go-around. If the
lateral guidance is unsatisfactory, perform a go-around.
Note :
In managed guidance (FINAL APP mode engaged), when the aircraft reaches MDA (MDH) - 50 or
400 feet (if no MDA/MDH entered), the autopilot automatically disengages.
CAUTION
Before arming NAV, check that the correct " TO" waypoint is displayed an the ND.
The intercept path in HDG/TRK must not cause premature sequencing of the FAF.
The FAF should be sequenced in NAV mode, when established an the final approach
course.
15.7.2.4 Vertical F-PLN interception :
The crew should manage the descent, so that the vertical F-PLN is intercepted before the
FAF, at the latest.
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15.7.3 Approach monitoring
For RNAV IAP, vertical navigation can be monitored by using the distance to the RW, or to the
MAP displayed an the ND, and the altimeter reading.
After passing the FAF, when stabilized an the final descent, the crew should check that the X-TRK
and V-DEV are correct, and that the FPV is consistent with the approach angle.
Generally the following applies:
XTE EPE RNP +
XTE: X-TRK Error (displayed on the ND)
EPE: Estimated Position Error (displayed on the PROG Page)
RNP: Required Navigation Performance for Aprroach (normally 0.3NM)
If the sum of the X-TRK Error and the EPE is greater than the RNP perform a go around!
When APPR is selected an the FCU, the crew must verify the
Correct FMA display (APP NAV green, FINAL blue)
Correct TO waypoint on the ND
Blue descent arrow at FAF and the correct F-PLN
Correct Vertical Flight Path deviation indication
When passing the FAF, the crew must verify
Correct altitude indication
Correct FMA display (FINAL APP green)
Correct TO waypoint an the ND
Correct blue track an the ND, armed for Missed Approach
That the aircraft starts the descent and follows the correct lateral and vertical flight path.
The IAP must be discontinued, when one of the following warnings occurs
GPS PRIMARY LOST, if GPS accuracy is required,
NAV ACCUR DOWNGRAD, during an RNAV approach,
FM/GPS POS DISAGREE, if GPS is installed and is not deselected, and if no navaid raw
data is available to revert to selected modes.
FM1/FM2 POS DIFF, unless navaid raw data is available to revert to selected modes.
15.8 Non Precision Approaches with engine-out
(Source: A320 FCOM, 3.1.22, General)
If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in the following
modes:
FINAL APP
NAV V/S
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NAV/FPA.
Only FD use is permitted.
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16 RVSM
16.1 General
(Source: Air Berlin OM-A 8.3.2.5 page 30, RVSM Implementation)
The implementation of a reduced vertical separation minimum represents a major capacity
enhancing objective of European Air Traffic Harmonisation and Integration Programme (EATCHIP)
work programme. Effectively, the introduction of RVSM will permit the application of a 1000 ft
vertical separation minimum (VSM) between suitable equipped aircraft in the level band FL 290
FL 410 inclusive, thereby making available six additional usable flight levels. The purpose of these
six additional flight levels is to reduce controller workload and to provide the airspace user
community with an improved operating environment and to optimise flight profiles.
The European Reduced Vertical Separation Minimum (RVSM) reduces the separation minimum
between FL290 and FL410 to 1000 ft between suitable equipped aircraft.
16.2 General procedures
(Source: Air Berlin OM-A 8.3.2.5, page 34, RVSM Implementation, procedures)
Any deviation, regarding the RVSM status of the aircraft, before, during or after a flight shall be
notified by an entry into the WO with reference to the RVSM status of the aircraft [e.g. aircraft non-
RVSM compliant) and notify as HlL item. RVSM compliance is the normal aircraft status, therefore
will not be documented.
Additionally MOC and Traffic Centre TXL have to be informed as soon as possible by using any
means of communication available. A copy of the WO shall be faxed to MOC and Traffic Centre
TXL, whenever possible. Change of RVSM aircraft status shall be reported to Traffic Centre TXL
immediately.
16.3 Pre-flight procedures
(Source: Air Berlin OM-A 8.3.2.5. page 34, RVSM Implementation, procedures)
(Source: A320 FCOM, 3.4.34, flight instrument tolerances)
(Source: A320 FCOM, 2.4.50, procedures)
The flight crew shall verify:
The condition of the equipment required (refers to chapter 0, page 114) for RVSM
operations and that maintenance actions have been taken to correct defects.
Review of maintenance logs and forms to determine the condition of equipment required
for flight in RVSM airspace. Ensure that maintenance actions have been taken to correct
any defects of required equipment.
Check, that there is not any damage in the pitot-static probes and adjacent area
The altimeter accuracy by setting the QNH or the QFE. The reading should then agree with
the altitude of the apron or the zero height indication within a 75 ft (23m) tolerance.
Check, on ground, that the two primary altitude indications are within tolerances (FCOM
3.04.34, see also chapter 16.6, page 115) (max difference between ADR1/ADR2,
ADR1/ADR3 respectively ADR2/ADR3 is 20ft).
Check letter W in field 10 of ATC flight plan.
Check reported and forecasted weather on the flight route.
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16.4 In-flight procedures
(Source: Air Berlin OM-A 8.3.2.5, page 34, RVSM Implementation, procedures)
(Source: A320 FCOM, 3.4.34, flight instrument tolerances)
(Source: A320 FCOM, 2.4.50, procedures)
All the required equipment shall be monitored and checked to ensure satisfactory
operation before (transition airspace/ transition altitude) and within RVSM airspace.
In RVSM airspace and transition areas restrict the rate of climb/descend during step
climb/descent to 1000ft/min when operating 2000ft of other aircraft to minimize the
generation of TCAS TAs and RAs.
The aircraft should not overshoot or undershoot the cleared flight level by more than 150 ft
The automatic altitude control system shall be engaged during level cruise by reference to
one of the two altimeters. The altitude capture feature shall be used whenever possible for
the level off. Always select new altitude first on the altitude-select-panel before starting
climb or descend. The autopilot should be engaged within RVSM airspace for cruise and
flight level changes.
At intervals of approximately one hour, check that PFD altimeter indications agrees in
accordance with the instrument tolerances (FCOM 3.04.34, see also chapter 16.6,
page115). The usual scan of flight deck instruments should be sufficient.
The altimeter system being used to control the aircraft should be the same that is used by
the transponder transmitting information to ATC. Select ATC 1 for Autopilot 1 and select
ATC 2, when Autopilot 2 is in use.
16.5 Requirements for RVSM
(Source: A320 FCOM 2.4.50)
Aircraft requirements:
RVSM regulations require the following equipment/functions in order to be operative:
2 ADR + 2 DMC
1 transponder
1 Autopilot function
1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement)
2 PFD
1 FWC (for altitude alert function)
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16.6 Altitude tolerances
(Source: A320 FCOM, 3.4.34, flight instrument tolerances)
The values below apply to aircraft in symmetrical flight (no sideslip), in clean configuration and in
straight and level flight.
PFD 1 or 2 at ground check : plus or minus 25 feet
Maximum differences between altitude indications
FL/speed Altitude (ft) comparison between
ADR 1 and ADR 2
(on PFD)
ADR 3 and ADR 1, or
ADR 3 and ADR 2
(on PFD)
ISIS and any
ADR 1, or 2, or 3
Gnd check 20 20 100
FL50/250 kt 50 65 130
FL100/250 kt 55 80 185
FL200/300 kt 90 135 295
FL300/.78 130 195 390
FL390/.78 130 195 445
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17 Taxiing and braking
17.1 Taxiing
17.1.1 General
(Source: A320 FCOM 3.3.10, Taxi)
Little, if any, power above idle thrust will be needed to get the aircraft moving (40 % N1
maximum). Thrust should normally be used symmetrically. Once the aircraft starts to
move, little thrust is required.
Use of the engine anti-ice increases ground idle thrust, thus the pilot must be carefully on
slippery surfaces.
The engines are close to the ground. Avoid positioning them over unconsolidated or
unprepared ground (beyond the edge of the taxiways, for example).
Avoid high thrust settings at low ground speeds, which increase the risk of ingestion
(FOD), and the risk of projection of debris towards the trimmable horizontal stabilizer and
towards the elevator.
The normal maximum taxi speed is 30 knots in a straight line and 10 knots for a sharp turn.
As the ground speed is difficult to assess, monitor ground speed on the ND. Do not "ride"
the brakes. As 30 knots is exceeded with idle thrust, apply the brakes smoothly and
decelerate to 10 knots. Release the brakes, and allow the aircraft to accelerate again.
17.1.2 180 turn on the runway
(Source: A320 FCOM 3.3.10, Taxi)
A standard runway is 45 meters wide. However, this aircraft only needs a pavement of 30 meters
wide for a 180 turn.
The following procedure is recommended for making such a turn in the most efficient way.
17.1.2.1 For the CM1
Taxi on the right-hand side of the runway and turn left, maintaining 25 divergence from the runway
axis. Maximum ground speed is 10 knots.
When the CM1 is physically over the runway edge, he turns the nose wheel full right and sets 50 %
to 55 % N1.
Note: To avoid skidding the nose wheel on a wet runway, perform the turn at very low speed, using
asymmetric thrust and differential braking as necessary.
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180 turn on runway
180 Turn
17.1.2.2 For the CM2
The procedure is symmetrical. (Taxi on the left-hand side of the runway).
17.1.3 Taxiing with one engine
(Source: A320 FCOM 3.4.90)
When the aircraft is not in such unusual operational environments as an uphill slope, slippery
taxiways, or high gross weight, it may be advisable to taxi on one engine. The pilot must exercise
caution when taxiing on one engine to avoid generating excessive jet blast.
For the whole procedure (taxiing with one engine (departure, arrival)) refer to FCOM 3.4.90, one
engine taxi.
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17.1.4 Taxiing in icing conditions
For this topic refer to section winter operation chapter 11.4, page 66 or A320 FCOM 2.04.10
17.2 Brakes
17.2.1 General
For technical details refer to A320 FCOM 1.32.30
For operational details refer also to section resetting of computers & CBs , chapter 7, page 47
17.2.2 Brake temperature limitations requiring maintenance action
(Source: A320 FCOM 3.04.32 P2)
Maintenance action is required in following cases:
The temperature difference between 2 brakes on the same gear is greater than 150C and
the temperature of one of the brakes is higher than 600C.
The temperature difference between 2 brakes on the same gear is greater than 150C and
the temperature of one of the brakes is lower than 60C.
The difference between the LH and RH brakes average temperature is higher than 200.
A fuse plug has melted.
One brakes temperature exceeds 900C.
17.2.3 Brakes hot (ECAM warning)
(Source: A320 FCOM 3.02.32, 3.03.25 & 3.3.10)
If the caution BREAKS HOT is displayed during taxi in, brake fan selection should be delayed for a
minimum of about 5 minutes, or done just before stopping at the gate (whichever occurs first), to
allow thermal equalization and stabilization, and thus avoid oxidation of brake surface hot spots.
Delay takeoff, until the brake temperature is below 300 C with the brake fans OFF, and
150C with the brake fans ON.
If an arc is displayed on the ECAM WHEEL page above the brake temperature, select the
brake fans on prior brake temperature reaches 260 C.
If the BRAKES HOT message is still on when the aircraft is parked, the flight crew should
not set the PARKING BRK ON.
When one brake temperature is above 500C (or 350C with brake fans ON), avoid
applying the parking brake, unless operationally necessary.
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17.2.4 General recommendations
(Source: CARBON BRAKE DRIVING Background, Facts & Figures, Optimum Technique,
http://fb-airbus.airberlin.com -> Library )
The following aspects have to be taken into account:
To minimize brake wear, brake applications should be reduced to a minimum.
To minimize brake wear, brake temperatures of between 100 and 250 should be avoided
during taxi
Brake temperatures of 450 and above should be avoided (oxidation!)
Regular use of Parking Brake requires additional maintenance action and may lead to
dragging brakes. As soon the chocks are in place, set parking brake to off
17.2.4.1 Taxi out (Departure)
Brake temperature should not exceed 100C
If brake temperature is above 100C use the brake fan
Reduce applications during taxi
Do not ride the brakes
Alternate left and right braking when taxiing slowly
(reduces number of applications by 50 %!!)
17.2.4.2 Landing
Use of Auto Brake is recommended when need of brake application is foreseen:
o On short or evenly contaminated runways: LO (or MED)
o On long and dry runways: LO
(Autobrake usage reduces BRAKE DIFF TEMP)
Reduce the number of brake applications to one!
17.2.4.3 Taxi in (Arrival)
Release the parking barke at the parking position as soon as possible
Let the brakes thermally stabilize (Wait at least 5-10 Minutes before using the brake fan
unless the temperature reaches 450 or more)
Use the brake fan to reduce the brake temperature below 100C
Reduce applications during taxi
Do not ride the brakes
Alternate left and right braking when taxiing slowly
(reduces number of applications by 50 %!!)
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18 CAT II, CAT III Operations
18.1 Definitions
(Source: Airbus getting to grips with CAT II / CAT III operations)
18.1.1 Decision height
Decision height is the wheel height above the runway elevation by which
a go-around must be initiated unless adequate visual reference has been
established and the aircraft position and approach path have been assessed as
satisfactory to continue the approach and landing in safety (JAA).
For CAT II and CAT III A, a pilot may not continue the approach below
DH unless a visual reference containing not less than a 3 light segment of the
centerline of the approach lights or runway centerline or touchdown zone lights or
runway edge lights is obtained. For CAT III B the visual reference must contain at
least one centerline light.
18.1.2 Alert Height
ICAO:
An Alert Height is a height above the runway, based on the
characteristics of the aeroplane and its fail-operational automatic landing system,
above which a Category III approach would be discontinued and a missed approach
initiated if a failure occurred in one of the redundant parts of the automatic landing
system, or in the relevant ground equipment.
Airbus:
The alert height is the height above touch down, above which a CAT3 autoland would be
discontinued and a missed approach executed, if a failure occured in either the airplane systems or
the relevant ground equipments.
Below the alert height, if such a failure occurs, the flare, touchdown and roll out may be
accomplished using the remaining automatic system.
The Alert height for the A320 Family of Airberlin is 100ft
18.1.3 Runway Visual Range
Runway Visual Range (RVR) is the range over which a pilot of an aircraft
on the centreline of the runway can see the runway surface markings or the lights
delineating the runway or identifying its centreline (ICAO).
18.1.4 Fail passive automatic landing system
An automatic landing system is fail-passive if, in the event of a failure,
there is no significant out-of-trim condition or deviation of flight path or attitude but
the landing is not completed automatically. For a fail-passive automatic landing
system the pilot assumes control of the aircraft after a failure (JAA).
On Airbus aircraft since the A320, fail-passive capability is announced by the
display of CAT 3 SINGLE on the PFD.
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18.1.5 Fail operational automatic landing system
An automatic landing system is fail-operational if, in the event of a failure
below alert height, the approach, the flare and landing can be completed by the
remaining part of the automatic system. In the event of failure, the automatic landing
system will operate as a fail-passive system (JAA).
On Airbus aircraft since the A320, fail operational capability is announced by the
display of CAT 3 DUAL on the PFD.
18.2 Decision height and alert height concept
(Source: Airbus getting to grips with CAT II / CAT III operations)
18.2.1 Decision height concept:
Decision height is a specified point in space at which a pilot must make an
operational decision. The pilot must decide if the visual references adequate to
safely continue the approach have been established.
If the visual references have not been established, a go-around must be executed.
If the visual references have been established, the approach can be continued. However,
the pilot may always decide to execute a go-around if sudden degradations in the visual
references or a sudden flight path deviation occur.
In Category II operations, DH is always limited to 100ft or Obstacle Clearance
Height (OCH), whichever is higher. In Category III operations with DH, the DH is
lower than 100ft (typically equal to 50ft for a fail-passive automatic landing system
and 20ft for a fail-operational automatic landing system).
The DH is measured by means of radio-altimeter.
When necessary, the published DH takes into account the terrain profile before runway threshold.
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18.2.2 Alert height concept
(Source A320 FCOM 1.22.30 & 4.5.70, Airbus getting to grips with CAT II / CAT III operations)
Alert height is a height defined for Category III operations with a fail-operational
landing system.
Above AH (100ft AGL), a go-around must be initiated if a failure affects the
fail-operational landing system.
Below AH, the approach will be continued except if AUTOLAND warning is triggered
The AUTOLAND warning is triggered in following cases: (Source A320 FCOM 1.22.30 &
4.5.70)
o When in LAND mode, the radio altitude goes below 200 feet and
o the aircraft gets too far off the beam (LOC or GLIDE)
o or both autopilots fail
o or both localizer transmitters or receivers fail above 15ft
o or both glide slope transmitters or receivers fail above 100ft
o or the difference between both radio altimeter indications is greater than 15 feet.
The AH is only linked to the probability of failure(s) of the automatic landing system.
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18.3 Visual Segments
18.3.1 CAT II
With RVR 350m at DH = 100ft (typical CAT II)
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18.3.2 CAT III
With RVR 200m at DH = 50ft (typical CAT IIIa)
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18.4 Runway characteristics
18.4.1 Runway Length
There is no specific requirement concerning runway length for an aerodrome to be
CAT II or III approved. The runway length is only an operational limitation.
18.4.2 Runway Width
The runway width should be normally not less than 45m.
18.4.3 Runway Slope
For CAT II or CAT III, disregarding normal standards, it is recommended that for the
first and the last quarter of the length of the runway the slope does not exceed
0.8%.
To permit the use of the automatic landing system, ICAO also recommends that
slope changes must be avoided or, when it is not possible, kept to a maximum of
2% per 30m (i.e. a minimum radius of curvature of 1500m) in the area located just
before the threshold (60m wide, 200m long). This limitation is due to the fact that
automatic landing systems use radio altimeter and a rapid slope change could
disturb the landing.
18.4.4 Visual Aids-Runway Lights
Runway lights on runways intended for use by CAT II or CAT III operations consist
of high intensity threshold lights, runway end lights, runway touchdown zone lights,
runway edge lights, and runway centerline lights. The basic pattern of runway lights
is shown in the figure below.
18.4.5 Runway Edge Lights
Runway edge lights are placed along the full length of the runway in two parallel
rows equidistant from the centerline, with a distance of no more than 3m to the
runway edge. These lights are uniformly spaced at intervals of no more than 60m
and may be omitted at the intersections. The lights are fixed lights showing variable
white.
18.4.6 Threshold Lights
Threshold lights are placed in a row at right angles to the runway axis, outside the
runway with a distance of no more than 3m to the threshold.
The lights are fixed unidirectional lights showing green, uniformly spaced at
intervals of no more than 3m.
18.4.7 Runway End Lights
Runway end lights are placed in a row at right angles to the runway axis, outside
the runway with a distance of no more than 3m to the runway end.
The lights are fixed unidirectional lights showing red, with a minimum number of
6 lights. ICAO also recommends a spacing between the lights of no more than 6m
for runways intended for use by CAT III approaches.
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18.4.8 Runway Centerline Lights
Runway centerline lights are a specific requirement for CAT II or CAT III
approaches. They are located along the centerline of the runway, with a longitudinal
spacing of approximately 7.5m, 15m or 30m for CAT II and only 7.5m or 15m for
CAT Ill.
These lights are fixed lights showing:
Variable white from the threshold to the point 900m from the runway end.
Alternate red and variable white from the point 900m to the point 300m from the runway
end (pairs of red lights followed by pairs of variable white lights if the spacing is only 7.5m)
Red from the point 300m to the runway end.
18.4.9 Touchdown Zone Lights
Runway touchdown zone lights are a specific requirement for CAT II or CAT III
approaches. They extend from the threshold for a longitudinal distance of 900m (full
touchdown zone) but do not extend beyond the mid-point if runway length is less
than 1800m.
The pattern is formed by pairs of barrettes containing at least three lights. The
lights inside each barrette are fixed unidirectional lights showing variable white,
spaced at an interval of no more than 1.5m. Each barrette must be not less than 3m
and no more than 4.5m in length. The lateral spacing (or gauge) between the lights
is not less than 18m and no more than 22.5m with a preference of 18m. The
longitudinal spacing between pairs of barrettes is 60m or 30m, but it is
recommended to have a spacing of 30m for low minima.
18.4.10 Taxiway Edge Lights
Taxiway edge lights are not a specific CAT II or CAT III requirement, but provide
efficient visual aid during low-visibility operations. The lights are fixed lights showing blue.
18.4.11 Taxiway Centerline Lights
Taxiway centerline lights have to be installed on airfields intended for use by
operations with an RVR 400m or less (400m is the mean value for CAT II
approach). The lateral spacing between lights must not exceed 15m but the
proximity of a curve must be indicated by a spacing equal to, or less than, 7.5m.
The lights are fixed lights showing green, but from the beginning of the taxiway to
the perimeter of the ILS critical area/sensitive area or the lower edge of the inner
transitional surface, the lights are alternately showing green and yellow.
18.4.12 Stop Bars
Stop bars are placed at each taxi-holding position when the runway is intended for
use at an RVR less than 400m and are specially required for all CAT III
approaches. The lights of the stop bars show red and are spaced at intervals of 3m.
These stop bars are an efficient means to avoid aircraft intrusion into the
obstacle-free zone (OFZ) or into the critical/sensitive area during approaches in
very low visibility conditions.
18.4.13 Approach Light System
The approach light system is mandatory for CAT II operations, and only optional for
CAT III operations. It consists of a row of lights on the extended centreline of the
runway, extending over a distance of 300m from the threshold (over 900m for
CAT I).It is specified by the ECAC that sequenced strobe lighting is considered to be
incompatible with CAT II and III operations. When installed for other operation, it
should be switched off when CAT II or CAT III approaches are in progress.
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Runways lights
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CAT IIIA / CAT IIIB approach light system
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TWY Lights
Typical RWY taxi-holding position signs and associated TWY markings.
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Technical aspects
(Source: FCOM 1.22.30 ; 4.5.70)
When managed, the speed target is computed by the FMGS and may be modified by the crew
through the MCDU. At 700 feet RA, the current speed target value is memorized by the autothrust,
to ensure stabilized speed guidance, even if Flight Management fails. Below 700 feet, any new
VAPP or WIND entry in the MCDU has no effect on the speed target.
When the aircraft reaches 700 feet RA with APPR mode (LOC and G/S) armed or engaged, the
ILS freq and course are frozen in the receiver.
This function (ILS tune inhibit) is available, when at least one AP/FD is engaged. Any attempt to
change the ILS frequency or CRS, via the MCDU or RMP, does not affect the receiver.
If the speed is managed, the system does not accept any modifications the flight crew may enter
on the PERF APPR page (surface wind, selected landing configuration, or VAPP) for speed
guidance purposes below this altitude.
When the aircraft reaches 400 feet RA, LAND mode engages. The flight crew can only disengage
this mode by engaging the GO AROUND mode
FMGS frozen
700ft
FCU frozen
400ft
AUTO LAND WARNING
becomes active
200ft
LAND GREEN
350ft
ALERT HEIGHT
100ft
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18.5 List of required equipment
The table in the QRH 5.04 gives the reference of the tests, which verify the CAT III availability
in each system.
FMA CAPABILITY
EQUIPMENT
CAT 2 CAT 3 SINGLE CAT 3 DUAL
AP/FD 1 AP ENGAGED 1 AP ENGAGED 2 AP ENGAGED
AUTOTHRUST 0 1 1
FMA 1 2 2
A/THR CAUTION 0 1 1
ELECTRICAL SUPPLY SPLIT 0 0 1
FAC 1 1 2
ELAC 1 1 2
YAW DAMPER/RUDDER TRIM 1/1 1/1 2/2
HYDRAULIC CIRCUIT 2 2 3
PFD DUs 2 2 2
FLIGHT WARNING COMPUTER 1 1 2
BSCU CHANNEL 1* 1* 1
ANTISKID 1* 1* 1
NOSEWHEEL STEERING 1* 1* 1
RADIO ALTIMETER
1
(di spl ayed on
both si des)
2 2
ILS RECEIVER 2 2 2
BEAM EXCESSIVE DEVIATION
WARNING
1 for PNF 2 2
ATTITUDE INDICATION
(PFD1/PFD2)
1 & 2 1 & 2 1 & 2
F
M
G
S
M
O
N
I
T
O
R
E
D
F
O
R
F
M
A
L
A
N
D
I
N
G
C
A
P
A
B
I
L
I
T
Y
ADR/IR 2/2 2/2 3/3
AP DISCONNECT PB 2 2 2
"AP OFF" ECAM WARNING 1 1 2
"AUTOLAND" LIGHT 1 1 1
RUDDER TRAVEL LIMIT
SYSTEM
1 required for auto land with crosswind higher than 12 kt
WINDSHIELD HEAT
(L or R windshield)
1 for PF
WINDSHIELD WIPERS OR RAIN
REPELLENT (if activated)
1 for PF
ND DUs 1 2 2
AUTO CALLOUT FUNCTION
one is required
for auto land
1 1
ATTITUDE INDICATION (STBY) 1 1 1 N
O
T
F
M
G
S
M
O
N
I
T
O
R
E
D
F
O
R
F
M
A
L
A
N
D
I
N
G
C
A
P
A
B
I
L
I
T
Y
DH INDICATION 1 for PNF
*For automatic rollout, one is required. For autoland without automatic rollout, none is required.
Note : Flight crews are not expected to check the equipment list before approach. When an
ECAM or local caution occurs, the crew should use the list to confirm the landing
capability.
On ground, the equipment list determines which approach category the aircraft will Abe
able to perform at the hext landing. Electrical power supply split : This ensures that each
FMGC is powered by an independent electrical source (AC and DC). Fallure of antiskid
and/or nosewheel steering mechanical parts are not monitored for landing capability. The
DH will Abe displayed an the FMA, and the "Hundred Above" and "Minimum" auto callouts
will Abe announced, provided that the DH value has been entered an the MCDU.
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18.6 Approach preparation
Aircraft Status
o Check on ECAM STATUS page that the required landing capability is available.
o Although it is not required to check equipment that is not monitored by the system,
if any of this equipment is seen inoperative (flag), the landing capability will be
reduced.
o On the A320 Family it is not necessary to check AUTOLAND WARNING light.
Weather
Check weather conditions at destination and at alternates. Required RVR values must be
available for CAT II/III approaches. The selected alternate must have weather conditions
equal to or better than CAT I.
Approach ban
Policy regarding an approach ban may differ from country to country. Usually the final
approach segment may not be continued beyond the OM or equivalent DME distance if
the reported RVR is below the published minima for the required transmissometers.
After OM or equivalent, if RVR becomes lower than the minima, the approach may be
continued.
ATC calls
Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III
approach must be requested from ATC, who will check the status of the ILS and
lighting and protect the sensitive areas from incursion by aircraft or vehicles. Such an
approach may not be undertaken until the clearance has been received.
Before the outer marker, the required RVR values should be transmitted.
Seat position
The correct seat adjustment is essential in order to take full advantage of the visibility
over the nose. The seat is correctly adjusted when the pilots eyes are in line with the
red and white balls located above the glareshield.
Use of landing lights
At night in low visibility conditions, landing lights can be detrimental to the
acquisition of visual references. Reflected light from water droplets or snow may actually
reduce visibility. Landing lights would therefore not normally be used in CAT ll or CAT III
weather conditions.
CAT II or CAT III crew briefing
The briefing should include the normal items as for any IFR arrival and in addition
the following subjects should be covered prior to the first approach:
o destination and alternate weather,
o airfield and runway operational status CAT II / CAT III, etc.
o aircraft systems status and capacity and downgrading possibilities
o brief review of task sharing,
o review approach procedure (stabilized or decelerated),
o review applicable minima (performance page), go-around
procedure, ATC calls,
o brief review of procedure in case of malfunction below 1000ft,
o optimum seat position and reminder to set cockpit lights when
appropriate
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18.7 Landing
18.7.1 Low Visibility Procedure for Cat II/III landing
(Source: Airberlin OM-A 8.4.3.2)
Cat II or III landings shall not be conducted unless:
The airplane concerned is certificated for operations with decision heights below 200 ft, or
no decision height, and equipped with the systems required for operations as certified by
the Authority
DH must be determined by means of a radio altimeter
To maintain the safety of operation it is required to report any failure of approaches by
using an adequate reporting form.
Specific approval/authorisation for Cat II and III operations is granted by the authority
The Flight Crew consists of at least 2 licensed pilots
Landing is carried out by the Commander
LVP are in force.
18.7.2 Commencement and Continuation of Approach (Approach Ban)
(Source: Airberlin OM-A 8.4.10)
The commander may commence an instrument approach regardless of the reported
RVR/Visibility but the approach shallnot be continued beyond the outer marker, or
equivalent position, if the reported RVR/visibility is less than the applicable minima.
If, after passing the outer marker or equivalent position the reported RVR/visibility falls
below the applicable minimum, the approach may be continued to DA/H or MDA/H.
Where no outer marker or equivalent position exists, the commander shall make the
decision to continue or abandon the approach before descending below 1 000 ft above the
aerodrome on the final approach segment. If the MDA/H is at or above
1 000 ft above the aerodrome, the approach can be continued down to the applicable
minimum.The approach may be continued below DA/H or MDA/H and the landing may be
completed provided that the required visual reference is established at the DA/H or MDA/H
and is maintained.
The touch-down zone RVR is always controlling. If reported and relevant, the mid point
and stop end RVR are also controlling.
The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-
down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out
guidance or control system, the minimum RVR value for the mid-point is 75 m.
Relevant, in this context, means that part of the runway used during the high speed
phase of the landing down to a speed of approximately 60 knots.
If the touch down zone RVR is not available, the midpoint RVR may substitute the touch
down zone RVR. In this case the midpoint RVR must be at or above the applicable
minimum value for the approach.
Note 1: The equivalent position referred to above can be established by means of a DME distance,
asuitably located NDB or VOR, SRE or PAR fix or any other fix that independently establishes the
position of the airplane, if published on the instrument approach chart.
Note 2: Where a State Approach Ban is more restrictive, the published State Approach Ban applies
(refer to OM Part C - EAG Route Manual).
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18.7.3 Summary Limitations
(Source: Airberlin OM-A 8.4.10, FCOM)
18.7.3.1 General limitations
CONF3 or CONF FULL
Slope angle within -2.5 & -3.15
Airport Altitude below 2500ft
Automatic rollout has not been demonstrated on snow covered or icy runways.
Landing minima will be the higher of the basic minima as tabulated below or those
published by the state of jurisdiction as reflected in the EAG chart or special minima
published by Air Berlin.
Landings at a friction coefficient below 0.26 are prohibited.
It is not allowed to convert a meteorological visibility to RVR for calculating Category II or III
minima or when a reported RVR is available.
Landing distance: 15% or 300 m - whichever is greater - runway shall be available in
addition to the landing distance requirement for dry runways;
The maximum allowable tailwind for automatic landing and roll out is 10 knots.
Wind limitation is based on surface wind report by the tower. Displayed wind on the ND
may be disregarded.
The touch-down zone RVR is always controlling. If reported and relevant, the mid point
and stop end RVR are also controlling.
The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-
down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out
guidance or control system, the minimum RVR value for the mid-point is 75 m.
Aprroach RVR TDZ RVR MID ZONE RVR END ZONE
CAT II 300m 75m 75m
CAT III A 200m 75m 75m
CAT III B 75m 75m 75m
18.7.3.2 CAT II (auto land)
DH: 100ft (resp. according EAG chart minimum)
RVR: TDZ: 300m (resp. according EAG chart minimum) MID: 125m* END: 75m*.
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt
* if relevant
18.7.3.3 CAT II (manual landing)
DH: 100ft (resp. according EAG chart minimum)
RVR: TDZ: 300m (resp. according EAG chart minimum) MID: 125m*END: 75m*.
AP OFF: latest at 80 ft
Crosswind: no limitation (33kt demonstrated)
Tailwind: max. 10 kt
* if relevant
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18.7.3.4 CAT IIIA (CAT 3 Single)
DH: 50ft (resp. according EAG chart minimum)
RVR: TDZ: 200m (resp. according EAG chart minimum) MID: 125m* END: 75m*.
A/THR must be used in selected or managed mode
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt
* if relevant
18.7.3.5 CAT IIIA (CAT 3 Dual)
DH: 50ft (resp. according EAG chart minimum)
RVR: TDZ: 200m (resp. according EAG chart minimum) MID: 125m* END: 75m*.
A/THR must be used in selected or managed mode
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt
* if relevant
18.7.3.6 CAT IIIB (CAT 3 Dual)
DH: NO
RVR: 75m (resp. according EAG chart minimum) MID: 75m* END: 75m*
Alert Height: 100ft
A/THR must be used in selected or managed mode
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt
* if relevant
18.7.3.7 Engine out (CAT II or CAT 3 Single)
DH: 100ft / 50 ft (resp. according EAG chart minimum)
RVR: 300m / 200m (resp. according EAG chart minimum) MID: 125m* END: 75m*
Config: FULL
Engine out procedure completed latest at 1000 ft AGL
A/THR must be used in selected or managed mode
Headwind: max. 30 kt
Crosswind: max. 20 kt
Tailwind: max. 10 kt
* if relevant
18.8 Failures and associated actions
18.8.1 General
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In general there are three possible responses to the failure of any system,
instrument or element during the approach.
CONTINUE the approach to the planned minima.
REVERT to higher minima and proceed to a new DH (above 1000ft).
GO AROUND and reassess the capability.
The nature of the failure and the point of its occurrence will determine which
response is appropriate.
As a general rule, if a failure occurs above 1000ft AGL the approach may be
continued reverting to a higher DH, providing the appropriate conditions are met
Below 1000ft (and down to AH when in CAT III DUAL) the occurrence of any failure
implies a go-around, and a reassessment of the system capability. Another
approach may then be undertaken to the appropriate minima for the given aircraft
status.
It has been considered that below 1000ft, not enough time is available for the crew
to perform the necessary switching, to check system configuration and limitations
and brief for minima.
In CAT III DUAL, in general, a single failure (for example one AP failure or one
engine failure) below AH does not necessitate a go-around.
But a go-around is required if the autoland warning is triggered.
18.8.2 Abnormal Procedures
18.8.2.1 General
The abnormal procedures can be classified into two groups
Failures leading to a downgrading of capability as displayed on FMA and
ECAM with an associated specific audio warning (triple click).
Failures that do not trigger a downgrading of capability but are signaled by
other effects (Flag, ECAM warning, amber caution and associated audio
warnings).
It should be noted that some failures might trigger ECAM warnings, cautions and a
downgrading of capability.
The FCOM describes what should be the crew responses to failures in function to
the height.
Above 1000ft:
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18.8.2.2 Downgrading conditions
Downgrading from CAT 3 to CAT 2 is permitted only if
ECAM actions are completed,
RVR is at least equal to CAT II minima,
Briefing is amended to include CAT II procedure and DH.
Decision to downgrade is completed above 1000ft AGL,
Downgrading from CAT 2 to CAT 1 permitted only if
ECAM actions are completed,
at least one FD is available,
RVR is at least equal to CAT I minima,
briefing is amended to include CAT 1 procedure and DH.
the decision to downgrade is completed above 1000ft AGL,
Note: switching from one AP to another before 1000ft AGL is permitted.
Below 1000ft and above DH (for CAT 2 or CAT 3 SINGLE) or above AH (for CAT 3
DUAL) a go-around must be performed in case of:
ALPHA FLOOR activation,
loss of AP (cavalry charge),
downgrading of capability (triple click),
amber caution (single chime),
engine failure.
At 350ft RA
LAND must be displayed on FMA and runway course must be checked. If runway
course is incorrect or LAND does not appear, a go-around must be performed or if
conditions permit, a CAT ll approach with AP disconnection no later than 80ft may be performed.
LAND is displayed if LOC and GS track modes are active and at least one RA is
available. These conditions need to be obtained no later than 350ft AGL to allow a
satisfactory automatic landing.
Depending on terrain profile before the runway LAND mode may appear at lower
height. This can be acceptable provided it has been demonstrated that automatic
landing is satisfactory.
At 200ft RA and below
Any AUTOLAND warning requires an immediate go-around.
If visual references are sufficient and a manual landing is possible, the PF may
decide to land manually.
At flare height
If FLARE does not come up on FMA, a go-around must be performed.
If visual references are sufficient and a manual landing is possible, the PF may
decide to complete the landing.
After touchdown
In case of anti-skid or nose wheel steering failure, disconnect AP and take manual
control.
If automatic rollout control is not satisfactory, disconnect the AP immediately.
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18.9 Effect on Landing Minima of temporarily failed or downgraded Equipment
(Source: Airberlin OM-A 8.4.11)
Effect on Landingminima
Failed or downgraded
equipment
CAT III CAT II
ILS Standby transmitter Not allowed No effect
Outer marker No effect if replaced by published equivalent position
Middle marker No effect
TDZ RVR assessment system May be temporarily replaced with midpoint RVR if approved ba the
state of Aerodrome. RVR may be reported by human observation
Midpoint or Stopend RVR No effect
Approach Lights Not allowed for DH > 50ft Not allowed
Approach Lights except the
last 210m
No effect Not allowed
Approach Lights except the
last 420
No effect
Stanbypower for
approachlights
No effect RVR as for CAT I basic facilities
Whole RWY light system Not allowed
Edge lights Day only
Centerline lights RVR 300m, day only RVR 300m by day; 550m by
night
TDZ lights RVR 300m by day; 550m by night
Stanbypower for RWY lights Not allowed
Taxiway light system No effect except delays due to reduced movment rate
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18.10 Autoland in CAT I or better weather conditions
18.10.1 Airports requirements
The Automatic Landing System performance has been demonstrated during type
certification with CAT II or CAT III ILS qualify beam, nevertheless automatic landing
on CAT I ILS quality beam is possible provided the Airline has checked that the
guidance below 200ft is satisfactory.
18.10.2 Crew procedures
Visual cues must be obtained at the applicable DA (baro) (CAT I) or a go-around
must be performed.
The crew should be warned that fluctuations of the LOC or GS may occur and that
the PF should be prepared to immediately disconnect the AP and take the
appropriate action should unsatisfactory automatic landing performance occur.
The flight crew is reminded to be vigilant for ILS disturbances when conducting
automatic landing on any ILS quality beam in CAT I or better weather conditions
when the critical area protection is not assured by ATC.
Being in visual contact with the runway, the crew will decide to continue the
automatic landing or to take over manually or to go around. Flare, landing and
roll-out must be closely monitored as the crew must be ready to take over in these
flight phases as well.
18.10.3 Limitations
Automatic landing must be approved in the AFM.
At least CAT 2 capability must be displayed on FMA.
AFM limitations must be observed including:
o Glide slope angle
o Airport elevation
o Flap configuration
o Wind limits
o Required equipment for CAT II must be operative.
18.11 Training and Qualifications
(Source: Airberlin OM-A 8.4.7)
All CAT II/III licenced pilots must conduct at least 3 approaches with an automatic landing
within 6 months (all mandatory approaches may be conducted in an approved simulator).
For CAT III operations at least once every 6 months a missed appr. must be conducted in
an approved simulator as a result of an autopilot failure at or below decision height with a
RVR of less than 300m.
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18.12 Type and command experience
(Source: Airberlin OM-A 8.4.3.3)
Before commencing Category II/III operations, the following additional requirements are applicable
to commanders, or pilots to whom conduct of the flight may be delegated, who are new to the
aeroplane type:
50 hours or 20 sectors on the type, including line flying under supervision; and
100 m must be added to the applicable Category II or Category III RVR minima unless he
has previously qualified for Category II or III operations with a JAA operator, until a total of
100 hours or 40 sectors, including line flying under supervision, has been achieved on the
type.
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19 Low visibility Takeoff
19.1 General
(Source: Airbus getting to grips with CAT 2/3 operations, Airberlin OM-A 8.4.4)
Takeoff with RVR less than 400m is considered as LVTO by JAR OPS 1. The maximum RVR at
Takeoff is quite independent of the aircraft type and aircraft equipment except for very low RVR.
The Takeoff minima is mainly determined by the airport installation (runway lighting
system, RVR measurement system, ...).
When weather conditions are more severe than the landing minima, a takeoff
alternate is required within one hour. Above time is determined at the one engine inoperative
speed and equals 370NM
Before commencing take-off, a commander must ensure that the RVR or visibility in the takeoff
direction of the aeroplane is equal to or better than the applicable minimum and that the condition
of the runway intended to be used should not prevent a safe take-off and departure.
19.2 Take Off Minima
(Source: Airberlin OM-A 8.4.4.1)
Take-Off minima must selected to ensure sufficient guidance to control the aircraft in case
of:
o discontinued take -Off in adverse circumstances or
o continued take-Off after failure of the critical engine
The commander shall not commence Take-Off unless the weather conditions at the
aerodrome f departure are equal to or better than applicable minima for landing at that
aerodrome unless a suitable Take-Off alternate aerodrome is available.
Take-Off with minima less than 400 m requires that LVP's are in force, the RVR is reported
and the flight crew members have satisfactorily completed training in a simulator.
The pilot in command has to perform the T/O if the RVR is less than 400 m.
When no visibility is reported or the reported visibility is below that required for Take-Off
and or RVR is not reported, a Take-Off may only be commenced if the pilot in command
can determine that the RVR visibility along the Take-Off run required (JAR take-off field
length) is at or above minimum required.
It is not allowed to convert a meteorological visibility to RVR for calculating Take-Off
minima, Category II or III minima or when a reported RVR is available.
Take-offs at a friction coefficient below 0.26 are prohibited.
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19.3 Ground Facilities Requirement for Take Off
Ground facilities RVR / VIS (Note 3)
Nil (day only) 500m
Runway edge lighting and/or centerline
marking (for night, edge and runway
end lights are required)
250m / 300m (Note 1 & 2)
Runway edge and centerline lighting 200m 250m (Note 1)
Runway edge and centerline lighting
and multiple RVR information
150m /200m (Note 1 & 4)
Note 1: The higher values apply to Category D aeroplanes.
Note 2: For night operations at least runway edge and runway end lights are required.
Note 3: The reported RVR/Visibility value representative of the initial part of the take-off
run can be replaced by pilot assessment.
Note 4: The required RVR value must be achieved for all of the RVR reporting
points throughout the Accelerate Stop Distance (ASD), with the exception
given in Note 3 above.
The takeoff minima may be reduced to 125 m RVR (Category C aeroplanes) or 150 m RVR
(Category D aeroplanes) when:
Low Visibility Procedures are in force;
High intensity runway centreline lights spaced 15 m or less and high intensity edge lights
spaced 60 m or less are in operation;
Flight crew members have satisfactorily completed training in a Flight Simulator;
A 90 m visual segment is available from the cockpit at the start of the take-off run; and
The required RVR value has been achieved for all of the RVR reporting points throughout
the Accelerate Stop Distance (ASD).
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20 Performance
20.1 Ground Speed Mini Function
(Source: A320 FCOM 1.22.30; A320 Instructor Support, chapter 13)
20.1.1 Speed mode in approach phase
When the aircraft flies an approach in managed speed, the speed target displayed on the PFD in
magenta, is variable during the approach.
This managed speed target is computed in the FMGS, using the "ground speed mini function".
20.1.2 Ground speed mini function principle
The purpose of the ground speed mini function is to take advantage of the aircraft inertia, when the
wind conditions vary during the approach. It does so by providing the crew with an adequate
indicated speed target. When the aircraft flies this indicated speed target, the energy of the aircraft
is maintained above a minimum level ensuring standard aerodynamic margins versus stall.
If the A/THR is active in SPEED mode, it will automatically follow the IAS target, ensuring an
efficient thrust management during the approach.
The minimum energy level is the energy level the aircraft will have at touchdown, if it lands at
VAPP speed with the tower reported wind as inserted in the PERF APPR page.
The minimum energy level is represented by the Ground Speed the aircraft will have at touchdown.
This Ground Speed is called "GROUND SPD MINI".
During the approach, the FMGS continuously computes the speed target, using the wind
experienced by the aircraft, in order to keep the ground speed at or above the "Ground Speed
Mini".
The lowest speed target is limited to VAPP and its upper limit is VFE of next configuration in CONF
1, 2, 3 and VFE - 5 in CONF FULL.
The speed target is displayed on the PFD speed scale in magenta, when approach phase and
managed speed are active. It is independent of the AP/FD and/or ATHR engagements.
Wind is a key factor in the ground speed mini function.
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20.1.3 Terminology
20.1.3.1 Tower wind
It is the MAG WIND entered in the PERF approach page. It is the average wind, as provided by the
ATIS or the tower. Gusts must not be inserted, they are included in the ground speed mini
computation.
20.1.3.2 Tower headwind component
The TWR HEADWIND COMPONENT is the component of the MAG WIND projected on the
runway axis (landing runway entered in the flight plan). It is used to compute VAPP and GS mini.
20.1.3.3 Current headwind component
The actual wind measured by ADIRS is projected on the aircraft axis to define the CURRENT
HEADWIND COMPONENT (instantaneous headwind). The CURRENT HEADWIND
COMPONENT is used to compute the variable speed target during final (IAS target).
20.1.4 Speed Computation
20.1.4.1 V
APP
computation
V
APP
, automatically displayed on the MCDU PERF APPR page, is computed as follows :
V
APP
= V
ls
+ maximum of
5kts for ATHR
5kts for severe icing
1/3 of steady headwind (max. 15 kts)
The crew can manually modify the V
APP
and TWR wind values on the PERF APPR page.
20.1.4.2 Speed target computation
The FMGS continuously computes a speed target (IAS target), that is the MCDU V
APP
value plus
an additional variable gust.
The gust is the instantaneous difference between the CURRENT HEADWIND COMPONENT and
the tower headwind component. It is always positive (or equal to zero for no wind or tailwind). The
IAS target is displayed on the PFD as a magenta triangle moving with the gust variation. The IAS
targets have two limits :
V
APP
as the minimum value
V
FE
5 kts in CONF FULL, or VFE of the next configuration in CONF 1, 2 or 3 as the
maximum value.
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20.1.4.3 Ground speed mini (GS mini) computation
Ground speed mini concept has been defined to prevent the aircraft energy from dropping below a
minimum level during final approach. The GS mini value is not displayed to the crew.
The GS mini guidance has 3 major benefits:
1. It allows an efficient management of the thrust in gusts or longitudinal shears. Thrust varies
in the right sense but in a smaller range ( 15% N1) in gusty situations which explains why
it is recommended in such situations.
2. It provides additional but rational safety margins in shears.
3. It allows pilots "to understand what is going on" in perturbed approaches by monitoring the
target speed magenta bugs: when it goes up = head wind gust.
Note:
The ATIS and tower wind is a two minute average wind; gusts are considered if in the past
10 mn the peak wind value exceeds by typically 10 kts or more the two minute average
wind.
The METAR is a ten minute average wind, with 10 minute gusts. It is always referenced to
True North.
The wind information used by the FMGS for the Managed Speed target control during the
approach (GS mini guidance) is provided by the onside IRS (update rate typically 10
times/sec); thus it is an instantaneous wind information.
20.1.5 Example
Approach on runway 09
The tower wind direction is on the runway axis 090 with 30kt
V
APP
= V
LS
+ 10kt (1/3 of 30kt)
V
APP
= 140kt
IAS target values
If we turn the previously explained speed target definition into formulae, we obtain the following
result :
IAS
TARGET
= Max [V
APP
, (V
APP
+ current headwind - tower headwind)]
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Current wind in approach IAS target
Current wind in approach IAS target
(a) 090/50 Max [VAPP, (140 + 50 - 30) = 160 kt
(b) 090/10 Max [VAPP, (140 + 10 - 30) = 140 kt
(c) 270/10 Max [VAPP, (140 + 0 - 30) = 140 kt
(d) 090/30 Max [VAPP, (140 + 30 - 30) = 140 kt
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20.2 Take off performance considerations
Always calculate the T/O performance with the most accurate GW!
LMC- procedure according OMA does NOT allow making an LMC without
recalculating the T/O Performance even if the change is only 100kg! (See example
below)
Dont just reduce Flex temperature perform a complete recalculation
If the wind is different at T/O position perform a complete recalculation
Already 100kg difference can make a huge difference in Speed!
Example:
ZRH RWY 28
Wind 240/5
Temperature 17C
QNH 1019
Conf 1
Wing- & Engine anti ice off
RWY dry
CG > 27%
GW 61450kg: Flex 56 V
1
= 142 ; V
R
= 142 ; V
2
= 143 ; limiting factor: OBS
GW 61500kg: Flex 54 V
1
= 133 ; V
R
= 133 ; V
2
= 135 ; limiting factor: VMU
A 50kg HIGHER GW REDUCES V
1
by 9kt!!
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20.3 Wind altitude trade for constant specific range
(Source: A320 FCOM 3.5.15)
Following diagram shows if a lower level would be more economically when winds are less in lower
altitudes.
Example:
Given:
Weight : 65000kg
Wind at FL350 : 10 kt head
Find: Minimum wind difference to descend to FL310 : (40 4)= 36 kt
Results: Descent to FL310 may be considered provided the tail wind at this altitude is more than
(36 - 10) = 26 kt.
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20.4 Landing field length requirements
(Source: Airberlin OM-A 8.1.2.4)
20.4.1 Dispatch requirements
The un-factored landing distance (= the distance from 50 ft to stop) shall be factored with 1,67 for
jets.
In case of a runway forecasted or reported to be wet/contaminated an additional 15% shall be
added.
20.4.2 Actual landing field length requirements (in-flight calculation)
the following calculation therefore needs to be carried out:
Un-factored landing distance (dry)
+ correction for the wet/contaminated runway
+ correction for system failures - if any -
= corrected un-factored distance
+ an operational factor of at least 1,20
= required distance to land
This required distance for the (actual) landing shall, however, never be lass than the
distance calculated for dispatch purposes
(including the 1.67 operational factor).
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20.4.3 Summary
Dispatch:
1.67
req unfactored
LD LD =
Normal Operations:
1.67
req unfactored
LD LD =
In flight:
Abnormal Operations: the greater of
1.67
req
req operational systemfailure wet CAT III
LD ULD
LD ULD f f f f
=
=
LD
req
Required Landing Distance
LD
unfactored
Unfactored Landing Distance (Note 3)
f
operational
Operational factor (f
operational
= 1.2)
f
system failure
Factor for system failures (see QRH 2.32)
f
wet
Factor for wet RWY (f
wet
= 1.15) (Note 1)
f
CAT III
Factor for CAT III Approach (f
CAT III
= 1.15) ( Note 2)
Notes:
1: Alternatively the table unfactored landing distance wet can be used.
2: Or +300m whichever is more.
3: See QRH 4.03 landing distance without autobrake, configuration FULL
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21 Limitations
The limitations in this summary are divided in two groups:
Technical limitations
Limitations out of the FCOM which are most of them nice to know since the FWC is
monitoring them or they have no direct consequence in normal operation.
Operational limitations
Limitations which have direct consequences in normal operation and should be known by
heart. The operational limitations are ordered according a normal flight in flight phases.
Most of the operational limitations can also be found in the section technical limitations.
21.1 Technical limitations
21.1.1 General
(Source: FCOM 3.01.20)
Length 33.8 (A319)
37.6m (A320)
44.5m (A321)
Wingspan 34.1m
Tail height 12m
Tail width 12.5m
Fuselage width 4m
Min. pavement width for 180 turn 23m (A319, A320)
27.6m (A321)
Main Gear track (outside face of tire) 9.2m
Max. operating altitude: FL 390 (39800ft PA)
Max. operating temperature -70 C OAT
Runway slope limits: +/- 2%
Runway width: min. 45m
Manoeuvring load limits:
clean: + 2.5 g to - 1.0 g.
slats extended / flaps retracted + 2.0 g to 0.0 g.
slats & flaps extended + 2.0 g to 0.0 g.
Maximum take-off and landing altitude: -1000ft 9200ft PA
Pitch in T/O: max. 18 / 22.5 in windshear
Range of ADIRS (FCOM 3.01.34): between 73N and 60S
21.1.2 Flight instrument tolerances
(Source: FCOM 3.4.34)
Altimeter:
max. difference between ADR1 and ADR2: 20 ft (on ground)
55ft (FL100)
130 ft (FL390)
max. difference between ADR1 / 2 and ADR3: 20 ft (on ground)
350 ft (FL390)
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max. difference between ADR1 / 2 / 3 and ISIS: 100 ft (on ground)
185 ft (FL 100)
445 ft (FL390)
Airspeed:
max. difference between ADR1 and ADR2: 6 kt / m0.008 (ground)
3 kt / m0.01 (FL390)
max. difference between ADR1 / 2 and ADR3: 6 kt / m0.008 (ground)
4 kt / m0.008 (FL390)
max. difference between ADR1 / 2 / 3 and stby ASI: 6 kt (on ground)
8 kt (FL390)
Heading: max. difference 4
21.1.3 Opearting temperatures
(Source: FCOM 3.1.20)
Take-off & Landing: min. - 40 / max. 55C (0 ft PA)
min. - 45 / max. 37C (9000ft PA)
In flight: min. - 70 / max. -25C (39000 ft PA)
min. - 66 / max. -20C (35000 ft PA)
min. - 63 / max. -10C (30000 ft PA)
21.1.4 Cabin pressure
(Source: FCOM 3.01.21)
Maximum positive differential pressure 8.6 psi
Maximum negative differential pressure -1 psi
Ram air inlet opens only if differential pressure is lower 1 psi
21.1.5 Structural weight limits
(Source: FCOM 3.01.20)
Maximum take-off weight (brake release): A319: 75500kg
A320: 77000kg
A321: 93000kg
Maximum landing weight: A319: 62500kg
A320: 64500kg
A321: 77800kg
Maximum zero fuel weight: A319: 58500kg
A320: 61000kg
A321: 73800kg
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21.1.6 Speeds
(Source: A320 FCOM 3.01.20)
(all speeds IAS)
V
MO
/ M
MO
max. operating speed 350 kts / M 0.82
V
RA
/ M
RA
rough air speed: 250 kts / M 0.65
V
FE
/ M
FE
max. slats / flaps extended speed:
1: 230 kts
1 + F: 215 kts
2: 200 kts (A319 , A320)
215 kts (A321)
3: 185 kts
4: 177 kts (A319 , A320)
190 kts (A321)
V
LS:
min. selectable speed: T/O: V
LS
103kt (8000ft)= 1.13 V
S1g
Other modes: V
LS
= 1.23 V
S1g
V
MCA
110 kts ( 0ft) /
V
MCG
(config 1 +F)
110 kts ( 0ft) / 103kt (8000ft)
Gear retraction V
MLO retraction:
max. 220 kts
Gear extension V
LO extension:
max. 250 kts
Gear extended V
LE
: max. 280 kts / M 0.67
Windshield wipers: max. 230 kts
Tire speed: max. 195 kts
Speed for opening cockpit Window: max. 200 kts
21.1.7 Use of autopilot
(Source: FCOM 3.01.22)
Height for engagement after Take-off (with SRS mode) 100 ft
Straight in non precision approach MDA
Circling approach: MDA-100ft
ILS approach with CAT 1 displayed on FMA: 160ft
All other cases 500ft
21.1.8 Automatic approach, landing and roll out
(Source: FCOM 3.01.22)
Headwind: max. 30kt
Tailwind: max. 10kt
Crosswind: max. 20kt
Note: Wind limitation is based on the surface wind reported by the tower. If the wind displayed on
ND exceeds the abovenoted autoland limitations, but the tower reports a surface wind within the
limitations, then the autopilot can remain engaged. If the tower reports a surface wind beyond
limitations, only CAT I automatic approach without autoland can be performed.
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21.1.8.1 Engine out
CAT II and CAT III fail passive autoland are only approved in configuration FULL, and if engine-out
procedures are completed before reaching 1000 feet in approach. Maximum wind conditions for
CAT II or CAT III automatic approach landing and roll out.
21.1.8.2 Automatic landing
CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
Automatic landing is demonstrated:
With CAT II and CAT III ILS beam.
With slope angle within ( 2.5, 3.15) range.
For airport altitude at or below 2500 feet.
At or below the maximum landing weight. At approach speed (V
APP
) = V
LS
+ wind
correction.
Minimum wind correction 5 knots ; maximum 15 knots.
Automatic rollout performance has been approved on dry and wet runways, but performance on
snow-covered or icy runways has not been demonstrated.
Automatic landing in CAT I or better weather conditions
The automatic landing system's performance has been demonstrated on runways equipped with
CAT II or CAT III ILS approaches. However automatic landing in CAT I or better weather conditions
is possible on CAT I ground installations or when ILS sensitive areas are not protected, if the
following precautions are taken:
The airline has checked that the ILS beam quality and the effect of terrain profile before the
runway have no adverse effect on AP/FD guidance. In particular the effect of terrain
discontinuities within 300 meters before the runway threshold must be evaluated.
The crew is aware that LOC or GS beam fluctuations, independent of the aircraft systems,
may occur and the PF is prepared to immediately disconnect the AP and take appropriate
action, should unsatisfactory guidance occur.
At least CAT2 capability is displayed on the FMA and CAT II/CAT III procedures are used.
Visual references are obtained at an altitude appropriate to the performed CAT I approach,
otherwise goaround is initiated.
When the crew does not intend to perform an autoland, they should disconnect the AP at
or above 80 feet: this altitude being the minimum to take over and feel comfortable.
Nevertheless, for safety purposes, the AP may be disconnected at anytime.
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21.1.9 Weather
(Source: A320 3.01.20)
Following:
Cross wind for T/O: max. 29kts gusts up to 38 kts*
Cross wind for LDG: max. 33kts gusts up to 38 kts*
* Values are demonstrated values and not operational limitations
Tail wind (T/O & Ldg. at or below 5300 ft): 15 kts (>5300 ft: 10 kts) (A320)
10 kts (A319)
Note: The maximum tailwind for automatic landings and rollout remains 10 kts !
Maximum wind for passenger door operation : 65 knots
Maximum wind for cargo door operation : 40 knots
(or 50 knots, if the aircraft nose is
oriented into the wind, or the cargo
door is on the leeward side).
Keep parking brake on with wind speeds above: 40 kts
21.1.10 Fuel
(Source: FCOM 3.1.28 ; 1.28.10)
A319 , A320
Max usable wing tanks: 2 x 6126kg (=0.785)
Max usable center tanks: 6476 kg (=0.785)
Total usable Fuel: 18728 kg (=0.785)
A321
Max usable wing tanks: 2 x 7250kg
Max usable center tanks: 8200 kg
Total usable Fuel: 23700 kg
Maximum allowed wing fuel imbalance
Inner tanks
Tank Fuel Quantity
(Heavier tank)
Maximum allowed
imbalance.
Full (5350 kg) 1500 kg
4300 kg 1600 kg
2250 kg 2250 kg
Note: The variation is linear between these values (No limitation below 2 250 kg)
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Outer tanks: Maximum allowed imbalance: 530 kg
Fuel management
Tanks must be emptied in the following order: center tank then wing tanks
Takeoff on center tank is prohibited.
Fuel temperature: min. -43C (Jet A1)
21.1.11 Hydraulic
(Source: FCOM 3.1.29)
Normal operating pressure 3000 psi +/-200
21.1.12 Break, gear, flight controls
(Source: FCOM 3.1.27 ; 3.3.11 ; 1.32.10)
Altitude for LG extension: max. FL 250
Altitude for flap extension: max. FL 200
Min. Speed to cut off green hydraulic pressure: 260kt
Keep Parking brake on with wind speeds above: 40 kt
Do not set N1 above 75% on both engines with the parking brake on
Steering angle:
Rudder: 6 (40kt) / 0 (130kt)
Tiller: 75 (0kt) / 0 (70kt)
Towing: 95
Break temperature for T/O: max. 300C with break fan off.
max. 150C with break fan on.
Altitude for flap extension: max. FL 200
Speedbrakes NOT usable for configuration: FULL (A319, A320)
FLAPS 3 and FULL (A321)
21.1.13 Oxygen
(Source: FCOM 3.1.35)
Oxygen pressure: min. 800 psi (2 Crew / 40C)
min. 1000 psi (+1 observer / 40C)
min. 1300 psi (+2 observer / 40C)
Protection time during emergency descent ->10min.
cruise at FL 100 -> 110min
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against smoke with 100% oxygen at FL 80 -> 15min.
Cabin: 4 + 4 Masks -> 12min
Smoke hood: approx. 15min
Bottle in cabin: LOW 1h, HI 30min
21.1.14 Electrical
(Source: FCOM 3.01.2e)
Max continuous load per generator 100 % (90 kVA)
Max continuous load per TR (continuous) 200 A
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21.1.15 APU
(Source: FCOM 3.1.49)
Maximum N (ECAM display) 107 %
Note : The APU automatically shuts down at 107 % N speed, that appears on the ECAM.This
corresponds to an actual N speed of 106 %.
Maximum for start (below 25000 feet) 900C
Maximum for start (above 25000 feet) 982C
APU start: max. 3 start cycles thereafter wait
60 min before attempting 3 more
cycles
APU bleed air extraction for wing anti ice is not permitted
1.12 Pressurization/ ventilation
(Source: FCOM 3.3.6)
Pack flow selector: LO if number of PAX < 115 (A320)
LO if number of PAX < 85 (A319)
HI for abnormally hot and humid conditions
NORM for all other operating cases
21.1.16 Engine
(Source: FCOM 3.1.70)
Time limit for T/O & GA: 5 min. / 10min. OEI
EGT limit for starting: 725C
EGT limit MCT: 915C
EGT limit T/O & GA: 950C
Oil temperature:
engine start min.-40 C
T/O power min.-10 C
max. 140 C
max. trans. 155 C for 15 Min.
Oil quantity: min. 9.5 qts + estimated consumption (0.5 qts/h)
Engine start: 4 Starts (max. 2 Min.) with 20 sec. delay
After 4 starts 15 Min. cooling
Reverse thrust: maximum reverse should not be used below 70 kts
Idle reverse is allowed down to acft stop
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Reduced Thrust Takeoff
(Source: FCOM 3.01.70)
Takeoff at reduced thrust is only permitted, if the airplane meets all applicable performance
requirements at the planned takeoff weight, with the operating engines at the thrust
available for the assumed temperature.
The assumed temperature must not be lower than the flat rating temperature, or the actual
OAT.
Takeoff at reduced thrust is not permitted on contaminated runways.
Takeoff at reduced thrust is permitted with any inoperative item affecting the performance,
only if the associated performance shortfall has been applied to meet all performance
requirements at the takeoff weight, with the operating engines at the thrust available for the
flex temperature.
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21.2 Operational Limitations
21.2.1 Cockpit Preparation
(Source: FCOM 3.3.4 ; 3.3.6 ; 3.4.34)
Oxygen pressure: min. 800 psi (2 Crew / 40C) *
min. 1000 psi (+1 observer / 40C) *
min. 1300 psi (+2 observer / 40C) *
* If below check FCOM 3.4.34 FLIGHT INSTRUMENT
TOLERANCES
Engine oil quantity: A320: min. 9.5 qts + estimated consumption (0.5 qts/h)
A319: min. 11 qts + estimated consumption (0.3 qts/h)
Battery: (off on -> check) battery charge currents
are below 60 A and decreasing
min. 25,5 V (ensures charge 50%)
charging cycle about 20 minutes
APU: do not use APU Bleed with external Airconditioning
connected -> valve damage
Brake pressure check: between 2000 and 2700 PSI (full pedal deflection), if no
1000 PSI limiter installed
IRS: full alignment ca. 10 minutes
if one IRS has a residual ground speed greater than 5
knots complete a fast alignment on all 3 IRS.
Pack flow selector: LO if number of PAX < 115 (A320)
LO if number of PAX < 85 (A319)
HI for abnormally hot and humid conditions
NORM for all other operating cases
Altimeters
max. difference between ADR1 and ADR2: 20 ft (on ground)
max. difference between ADR1 / 2 / 3 and ISIS: 100 ft (on ground)
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21.2.2 Taxi
(Source: FCOM 03.03.10)
N1 max 40%
Taxispeed max 30 kt straight ahead
max 10 kt in turns
Brake fan: If an arc is displayed on the ECAM WHEEL page above the brake temperature,
select the brake fans on prior brake temperature reaches 260 C
Break temperature for T/O: max. 300C with brake fan off.
max. 150C with brake fan on.
Icing
(Sorce: FCOM 3.3.9)
Note: Icing conditions may be expected when the OAT (on the ground and for take-off), or when
TAT (in flight) is 10 C or below with visible moisture in the air or standing water, slush, ice or snow
is present on the taxiways or runways.
During ground operation when engine anti ice is required and OAT is plus 3 deg C or less, periodic
engine run-up to as high a thrust setting as practical (70 % N1 recommended) may be performed
at the pilot's discretion to centrifuge any ice from the spinner, fan blades and low compressor
stators. There is no requirement to sustain the high thrust setting. The run-ups should be
performed at intervals not greater than 15 minutes.
Subsequent takeoff under these conditions should be preceded by a static run-up to as high a
thrust as practical (70 % N1 recommended) with observation of all primary parameters to ensure
normal engine operation.
21.2.3 Before Take Off
(Source: FCOM 03.03.07)
Start IGN START if heavy rain or severe turbulence is expected after takeoff.
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21.2.4 Take Off
(Source: FCOM 3.3.12; 3.5.6 ;3.1.28; 3.1.70 ; FCTM 020.50)
max demonstrated crosswind T/O 29kt, gusts 38 kt
max demonstrated crosswind LDG 33kt, gusts 38 kt
max tailwind
A320 15 kt
A319 10 kt
Max Pitch at Rotation without Tailstrike 11.7 (A320)
13.5 (A319)
Max Pitch after T/O 18
Separation due to wake turbulence:
(Source: EAG ERM, ICAO RAR 12.28.2)
behind heavy aircraft (>136000kg) same position 2 min
intermediate position 3 min
Time limit for T/O & GA: 5 min. / 10min. OEI
Fuel: Takeoff on center tank is prohibited.
Max. Imbalance of outer Tank is 590kg
Icing
(Source: FCOM 3.4.30)
Icing conditions may be expected when the OAT (on ground and for takeoff), or when the TAT (in
flight) is at or below 10C, and there is visible moisture in the air (such as clouds, fog with low
visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is
present on the taxiways or runways
21.2.5 After Take Off / Climb
(Source: FCOM 3.3.12)
Packs: Select PACK 1 ON after CLB thrust reduction
Select PACK 2 ON after a min. 10 seconds waiting period
but not later than Flaps are set to zero.
Note: Selecting pack ON before reducing take off thrust would result in an EGT increase.
Selecting both packs ON simultaneously may affect passenger comfort.
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Flight instrument tolerances
(Source: FCOM 3.4.34)
Altimeter:
max. difference between ADR1 and ADR2: 55ft (FL100)
130 ft (FL390)
max. difference between ADR1 / 2 / 3 and stby altimeter: 185 ft (FL 100)
21.2.6 Cruise
Turbulence
(Source: FCOM 3.4.91)
Above FL200 275 kt or Mach 0.76 (which ever is less)
Below FL 200 250 kt
Icing Conditions
(Source: FCOM 3.4.30 OPERATIONS IN ICING CONDITIONS)
ENGINE ANTI ICE must be ON during all ground and flight operations, when icing conditions exist,
or are anticipated, except during climb and cruise when the SAT is below - 40 C.
ENGINE ANTI ICE must be ON before and during a descent in icing conditions, even if the SAT is
below - 40 C.
21.2.7 Approach
max demonstrated crosswind T/O 29kt, gusts 38 kt
max demonstrated crosswind LDG 33kt, gusts 38 kt
max tailwind
A320 15 kt
A319 10 kt
auto LDG max tailwind 10 kt
auto LDG max crosswind 20 kt
auto LDG max headwind 30 kt
Speedbrakes NOT usable for configuration: FULL (A319, A320)
FLAPS 3 and FULL (A321)
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Wake turbulence radar separation minima
(Sorce: ICAO RAR 12.28.3)
Behind a heavy acft: 5Nm
All other cases 3Nm
21.2.8 Landing
(Source: FCOM 3.3.21)
Pitch max 10
Bank max 7
Full reverse min. 70kt
21.2.9 After Landing
(FCOM 03.03.23)
if above 30 C OAT consider Conf 1
Brake fans selection should be delayed for a minimum of about 5 minutes, or done at the
gate (whichever occurs first), to allow thermal equalization and stabilization and thus avoid
oxidation of brake surface hot spots.
Engine shut down minimum 3 minutes after LDG, if full reverse used
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21.2.10 Parking
(Source: FCOM 3.3.24 ; 3.4.32)
Brakes
above 500C, parking brake application should be avoided unless operationally necessary
When turnaround times are short, or brake temperatures are likely to exceed 500C, use the brake
fans, disregarding possible oxidation phenomenon.
Maintenance action is due in the following cases :
The temperature difference between the 2 brakes on the same gear is greater than 150C,
and the temperature of either one of the brakes is higher than or equal to 600C or
The temperature difference between the 2 brakes on the same gear is greater than 150C,
and the temperature of one brake is lower than or equal to 60C, or
The difference between the LH and RH brakes' average temperature is higher than or
equal to 200C or
A fuse plug has melted or
One brake's temperature exceeds 900C
IRU Performance
On POSITION MONITOR page Drift 5nm or below (in all other cases
consult FCOM 3.3.24)
Residual ground speed check:
Below 5kt ok
6-14 kt perform a fast alignment
15-20kt Report (The IR part of the ADIRU must be
considered as failed, if the excessive deviation
occurs after two consecutive flights).
Above 21 kt Report (The IR part of the ADIRU must be
considered as failed).
Maximum wind for passenger door operation : 65 knots
Maximum wind for cargo door operation : 40 knots
(or 50 knots, if the aircraft nose is oriented into the
wind, or the cargo door is on the leeward side).
Keep parking brake on with wind speeds above: 40 kts
21.2.11 Leaving Aircraft
(Source: FCOM 3.3.25)
After having switched off the ADIRS, wait at least 10 seconds before switching off the electrical
supply to ensure that the ADIRS memorize the latest data.
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SUMMARY
Limitations
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Wait until the APU flap is fully closed (about 2 minutes afte the APU AVAIL light goes out), before
switching off the batteries
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SUMMARY
Abreviations
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Instr.GuideA320 Revision: 4 Effective Date: 25.04.08
22 Abreviations
A
ABN Abnormal
AC Alternating Current
A / C Aircraft
ACARS ARINC Communication Addressing
and Reporting System
ACP Audio Control Panel
ADF Automatic Direction Finder
ADIRS Air Data Inertial Reference System
ADIRU Air Data Inertial Reference Unit
ADM Air Data Module
ADR Air Data Reference
ADV Advisory
AEVC Avionics Equipment Ventilation
Computer
AFS Auto Flight System
AIDS Aircraft Integrated Data System
AIL Aileron
AIU Audio Interface Unit
AMU Audio Management Unit
ANT Antenna
ALS Approach Light System
ALT Altitude
ALTN Alternate
A / P Auto-Pilot
APPR Approach
APPU Asymmetry Position Pick off Unit
APU Auxiliary Power Und
ARPT Airport
AS Airspeed
ASAP As Soon As Possible
ASI Air Speed Indicator
A / SKID Anti Skid
ATC Air Traffic Control
ATE Automatic Test Equipment
A/THR Auto Thrust Function
ATS Auto Thrust System
ATT Attitude
AWY Airway
B
BARO Barometric
BAT Battery
BCL Battery Charge Limiter
BCDS Bite Centralized Data System
BITE Built-in Test Equipment
BIU Bite Interface Unit
BFE Buyer Furnished Equiptment
BMC Bleed Air Monitoring Computer
BNR Binary
BRG Bearing
BRK Brake
BRT Bright
BSCU Braking Steering Control Unit
BTC Bus Tie Contactor
BTL Bottle
C
C Centigrade
CAPT Captain, Capture
CAS Calibrated Airspeed
C / B Circuit Breaker
CBMS Circuit Breaker Monitoring System
CDL Configuration Deviation List
CDU Control Display Unit
CFDIU Centralized Fault Data Interface
CFDS Centralized Fault Display System
CG Center of Gravity
CHG Change
CIDS Cabin Intercommunication Data
System
C / L Check List
CLB Climb
CLR Clear
CMD Command
CMPTR Computer
CO Company
CONT Continuous
CO RTE Company Route
CPCU Cabin Pressure Controller Und
CRC Continuous Repetitive Chime
CRG Cargo
CRS Course
CRT Cathode Ray Tube
CRZ Cruise
CSCU Cargo Smoke Control Unit
CSD Constant Speed Drive
CSM / G Constant Speed Motor /
Generator
CSTR Constraint
CTR Center
CTL PNL Control Panel
CVR Cockpit Voice Recorder
D
DA Drift Angle
DAR Digital AIDS Recorder
DC Direct Current
DDRMI Digital Distance and Radio Magnetic
Indicator
DES Descent
DEST Destination
DEU Decoder / Encoder Unit
DFA Delayed Flap Approach
DFDR Digital Flight Data Recorder
DH Decision Height
DIR Direction
DIR TO Direct To
DISC Disconnect
DIST Distance
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SUMMARY
Abreviations
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DITS Digital Information Transfer System
DMC Display Management Computer
DME Distance Measuring Equipment
DMU Data Management Und (Aids)
DSDL Dedicated Serial Data Link
DSPL Display
DTG Distance To Go
DU Display Unit
E
E East
ECAM Electronic Centralized Aircraft
Monitoring
ECB Electronic Control Box (APU)
ECM Engine Condition Monitoring
ECON Economic
ECP ECAM Control Panel
ECS Environmental Control System
ECU Engine Control Unit
EDP Engine Driven Pump
EFCS Electronic Flight Control System
EFIS Electronic Flight Instrument System
EFOB Estimated Fuel On Board
EIU Engine Interface Unit
EIS Electronic Instruments System
ELAC Elevator Aileron Computer
ELV Elevation
ELEC Electrics
EMER Emergency
EMER GEN Emergency Generator
ENG Engine
EO Engine Out
EPR Engine Pressure Ratio
ESS Essential
EST Estimated
ETA Estimated Time of Arrival
ETE Estimated Time en Route
ETP Equal Time Point
EVMU Engine Vibration Monitoring Unis
E / WD Engine / Waming Display
EXT PWR External Power
EXTN Extension
F
FAC Flight Augmentation Computer
FADEC Full Authority Digital Engine Control
System
FAF Final Approach Fix
FAP Forward Attendants Panel
FAR Federal Aviation Regulations
FAV Fan Air Valve
F / C Flight Crew
FCDC Flight Control Data Concentrator
FCU Flight Control Unit
FD Flight Director
FDIU Flight Data Interface Unit
FDU Fire Detection Unit
FF Fuel Flow
FGC Flight Guidance Computer
FIDS Fault Isolation and Detection
System
FL Flight Level
FLSCU Fuel Level Sensing Control Unit
FLT Flight
FLT CLT Flight Control
FMA Flight Mode Annunciator
FMGC Flight Management Guidance
Computer
FMGS Flight Management
Guidance System
FMS Flight Management System
F/0 First Officer
FOB Fuel on Board
F-PLN Flight Plan
FPA Flight Path Angle
FPPU Feed Back Position Pick-Off Unit
FPV Flight Path Vector
FQI / FQU Fuel Quantity Indication /
Unit
FREQ Frequency
FRT Front
FRV Fuel Retum Valve
FT Foot, Feet
FT/MN Feet per Minute
FU Fuel Used
FWD Forward
FWC Flight Waming Computer
FWS Flight Waming System
G
GA Go Around
GCU Generator Control Unit
GEN Generator
GLC Generator Line Contactor
GMT Greenwich Mean time
GND Ground
GPCU Ground Power Control Unit
GPS Global Positioning System
GPWS Ground Proximity Waming System
GRND Ground
GRP Geographic Reference Point
GRVTY Gravity
GS Ground Speed
G/S Glide Slope
GW Gross Weight
H
H Hour, Hot
HCU Hydraulic Control Unit
HDG Heading
HDG/S Heading Selected
HDL Handle
HI High
HI High Intensity
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SUMMARY
Abreviations
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HLD Hold
HMU Hydraulic-Mechanical Unft
HP High Pressure
HPTCC HP Turbine Clearance Control
HPV High Pressure Valve
HUD Head Up Display
HYD Hydraulics
HZ Hertz
I
IAF Initial Approach Fix
IAS Indicated Airspeed
IDENT Identification
IDG Integrated Drive Generator
IFR Instrument Flight Rules
IGN Ignition
IGV Inlet Guide Vane
ILS Instrument Landing System
IMM Immediate
INB Inbound
INBO Inboard
INCREM Increment
INIT Initialization
INOP Inoperative
INR Inner
INST Instrument
INTCP Intercept
I/O Inputs / Outputs
I/P Input or Intercept Profile
IP Intermediate Pressure
IPC Intermediate Pressure Check-valve
IPPU Instrumentation Position
Pick-off Unit
IRS Inertial Reference System
ISA International Standard Atmosphere
ISOL Isolation
K
KG Kilogram
KT Knot
L
L Left
LAF Load Alleviation Function
LAT Latitude
LAT REV Lateral Revision
LAV Lavatory
LCN Load Classification Number
LDG Landing
L / G Landing Gear
LGCIU Landing Gear Control Interface Unit
LGPIU L/ G Position Indicator Unit
LH Left Hand
LIM Limitation
LS Localizer Inertial Smoothing
LK Lock
LL Latitude / Longitude
LLS Left Line Select Key
LOC Localizer
LONG Longitude
LP Low Pressure
LPTCC LP Turbine Clearance Control
LRRA Low Range Radio Altimeter
LRU Line Replaceable Unit
LSK Line Select Key
LT Light
LVL Level
LVL/CH Level Change
LW Landing Weight
M
M Magenta, Mach, Meter
MAC Mean Aerodynamic Chord
MAG Magnetic
MAG DEC Magnetic Declination
MAG VAR Magnetic Variation
MAINT Maintenance
MAN Manual
MAX CLB Maximum Climb
MAX DES Maximum Descent
MAX END Maximum Endurance
MB Millibar
MCT Maximum Continuous Thrust
MCDU Multifunction Control and Display
Unit
MCU Modular Concept Unit
MDA Minimum Descent Altitude
MECH Mechanic
MEL Minimum Equipment List
MFA Memorized Fault Annunciator
MI Medium Intensity
MIN Minimum
MKR Marker
MLS Microwave Landing System
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MN Mach Number
MRIU Maintenance and Recording
Interface Unit
MSA Minimum Safe Altitude
MSG Message
MSL Mean Sea Level
MSU Mode Selector Unit (IRS)
MTBF Mean Time Between Failure
MTOW Maximum Take-Off Weight
MZFW Maximum Zero Fuel Weight
N
N Normal, North
NACA National Advisory Committee for
Aeronautics
NAV Navigation
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SUMMARY
Abreviations
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NAVAID Navigation Aid (VOR / DME)
ND Navigation Display
NDB Non Directional Beacon
NM Nautical Miles
NW Nose Wheel
O
OAT Outside Air Temperature
OBRM On Board Replacable Module
OFF / R Off Reset
OFST Offset
O/P Output
OPP Opposite
OPT Optimum
OUTB Outbound
OUTR Outer
OVBD Overboard
OVHD Overhead
OVHT Overheat
OVRD Override
OVSPD Overspeed
P
P-ALT Profile Altitude
P/B Push-Button
P-CLB Profile Climb
PCU Power Control Unit
P-DES Profile Descent
PDU Pilot Display Unit
PERF Performance
PFD Primary Flight Display
PHC Probes Heat Computer
P-MACH Profile Mach
POB Pressure Off Brake
P-SPEED Profile Speed
POS Position
PPOS Present Position
PPU Position Pick-off Unit
PR Pressure
PRED Prediction
PROC Procedure
PROC T Procedure Turn
PROF Profile
PROG Progress
PROTEC Protection
PSU Passenger Service Unit
PT Point
PTP Purser Test Panel
PTR Printer
PTU Power Transfer Unit (Hydraulic)
PVI Paravisual Indicator
PWR Power
QAR Quick Access Recorder
QFE Field Elevation Atmosphere
Pressure
QFU Runway Heading
QNE Sea Level Standard Atmosphere
Pressure (1013 MB)
QNH Sea level Atmosphere Pressure
QT Quart (US)
QTY Quantity
R
R Right, Red
RA Radio Altitude
RACC Rotor Active Clearance Control
RAT Ram Air Turbine
RCDR Recorder
RCL Recall
RCL Runway Centerline Lights
RCLM Runway Centerline Markings
RCVR Receiver
REL Release
REL Runway End Lights
REV Reverse
RH Right Hand
R /1 Radio / Inertial
RL Runway (Edge) Lights
RLSK Right Line Select Key
RMI Radio Magnetic Indicator
RMP Radio Management Panel
RNG Range
RPM Revolution per Minute
RPTG Repeating
RQRD Required
RSV Reserves
RTE Route
RTOW Regulatory Takeoff Weight
RWY Runway
RWYM Runway Markings
S
S South
SC Single Chime
S / C Step Climb
SD System Display
STAT INV Static Inverter
S / D Step Descent
SDAC System Data Acquisition
Concentrator
SDCU Smoke Detection Control Unit
SEC Spoiler Elevator Computer
SEL Selector
SFCC Slat / Flap Control Computer
SFCS Slat / Flap Control System
SFE Seiler Furnished Equipment
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SUMMARY
Abreviations
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Instr.GuideA320 Revision: 4 Effective Date: 25.04.08
SID Standard Instrument Departure
SIM Simulation
SLT Slat
SOV Shutoff valve
SPD Speed
SPD LIM Speed Limit
SPLR Spoiler
SRS Speed Reference System
STAR Standard Terminal Arrival Route
STEER Steering
STRG Steering
STS Status
SW Switch
SWTG Switching
SYNC Synchronize
SYS System
T
T True, Turn, Total
TACT Tactical
TAS True Air Speed
TAT Total Air Temperature
TBD To Be Determined
T/C Top of Climb
TCAS Traffic Collision Alert System or
Threat Analysis / Collision
Avoidance System
T / D Top of Descent
TDZ Touchdown Zone Lights
TEMP Temperature
TGT Target
THR Thrust
THRL Threshold Lights
THS Trimmable Horizontal Stabilizer
TK Tank
TK Track Angle
TKE Track Angle Error
TMR Timer
TLA Throttle Lever Angle
TO. Take Off
TOGA Take-Off - Go-Around
TOGW Take-Off Gross Weight
TOW Take-Off Weight
T-P Turn Point
T-R Transmitter-Receiver
TRANS Transition
TROPOTropopause
TRK Track
TRU Transformer Rectifier Unit
TTG Time to Go
U
UFD Unit Fault Data
ULB Underwater Locator Beacon
UNLK Unlock
UTC Universal Coordinated Time
V
V Volt
V1 Critical Engine Failure Speed
V2 Take Off Safety Speed
VBV Variable by pass valve
Vc Calibrated airspeed
VEL Velocity
VFE Maxi Velocity Flaps Extended
VFEN VFE Next
VFTO Vetocity Final Take-Off
VHF Very High Frequency
VHV Very High Voltage
VIB Vibration
VM Maneuvering Speed
VMIN Minimum Operating Speed
VMO Maximum Operating Speed
VOR VHF Omnidirectional Range
VOR-D VOR-DME
VR Rotation Speed
VREF Landing Reference Speed
V/S Vertical Speed
VSI Vertical Speed Indicator
VSV Variable Stator Vane
W
W White, West, Weight
WHC Window Heat Computer
WPT Waypoint
WTB Wing Tip Brake
WXR Weather Radar
X
XCVR Transceiver
XFR Transfer
XMTR Transmitter
XPDR Transponder
XTK Cross Track Error
Y
Y Yellow
Z
ZFCG Zero Fuel Center of Gravity
ZFW Zero Fuel Weight